EP0183754B1 - Gesteuertes mechanisches verfahren für seitliche verformung einer katamaranstruktur - Google Patents

Gesteuertes mechanisches verfahren für seitliche verformung einer katamaranstruktur Download PDF

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Publication number
EP0183754B1
EP0183754B1 EP19850902566 EP85902566A EP0183754B1 EP 0183754 B1 EP0183754 B1 EP 0183754B1 EP 19850902566 EP19850902566 EP 19850902566 EP 85902566 A EP85902566 A EP 85902566A EP 0183754 B1 EP0183754 B1 EP 0183754B1
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Prior art keywords
floats
mast
deformation
rudder
supports
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EP19850902566
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English (en)
French (fr)
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EP0183754A1 (de
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Christian-Noel Bazot
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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
    • B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/005—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull
    • B63B2015/0066—Inclinable masts with passive righting means, e.g. counterbalancing means

Definitions

  • the subject of the present invention is a controlled or piloted mechanical device which allows, by transverse geometrical deformation of the structure which connects the two floats of a sailing boat of catamaran type, to control them at will dynamically and statically both simultaneously or separately, the angular transverse inclination of the mast, rudder, rigging and hatch supports, as well as the seat or trim of the floats on the water and / or the lateral inclination of the daggerboards or keels which are linked, at the option of the pilot or coxswain and independently of the force of the wind on the sail, in the same transverse direction of rotation.
  • connection structures between the flotation support elements or hulls either rigid, or mechanically or elastically deformable.
  • the second family consists of connections or components of this structure, deformable or orientable, piloted or not which make it possible to provide, in addition to rigid systems, a particular arrangement, either on the mast, or on the fin or on floats or foils, leading overall to more dynamic efficiency, more stability, more maneuverability, or possibly more ease of implementation during assembly and disassembly.
  • Such a structure corresponds to the preamble of claim 1.
  • the innovation sought therefore consists in bringing together and using in synchronism these various known devices, even used in an operation opposite to that of the model shown in drawings and figures, suitable for boats with one, two or three flotation supports. , and to combine them together in a catamaran in order to produce a device which seeks an opposite mechanical effect, that is to say the tilting or heeling and the support in a preferential manner on a single float.
  • the implementation of the device thus leading to the creation of a system of less stability which calls more on the address and the sense of balance of the pilot.
  • the device described in this document mainly seeks, first the resistance to lateral skidding, then an opposition to capsizing, finally a return to balance and stability of the floats well flat on the water.
  • a comparative description carried out with the subject of the claimed invention leads to a very different device which seeks above all the imbalance and the support on a single float, the pivoting of these being linked to the best possible attitude of stability, flat or at the gîte.
  • the movement of the mast and the floats is independent of the wind, and linked to a play of force internal to the system, which the coxswain communicates with his boat according to the conditions of balance required by piloting. Tilting against the sail authorizes phenomena of the "Kite" type whereas it was not previously.
  • the linkage leads to a vertical rotation in the same direction of the mast and the floats, and, it is of the parallelogram type schematically.
  • said tapered float In a position of instability at heeling, that is to say in equilibrium on a single support, under the action of a strong wind, said tapered float has low penetration because it improves its lift by the dynamic pressure of the water on the outer flank of the support float, while said flat float sinks deeply of the same volume but on its flank of small section. In addition, penetration on this ridge considerably slows the boat by the contact of the swell with the support frame and the board members. Finally in this last configuration, the mast being linked to the non-deformable structure, there is a loss of propulsion by the angle of flight resulting from the wind on the wing when the boat is tilted.
