EP0199145B1 - Tragflügelanordnung für einen Gleitboot-Katamaran - Google Patents

Tragflügelanordnung für einen Gleitboot-Katamaran Download PDF

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Publication number
EP0199145B1
EP0199145B1 EP86104362A EP86104362A EP0199145B1 EP 0199145 B1 EP0199145 B1 EP 0199145B1 EP 86104362 A EP86104362 A EP 86104362A EP 86104362 A EP86104362 A EP 86104362A EP 0199145 B1 EP0199145 B1 EP 0199145B1
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EP
European Patent Office
Prior art keywords
catamaran
hydrofoil
wing
trimming
main
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
EP86104362A
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German (de)
English (en)
French (fr)
Other versions
EP0199145A1 (de
Inventor
Hans Gerd Dipl.-Ing. Gerdsen
Wolfgang Dr. Jur. Jabbusch
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Individual
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Individual
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Publication date
Application filed by Individual filed Critical Individual
Publication of EP0199145A1 publication Critical patent/EP0199145A1/de
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Publication of EP0199145B1 publication Critical patent/EP0199145B1/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
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/042—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull the underpart of which being partly provided with channels or the like, e.g. catamaran shaped
    • 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
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/248—Shape, hydrodynamic features, construction of the foil

Definitions

  • the invention relates to a catamaran with two spaced and substantially parallel to each other hulls, which are preferably connected to each other by a deck lying above water, and in the tunnel thus formed in the underwater area between the hulls are arranged transversely extending wings.
  • the wing assembly according to European patent application 0 094 673 still has a relatively large "hump resistance" because the main wing lies in front of the length center of gravity of the catamaran and carries a greater load than the trim wings, which has the consequence that the induced Downward velocities in the outflow behind the main wing are quite large, and are greater in relation to the inflow speed at a lower cruising speed because the amount of water detected is smaller. With increasing speed, the induced downward speeds decrease in relation to the inflow speed. These downward speeds change the approach angle to the rear trim tab.
  • the angle of the trim wing to the inflow is reduced (the higher the lift forces on the main wing and the lower the speed of travel, the more reduced) and the lift of the trim wings is reduced, with the result that the catamaran becomes more tense and the "hump resistance" becomes even greater than the wingless catamaran.
  • the increased trim angle when traveling slowly, especially in very rough seas is desirable because the bow is higher than the waves.
  • the invention has for its object to improve the generic arrangement of wings in a gliding boat catamaran so that the starting resistance occurring when starting the catamaran, "hump resistance”, is reduced and thus the efficiency and maritime behavior, especially of larger catamarans be improved when driving in rough seas.
  • a main wing is arranged at a relatively short distance behind the center of gravity of the length of the catamaran and an trim wing is located at a greater distance in front of the center of gravity of the length of the catamaran, the main wing having a larger projected area than the trim wing has and the wings are localized so that the resultant of their dynamic buoyancy is in or in the immediate vicinity of the center of gravity of the length of the catamaran, and that the trim wing is arranged vertically approximately at the height of the keels of the hulls and the main wings above the keels , so that the wings have approximately the same relative immersion depth when the catamaran is traveling with a preferably optimal glide angle.
  • This wing arrangement improves the conditions of the "hump resistance".
  • the main wing is behind the center of gravity of the catamaran, creating a trim-reducing moment. It counteracts the glide boat body trim moment, whereby the induced downward speeds of the trim wing or the trim wing stumps have only a very slight influence on the main wing, because they carry only a small load and the induced downward speeds are load-dependent and because with a certain initial trim, the lift forces of the trim tabs in front of the center of gravity are reduced because they come closer to the surface.
