EP0249321A2 - Coque de bateau - Google Patents

Coque de bateau Download PDF

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Publication number
EP0249321A2
EP0249321A2 EP87303662A EP87303662A EP0249321A2 EP 0249321 A2 EP0249321 A2 EP 0249321A2 EP 87303662 A EP87303662 A EP 87303662A EP 87303662 A EP87303662 A EP 87303662A EP 0249321 A2 EP0249321 A2 EP 0249321A2
Authority
EP
European Patent Office
Prior art keywords
hull
hydrofoil
boat
hulls
bottom portion
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.)
Withdrawn
Application number
EP87303662A
Other languages
German (de)
English (en)
Other versions
EP0249321A3 (fr
Inventor
Rewi Kemp
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP0249321A2 publication Critical patent/EP0249321A2/fr
Publication of EP0249321A3 publication Critical patent/EP0249321A3/fr
Withdrawn legal-status Critical Current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
    • B63B1/16—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
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly

Definitions

  • This invention relates to a boat hull. More particularly it relates to twin hull boats but is not limited thereto.
  • Power driven boats are very inefficient in comparison with, for example, machines driven out of water.
  • a desired construction is one in which the parameters are varied so as to achieve a net gain in efficiency.
  • the invention may be said broadly to consist in a boat hull comprising a power boat bottom portion, the chines of which have contoured channels extending along at least a portion thereof, the arrangement and construction being such that in operation displaced water impelled upwardly and outwardly along the sides of said hull is deflected substantially downwardly to thereby impart lift to said hull.
  • the chines outside said contoured channels are rolled inwardly so as to allow water to pass laterally under the hull when the boat is moving lateraly on the water.
  • each said contoured channel is substantially semi-circular in cross-section.
  • each said channel diverges from front to rear.
  • each said channel converges at a very acute angle with the water to the rear of the boat.
  • each said channel terminates at or adjacent the point where the hull converges upwardly into the bow so as to avoid deflecting water forwardly when the boat is travelling in a forward direction.
  • each said channel continues forwardly from the point where the bottom of the hull converges upwardly into the bow.
  • the invention may be said broadly to consist in a boat hull having twin hulls and a bottom portion between said hulls, said bottom portion being inclined rearwardly to converge with the water so that at least the stern portion of the bottom portion between said twin hulls may be submerged when the boat hull is afloat, a horizontal plane intersecting said bottom portion at the stern thereof being above a horizontal plane intersecting the lowest portion of said twin hulls, the arrangement and construction being such that in operation foam on the surface of water entering the channel defined by the bottom portion and the twin hulls applies at least some lift to said boat hull.
  • sid bottom portion is substantially flat.
  • twin hulls are substantially V-shaped.
  • said bottom portion presents an angle of attack to the water in operation between 0° and l5°.
  • said angle of attack is between about 3° and 7°.
  • said angle of attack is about 4°.
  • the invention may be said to broadly to consist in said embodiment as defined above comprising a pair of hulls or multiple hulls having chines with contoured channels as defined above.
  • each of said twin or multiple hulls is provided with an inner and an outer of the contoured channels.
  • the invention comprises a boat having twin hulls or multiple hulls with or without chines having contoured channels and including a hydrofoil mounted between said twin hulls or in the case or multiple hulls between each pair of hulls, which hydrofoil in operation is below the water line in the channel defined by the hull portions and the bottom portion of said hull.
  • said hydrofoil lies above a horizontal plane intersecting the bottom most portion of the twin or multiple hulls.
  • said hydrofoil is positioned approximately of the longitudinal distance forward of the stern.
  • one hydrofoil is preferably mounted in advance of the other hydrofoil.
  • one hydrofoil lies in a different horizontal plane from the other hydrofoil.