  • the object of the invention is a device which makes it possible to combine the reciprocal advantages of the two techniques exposed by using preferentially flat floats, and / or with hulls and flat bottoms which easily plan out with the speed of propulsion.
  • a device according to the invention includes the features of claim 1.
  • This device makes it possible to control and control the trim or support on the water in all configurations as well as the daggerboards or keels. Furthermore, it optionally allows, in a reduction ratio linked to the geometric deformation of the structure, to control it in synchronism overall or by group of functions, the angular pivoting of the mast, the rudder and the rigging supports.
  • FIGS. 1 and 2 which is limited to a restrictive representation of a catamaran composed of four supports, a mast, a rudder, four transverse support arms and a rigging support and / or hatch, so as not to overload the figures, in order to facilitate description as best as possible.
  • the device according to the invention essentially consists of at least four support bearings 1 connected to the floats 2, by an attachment means 3 and ensures respectively in pairs the rotations around the joints 4 - 5, 6 - 7, 8 - 9, 10 - 11, in the vertical plane, support arms 12 of the structure and the rigid frame 13.
  • the sub-assembly consisting of the rigid frame 13, forming the longitudinal upper plane of the boat and the four arms transverse supports 12 constitutes the mechanical chassis connecting the floats.
  • the mechanical connection of the chassis 12 - 13 and the support bearings 1 to the various articulations already designated constitutes the entire structure with variable geometry.
  • the upper articulation 15 is attached to the rigid reinforcement 13 while that of the base is linked to the transverse support arms in their common junction medium 16.
  • the rudder or rudder 17 and its attachment 18 located in the middle of the two floats is articulated according to the same functional principle as the mast root 14 at two points on the chassis, in order to pivot in synchronism with the deformation of the structure.
  • the upper articulation 19 is attached to the frame 13 while that of the base 20 is linked to the transverse support arms in their common junction medium.
  • the rigging and / or hatch support 21 has been arbitrarily shown to be integral with the articulated rudder mechanism, but it could be quite different, in particular if the boat has several masts and therefore several sails. It therefore has the same articulations as the attachment of the rudder and allows whatever the angle of heel to keep constant the adjustment of the sail tension.
  • this support has been fixed in the longitudinal axis at equal distance from the shells, but could just as easily be located on either side of this longitudinal median axis.
  • Three longitudinal generatrices forming the components of the upper rigid reinforcement among which the connection of the joints 4 - 8, 15 - 19, and 6 - 10 can be considered serve as anchoring and / or clamping at the points of attachment of the traction, compression or traction-compression mechanisms.
  • several diagonals connecting these different generators opposite are possible. It is always a question of increasing or shortening geometrically under an engine effort, and of a race, imposed by the piloting: their lengths.
  • FIG. 4 represents the rear view of the catamaran, at the heel, bearing on the leeward float.
  • the conditions of static equilibrium in this heel configuration are achieved when the torque of reversal of the engine force due to the specific pressure of the wind in the sail, broken down in a transverse plane, is counterbalanced by a resistant torque specific to the masses raised, relative to the hypothetical center of rotation, inscribed in the support plane of the float on the liquid element.
  • the weight of the moving mass P A is that of the passenger (s) and / or the ballast, while P B is the static weight specific to the boat.
  • the weight resulting from the composition of the two masses is P C.
  • the force F D projected in the transverse plane of the direction of advance, applied to the center of thrust D, is the product of the surface of the sail by the pressure of the wind.
  • the force due to the dynamic lift of the float is oriented according to the result of the pressures applied to the submerged surface, in a center of thrust which is linked to it.
