EP0218260B1 - Schnellaufendes Boot - Google Patents

Schnellaufendes Boot Download PDF

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Publication number
EP0218260B1
EP0218260B1 EP86114066A EP86114066A EP0218260B1 EP 0218260 B1 EP0218260 B1 EP 0218260B1 EP 86114066 A EP86114066 A EP 86114066A EP 86114066 A EP86114066 A EP 86114066A EP 0218260 B1 EP0218260 B1 EP 0218260B1
Authority
EP
European Patent Office
Prior art keywords
sportsboat
boat
sloping
steps
keel
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 - Lifetime
Application number
EP86114066A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0218260A2 (de
EP0218260A3 (en
Inventor
Wilhelm Dr. Boden
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.)
Dealermain Ltd
Original Assignee
Dealermain Ltd
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 Dealermain Ltd filed Critical Dealermain Ltd
Priority to AT86114066T priority Critical patent/ATE60740T1/de
Publication of EP0218260A2 publication Critical patent/EP0218260A2/de
Publication of EP0218260A3 publication Critical patent/EP0218260A3/de
Application granted granted Critical
Publication of EP0218260B1 publication Critical patent/EP0218260B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • 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
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B63B1/20—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface
    • 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
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • 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
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B63B1/20—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface
    • B63B2001/201—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface divided by longitudinal chines