  • each said hydrofoil is aligned with its longitudinal axis intersecting a transverse vertical plane through said boat hull.
  • each said hydrofoil is V-shaped.
  • V of said hydrofoil is directed forwardly.
  • V of said hydrofoil is directed rearwardly.
  • V of said hydrofoil is directed downwardly
  • V of said hydrofoil is directed upwardly.
  • said hydrofoil is crescent-shaped downwardly, forwardly, rearwardly or upwardly.
  • said hydrofoil has a cavitating hydrofoil shape.
  • said hydrofoil has a non-cavitating hydrofoil shape.
  • said hydrofoil has a super critical hydrofoil shape.
  • a craft incorporating each of the inventions defined above is between 2 and 70 metres in length.
  • the boat hull l0 according to the embodiment in Figures l and 2 comprises a pair of substantially V-shaped twin hulls l2 and l4.
  • the V-shape is chosen so as to minimise the area of hull surface over which water travels.
  • Other hull shapes may be selected.
  • twin hulls there is a flat bottom comprising a bow portion l6 and a main portion l7.
  • the main portion l7 inclines from bow to stern.
  • the acute angle between this main portion l7 and the water as the boat is travelling forward is referred to herein as the angle of atack.
  • the angle of attack is between 0° and l5°. Most preferably this angle of attack is approximately 4°.
  • the line of intersection 48 between the main portion l7 of the bottom and the transom 42 lies in a horizontal plane above the bottom most points 44 and 46 of the twin hulls l4 and l2 respectively.
  • the embodiment illustrated is constructed of aluminium. Because of the choice of the material the portions l6 and l7 of the bottom are substantially flat. With other materials of construction such as fiberglass the bottom portions can be curved upwardly merging smoothly with the sides of the hulls. Such curved bottom surfaces would also be inclined rearwardly to present the same angle of attack as described above.
  • Floor portions l6 and l7 may be of flexible material.
  • channels l8 and l9 are substantially semi-circular in cross-­section and converge smoothly on the inside with the outside of hull portions l4 and l2 and on the outside with the chines 2l and 20.
  • the functions of channels l8 and l9 will be described in conjunction with the operation of the hull.
  • the preferred cross-section is semi-circular as illustrated other cross-sectional shapes providing a substantially smooth transition between the hull bottom and the chine may be employed.
  • Channels l8 and l9 may be of a substantially constant cross-section from forward to rear or the cross-section may diverge slightly from forward to rear.
  • a hydrofoil 50 mounted between the twin hulls l2 and l4 above a horizontal plane intersecting the bottom most portion of the twin hulls.
  • the mounting of the hydrofoil in this position offers advantages over the normal mounting constructions for hydrofoils.
  • the appropriate bracing can be provided within the twin hulls l2 and l4 and struts, which would be required in conventional hydrofoils, are not needed.
  • hydrofoil mounted substantially transverse to the direction of travel of the craft.
  • the hydrofoil can be inclined at an angle to a vertical transverse plane.
  • the hydrofoil can have a substantially V-shape.
  • the V can be pointed forwardly, rearward, upwardly or downwardly or any combination of these.
  • the remainder of the construction of the boat hull can be along conventional lines.
  • side gunwales 24 and a rear gunwale 38 are provided.
  • the superstructure comprises a front deck 26 and windsccreen 28.
  • the cockpit and fittings may be of a conventional nature and are not illustrated.
  • the method of construction in a preferred embodiment is of a modular nature.
  • the embodiment illustrated is constructed of aluminium but other conventionl boat building materials may be employed.
  • the aluminium sections are welded at 30, 32, 34 and 40.
  • a bow section forward of weld 30 and a stern section rearward of weld 34 (when viewing Figure l) are formed.
  • Separately formed are modular intermediate sections between welds 30 and 32 and 32 and 34 respectively. In the embodiment illustrated there are two such intermediate modular sections. It will be appreciated by those skilled in the art that any number of modular sections up to the limits possible for the construction may be provided. This form of construction offers cost advantages over those currently being used.
