EP0242485B1 - Structure de navire à effet de surface et à quilles latérales - Google Patents

Structure de navire à effet de surface et à quilles latérales Download PDF

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Publication number
EP0242485B1
EP0242485B1 EP19860400816 EP86400816A EP0242485B1 EP 0242485 B1 EP0242485 B1 EP 0242485B1 EP 19860400816 EP19860400816 EP 19860400816 EP 86400816 A EP86400816 A EP 86400816A EP 0242485 B1 EP0242485 B1 EP 0242485B1
Authority
EP
European Patent Office
Prior art keywords
transverse
surface effect
hulls
ship
effect ship
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
EP19860400816
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0242485A1 (fr
Inventor
Robert Jaffre
Yvon Ropars
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.)
Direction General de lArmement DGA
Original Assignee
Delegation Generale pour lArmement
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
Priority to FR8505311A priority Critical patent/FR2579952A1/fr
Application filed by Delegation Generale pour lArmement filed Critical Delegation Generale pour lArmement
Priority to EP19860400816 priority patent/EP0242485B1/fr
Priority to DE8686400816T priority patent/DE3662369D1/de
Publication of EP0242485A1 publication Critical patent/EP0242485A1/fr
Application granted granted Critical
Publication of EP0242485B1 publication Critical patent/EP0242485B1/fr
Expired 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 
    • 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
    • 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
    • B63B3/26—Frames
    • B63B3/28—Frames of transverse type; Stringers