  • FIG. 5 partially makes it possible to provide a mechanical variant to the device for controlling the deformation of the structure in the transverse plane previously stated and shown diagrammatically in FIG. 3.
  • Its construction rests on a torque arm 24 linked to the chassis by supports 23 and fixed on the respective generators 6 - 10, 7 - 11, 4 - 8 and 5 - 9.
  • This arm allows to drive at will by a vertical rotation due mainly to the mass of the conductor, the deformation and therefore to control the organs which are linked to it by transmitting to the front and rear transverse support arms of the boat 12 - 13, compression and traction forces.
  • This arm depending on the direction of wind direction is fixed on the right or left support of the chassis, and the resulting counter-effect is used to oppose the overturning torque due to the wind on the sail.
  • the device can therefore assume different geometric shapes, which in their mechanical deformations lead to practically identical results.
  • the model represented in the various figures is therefore only a particular case of representation, but the device itself also includes all the variants as soon as the shape of the structure can be varied and subsequently controlled. the dynamic attitude of floats on water and other components.
  • FIGS. 4 and 6 shows a particular representation derived from a parallelogram model, but differs therefrom by the mast, the rudder support and the rigging which pivot. '' a lower angle than that of the bearings linked to the floats.
  • the deformable structure shown in rear view of the boat is defined by the joints 8 - 9, 10 - 11.
  • the rudder support 18 and the rigging and / or hatch support 21 is shown articulated in two points 19 and 20 to the chassis in order on the one hand to keep the best penetration in water at the heel and at the rudder and for the rigging and / or hatch support the same settings wing tension on the other hand.
  • the members 18 and 21 during the deformation of the structure will have a smaller angular transverse movement than that of the support bearings 1 or floats 2.
  • the articulation 20 must have a degree of longitudinal freedom in the axis of the rudder.
  • the angle traveled is equivalent to the pivot angle of the floats and if it is smaller, the angle described is greater than l 'pivot angle of the floats.
  • the deformable structure shown in front view of the boat is defined by the articulations 4 - 5, 6 - 7.
  • the root of the mast 14 is articulated at two points 15 and 16 on the chassis in order to keep the heel the maximum pressure on the sail as the distance 15 -16 is shown a little larger than the respective lengths 4 - 5 and 6 - 7 the mast 14 during the piloted deformation of the structure will have a smaller angular transverse clearance than that of the floats 7 or the support bearings 1 to which it is linked.
  • support arms 12, articulation 16 must have a longitudinal degree of freedom in the axis of the mast, to absorb the difference in length.
  • the pivoting of the mast and its footing will be greater or less than that of the floats, but always equivalent between the bow and the rear of the catamaran, according to the different lengths chosen between the joints, in order to be synchronous with that of the rudder and its support, and of the rigging support (s) and / or hatchways always made in the same direction of transverse rotation.
  • the angled representation of the support arms makes it possible to increase the heeling angle of the boat by avoiding the contact of the floats which pivot under the structure.
  • FIG. 7 one could equally consider that the attachment of the main functional organs such as the mast, the rudder and the sail are not pivotally linked to that of the structure, but fixed, rigid and normal to the plane. top of the chassis as shown.
  • This embodiment is already known, but derives from a different construction mode linked to the anti-heeling operation of trimarans and catamarans, or it is the mast which becomes motor by its tilting under the effect of the wind and produced by reaction. a pivoting of the floats in the opposite direction to oppose the overturning torque. This is the opposite phenomenon, since if the mast is allowed to become an engine, it involves the floats rotating in the opposite direction to the claimed process.
  • the pivoting of the floats can only be controlled by the pilot and is not linked solely to the movement of the mast under the effect of the wind nor to a mechanical consequence resulting from an arbitrary state of equilibrium , but only to forces internal to the system.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Wind Motors (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Claims (8)