  • a rib 36 is formed comprising an inward crimp in the transom 42.
  • channels l8 and l9 The improvement in efficiency provided by channels l8 and l9 will be discussed first.
  • a boat hull of a conventional construction travels through water driven by an outboard motor or by another propulsion unit, such as a jet drive or an inboard drive, water displaced by the hull passing though the water is directed outwardly and upwardly from the body of the hull.
  • This spraying effect adds to the inefficiency of the hull as it is lost kinetic energy.
  • water travelling outwardly and upwardly on the outside edges of hulls l2 and l4 is deflected substantially downwardly and lifts the hull.
  • contour of the channels l9 and l8 In selecting the best compromises for the contour of the channels l9 and l8 one should seek to minimise the wetted area thus reducing friction between the water and the hull surface.
  • the contour should also seek to achieve as smooth a transition as possible in deflecting the water so as to minimise the loss of kinetic energy.
  • the second factor affecting the efficiency of travel of the boat through the water is the lift provided in the chanel l5 which is defined by the bow portion l6 and the main portion l7 of the flat bottom between the twin hulls l2 and l4.
  • This inclined flat portion traps air bubbles and foam on the surface of the water as it moves over the water.
  • Most of the foam is created by the inner bow waves of of the hulls l2 and l4, particularly a their point of intersection.
  • the bow portion l6 of the flat bottom can also deflect waves downwardly to create foam.
  • the main portion l7 of the bottom rides up on this foam to provide a certain amount of lift on the bottom portion of the hull as it passes over the water.
  • the angle of attack may be between 0° and l5°, it has been found that the optimum angle of attack is preferably 3° -7°, most preferably 4°. With other shaped hulls other angles of attack may provide better efficiency. If the angle of attack is too small then there will be no dynamic lift provided by this portion of the hull. If the angle of attack is too great the hull portion l7 will create too much drag.
  • hydrofoil 50 may be of any conventional shape.
  • the type of hydrofoil to be employed depends on the type of craft and the speed at which it operates. Thus, cavitating, non-cavitating or supercritical hydrofoils may be employed as is appropriate for the craft.
  • hydrofoil 50 is provided with a flap 53 to vary the amount of lift provided.
  • Hydrofoil 50 can be positioned at any convenient point between twin hulls l2 and l4. In the preferred embodiment it is positioned approximately forward from the stern.
  • hydrofoil 50 gives performance superior to that expected from a hydrofoil operating at the particular submergence depth. While the reason for this is not completely understood it is believed foam entering channel l5 as the boat travels through water is compressed by hull portion l7 to increase the vapour pressure above hydrofoil 50 to increase its performance in operation.
  • hydrofoil 50 The constructional advantages of hydrofoil 50 will be readily apparent to those skilled in the art.
  • Conventional hydrofoils usually extend in a crescent-like manner to either side of a boat hull or have to be cantilevered to great depth below the boat hull.
  • Such structures require very sophisticated materials and add greatly to the construction costs.
  • Such hydrofoils require a relatively deep draught off the plane and because of the reach of the hydrofoil to either side of the hull cannot be manoeuvered readily close to wharves. All of these disadvantages are eliminated by the provision of the hydrofoil in the position illustrated between the hulls.
  • hydrofoil 50 between the hulls but above the bottom most portions 44 and 46 of the twin hulls l2 and l4 also seeks to avoid accidental damage to the hydrofoil should the hulls contact the bottom. However, it would be possible to increase the depth of operation of the hydrofoil by mounting then at a greater depth if desired.
  • the channels l8 and l9 end where the bow portion of the boat begins to turn upwardly. This is to ensure that the channels do not deflect water forwardly thus impeding the progress of a boat hull. On some hulls this is unnecessary and the channels l8 and l9 can be continued forwardly towards the bow to converge smoothly with the bow surface. This is illustrated by edge 23 in Figures 3 and 5.

