EP0300520B1 - Speed boat - Google Patents

Speed boat Download PDF

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Publication number
EP0300520B1
EP0300520B1 EP88201211A EP88201211A EP0300520B1 EP 0300520 B1 EP0300520 B1 EP 0300520B1 EP 88201211 A EP88201211 A EP 88201211A EP 88201211 A EP88201211 A EP 88201211A EP 0300520 B1 EP0300520 B1 EP 0300520B1
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lateral
watercraft
central body
accordance
annexes
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EP88201211A
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German (de)
French (fr)
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EP0300520A1 (en
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Otto Ranchi
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INTERNAVAL TRUST REG
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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
    • B63B1/16—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

Definitions

  • the invention relates to a fast watercraft with a central body having buckling ribs, the V-shaped bottom ribs becoming flatter from the front to the aft.
  • Floating watercraft are also well known.
  • the increase in the required speeds and thus the machine power to be accommodated has on the one hand led to large, difficult to solve problems of the drive systems with conventional boat shapes and on the other hand to the development of new drive systems for which the conventional shapes are no longer suitable for their accommodation and optimal hydrodynamic use.
  • the invention has for its object to provide a fast watercraft of the type mentioned, which on the one hand has the advantages of a gliding vehicle, but at the same time enables the optimal use of modern drive systems.
  • the invention provides that two mutually symmetrical side bodies, also having buckling ribs, are arranged on the central body, structurally forming a unit with the central body, which begin in the central region of the central body and extend aft at least to the rear, whereby the bottom ribs of the side bodies have the same or less inclination relative to the horizontal than the bottom ribs of the center body in the same vertical plane of the chip, and that the side bodies have a bottom shape with a rise angle gradually changing along the trunk, this rise angle in the central region of the middle body corresponds essentially to the rise angle of the central body there and is essentially 0 ° at the rear end.
  • the large load-bearing surface required for achieving the desired high speeds is achieved in the sliding state.
  • there is a concentration of weights in the rear part of the hull or boat body a large dynamic lift being necessary to overcome the static weight in order to achieve the sliding state, which also requires a large sliding surface.
  • the invention differs from delta shapes used for widening the rear in that the hydrodynamic disadvantages associated therewith do not occur. These consist in the fact that especially in the outer zones of the triangular area, ie the zone within the kink in the ribs, sufficient buoyancy is no longer produced and that strong turbulences arise and thus there is a risk of unstable behavior at high speeds and at sea.
  • the increase in the buoyancy area is achieved by the sensibly balanced addition of two side bodies, which structurally form a unit with the central body.
  • this allows the width of the watercraft to be kept within limits, and on the other hand, the shape of the side body makes it much easier to use the outer zones to generate the necessary dynamic buoyancy.
  • the bottom shape of the side bodies the gradual transition from a rise angle, which corresponds essentially to that of the middle body, to a rise angle of 0 °, i.e. to horizontally arranged bottom end faces of the side bodies, which in this way provide the maximum possible dynamic buoyancy and, in addition, avoid the widening further aft, with the resulting hydrodynamic disadvantages and still positive rise angles.
  • the presence of the side bodies has a favorable effect on the trim of the watercraft, since there is more volume available in the rear area that can support the motors and drive elements.
  • the sliding state occurs earlier with the help of the present invention, because the two side bodies begin to generate the desired additional lift due to their longitudinal inclination even at relatively low speeds.
  • the presence of the side bodies and the optimally balanced shape between the middle body and the side bodies allow the best possible dynamic trim to be achieved at the highest possible speeds, or an exaggeratedly large trim, as is common to many gliders, and the existing performance instead of one big trim by diminishing of the total resistance of the dynamic buoyancy.
  • This shape allows you to influence the shape of the rib area so that the best possible trim results statically and hydrodynamically and that the resulting center of gravity is also optimal.
  • the new boat hull shape according to the invention should not be confused with known shapes from the prior art.
  • US-A-3303809 shows a fuselage shape with side regions which extend over the entire length of the fuselage and do not begin in the central region of the fuselage as in the case of the side bodies according to the invention. Furthermore, the known shape has an angle of the kink with the base line, which has a constant value of 0 °, which is not the case with the subject matter of the invention, in which the two side bodies form an angle of 0 ° only in the rear part.
  • the different shape of the side areas of the fuselage shape of US-A-3303809 compared to the side bodies of the subject matter of the invention lead to completely different properties with regard to the longitudinal and lateral stability during driving maneuvers at high speed and the position of the buoyancy center relative to the center of mass.