  • the influence of the induced downward speeds on the main wing is thereby reduced even more and the lift generation of the main wing is increased.
  • the influence of the wing arrangement is therefore positive and stabilizes the trim. As a result, the hulls do not reach such large trim angles at approach speed, "hump speed", which results in a reduced drag hump.
  • the new wing arrangement thus results in new physical wing lift conditions, which result in an increase in efficiency.
  • Another advantage of the invention lies in the improved maritime behavior of the catamaran in rough seas, which is explained using an example. If the catamaran designed according to the invention runs into a wave crest, the dynamic buoyancy forces which act on the hull are greatly increased in the fore-region, which leads to an increase in the trim angle of the catamaran. This also increases the angle of attack of the main wing to the inflow, resulting in an increase in wing lift, which counteracts the increase in hull trim, since this force acts behind the center of gravity.
  • the relatively small trim wings have only a small influence on the trim and the downward-induced velocities generated by them remain relatively small and have hardly any influence on the main wing.
  • the wings When the catamaran is moving, the wings have the same relative immersion depth, i.e. the same ratio of immersion depth to profile length. If the catamaran leaves a wave crest and enters a wave trough, the trim-reducing moment of the main wing will remain relatively small, since its lever arm is relatively small to the center of gravity of the dynamic buoyancy force and the change in the induced speeds due to the smaller area of the trim wing or the trim wing is insignificant remains.
  • the catamaran with the wing arrangement according to the invention therefore experiences much smaller trimming movements and vertical accelerations when traveling in rough seas than known designs, as a result of which its speed potential, its ability to drive fast in rough seas, is considerably increased.
  • the catamaran according to European patent application 0 094 673 therefore experiences relatively stronger trimming movements when traveling in waves, which also results in a limitation of the maximum speed and relatively uncomfortable driving in the open sea.
  • the wing arrangement according to the invention significantly improves the sea behavior of a catamaran with supporting wings.
  • the operation in waters with flotsam is considerably improved.
  • a further development of the invention is characterized in that the main wing extends over the entire width of the tunnel and that the trim wing preferably consists of two stumps which protrude from the opposite walls of the hull into the tunnel.
  • the main wing has its maximum span here, which gives the highest levels of efficiency and enables high load absorption even at a relatively low speed.
  • the trim wing must be much smaller than the main wing and, as a single wing which extends over the entire tunnel width, must have a small profile length and profile depth and thus have a critical rigidity and strength.
  • its training as wing stumps gives the advantage that the wing stumps have a much smaller span and can therefore be designed to be stiff and firm.
  • trim wing is swept forward or backward toward the center of the vehicle and / or is angled upwards or downwards.
  • the sweeping and angling of the trim tabs allows a gentler and undisturbed insertion, due to a gradual pressure build-up on the wing, into the water in waves. Flotsam is better rejected by the diagonally backward arrow shape and partly pushed down, which clears the way for the main wing and protects it.
  • the design can be such that the main wing sweeps forward or backward toward the center of the vehicle and / or is preferably angled upward or downward between 2 to 5 °. A slight bending of the main wing, which extends over the entire tunnel width, results in a higher bending stiffness of the wing, which is relatively thin in itself.
  • a sweep results in a wing shape that can penetrate the water surface much more undisturbed and immerse again, which occurs periodically in the waves, in contrast to a flat, straight wing that extends across the entire width when it is immersed or immersed at the same time builds up a pressure field, which leads to bumps and strong splashing water.
  • the main wing can also consist of a pair of wing stumps.
  • sufficiently small and stiff wings can be built for wide-tunnel and fast catamarans.
  • Flotsam can be better discharged towards the center using the swept main wing stumps.