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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)
  • Supports For Plants (AREA)
  • Ceramic Products (AREA)
  • Shovels (AREA)
EP87303662A 1986-04-24 1987-04-24 Coque de bateau Withdrawn EP0249321A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NZ215950A NZ215950A (en) 1986-04-24 1986-04-24 Multi-hulled boat having a sloping surface and hydrofoils between the hulls
NZ215950 1986-04-24

Publications (2)

Publication Number Publication Date
EP0249321A2 true EP0249321A2 (fr) 1987-12-16
EP0249321A3 EP0249321A3 (fr) 1989-05-03

Family

ID=19921624

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87303662A Withdrawn EP0249321A3 (fr) 1986-04-24 1987-04-24 Coque de bateau

Country Status (6)

Country Link
EP (1) EP0249321A3 (fr)
JP (1) JPS6322793A (fr)
AU (1) AU7210787A (fr)
IL (1) IL82327A0 (fr)
NZ (1) NZ215950A (fr)
ZA (1) ZA872945B (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0335345A2 (fr) * 1988-03-28 1989-10-04 Swath Ocean Europe Limited Construction d'une coque de bateau catamaran à surface d'eau minimale
EP0585698A1 (fr) * 1992-08-31 1994-03-09 Mitsubishi Jukogyo Kabushiki Kaisha Construction de coque de bateau rapide avec stabilité latérale
US6116180A (en) * 1993-12-16 2000-09-12 Paragon Mann Limited Boat
US7908989B2 (en) 2006-10-31 2011-03-22 Makmarine Limited Multi hull water craft
CN106275302A (zh) * 2016-09-18 2017-01-04 江苏科技大学 一种双槽道水面复合快艇

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5264925A (en) * 1992-06-26 1993-11-23 Life Surgery, Inc. Single sensor video imaging system and method using sequential color object illumination
JP2898502B2 (ja) * 1993-02-04 1999-06-02 川崎重工業株式会社 小型高速艇

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1081063A (fr) * 1953-07-10 1954-12-15 Forme pour hydroplanes à ailerons immergés
US3470839A (en) * 1967-10-31 1969-10-07 Faul T L Twin hull boat
US4159691A (en) * 1976-07-15 1979-07-03 Paxton Roland K Marine craft employing bow-wave lift

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1081063A (fr) * 1953-07-10 1954-12-15 Forme pour hydroplanes à ailerons immergés
US3470839A (en) * 1967-10-31 1969-10-07 Faul T L Twin hull boat
US4159691A (en) * 1976-07-15 1979-07-03 Paxton Roland K Marine craft employing bow-wave lift

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0335345A2 (fr) * 1988-03-28 1989-10-04 Swath Ocean Europe Limited Construction d'une coque de bateau catamaran à surface d'eau minimale
EP0335345A3 (en) * 1988-03-28 1990-02-07 Swath Ocean Systems, Inc. Improved hull construction for a swath vessel
EP0585698A1 (fr) * 1992-08-31 1994-03-09 Mitsubishi Jukogyo Kabushiki Kaisha Construction de coque de bateau rapide avec stabilité latérale
US5425325A (en) * 1992-08-31 1995-06-20 Mitsubishi Jukogyo Kabushiki Kaisha High-speed lateral-stability hull construction
AU661790B2 (en) * 1992-08-31 1995-08-03 Mitsubishi Jukogyo Kabushiki Kaisha High-speed lateral-stability hull construction
US6116180A (en) * 1993-12-16 2000-09-12 Paragon Mann Limited Boat
US7908989B2 (en) 2006-10-31 2011-03-22 Makmarine Limited Multi hull water craft
CN106275302A (zh) * 2016-09-18 2017-01-04 江苏科技大学 一种双槽道水面复合快艇

Also Published As

Publication number Publication date
JPS6322793A (ja) 1988-01-30
IL82327A0 (en) 1987-10-30
NZ215950A (en) 1990-08-28
ZA872945B (fr) 1987-10-19
EP0249321A3 (fr) 1989-05-03
AU7210787A (en) 1987-10-29

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