  • the hull shape shown there has a flat kink and a recessed area along the full length of the two side edges, these areas coming first at their stern-near portions near the bottom of the hull, but one from this maintain a certain distance, as can be seen in particular from FIGS. 3 and 6.
  • These side areas are not comparable to the side bodies of the subject matter of the invention, the hull shape shown is ultimately only a modification of a known V-hull and is basically not a new hull shape.
  • GB-A-2098136 shows a boat hull in which wedge-shaped heels protrude from the bottom in the stern section, which bring about an additional buoyancy of the hull bottom.
  • the invention makes it possible to optimize the seaworthiness, which is essentially achieved by the shape in the bow of the central body, while the weight distribution and the static and dynamic stability can be optimized via the moments of inertia of the water lines and the existing performance with the aid of the side bodies instead of creating a large trim by reducing the overall resistance, the increase in dynamic buoyancy is harnessed.
  • the center body is a bent frame with a gradually increasing inclination of the bottom, the angle of inclination of the frames in the bottom area always being greater than 0 °
  • the two side bodies which begin approximately in the middle of the length of the watercraft, have one Buckling line, which is different from that of the central body, and rib angle, ie Aufkimmungswinkel, the two parts that gradually decrease from a maximum value at the point of entry to the value 0 ° at the aft end.
  • the side bodies can be finished with the same transom as the center body, but also protrude beyond it.
  • the side bodies are also designed so that their bottom is positioned in the longitudinal direction with respect to the horizontal base line at an angle which gives them the known function of jamming wedges. This angle of attack can be constant in the longitudinal direction or can also change continuously with a constant tendency.
  • the lowest points of the side body are always above the lowest point of the middle body.
  • the center body is also designed so that its side walls above the fold line and behind the sharpened shape of the fore ship remain parallel to the median plane and parallel to each other, while the sharpened form of the entrance body also have sidewalls that are parallel to the median plane and to those following the sharpened shape of their entry of the middle body remain.
  • the design according to the invention has the advantage of the greatest possible adaptability to the hydrodynamic and structural conditions through the combination of the shaped elements.
  • the fast watercraft according to the invention has a center body 11, to which two mutually symmetrical side bodies 12 are attached, for example from the middle of the ship from aft.
  • the draft under the swimming water line 14 is denoted by T.
  • the center body 11 has a tip 17 and merges with the frame 6, for example, into an area with side boundaries or side walls 19 running parallel to one another and vertically.
  • the center body 11 has buckling ribs, the bottom ribs 15a, 15b, 15c, 15d, 15e, 15f, 15g, 15h and 15i having a decreasing inclination from the front to the aft.
  • the foremost frame 8 has an inclination of approximately 50 ° relative to the swimming water line 14, the inclination of the last middle-body base frame 15i to the horizontal is approximately 10 °.
  • the kink line 22 of the frames of the middle body 11 begins at the tip 17 very far above the swimming water line 14 and then approaches the aft ship with a slight convex curvature upwards to the swimming water line 14 which intersects the kink line 22 in the region of the beginning of the side body 12, to then curve slightly below the swimming water line 14 in the opposite direction to the stern 23 of the watercraft, where it ends near the keel 24.
  • the side boundaries 19 of the center body 11 are in particular in the area where the side body 12 are attached to the center body 11, vertically and parallel to one another.
  • the side bodies 12 also have an articulated frame shape, the bottom ribs 13a, 13b, 13c, 13d and 13e initially running at the same angle as the middle body bottom ribs 15e, 15f, 15g, but then in the region of the middle body bottom ribs 15h and 15i (Fig. 3, 4) are flatter than the central body bottom ribs.
  • the kink line 20 of the side body 12 begins approximately in the middle of the ship at a vertical kink line 21, along which the side body 12 begins to project laterally from the center body 11.
  • the side bodies 12 are completely symmetrical to the longitudinal plane 18 (FIG. 2).
  • V-frame In the area of the tip 17 there is a pronounced V-frame, which extends well beyond the swimming water line 14.
  • the V-frame shape of the central body 11 steadily flattens, so that the kink lines 22 steadily approach the swimming water line 14.
  • the side bodies 12 jump aft from the vertical and parallel side boundaries 19 of the center body 11 at the vertical kink line 21 at an angle of approximately 30 ° and then pass over a rounded area 12 'in the rear half of the side body 12 in an area 12 ⁇ where the side walls of the side body 12 to the rear 23 run parallel to each other.
  • the bottom ribs 13e of the side body 12 are oriented practically horizontally and form an angle of approximately 170 ° with the bottom ribs 15i of the central body 11.
  • the inclinations of the bottom ribs 15 of the middle body and the side body 12 approach each other more and more; in a certain area of the aft ship, for example from frame 2 to approximately frame 3 (Fig. 4), the inclinations match, so that a uniform bottom frame 13c, 15g or 13b, 15f (Fig. 5) in a single common plane arises.