Definitions

  • the invention relates to a high-speed boat according to the preamble of claim 1.
  • the purpose of the invention is to influence the dynamic trim of such a high-speed boat.
  • a high-speed boat known from DE-A-31 36 715 essentially consists of a boat hull of conventional design with a boat wall, a front leg, a stern and a floor, the surface of the floor facing the water, the so-called headliner, being flat. From this water-side floor surface extends downwards at a lateral distance from and symmetrically to the vertical midships plane, a sliding skid beginning in the area of the front edge of the floor and extending to the stern with several sliding steps sloping down to the outside with vertical step side walls and step sliding surfaces arranged perpendicular to it. Each glide level arises with one arranged transversely to the midships level.
  • Leading edge and with a flat arch forms a downward and backward sliding surface that merges into a slightly ascending wing.
  • the front edges of the sliding steps are arranged offset to one another in such a way that the sliding step adjacent to the midships plane rises most forward.
  • a vertically downward keel skid is provided under the headliner surface, which also has stair-shaped keel steps on both sides with front edges arranged transversely to the midships level, vertical side walls and perpendicularly arranged sliding surfaces.
  • the middle keel step begins in the front stem area; the lateral keel steps begin offset to the rear.
  • the keel steps also rise at the front with a flat arch and merge into a step surface that slopes gently upwards and runs at an acute angle or obliquely into the headlining surface, the keel skids ending a little in front of the stern and the keel steps extending downwards in different ways such that the middle keel step extends farthest to the rear.
  • the keel steps are narrower than the sliding steps of the skids.
  • a front fin protruding laterally from the side walls, possibly also projecting forward over the stern, is arranged in the form of a board-like strip, the shape of which, viewed in plan view, is roughly ship-shaped.
  • the front fin begins arched or pointed like either in front of the front stem or rises in the area of the front stem, has been standing Lich on both sides and runs into the boat side walls at an acute angle or flat arch.
  • the lower surface of the front fin is preferably in the plane of the headliner surface.
  • the bow fin is intended, in particular, to reduce the ramming movement of the ship as it enters rolling waves.
  • the arrangement of the skids and the keel skids in combination with the position of the headlining surface results in two ventilation ducts arranged next to one another, separated by the keel skids and tapering towards the rear, which correspond to the ventilation duct described in DE-C-2 059 087 in terms of shape and effect.
  • a hull with lateral skids with step-like sliding steps is known, in which a central ventilation duct is formed between the skids and the headliner surface, viewed from the side, begins to wedge-shaped on the front post and merges into a flat sky surface parallel to the water line and reaching to the stern.
  • the sliding steps initially arise in an arc shape with a straight edge running at right angles to the midships plane, but then merge into a wedge surface that rises downwards.
  • the sliding steps also start offset to the rear, but end with a vertical trailing edge step also offset to one another, the edge lying further inside, ie adjacent to the midships plane, ending further forward.
  • the most internal glide step is the shortest, while the most outer glide step is the longest and extends to the rear.
  • This design of the skids is not suitable to significantly influence the dynamic trim, because the effective sliding step area of each skid is reduced towards the rear.
  • a high-speed boat of the type specified at the outset can be found in FR-A-2 073 489 or DE-C-2 059 087.
  • the channel roof of the ventilation channel formed between the two skids or the headliner surface is arranged so that it slopes downward from the bow to the rear in such a way that the channel roof is only wetted by the water in the rear area. This is intended to reduce the size of the surface wetted by the water in order to reduce the surface friction resistance.
  • the aim is to remove as much of the surface of the boat as possible from wetting with the water in order to reduce the surface frictional resistance.
  • the boat body is inclined at very high speeds of the boat in such a way that the stern is lower than the bow, which may be caused by the front fin.
  • efforts are made to keep the hull as horizontal as possible, even at maximum speeds, because lower propulsion forces are required.
  • This so-called hydrodynamic trim can only be achieved in known boats due to the spatial shape of the underwater ship up to a certain speed, usually still far from the maximum speed.
  • the object of the invention is to ensure the hydrodynamic trim up to the maximum speed in a high-speed boat of the type described in the introduction.
  • the illustrated, high-speed boat has a hull with a front strut 1, a stern 2, the two boat side walls 3 and the bottom plate 4 with the headliner surface 5.
  • a skid 6 On each side, next to and at a distance from the midships level (not shown), there is a skid 6.
  • the two skids 6 are arranged mirror-symmetrically to the midships level and each have several, for example, four levels 6a, b, c, d (Fig. 1, 3 , 4).
  • the glide levels 6a, b, c, d arise in the bow area from the Floor sky surface 5 in an edge 7 arranged transversely to the midships plane and with an obliquely, preferably flat-arch, arch 7a projecting downwards and merging into a horizontal part 7b.
  • the sliding steps have at least one vertical side surface 8 and a sliding surface 9 arranged perpendicular thereto.
  • the sliding steps When viewed in cross-section, the sliding steps are offset from one another in a step-like manner, with the step located further inwards projecting lower.
  • the original edges 7 are staggered towards the rear, in that the sliding step, which is located further inside, rises further forward.
  • the sliding steps preferably run to the rear 2.
  • a keel runner 10 with keel steps 11 is provided under the headlining surface 5.
  • the front edges 12 of all keel steps 11 preferably originate side by side, the middle keel step 11a starting with a deeper, convex arch 13a and the keel step 11b arranged next to it with a flatter arch 13b.
  • the keel steps like the sliding steps, have at least one vertical side surface 14 and in each case one sliding surface 15 arranged transversely thereto.
  • the keel step 11a runs in the back in a wedge shape into the two keel steps 13b, so that a wider keel step surface 16 results thereafter, this wider keel step in turn wedge-shaped opening into the headliner surface 5.
  • the sliding step 6a can also run into the sliding step 6b, which results in the wider surface 17.
  • the outermost sliding step 6d is preferably aligned approximately vertically with the boat side wall 3a or 3b.
  • a ventilation duct 20 which is described, for example, in DE-A-2 059 087, is formed between each sliding skid 6 and the keel skid 10.
  • a bow fin 18 of the type described in DE-A-3 136 715 is provided on the hull in the area of the front step 1 and the side walls 3a, b.
  • the front fin 18 can spring from the front stem 1 and extend in a pointed or arched shape sideways to the rear and run in a wedge shape into the boat wall 3a, b (FIG. 8). But it can also start projecting from the front stem (Fig. 1, 3, 5). Furthermore, it can be designed as an extension or widening of the base plate 4 in the front area, wherein the keel skids and the skids can extend onto the lower surface of the front fin 18.