1. Mechanische Verformungseinrichtung der Verbindungstruktur der zwei Schwimmer eines Katamarans, die die relative, partielle oder gänzliche, Gelenkverbindung der verschiedenen Bestandteile ermöglicht, nämlich des Chassis, des Mastes, der Schwimmer oder Rümpfe, der Kielflossen oder Schwerte, und des oder der Steuerruder, dadurch gekennzeichnet, daß die geometrische Verformung der Struktur sich quer zur normalen Fortbewegungsrichtung des Bootes verwirklicht, an ein Segelboot mit zwei Schwimmern oder Rümpfen oder Tragflächen angepaßt ist und es ermöglicht, nach Wunsch auf getrennte oder gleichzeitige Weise, in der Bewegung oder im Stillstand, durch Funktionsgruppen die Winkelneigungen in einer gleichen Querdrehrichtung zu kontrollieren und zu koppeln, und zwar einerseits der Schwimmer und der Ebenen der ihnen zugeordneten Kielflossen bzw. Schwimmer, und andererseits des Mastes, des Segels, des Steuerruders, der Halterungen für die Verstagung und die Schoten, nach Wunsch des Rudergängers und unabhängig von der Wirkung des Winds auf das Segel, unabhängig davon, ob das Boot im Gleichgewicht auf beiden Schwimmern oder in Krängung auf einem einzigen ist.
2. Verformungseinrichtung der die beiden Schwimmer verbindende mechanischen Struktur nach Anspruch 1, dadurch gekennzeichnet, daß die Struktur sich aus mindestens vier mit den Schwimmern oder Rümpfen (2) durch eine Anbringung (3) verbundenen Traglagern (1) zusammensetzt, und daß die Einrichtung jeweils paarweise die Drehung der unteren Tragarme (12) und des oberen starren Gestänges (13) in der senkrechten Ebene um Gelenke (4 - 5), (6 - 7), (8 - 9) und (10 - 11) gewährleistet, um dadurch dynamisch oder ggf. statisch unabhängig von dem von dem Wind verursachten Umkippkräftepaar, durch Steuerung der Struktur, die Grundplatte oder die Trimmung der Schwimmer sowie der Ebenen der ihnen zugeordneten Kielflossen bzw. Schwimmer variieren lassen zu können, mit dem Ziel, durch den Anstellwinkel des oder der in Kontakt mit dem flüssigen Element stehenden Schwimmer gegenüber dem Wasser entweder im Ebenen einen besseren hydrodynamischen Auftrieb in dem Fall der flachen oder flachbödigen Unterwasserschiffformen, oder bei einer negativen Anstellung eine Kantenwirkung der Schwimmer und eine seitliche Gegenreaktion der Kielflossen, oder bei positiver Anstellung eine Hochtriebskomponente freizusetzen die es ermöglicht, einen besseren Tiefgang durch die Gleitwirkung dieser zu erhalten.
3. Einrichtung nach Anspruch 2, die es ermöglicht, die Anstellung der Schwimmer auf dem Wasser zu orientieren, dadurch gekennzeichnet, daß man als Rümpfe flache Schwimmer beispielsweise nach Art eines Surfbrettes oder Schwimmer mit flachen oder flachbödigen Unterwasserschiffkörpern verwendet, um physikalisch unter Berücksichtigung der Möglichkeit die Trimmung zu modifizieren, ihren sehr guten hydrodynamischen Auftrieb in der Fluidmechanik auszunutzen.
4. Einrichtung nach Anspruch 2, die es ermöglicht, die Schwimmer auf dem Wasser durch Ändern ihrer Verbindungstruktur zu orientieren, dadurch gekennzeichnet, daß sie bei ihrer seitlichen Verformung durch geeignete Gelenke (15 - 16) auf der Vorderseite des Katamarans und (19 - 20) auf der Rückseite des Katamarans in Synchronismus mit der Veränderung der Geometrie des Chassis (12 - 13), gleichzeitig oder getrennt, gleichzeitig einerseits die Querneigung des Mastes und seines Mastfußes (14) wie die des Steuerruders und seiner Befestigung (18) um einen gleichen Schwenkwinkel, und andererseits die Querschwenkung der Halterungen für die Verstagung und die Schoten (21) mit sich bringt, um die Regelung der Spannung des Segels während der Krängung konstant zu halten, wobei die Drehung der Gesamtheit der Bestandteile in einem Untersetzungsverhältnis gewählt wird, das den Längen zwischen den Gelenken eigentümlich ist, und immer in der gleichen quer verlaufenden Drehungsrichtung.