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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)
  • Earth Drilling (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Description

Die Erfindung betrifft ein schnelles Wasserfahrzeug mit einem Knickspanten aufweisenden Mittelkörper, dessen V-förmige Bodenspanten von vorn nach achtern flacher werden.The invention relates to a fast watercraft with a central body having buckling ribs, the V-shaped bottom ribs becoming flatter from the front to the aft.

Es ist bereits bekannt (DE-C-687340), das Vorschiff eines Wasserfahrzeuges im ruhigen Zustand als Verdrängungskörper auszubilden und eine Gleitfläche ganz in der von dem Verdrängungskörper in Fahrt beeinflußten Strömung am Heck anzuordnen, derart, daß sie nicht mehr vom direkten Seegang getroffen werden kann. Der Verdrängungskörper, der möglichst schmal gehalten wird und in Fahrt nur einen kleinen Teil des Auftriebs bestreitet, ist also Wellendämpfer und Strömungsführer. Die Gleitfläche, die möglichst breit gehalten wird und nur schwach gekielt werden muß, ist das Haupttragelement.It is already known (DE-C-687340) to design the foreship of a watercraft in the calm state as a displacement body and to arrange a sliding surface entirely in the flow at the stern, which is influenced by the displacement body in motion, in such a way that it is no longer hit by the direct sea conditions can. The displacement body, which is kept as narrow as possible and only provides a small part of the buoyancy when driving, is therefore a shaft damper and flow guide. The main supporting element is the sliding surface, which is kept as wide as possible and only has to be keeled weakly.

Auch sind gleitende Wasserfahrzeuge allgemein bekannt. Die Zunahme der verlangten Geschwindigkeiten und damit der unterzubringenden Maschinenleistung hat einerseits zu großen, schwer zu lösenden Problemen der Antriebssysteme bei herkömmlichen Bootsformen geführt und andererseits zur Entwicklung neuer Antriebssysteme, für deren Unterbringung und optimalen hydrodynamischen Einsatz die herkömmlichen Formen nicht mehr geeignet sind.Floating watercraft are also well known. The increase in the required speeds and thus the machine power to be accommodated has on the one hand led to large, difficult to solve problems of the drive systems with conventional boat shapes and on the other hand to the development of new drive systems for which the conventional shapes are no longer suitable for their accommodation and optimal hydrodynamic use.

Der Erfindung liegt die Aufgabe zugrunde, ein schnelles Wasserfahrzeug der eingangs genannten Gattung zu schaffen, welches einerseits die Vorteile eines Gleitfahrzeuges besitzt, gleichzeitig aber den optimalen Einsatz von modernen Antriebssystemen ermöglicht.The invention has for its object to provide a fast watercraft of the type mentioned, which on the one hand has the advantages of a gliding vehicle, but at the same time enables the optimal use of modern drive systems.