  • the free headliner surface 5 in the area between the center of the boat and the stern has a slope 19 that slopes down to the stern, which preferably arises without edges in the headliner surface and is flat or sloping in a concave shape.
  • a buoyancy force is generated which increases with the speed of the flow and levers the stern out of the water.
  • the length and area size of the bevel 19 and their wedge angle ⁇ (FIG.
  • the buoyancy force generated by the flow pressing against the run-up slopes of the runners and the ventilation ducts essentially acts on the foredeck, while the buoyancy force generated by the flow pressing against the bevel 19 acts on the stern area of the boat and compensates for the former buoyancy force.
  • the dynamic center of buoyancy automatically remains at the point where the point of attack for a horizontal swimming position of the boat lies. When the boat is in a horizontal swimming position, the boat is raised further out of the water with increasing speed or with increasing flow force. It is surprising that the boat does not "suck up" with the stern at high speeds.
  • FIGS. 2a and 2b show ascending (FIG. 2a) and horizontal (FIG. 2b) run of the skids in the rear area.
  • the bevels 21 are particularly effective when two or more skids 6a, b, c, d merge into one another in the rear area and e.g. form the larger surface 17 (Fig. 4).
  • the keel runner also merges into a sloping bevel 22 in its rear region, so that there is an upwardly jumping rear edge 23 (FIGS. 3, 4).
  • the slope 19 according to the invention compensates for the additional lift generated by the front fin when exposed to a current.
  • the slopes 21 impart a synergistic effect to the desired buoyancy; because these slants support the effect of the rudder of the boat considerably.
  • the sliding steps create a water displacement across the direction of travel to the outside in the manner of a cascade waterfall.
  • This cascade effect is particularly strong in the area of the slopes 21. Accordingly, the counterforce acting on the boat from the side is also greater than further ahead.
  • the boat when the rudder is turned, the boat first turns, i.e. to where it should go. Only then does the centrifugal force work and tilts the boat out of the curve in the opposite direction.
  • a device which carries the bevel 19, this device being pivotable downwards on the floor about a horizontal axis arranged transversely to the midships plane, preferably at the beginning of the bevel 19 the boat is arranged, for example, as a wedge-shaped Additional part that can be adjusted by mechanical or motor means in such a way that the bevel 19 can be pivoted deeper downwards. This enables the buoyancy to be adjusted to, for example, other loading situations on the boat.
  • Another embodiment of the invention provides the same configuration for the sliding steps and, if appropriate, also for the keel steps.
  • the high-speed boat according to the invention is also particularly suitable for equipping with a pump jet drive known per se.
  • a pump jet drive sucks the water in via an impeller under the ship's floor. Energy is applied to the water in a bend to be expelled again at an angle of approximately 15 ° below the vehicle floor.
  • the pump jet drive is installed in a so-called well, the lower edge of which is flush with the ship's bottom. The engine power is converted into thrust, which is available for propulsion and control in any direction at the same time.
  • Vehicles equipped with a pump jet drive are extremely manoeuvrable.
  • equipping high-speed boats with a pump-jet drive was problematic because not enough water pressure is generated on the vehicle floor on these boats.
  • the bevel 19, in particular the adjustable bevel increases the pressure, so that optimal conditions are created for the operation of a pump jet drive.
  • 5 shows an example of the arrangement of a pump jet drive 24 in the high-speed boat according to the invention.
  • FIGS. 6 and 7 show a special design of the skids 6, which is particularly suitable when using two pump jet drives arranged in the rear region of the skids. It is a slide step 6b which is wider than the other skids and in the rear area of which a pump jet drive 24 is arranged.
  • the sliding step 6b has the slope 21 described.
  • On the two outer edges of the sliding step are arranged vertically downward, starting approximately in the longitudinal center, extending to the rear, wedge-shaped water guiding webs 25, which cause a higher flow rate, so that the water pressure in the area of the drives 24 is thereby additionally increased.
  • the webs 25 end shortly before the pump jet drives 24. It is particularly advantageous if, following the webs 25, the bevel 21 is designed to be even steeper than before (not shown).
  • the slopes 19 and 21, 22 result not only from a slope of the channel roof in the front area of the boat, but in the longitudinal center area e.g. spring from the bottom plate 4 of the boat.
  • the result is _ viewed from the side _ e.g. for example a sine curve if the front canal roof is convexly arched, or a steeper slope that is bent downwards if the front canal roof slopes downwards.
  • 1, 2a, b, c, 3, 5 and 9c schematically show side views, the bevel 19, which would normally not be seen in the side view, is shown in an excellent line so that the invention can be better illustrated.
  • FIG. 9a, b, c show essential features of the invention.
  • the static state of swimming is shown, ie the position of the boat at a standstill on the water.
  • the weight of the boat is designed in combination with the buoyancy forces that act against the underwater ship so that the front bevels (angle ⁇ ) or at least partial areas of the bevels of the keel skids 10 and the skids 6 positioned above the water line 26 (Fig. 9c) and then immerse in the water in the area between the front edge and the longitudinal center of the base plate 4. In the area of the longitudinal center of the base plate 4, all runners are under water.
  • the canal roof or the front headliner surface 5 is located from the front edge of the base plate 4 to approximately the longitudinal center of the base plate 4 above the water line 26 and forms with the water line 26 a wedge space that tapers to the longitudinal center of the base plate 4.
  • the headliner surface 5 continues as a slope 19 backwards to the end of the base plate 4.
  • FIG. 9c also ideally shows a somewhat lower water line 26a, which is located at high speed results. It is essential that the slope 19 still extends below the water line 26a, that is, is wetted by the water.
  • the floating position of the boat is shown schematically in Fig. 9b.
  • FIGS. 9a, b and c belong together insofar as FIG. 9b shows a cross section in each case at the location that is at the same height in the drawing 9a and 9c. It can be seen that the slope 19 is always positioned at least with partial areas under water and that at least one outer step of the skids 6 are arranged above the water line 26. The upper cross-sectional view shows this state in comparison to the lower cross-sectional view in FIG. 9b. The skid level 6d is above the water line, while the slope 19 is in the water.
  • This arrangement of the runners for arranging the bevel 19 ensures that the hull is levered out if the dynamic pressure acts on the bevel 19 during the journey and the hull is tipped forward.
  • the water hits the surface of the runner 6d which has not yet been wetted and generates a compensating buoyancy, so that the boat is lifted further out of the water in an almost horizontal position, i.e. that the water line is shifted down (water line 26a).
  • bevel 19 If the bevel 19 is positioned under water, it also counteracts the heeling of the boat, because the dynamic pressure of the water when the boat is driving has a greater effect on the transversely tilted surface of the bevel 19.
  • edges of the runners 10 and 6 run parallel to the midships plane.