5. Steuerungseinrichtung der Verformung nach den Ansprüchen 1, 2 und 4, dadurch gekennzeichnet, daß die Verformung der genannten Struktur durch eine Gesamtheit von mechanischen, oder elektromechanischen, oder hydraulisch oder pneumatisch gesteuerten Mitteln der Wirkuntersetzung erreicht wird, die es dem Piloten ermöglichen, in dem er nach Wunsch bestimmte konstitutive Erzeugende der oberen Ebene des Chassis nach (4 - 8), (15 - 9), (6 - 10), gegenüber den gleichen Erzeugenden bzgl. des unteren Tragwerks nach (5 - 9), (16 - 20), (7 - 11) schiebt oder daran zieht, oder es dem Piloten ermöglichen, der durch Aufteilung seiner eigenen Masse mit Hilfe eines Kopplungsarmes (24), der nach Orientierung des Windes mit der einen oder der anderen der Befestigungen oder Halterungen (23) verbunden ist, in ihrer Intensität veränderbare Wirkungen den entsprechenden Erzeugenden (6 - 10), (7 - 11) einerseits und (4 - 8) und (5 - 9) andererseits mitteilt, die zu den gleichen Wirkungen führen, geometrisch die mechanische Gesamtheit zu verformen und den Schwimmern und/oder dem Mast und dem Steuerruder und/oder den Halterungen für Verstagung und Schoten die gewünschten Orientierungen zu verleihen.
6. Einrichtung nach den Ansprüchen 2, 3, 4 und 5, dadurch gekennzeichnet, daß die an die in die Kategorien der leichten Drifter oder Küstenkreuzer oder der schweren Rennkreuzer klassifizierten Katamarane angepaßte deformierbare Struktur gleichzeitig oder getrennt in Kombination enthält:
mindestens vier starr mit den Schwimmern oder Rümpfen (2) verbundene Traglager (1), die jeweils in der senkrechten Ebene die paarweisen gleichgerichteten Drehungen der verschiedenen Bestandteile des Chassis gewährleisten;
ein mechanisches deformierbares Chassis, das aus einem die obere Ebene bildenden starren Gestänge (13) und das untere Tragwerk bildenden querverlaufenden Halterungsarmen (12) gebildet ist, die jeweils paarweise an den Traglagern bei (4 - 5) und (6 - 7) an der Vorderseite, (8 - 9) und (10 11) an der Rückseite des Bootes angelenkt sind;
zwei Schwimmer oder Rümpfe (2), die starr bei (3) an der deformierbaren Struktur befestigt sind, mit einer eher flachen Form, d. h. breiter als hoch, oder mit einem flachen oder flachbödigen Unterwasserschiffskörper;
mindestens einen Fuß für den Mast (14) und seine Verstagung, der an zwei Punkten an dem Chassis bei (14) und (15) angelenkt ist und senkrecht in Synchronisation mit dem Chassis um einen senkrechten Winkel verschwenkt, der an die geometrischen Verformungen der Struktur in einem Untersetzungsverhältnis gebunden ist, das den Längen zwischen den Gelenken eigentümlich ist;
an dem Chassis angelenkte Halterungen für die Verstagung und Schoten (21), die senkrecht in direkten Synchronismus mit der Winkeldrehung des Mastes und seiner Halterung verschwenken, um die Spannungen auf das Segel identisch zu halten, unabhängig von den Verformungen der Struktur;
mindestens ein in zwei Punkten an dem Chassis bei (19) und (20) angelenktes, zwischen den Schwimmern angeordnetes Steuerruder (17) und seine Befestigung (18), mit einer senkrechten Drehbewegung des Steuerruders und seiner Befestigung in einem Untersetzungsverhältnis, das den Längen zwischen den Gelenken -eigentümlich ist, wobei ggf. im Fall zweier Steuerruder das Prinzip das gleiche bleibt, diese jedoch vorzugsweise an den Enden der Schwimmer oder Rümpfe angeordnet sein würden;
eine Gesamtheit von mechanischen oder elektromechanischen oder hydraulisch oder pneumatisch gesteuerten Mitteln, die beispielsweise eine Verwendung mit einfacher oder Doppelwirkung ermöglichen und die kontrollierte Steuerung der Verformung der Struktur durch das Annähern oder Entfernen der Längserzeugenden des Chassis ermöglichen, diagonal entgegengesetzt und/oder mit Hilfe eines Kopplungsarmes (24), um dadurch die gleichen Wirkungen durch Aufteilung der Masse des Piloten zu erzeugen, der den mit dem Wind verbundenen Wirkungen der Verformung und des Umkippens entgegenwirkt, indem er sich auf Stützen (23) aufstützt, die seine Wirkungen aufteilen und rechts oder links am Boot angeordnet sind.
7. Einrichtung nach den Ansprüchen 2 und 5, die durch das Steuern des Rudergängers die Winkelschwenkung der Schwimmer und der Kielflossen oder Schwerter ermöglicht, dadurch gekennzeichnet, daß man sich auf den Umfang dieser zwei Ansprüche beschränkt, ohne die Einrichtung mit der Steuerung des Mastes, des Steuerruders und der Halterungen für die Verstagung und die Schoten in Verbindung zu bringen, d. h. mit dem Anspruch 4, wobei diese verschiedenen Bestandteile starr mit der Brücke oder der oberen Ebene des Bootes verbunden sind, durch Scharnierwanten und sonstige Wanten wie bei dem größten Teil der herkömmlichen Konstruktionen.
EP19850902566 1984-05-30 1985-05-28 Gesteuertes mechanisches verfahren für seitliche verformung einer katamaranstruktur Expired EP0183754B1 (de)