Zur Lösung dieser Aufgabe sieht die Erfindung vor, daß an dem Mittelkörper zwei zueinander symmetrische, ebenfalls Knickspanten aufweisende Seitenkörper angeordnet sind die strukturell mit dem Mittelkörper eine Einheit bilden, die im mittleren Bereich des Mittelkörpers beginnen und sich nach achtern wenigstens bis zum Heck erstrecken, wobei die Bodenspanten der Seitenkörper relativ zur Horizontalen die gleiche oder eine geringere Neigung als die Bodenspanten des Mittelkörpers in der gleichen vertikalen Spantebene besitzen, und daß die Seitenkörper eine Bodenform mit einem sich entlang des Rumpfes graduell ändernden Aufkimmungswinkel aufweisen, wobei dieser Aufkimmungswinkel im mittleren Bereich des Mittelkörpers dem dortigen Aufkimmungswinkel des Mittelkörpers im wesentlichen entspricht und am Heckende im wesentlichen 0° beträgt.To achieve this object, the invention provides that two mutually symmetrical side bodies, also having buckling ribs, are arranged on the central body, structurally forming a unit with the central body, which begin in the central region of the central body and extend aft at least to the rear, whereby the bottom ribs of the side bodies have the same or less inclination relative to the horizontal than the bottom ribs of the center body in the same vertical plane of the chip, and that the side bodies have a bottom shape with a rise angle gradually changing along the trunk, this rise angle in the central region of the middle body corresponds essentially to the rise angle of the central body there and is essentially 0 ° at the rear end.

Vorteilhafte Ausgestaltungen der Erfindung sind durch die Unteransprüche gekennzeichnet.Advantageous embodiments of the invention are characterized by the subclaims.

Aufgrund der Erfindung wird die für das Erreichen der angestrebten hohen Geschwindigkeiten erforderliche große tragende Fläche im Gleitzustand erreicht. Außerdem ergibt sich durch die hohen notwendigen Antriebsleistungen eine Konzentration von Gewichten im rückwärtigen Teil des Schiffs- oder Bootskörpers, wobei zum Erreichen des Gleitzustandes ein großer dynamischer Auftrieb zur Überwindung des statischen Gewichts notwendig ist, was ebenfalls eine große Gleitfläche voraussetzt.Because of the invention, the large load-bearing surface required for achieving the desired high speeds is achieved in the sliding state. In addition, due to the high drive power required, there is a concentration of weights in the rear part of the hull or boat body, a large dynamic lift being necessary to overcome the static weight in order to achieve the sliding state, which also requires a large sliding surface.

Die Erfindung unterscheidet sich von zur Verbreiterung des Hecks verwendeten Delta-Formen dadurch, daß die hiermit verbundenen hydrodynamischen Nachteile nicht auftreten. Diese bestehen darin, daß insbesondere in den äußeren Zonen des dreiecksförmigen Bereiches, d.h. der Zone innerhalb des Knicks in den Spanten nicht mehr genügend Auftrieb produziert wird und daß starke Verwirbelungen entstehen und damit die Gefahr des unstabilen Verhaltens bei hohen Geschwindigkeiten und im Seegang gegeben ist.The invention differs from delta shapes used for widening the rear in that the hydrodynamic disadvantages associated therewith do not occur. These consist in the fact that especially in the outer zones of the triangular area, ie the zone within the kink in the ribs, sufficient buoyancy is no longer produced and that strong turbulences arise and thus there is a risk of unstable behavior at high speeds and at sea.