  • the trim wing stumps preferably have a larger backward sweep than the main wing, and also a greater downward bend to repel flotsam down and toward the boat center to protect the following main wing from colliding with flotsam.
  • the main wing is arranged relatively higher than the trim wing in relation to the keel, in such a way that the trim wing and main wing come to lie approximately parallel to the surface of the water with approximately the same relative immersion if the vehicle assumes its favorable glide trim angle while driving (depending on the shape of the half body and the wedge angle about 2 ° to 6 °).
  • all wings have approximately the same relative immersion depth and can work at higher speeds in the so-called underwater hydrofoil surface effect, which is known to allow strong trim stabilization.
  • the boat hulls are fully asymmetrical slide boat bodies with deep-V characteristics, the vertical side walls of the slide boat bodies, which are formed in mirror image, being arranged on the inside of the vehicle.
  • the Deep-V slide boat shape has proven to be the most successful slide boat shape for cruising. This good swell property is further improved by the damping effect of the wings, which results in lower accelerations when traveling in waves.
  • the trim tabs can be adjusted in height and the trim tabs can be adjusted by pivoting them up and down.
  • This adjustment of the angle of the trim tabs results in the advantage that the trim angle of the catamaran can be changed as desired while driving. This makes it possible, for example, to drive in approaching waves with a smaller than optimal trim angle in order to achieve smaller accelerations of the entire vehicle.
  • trim angle swivel range of ⁇ 30 ° from the horizontal position is desirable.
  • the angling of the trim tabs is also an advantage, in order to create a gentler entry and exit of the catamaran when cruising in rough seas.
  • the wing When adjusting the wing, the wing remains unchanged in relation to the half-body baseline. Adjustment of the main wing to larger angles of attack may be desirable if it is important to swap out the vehicle when driving slowly and a lower hump resistance is desired due to a smaller power reserve.
  • the invention is characterized in that the wing area of the main wing accounts for about 70% to 75% of the total wing area, that the main wing with its pressure center is about 8% to 15% of the length of the ship behind the length center of gravity of the catamaran and that the trim wing or the pair of trim wings is arranged at the keel line or base line with its pressure center at about 20% to 30% of the length of the ship before the center of gravity.
  • This arrangement has the advantage that under the conditions of trim balance according to the invention the front trim tabs are not arranged extremely far forward in the bow where they would be exposed to the strongest vertical accelerations at sea, which would also lead to severe trim fluctuations.
  • the design can be characterized in that a start-up wing with its dynamic lift center is arranged in height in or in the immediate vicinity behind the center of gravity of the catamaran so that it is completely submerged at the design speed of the catamaran.
  • the approach wing can be arrowed forward or backward toward the center of the vehicle and / or angled up or down. This ensures trouble-free entry and exit when moving off without reducing the speed of the waves reached.
  • the maximum resistance in the approach area is called the "hump resistance”.
  • a high resistance when driving slowly is particularly unfavorable for the drive propeller, which then has a very low efficiency and then requires more power from the drive machine at a reduced speed.
  • the prime mover is a diesel engine, a larger prime mover must be provided in order to come across the so-called hump resistor at a reduced speed. In the case of fast gliding, however, only part of the diesel engine power is required. A diesel engine is unfavorable in the underload range at high speed and higher consumption and shorter service life are the result.
  • the hump resistance can be further reduced in that a start-up wing with its dynamic lift center is arranged in height in or in the immediate vicinity behind the length center of gravity of the catamaran in such a way that it emerges from the water at the design speed of the catamaran is completely submerged.
  • a third wing is arranged, it is preferably designed to be larger than the main wing and, in relation to the pair of tandem wings, be arranged higher above the keel line so that it completely emerges from the water at about medium speed and then has no effect.