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Application Number Priority Date Filing Date Title
AT85902566T ATE37831T1 (de) 1984-05-30 1985-05-28 Gesteuertes mechanisches verfahren fuer seitliche verformung einer katamaranstruktur.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8408590 1984-05-30
FR8408590A FR2565193B1 (fr) 1984-05-30 1984-05-30 Procede mecanique pilote de deformation laterale de la structure d'un catamaran

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EP0183754A1 EP0183754A1 (de) 1986-06-11
EP0183754B1 true EP0183754B1 (de) 1988-10-12

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EP (1) EP0183754B1 (de)
AU (1) AU4402885A (de)
DE (1) DE3565499D1 (de)
FR (1) FR2565193B1 (de)
WO (1) WO1985005606A1 (de)

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DE4243752A1 (de) * 1992-12-23 1994-07-07 Hanno Wuerzburg Wasserfahrzeug
FR2931395A1 (fr) * 2008-05-21 2009-11-27 Olivier Antenat Dispositif de suspension d'un mobile

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EP0236364A1 (de) * 1985-09-16 1987-09-16 WALLACH, Bruce Arthur Dreirumpfboot mit einstellbaren querträgern
CN107972836A (zh) * 2017-11-16 2018-05-01 香港中文大学（深圳） 一种可风力发电及动力调控的装置、无人帆船
CN109783908B (zh) * 2018-12-29 2023-07-28 黄河水利委员会黄河水利科学研究院 水力式升船机承船厢纵向抗倾覆理论分析方法
CN112937756B (zh) * 2021-03-14 2022-06-21 哈尔滨工程大学 一种气垫支撑变构型艇体
CN114996819B (zh) * 2022-06-27 2024-02-23 西北大学 一种轻型浮力装置及其结构设计方法、加工工艺
CN116039855B (zh) * 2022-11-22 2023-10-13 上海船舶运输科学研究所有限公司 一种耐波形防船撞拦截单体及包括其的拦截系统

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DE611907C (de) * 1933-12-06 1935-04-09 Wilhelm Ottow Doppelboot mit Schwingmast
GB1180318A (en) * 1968-04-26 1970-02-04 James Edward Keddie Sailing Craft
US3841251A (en) * 1973-09-17 1974-10-15 R Larson Sailboat
US3929085A (en) * 1973-09-17 1975-12-30 Scott M Mason Trimaran
US3903827A (en) * 1974-07-15 1975-09-09 Paul M Marcil Non-heeling hull assembly
US4392444A (en) * 1980-01-10 1983-07-12 Andersson Lars G High stability trimaran

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4243752A1 (de) * 1992-12-23 1994-07-07 Hanno Wuerzburg Wasserfahrzeug
FR2931395A1 (fr) * 2008-05-21 2009-11-27 Olivier Antenat Dispositif de suspension d'un mobile
WO2009150364A1 (fr) * 2008-05-21 2009-12-17 Olivier Antenat Dispositif de suspension d'un mobile

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FR2565193A1 (fr) 1985-12-06
EP0183754A1 (de) 1986-06-11
FR2565193B1 (fr) 1987-10-09
AU4402885A (en) 1985-12-31
DE3565499D1 (en) 1988-11-17
WO1985005606A1 (fr) 1985-12-19

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