Definitions

  • the present invention relates to surface effect ships.
  • the present invention relates more precisely to a surface effect vessel comprising a lift structure of the catamaran type provided with two side hulls joined by a central box, suitable for sailing either in Archimedean navigation on hulls, or in lift on air cushion.
  • multihull boats prove to be particularly interesting from the safety point of view insofar as the absence of ballast and therefore of dead weight inherent in multihulls makes them practically unsinkable. Furthermore, compared to monohulls, multihulls are very fast thanks to the absence of ballast and have less heel and less roll thanks to a higher righting torque. Multihulls also provide very large deck areas.
  • Such vessels are for example described in US patents 3,977,491, 3,987,865, 4,090,459 or also in GB patents 1,210,973 and 1,242,131.
  • these catamaran type surface effect vessels have a lift structure comprising a central box connecting two side keels which provide lateral containment of the lift air cushion and also provided with a rear closure device. and a front closing device able to cooperate with the side pins to delimit the lift cushion supplied by pressurized air generating means.
  • the structure of the ship in accordance with the present invention remains very light, which authorizes the construction of large tonnage ships fitted with modest power engines.
  • the core of the transverse beam is stiffened horizontally.
  • four reinforced transverse partitions are arranged in pairs respectively at the front and at the rear of the ship.
  • the embedding area of the transverse beam of the partitions reinforced in the shells is itself reinforced. More precisely, this embedding zone is framed by two main vertical uprights; a greenhouse composed of a main horizontal stiffener and a vertical main upright is arranged near the corner strake; the latter has an extra thickness; and the reinforced partition in the area of the corner strake also has an extra thickness.
  • the surface effect vessel comprises a lift structure of the catamaran type provided with two lateral hulls 10 joined by a central box 60.
  • the two lateral shells 10 cooperate with front and rear closure devices to delimit a central lift cushion supplied by a pressurized air generator.
  • the rear closure 90 advantageously composed of a plurality of speakers 91, 92, 93 of horizontal extension and superimposed.
  • the front and rear closures are associated with lifting means - winch and cables for example - authorizing the movement of the ship in Archimedean navigation on hulls.
  • the hulls 10 provide the Archimedean flotation of the ship and the lateral confinement of the lift cushion in navigation mode on air cushion.
  • each of the hulls 10 is designed to resist the moment of longitudinal bending in flotation on swell.
  • the side shells 10 are provided with continuous longitudinal stiffeners essentially ensuring resistance to longitudinal bending forces.
  • the side strakes and the deck strakes are made up of sheet metal parts referenced 11 and 12 in the figures arranged longitudinally.
  • the primary reinforcements of the hulls are formed of main beams 13 and continuous coamings 14 to take up the longitudinal bending forces.
  • the secondary reinforcements of the shells are formed of secondary healds 15 and continuous elongations 16 to take up the longitudinal bending forces.
  • the hulls 10 also comprise discontinuous verandas, members and beams 17.
  • the hulls comprise longitudinal and transverse partitions 18, ensuring the compartmentalisation and the integrity of the ship beam.
  • the primary and secondary mesh (decks and stiffeners) is designed to further withstand local forces due to hydrostatic pressures resulting from the impact of waves and pressures from the air cushion.
  • the central box 60 connects the two side shells 10 and forms a connection platform between them.
  • the central box 60 fits into the side shells 10, to ensure their connection and resistance to transverse bending in flotation on swell.
  • the central box includes continuous members extending transversely to the center line of the ship.
  • These members are formed of continuous transverse verandas and beams 61 and, where appropriate, of continuous transverse hollowed sails.
  • the central box 60 also comprises main heddles or discontinuous longitudinal coamings 62, and where appropriate, discontinuous longitudinal hollowed webs.
  • the structure of the central box thus formed also opposes the effects of the lateral thrust of the air cushion on the internal faces of the shells 10, in lift navigation.
  • connection structure 10 The hull connection structure 10, - central box 60 is adapted to ensure good embedding of the assembly.
  • This connection structure will be described in more detail below.
  • this connecting structure comprises elements drawn with wide curves or rounded and reinforced in their thicknesses in order to reduce the harmful effects of discontinuity of the structure.
  • the thickness of the bottom wall 65 of the box 60 is sampled to withstand the impact pressures of the waves when sailing on a cushion as well as the pressures induced if necessary in the event of an abrupt loss of lift.
  • the transverse sealing partitions formed in the shells 10 extend into the central box 60 as illustrated at 73 in FIGS. 2 and 6. Furthermore, as also illustrated in this FIG. 6, the stiffeners of the partitions 73 in the central box 60 are preferably arranged horizontally in order to best convey the flow of transverse stresses.
  • the present invention proposes to ensure resistance to diagonal torsional forces, not in point using a complex and heavy structure comprising, for example crossed beams, but using transverse partitions. reinforced 100, 200, 300, 400 which provide resistance to the simple transverse bending forces exerted at the front and aft of the ship and resulting from the torsional moment of the hulls, in particular when floating on a diagonal swell.
  • the reinforced transverse partitions 100, 200, 300 and 400 are located as far as possible respectively at the front and at the rear in the central box 60 and extended in the hulls of the ship 10, as illustrated diagrammatically in FIG. 1.
  • these transverse partitions 100, 200, 300 and 400 are formed of a beam in 1 comprising a vertical core 101, 201, 301, 401 reinforced by two strips of transverse sheet metal 102, 202, 302 and 402 d on the one hand, 103, 203, 303 and 403 on the other hand respectively forming the upper and lower flanges of the beam.
  • the vertical core 101, 201, 301 and 401 of the beams is stiffened horizontally as illustrated diagrammatically in the figures at 104, 204, 304 and 404.
  • the aforementioned transverse beams reinforced to resume the shear flow, are extended by partitions 113, 213, 313, 413 also reinforced, in the shells 10, in order to ensure transit torsional flux and transverse bending resulting from the torsional effect.
  • the lower sole 103, 203, 303, 403 is reinforced by extra thickness at the level of the corner strake 105, 205, 305, 405 and moreover is rounded at the level of the zone of highest concentration of stress.
  • the core of the transverse beams of the partitions 100, 200, 300 and 400 is of reinforced thickness throughout the embedding area.
  • this area is limited by two main uprights 108 and 109; 208, 209; 308, 309; 408, 409 and by a false bridge 110, 210, 310 and 410.
  • the structure of the ship is reinforced as close as possible to the corner strake 105, 205, 305 and 405 by means of a greenhouse.
  • This comprises on the one hand a main horizontal stiffener, 111,211,311 and 411 and on the other hand a vertical main upright 112, 212, 312 and 412.
  • the main horizontal stiffener 111-411 is located above the lower level of the central box, in the side shells 10, being extended inside the box 60.
  • the vertical main uprights 112-412 are arranged in the upper part of the side shells 10.
  • the structure according to the invention can be made of metallic materials, in particular of high-performance weldable aluminum alloys capable of withstanding any form of marine corrosion, or of high performance monolithic or sandwich composite materials, such as reinforced glass, KEVLAR or BORE carbon fibers.
  • the longitudinal stiffeners provided in the lateral hulls to ensure resistance to longitudinal bending forces and the members extending transversely to the axis of the ship in the box to ensure resistance to transverse bending forces, can be formed not at point of discrete material elements fixed to the structure but be composed only of reinforcing fibers integrated into the composite material.
  • the reinforcements will be arranged longitudinally in the shell in order to take up the longitudinal bending forces and ensure the rigidity of the assembly while they will be arranged with a preferential transverse orientation. in the platform, however, a specific orientation is given to them locally in order to ideally pass the stress flux resulting from the torsional bending stress caused by the shells.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Vibration Prevention Devices (AREA)
  • Laminated Bodies (AREA)
EP19860400816 1985-04-09 1986-04-16 Structure de navire à effet de surface et à quilles latérales Expired EP0242485B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
FR8505311A FR2579952A1 (en) 1985-04-09 1985-04-09 Surface-effect ship structure with lateral keels
EP19860400816 EP0242485B1 (fr) 1986-04-16 1986-04-16 Structure de navire à effet de surface et à quilles latérales
DE8686400816T DE3662369D1 (en) 1986-04-16 1986-04-16 Structure of a surface-effect ship with side keels