Stattdessen wird gemäß vorliegender Erfindung die Vergrößerung der Auftriebsfläche durch das sinnvoll ausgewogene Hinzufügen zweier Seitenkörper, die strukturell mit dem Mittelkörper eine Einheit bilden, erreicht. Damit läßt sich einerseits die Breite des Wasserfahrzeuges in Grenzen halten und andererseits lassen sich durch die Formgebung der Seitenkörper die außenliegenden Zonen viel besser zur Erzeugung des notwendigen dynamischen Auftriebs heranziehen.Instead, according to the present invention, the increase in the buoyancy area is achieved by the sensibly balanced addition of two side bodies, which structurally form a unit with the central body. On the one hand, this allows the width of the watercraft to be kept within limits, and on the other hand, the shape of the side body makes it much easier to use the outer zones to generate the necessary dynamic buoyancy.

Besonders wichtig ist die Ausbildung der Bodenform der Seitenkörper den graduellen Übergang von einem Aufkimmungswinkel, der im wesentlichen jenem des Mittelkörpers entspricht, zu einem Aufkimmungswinkel von 0°, d.h. zu horizontal angeordneten Bodenendflächen der Seitenkörper, die auf diese Weise den maximal möglichen dynamischen Auftrieb liefern und außerdem die weiter nach achtern zunehmende Verbreiterung mit den daraus resultierenden hydrodynamischen Nachteilen und immer noch positiven Aufkimmungswinkel vermeiden.Of particular importance is the formation of the bottom shape of the side bodies, the gradual transition from a rise angle, which corresponds essentially to that of the middle body, to a rise angle of 0 °, i.e. to horizontally arranged bottom end faces of the side bodies, which in this way provide the maximum possible dynamic buoyancy and, in addition, avoid the widening further aft, with the resulting hydrodynamic disadvantages and still positive rise angles.

Bereits im statischen Schwimmzustand wirkt sich die Anwesenheit der Seitenkörper günstig auf den Trimm des Wasserfahrzeuges aus, da im achteren Bereich mehr Volumen zur Verfügung steht, das die Motore und Antriebsorgane tragen kann. Bei Erhöhung der Fahrtgeschwindigkeit zum Erreichen des Gleitzustandes tritt mit Hilfe der vorliegenden Erfindung der Gleitzustand früher ein, weil die beiden Seitenkörper durch ihre Längsneigung schon bei verhältnismäßig geringen Geschwindigkeiten beginnen, den gewünschten zusätzlichen Auftrieb zu erzeugen. Schließlich läßt sich durch die Anwesenheit der Seitenkörper und die optimal zwischen dem Mittelkörper und den Seitenkörpern ausgewogene Formgebung der bestmögliche dynamische Trimm bei den höchstmöglichen Geschwindigkeiten erreichen bzw. ein übertrieben großer Trimm, wie er vielen Gleitfahrzeugen eigen ist, vermeiden, und die vorhandene Leistung anstelle eines großen Trimms durch Verminderung des Gesamtwiderstandes dem dynamischen Auftrieb nutzbar machen.Even in the static swimming state, the presence of the side bodies has a favorable effect on the trim of the watercraft, since there is more volume available in the rear area that can support the motors and drive elements. When the speed of travel to reach the sliding state is increased, the sliding state occurs earlier with the help of the present invention, because the two side bodies begin to generate the desired additional lift due to their longitudinal inclination even at relatively low speeds. Finally, the presence of the side bodies and the optimally balanced shape between the middle body and the side bodies allow the best possible dynamic trim to be achieved at the highest possible speeds, or an exaggeratedly large trim, as is common to many gliders, and the existing performance instead of one big trim by diminishing of the total resistance of the dynamic buoyancy.

Durch diese Formgebung hat man es in der Hand, die Form der Spantarealkurve so zu beeinflussen, daß sich statisch und hydrodynamisch der bestmögliche Trimm ergibt und daß auch die daraus resultierende Schwerpunktlage jeweils optimal wird.This shape allows you to influence the shape of the rib area so that the best possible trim results statically and hydrodynamically and that the resulting center of gravity is also optimal.