  • the starting wing carries a higher load than the tandem wing pair and lifts the vehicle out of the water at a lower speed. This reduces the drag at slower speeds and in particular the "hump drag".
  • the approach wing In order to prevent more unfavorable balancing, the approach wing must act in the immediate vicinity of the center of gravity, i.e. the resulting dynamic buoyancy must act in the center of gravity or in the immediate vicinity.
  • the approach wing pressure center (the point of the wing through which the lifting force acts) should be between 1% to 5% of the length of the ship behind the length center of gravity, in order to compensate for the high trim angle that usually occurs at the hump resistance speed to counteract and thus keep the half-body resistance lower.
  • the approach wing is preferably given a shape with a backward arrow and a V-shape or a curved shape with the lowest point in the median longitudinal plane of the plane, in order to enable the immersion and immersion in the swell at medium speed without interference.
  • Another embodiment of the invention is characterized in that the start-up wing and the main wing are connected by at least one support which is preferably arranged in the rear area of the wing.
  • the support reinforces the two wings, which have to be made very thin for cavitation reasons, which creates a closed ring structure of the wing halves.
  • the arrangement of the support in the rear wing area prevents the flow around the wing with the vacuum fields, especially behind the inflow edge, from being disturbed by the flow around the support.
  • the support can also extend up to the tunnel roof of the catamaran, that is, be connected to it.
  • a further development of the invention is that the main wing and the trim wing are designed for high speeds and the starting wing for lower speeds.
  • the approach wing is only used at slower speeds and may have a higher thickness ratio and greater curvature and pitch to create high lift forces at low speeds.
  • the lower pair of wings is effective at high speed and generates sufficient lift forces with very thin and slim profiles that are favorable against cavitation. In the area of extreme speeds, the lower wing pair can also have fully cavitating wing profiles, making speeds over 60 knots possible.
  • the invention can be developed in such a way that the angles of attack of the wings can be adjusted or regulated individually or in combination.
  • a desired trim angle of the vehicle can be set or regulated, e.g. B. a smaller trim angle to drive into the waves or a larger trim angle to drive with the waves, which is cheaper.
  • a height adjustment of the trim tabs, or Swiveling them gives a similar effect.
  • the adjustment of a trim stump on one side alone can be used for a desired heeling, e.g. B. when the boat is cornering or when unwanted heeling is to be compensated.
  • the invention can be further developed such that two main wings and / or two trim wings and / or two starting wings are arranged one above the other.
  • FIGS. 1-4 show in FIGS. 1-4 a sliding boat catamaran with two hulls 1, which are designed as fully asymmetrical half-bodies with a parallel tunnel in between.
  • the side longitudinal walls of the hull that laterally delimit the tunnel are designated by 1a.
  • In the tunnel there are a main wing 2 connecting the hulls 1 and two trimming wing stubs 3 lying opposite one another and projecting into the tunnel from the two hulls.
  • the larger main wing 2 is arranged a small distance behind the length center of gravity CG of the catamaran and the stumps 3 are arranged a greater distance in front of the length center of gravity.
  • the combined resulting wing lift force of all wings is located under the CG focus or in its immediate vicinity.
  • trim wing stumps 3 are arranged approximately at the level of the keel 6 so that they do not protrude too deeply below the lateral surface of the hull, which would make them sensitive to ground contact.
  • Fig. 5 shows in a partial representation similar to Fig. 4, a modified embodiment in which the trim stumps 3, of which only one is shown, are adjustable in height by pivoting.
  • FIG. 6 and 7 show the additional arrangement of a starting wing 4 in the catamaran version according to Fig. 1 - 4.
  • the approach wing 4 is arranged with its dynamic buoyancy center in the immediate vicinity behind the longitudinal center of gravity CG of the catamaran so that it is completely submerged from the water at the design speed of the catamaran.
  • the approach wing is also swept back towards the center of the vehicle.
  • a support 5 is arranged in the central plane of the boat, which is connected to the two wings in the rear area thereof and has a streamlined cross section.