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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)
  • Light Receiving Elements (AREA)
  • Crystals, And After-Treatments Of Crystals (AREA)
  • Hydraulic Turbines (AREA)
  • Bipolar Transistors (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Compositions Of Oxide Ceramics (AREA)
  • Inorganic Compounds Of Heavy Metals (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Catching Or Destruction (AREA)
  • Separation By Low-Temperature Treatments (AREA)
  • Paper (AREA)
  • Vehicle Body Suspensions (AREA)
  • Sliding-Contact Bearings (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)
  • Bridges Or Land Bridges (AREA)
  • Machine Tool Units (AREA)
  • Sewage (AREA)
  • Power Steering Mechanism (AREA)
  • Harvesting Machines For Specific Crops (AREA)
  • Confectionery (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Control Of Turbines (AREA)
  • Valve Device For Special Equipments (AREA)
  • Glass Compositions (AREA)
  • Superconductors And Manufacturing Methods Therefor (AREA)
  • Non-Silver Salt Photosensitive Materials And Non-Silver Salt Photography (AREA)
  • Photoreceptors In Electrophotography (AREA)
EP86114066A 1985-10-11 1986-10-10 Schnellaufendes Boot Expired - Lifetime EP0218260B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86114066T ATE60740T1 (de) 1985-10-11 1986-10-10 Schnellaufendes boot.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853536408 DE3536408A1 (de) 1985-10-11 1985-10-11 Schnellaufendes boot
DE3536408 1985-10-11