Durch das Vermeiden übermäßig breiter Delta-Formen mit Hilfe der vorliegenden Erfindung wird es außerdem möglich, den Gesamtwiderstand dadurch zu reduzieren, daß die Wege der Wasserteilchen längs des Körpers des Wasserfahrzeuges auf ein Minimum reduziert werden. Daraus ergibt sich, daß es wünschenswert ist, sowohl den Mittelkörper als auch die Seitenkörper möglichst parallel zur Mittelachse wie auch in ihrer seitlichen Begrenzung untereinander parallel auszubilden.By avoiding excessively wide delta shapes using the present invention, it also becomes possible to reduce the overall drag by minimizing the travel of the water particles along the body of the watercraft. It follows from this that it is desirable to design both the central body and the side bodies as parallel as possible to the central axis and also parallel to one another in their lateral delimitation.

Die neue erfindungsgemäße Bootskörperform soll nicht mit bekannten Formen aus dem Stand der Technik verwechselt werden.The new boat hull shape according to the invention should not be confused with known shapes from the prior art.

Beispielsweise zeigt die US-A-3303809 eine Rumpfform mit Seitenbereichen, die sich über die gesamte Länge des Rumpfes erstrecken und nicht wie bei den erfindungsgemäßen Seitenkörpern erst im mittleren Bereich des Rumpfes beginnen. Weiterhin weist die bekannte Form einen Winkel des Kimmknicks mit der Grundlinie auf, der einen konstanten Wert von 0° hat, was bei dem Erfindungsgegenstand nicht zutrifft, bei dem die beiden Seitenkörper nur im hinteren Teil einen Winkel von 0° bilden. Die unterschiedliche Form der Seitenbereiche der Rumpfform der US-A-3303809 im Vergleich zu den Seitenkörpern des Erfindungsgegenstandes führen zu ganz anderen Eigenschaften im Hinblick auf die Längs- und Querstabilität bei Fahrmanövern bei hoher Geschwindigkeit und die Lage des Auftriebszentrums relativ zum Massenschwerpunkt.For example, US-A-3303809 shows a fuselage shape with side regions which extend over the entire length of the fuselage and do not begin in the central region of the fuselage as in the case of the side bodies according to the invention. Furthermore, the known shape has an angle of the kink with the base line, which has a constant value of 0 °, which is not the case with the subject matter of the invention, in which the two side bodies form an angle of 0 ° only in the rear part. The different shape of the side areas of the fuselage shape of US-A-3303809 compared to the side bodies of the subject matter of the invention lead to completely different properties with regard to the longitudinal and lateral stability during driving maneuvers at high speed and the position of the buoyancy center relative to the center of mass.

Bei der US-A-3808999 hat die dort gezeigte Rumpfform einen flachen Kimmknick und entlang der vollen Länge der beiden Seitenkanten je einen zurückgesetzten Bereich, wobei diese Bereiche erste an ihren hecknahen Abschnitten in die Nähe des Bodens des Bootskörpers kommen, jedoch von diesem noch einen bestimmten Abstand einhalten, wie insbesondere aus Fig. 3 und 6 zu ersehen ist. Diese Seitenbereiche sind mit den Seitenkörpern des Erfindungsgegenstandes nicht vergleichbar, die gezeigte Bootskörperform ist schließlich nur eine Abwandlung eines bekannten V-Bootskörpers und im Grunde keine neue Bootskörperform.In US-A-3808999, the hull shape shown there has a flat kink and a recessed area along the full length of the two side edges, these areas coming first at their stern-near portions near the bottom of the hull, but one from this maintain a certain distance, as can be seen in particular from FIGS. 3 and 6. These side areas are not comparable to the side bodies of the subject matter of the invention, the hull shape shown is ultimately only a modification of a known V-hull and is basically not a new hull shape.