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19860400816 EP0242485B1 (fr) 1986-04-16 1986-04-16 Structure de navire à effet de surface et à quilles latérales

Publications (2)

Publication Number Publication Date
EP0242485A1 EP0242485A1 (fr) 1987-10-28
EP0242485B1 true EP0242485B1 (fr) 1989-03-15

Family

ID=8196295

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19860400816 Expired EP0242485B1 (fr) 1985-04-09 1986-04-16 Structure de navire à effet de surface et à quilles latérales

Country Status (3)

Country Link
EP (1) EP0242485B1 (enrdf_load_stackoverflow)
DE (1) DE3662369D1 (enrdf_load_stackoverflow)
FR (1) FR2579952A1 (enrdf_load_stackoverflow)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4919063A (en) * 1988-03-28 1990-04-24 Swath Ocean Systems, Inc. Hull construction for a swath vessel
DE3833591A1 (de) * 1988-10-03 1990-04-05 Philips Patentverwaltung Vorrichtung zum anordnen von gradientenspulen in einem homogenen feld
JPH09507807A (ja) * 1993-09-09 1997-08-12 サムソン ヘビー インダストリーズ カンパニー リミテッド 複胴型船の結合型ｆｒｐ船体胴部構造

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR485730A (fr) * 1916-06-26 1918-02-01 Scipione Regnoli Flotteurs et navires à carène multiple
FR918390A (fr) * 1945-02-27 1947-02-06 Bateau
DE2008087A1 (de) * 1970-02-21 1971-08-26 Kaletsch, Reinhold, Dr , 4040 Neuss Wasserfahrzeug mit partiellem aero statischen Luftkissen
US4228752A (en) * 1976-01-02 1980-10-21 Sladek Theodore E Surface effect boat

Also Published As

Publication number Publication date
FR2579952B1 (enrdf_load_stackoverflow) 1987-05-07
DE3662369D1 (en) 1989-04-20
EP0242485A1 (fr) 1987-10-28
FR2579952A1 (en) 1986-10-10

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