Publications (3)

Publication Number Publication Date
EP0218260A2 EP0218260A2 (de) 1987-04-15
EP0218260A3 EP0218260A3 (en) 1988-02-10
EP0218260B1 true EP0218260B1 (de) 1991-02-06

Family

ID=6283421

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86114066A Expired - Lifetime EP0218260B1 (de) 1985-10-11 1986-10-10 Schnellaufendes Boot

Country Status (23)

Country Link
US (1) US4858549A (sv)
EP (1) EP0218260B1 (sv)
JP (1) JP2620622B2 (sv)
KR (1) KR910000633B1 (sv)
CN (1) CN1004065B (sv)
AT (1) ATE60740T1 (sv)
AU (1) AU585656B2 (sv)
BR (1) BR8604993A (sv)
CA (1) CA1303431C (sv)
DD (1) DD250098A5 (sv)
DE (2) DE3536408A1 (sv)
DK (1) DK485786A (sv)
ES (1) ES2020177B3 (sv)
FI (1) FI91733C (sv)
GR (1) GR3001903T3 (sv)
MY (1) MY100063A (sv)
NO (1) NO176089C (sv)
NZ (1) NZ217888A (sv)
PH (1) PH26716A (sv)
PL (1) PL154559B1 (sv)
PT (1) PT83524B (sv)
YU (1) YU173986A (sv)
ZA (1) ZA867720B (sv)

Families Citing this family (13)

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FR2621551A1 (fr) * 1987-10-13 1989-04-14 Brognon Gerard Catamaran a grande vitesse
FR2641516A2 (fr) * 1987-12-24 1990-07-13 Dejoux Andre Perfectionnements aux flotteurs des planches a voile libre catamaran
DE9000582U1 (de) * 1990-01-20 1990-03-22 Lübecker Bootswerft Fritz Staack & Co., 2400 Lübeck Längs-Stufen-Boden-Kanal-Boot (LSBK-Boot)
DE4204110A1 (de) * 1991-09-21 1993-03-25 Leopold Jaegers Schiff
GB9325762D0 (en) * 1993-12-16 1994-02-23 Paragon Mann Ltd Boat
JPH07312566A (ja) * 1994-05-18 1995-11-28 Yaesu Musen Co Ltd キー受付音発生無線機
FR2742118B1 (fr) * 1995-12-07 1998-01-16 Castelain Claude Voute presentant un certain type de retrecissement pour carene destinee a tous engins de deplacement ou de loisir utilisable sur l'eau, quel que soit leur mode de propulsion
SE9700691L (sv) * 1997-02-26 1998-08-27 Volvo Penta Ab Båtskrov
WO2006007054A2 (en) * 2004-05-06 2006-01-19 Errecalde George A Transportation vehicle and method operable with improved drag and lift
ITMI20130153A1 (it) * 2013-02-04 2014-08-05 Claudio Gariboldi Imbarcazione provvista di scafo migliorato
CN103523154A (zh) * 2013-10-30 2014-01-22 青岛科技大学 一种h型减阻船及工作原理
WO2015189660A1 (en) * 2014-06-11 2015-12-17 Monotricat Srl C.R. Hull for low drag boats
CN116946315B (zh) * 2023-06-13 2024-10-18 广船国际有限公司 一种船舶的应急舷墙结构