Schließlich zeigt die GB-A-2098136 einen Bootskörper, bei dem in Heckabschnitt aus dem Boden keilförmige Absätze vorstehen, die einen zusätzlichen Auftrieb des Rumpfbodens bewirken. Diese Ansätze sind mit den Seitenkörpern des Erfindungsgegenstandes nicht vergleichbar. Die gesamte Unterwasserform des bekannten Bootes unterscheidet sich von der des Erfindungsgegenstandes. Beispielsweise verläuft die innere Schnittlinie der keilförmigen Ansätze mit dem Bootskörperboden im Heckabschnitt nicht parallel zum Kimmknick, wie die Ansatzlinie der Seitenkörper beim Erfindungsgegenstand zeigt. Weiterhin befinden sich die keilförmigen Stufen innerhalb der sonst üblichen Umrißlinie des Rumpfes.Finally, GB-A-2098136 shows a boat hull in which wedge-shaped heels protrude from the bottom in the stern section, which bring about an additional buoyancy of the hull bottom. These approaches are not comparable to the side bodies of the subject matter of the invention. The entire underwater shape of the known boat differs from that of the subject of the invention. For example, the inner line of intersection of the wedge-shaped attachments with the hull bottom in the stern section does not run parallel to the knee crease, as the attachment line of the side bodies shows in the subject matter of the invention. Furthermore, the wedge-shaped steps are within the otherwise usual outline of the fuselage.

Die zweckmäßigste Anordnung der Seitenkörper der Länge nach sowie der Höhe nach ergibt sich aus Überlegungen über die Druckverteilung an den Bodenflächen im Hinblick auf das Vermeiden von Zonen negativen Druckes, die bei Gleitbootformen leicht auftreten können und zu Leistungs- bzw. Geschwindigkeitsverlusten führen sowie außerdem eine Verringerung der Kursstabilität zur Folge haben. Mit Hilfe der vorliegenden Erfindung gelingt es, den Bodendruck mit einfachen Mitteln in allen gleitenden Zonen positiv und weitgehend konstant zu halten.The most appropriate arrangement of the side body lengthwise and heightwise results from considerations about the pressure distribution on the floor surfaces with a view to avoiding zones of negative pressure, which can easily occur in the form of sliding boats and lead to performance or speed losses and also a reduction result in price stability. With the help of the present invention it is possible to keep the ground pressure positive and largely constant in all sliding zones with simple means.

Außerdem ermöglicht es die Erfindung, die Seefähigkeit, die im wesentlichen durch die Formgebung im Vorschiff des Mittelkörpers erreicht wird, zu optimieren, während mit Hilfe der Seitenkörper die Gewichtsverteilung und die statische sowie dynamische Stabilität über die Trägheitsmomente der Wasserlinien optimiert werden können und die vorhandene Leistung anstelle des Erzeugens eines großen Trimms durch Verminderung des Gesamtwiderstandes der Erhöhung des dynamischen Auftriebs nutzbar gemacht wird.In addition, the invention makes it possible to optimize the seaworthiness, which is essentially achieved by the shape in the bow of the central body, while the weight distribution and the static and dynamic stability can be optimized via the moments of inertia of the water lines and the existing performance with the aid of the side bodies instead of creating a large trim by reducing the overall resistance, the increase in dynamic buoyancy is harnessed.

Während es sich bei dem Mittelkörper um eine Knickspantform mit graduell nach vorn zunehmender Neigung des Bodens handelt, wobei der Neigungswinkel der Spanten im Bodenbereich immer größer als 0° ist, haben die beiden Seitenkörper, die etwa in der Mitte der Länge des Wasserfahrzeugs beginnen, eine Knicklinie, die verschieden ist von jener des Mittelkörpers, und Spantwinkel, d.h. Aufkimmungswinkel, der beiden Teile, die von einem Höchstwert an der Stelle des Eintritts graduell auf den Wert 0° am achteren Ende abnehmen. Nach achtern zu können die Seitenkörper mit dem gleichen Heckspiegel abschließen wie der Mittelkörper, aber auch über diesen hinausragen.While the center body is a bent frame with a gradually increasing inclination of the bottom, the angle of inclination of the frames in the bottom area always being greater than 0 °, the two side bodies, which begin approximately in the middle of the length of the watercraft, have one Buckling line, which is different from that of the central body, and rib angle, ie Aufkimmungswinkel, the two parts that gradually decrease from a maximum value at the point of entry to the value 0 ° at the aft end. To be able to end aft, the side bodies can be finished with the same transom as the center body, but also protrude beyond it.