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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)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
EP86104362A 1985-04-19 1986-03-29 Tragflügelanordnung für einen Gleitboot-Katamaran Expired EP0199145B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853514195 DE3514195A1 (de) 1985-04-19 1985-04-19 Tragfluegelanordnung fuer einen gleitboot-katamaran
DE3514195 1985-04-19

Publications (2)

Publication Number Publication Date
EP0199145A1 EP0199145A1 (de) 1986-10-29
EP0199145B1 true EP0199145B1 (de) 1988-08-10

Family

ID=6268609

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86104362A Expired EP0199145B1 (de) 1985-04-19 1986-03-29 Tragflügelanordnung für einen Gleitboot-Katamaran

Country Status (6)

Country Link
US (1) US4665853A (no)
EP (1) EP0199145B1 (no)
AU (1) AU576148B2 (no)
DE (2) DE3514195A1 (no)
NO (1) NO170269C (no)
ZA (1) ZA862870B (no)

Families Citing this family (25)

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US4763596A (en) * 1985-10-09 1988-08-16 Toshio Yoshida Semisubmerged water surface navigation ship
US4811674A (en) * 1986-10-15 1989-03-14 Motion Design Creations Inc. Foil arrangement for water-borne craft
US4748929A (en) * 1987-03-23 1988-06-07 Payne Peter R Planing catamaran
US4915048A (en) * 1987-04-28 1990-04-10 Corwin R. Horton Vessel with improved hydrodynamic performance
US5002004A (en) * 1987-11-11 1991-03-26 Mitsui Engineering & Shipbuilding Co., Ltd. Planing boat
US4951591A (en) * 1988-07-29 1990-08-28 Coles Charles F Powered boat hull
US4896621A (en) * 1988-07-29 1990-01-30 Coles Charles F Method of modifying a boat hull to obtain enhanced lift and rough water stability
US5653189A (en) * 1991-12-20 1997-08-05 Dynafoils, Inc. Hydrofoil craft
US5311832A (en) * 1991-12-20 1994-05-17 Dynafoils, Inc. Advanced marine vehicles for operation at high speeds in or above rough water
US5404830A (en) * 1992-05-11 1995-04-11 Ligozio; Peter A. Finned boat hull
US5339761A (en) * 1993-02-23 1994-08-23 Wen-Chang Huang Hydrofoil craft
AU661942B2 (en) * 1993-03-12 1995-08-10 Hitachi Zosen Corporation Twin-hull boat with hydrofoils
US5355827A (en) * 1993-05-28 1994-10-18 Dcd, Ltd. Catamaran
US5448963A (en) * 1994-09-13 1995-09-12 Gallington; Roger W. Hydrofoil supported planing watercraft
US6019547A (en) * 1996-10-08 2000-02-01 Hill; Kenneth D. Wave-forming apparatus
US6336771B1 (en) 1996-10-08 2002-01-08 Kenneth D. Hill Rotatable wave-forming apparatus
US6016762A (en) * 1998-03-19 2000-01-25 Price; Leroy Planing foil for twin hulled boats
US6895883B2 (en) * 2001-03-12 2005-05-24 Charles F. Coles Powered boat hull
US6634310B2 (en) * 2002-02-04 2003-10-21 Donald E. Burg High efficiency high speed ship
GB0621701D0 (en) * 2006-10-31 2006-12-06 Makmarine Ltd Improved multihull water craft
US7487736B2 (en) * 2006-12-05 2009-02-10 Carl Daley Hybrid boat hull
US10272970B2 (en) * 2015-01-08 2019-04-30 Charles E Watts System for automatically modifying the lean of a catamaran during a turn
CN106379498A (zh) * 2016-09-18 2017-02-08 江苏科技大学 一种槽道型水面复合快艇
US20210387699A1 (en) * 2018-11-07 2021-12-16 Vittorio Mark Castelli Modular planing multi-hull systems and methods for vessels
RU2762449C1 (ru) * 2021-10-07 2021-12-21 Общество с ограниченной ответственностью «НПК Морсвязьавтоматика» Катамаран

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FR46851E (fr) * 1935-03-26 1936-10-30 Engin de navigation à sustentation dynamique
US2274200A (en) * 1938-11-05 1942-02-24 Edward J Hill Anticavitation hydrofoil
FR1081063A (fr) * 1953-07-10 1954-12-15 Forme pour hydroplanes à ailerons immergés
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US4552083A (en) * 1983-11-28 1985-11-12 Lockheed Missiles & Space Co., Inc. High-speed semisubmerged ship maneuvering system

Also Published As

Publication number Publication date
EP0199145A1 (de) 1986-10-29
ZA862870B (en) 1988-04-27
AU5639986A (en) 1986-10-23
NO170269C (no) 1992-09-30
NO170269B (no) 1992-06-22
US4665853A (en) 1987-05-19
DE3660477D1 (en) 1988-09-15
NO853824L (no) 1986-10-20
AU576148B2 (en) 1988-08-11
DE3514195A1 (de) 1986-10-23

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