Family Cites Families (15)

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Publication number Priority date Publication date Assignee Title
GB474908A (en) * 1936-05-09 1937-11-09 White & Co Ltd Samuel Improvements in or relating to high speed boats
US3137261A (en) * 1962-05-17 1964-06-16 Harold C Noe Boat hull
FR1536220A (fr) * 1967-03-28 1968-08-16 Amélioration aux principes d'hydroplanage
US3404651A (en) * 1967-05-05 1968-10-08 Rexall Drug Chemical Boat-trimming vane mechanism
GB1199658A (en) * 1968-05-29 1970-07-22 Francis Williamson Crosby Boat Hull of the Planing Type
NO136743C (no) 1969-12-23 1977-11-02 Wilhelm Boden Glideb}t.
AU456662B2 (en) * 1971-01-13 1975-01-09 Leonard Dirk Stolk Improved air cushioned planing hull
DE2524913A1 (de) * 1975-06-05 1976-12-16 Eckes Wasserstrahlantrieb fuer schnelle schiffe
US4055140A (en) * 1976-01-15 1977-10-25 Kirchhan James J Jet drive boat cover
GB2060505B (en) * 1979-10-11 1984-11-28 Walker H Watercraft
FR2502104A1 (fr) * 1981-03-20 1982-09-24 Delcourt Didier Nouvelle architecture navale applicable a la construction de coques de bateaux ou de tous engins flottants
DE3136715A1 (de) * 1981-09-16 1983-03-31 Wilhelm Dr. 2341 Kopperby Boden Schnellaufendes boot
DE3206773A1 (de) * 1982-02-25 1983-09-01 Wilhelm Dr. 2340 Kappeln Boden Surfbrett
FR2571330B1 (fr) * 1984-10-10 1990-06-01 Const Navales Ste Fse Coque de navire perfectionnee
US4603650A (en) * 1984-10-15 1986-08-05 Bjoern Tord Boat, the bottom of which is provided with a plurality of downwardly opening channels

Also Published As

Publication number Publication date
NO864046L (no) 1987-04-13
AU6355086A (en) 1987-04-16
DE3536408A1 (de) 1987-04-16
KR910000633B1 (ko) 1991-01-31
ES2020177B3 (es) 1991-08-01
DE3536408C2 (sv) 1991-05-23
KR870003917A (ko) 1987-05-06
NO864046D0 (no) 1986-10-10
US4858549A (en) 1989-08-22
DK485786D0 (da) 1986-10-10
FI91733C (sv) 1994-08-10
EP0218260A2 (de) 1987-04-15
NO176089C (no) 1995-02-01
YU173986A (en) 1989-02-28
ATE60740T1 (de) 1991-02-15
PT83524B (pt) 1991-03-20
PT83524A (en) 1986-11-01
DD250098A5 (de) 1987-09-30
PL154559B1 (en) 1991-08-30
CA1303431C (en) 1992-06-16
AU585656B2 (en) 1989-06-22
DK485786A (da) 1987-04-12
PL261800A1 (en) 1988-01-21
MY100063A (en) 1989-08-18
BR8604993A (pt) 1987-07-14
NO176089B (no) 1994-10-24
CN86107540A (zh) 1987-06-10
CN1004065B (zh) 1989-05-03
FI864100A0 (sv) 1986-10-10
GR3001903T3 (en) 1992-11-23
ZA867720B (en) 1988-01-27
DE3677448D1 (de) 1991-03-14
JP2620622B2 (ja) 1997-06-18
FI91733B (sv) 1994-04-29
FI864100A (sv) 1987-04-12
JPS62116385A (ja) 1987-05-27
EP0218260A3 (en) 1988-02-10
PH26716A (en) 1992-09-15
NZ217888A (en) 1989-03-29

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