Die Seitenkörper sind außerdem so ausgebildet, daß ihr Boden in der Längsrichtung gegenüber der horizontalen Basislinie unter einem Winkel angestellt ist, der ihnen die an sich bekannte Funktion von Staukeilen verleiht. Dabei kann dieser Anstellwinkel in Längsrichtung konstant sein oder aber auch sich kontinuierlich mit stetiger Tendenz ändern. Außerdem befinden sich die tiefstgelegenen Punkte der Seitenkörper immer oberhalb des tiefstgelegenen Punktes des Mittelkörpers.The side bodies are also designed so that their bottom is positioned in the longitudinal direction with respect to the horizontal base line at an angle which gives them the known function of jamming wedges. This angle of attack can be constant in the longitudinal direction or can also change continuously with a constant tendency. In addition, the lowest points of the side body are always above the lowest point of the middle body.

Der Mittelkörper ist außerdem so ausgebildet, daß seine Seitenwände oberhalb der Knicklinie und hinter der zugeschärften Form des Vorschiffs parallel zur Mittelebene sowie untereinander parallel bleiben, während die Seitenkörper im Anschluß an die zugeschärfte Form ihres Eintritts ebenfalls Seitenwände aufweisen, die parallel zur Mittelebene und zu jenen des Mittelkörpers bleiben.The center body is also designed so that its side walls above the fold line and behind the sharpened shape of the fore ship remain parallel to the median plane and parallel to each other, while the sharpened form of the entrance body also have sidewalls that are parallel to the median plane and to those following the sharpened shape of their entry of the middle body remain.

Die Kombination des Mittelkörpers mit den Seitenkörpern gestattet es, die Spantquerschnittsflächen vom Vorschiff weg nach achtern zu zunehmen zu lassen und damit eine Spantflächenkurve im wesentlichen dreieckigen Charakters zu erreichen, wie dies der Fall wäre für einen Körper in Delta-Form. Demgegenüber besitzt aber die erfindungsgemäße Ausbildung den Vorteil der größtmöglichen Anpassungsfähigkeit an die hydrodynamischen und baulichen Gegebenheiten durch die Kombination der Formelemente.The combination of the middle body with the side bodies allows the frame cross-sectional areas to be increased aft away from the bow and thus to achieve a frame surface curve of essentially triangular character, as would be the case for a delta-shaped body. In contrast, however, the design according to the invention has the advantage of the greatest possible adaptability to the hydrodynamic and structural conditions through the combination of the shaped elements.

Die Kombination der hydrodynamischen Effekte des Erfindungsgegenstandes ermöglicht die Anpassung an die Anforderungen von Geschwindigkeit, Seefähigkeit sowie an bauliche Gegebenheiten, und zwar immer in jenem Teil des Gesamtkörpers, der bei der in Fahrt eintretenden Vertrimmung des Fahrzeugs unter Wasser bleibt, insbesondere in der Umgebung jener Zone, in der die Spantneigungen des Mittelkörpers und der Seitenkörper, d.h. die beiden Aufkimmungen, gleich groß sind und in einer kontinuierlichen Linie verlaufen.The combination of the hydrodynamic effects of the subject matter of the invention makes it possible to adapt to the requirements of speed, seaworthiness and structural conditions, and always in that part of the overall body which remains under water when the vehicle begins to trim, especially in the vicinity of that zone , in which the frame inclinations of the middle body and the side body, ie the two appearances are the same size and run in a continuous line.

Die Erfindung wird im folgenden beispielsweise anhand der Zeichnung beschrieben; in dieser zeigt:

Fig. 1
eine schematische Seitenansicht eines erfindungsgemäßen schnellen Wasserfahrzeuges mit Angabe der über die Schiffslänge verteilten Spanten 0 bis 8,
Fig. 2
eine schematische Draufsicht des erfindungsgemäßen schnellen Wasserfahrzeuges ebenfalls mit Angabe der über die Schiffslänge verteilten Spanten 0 bis 8,
Fig. 3
die eine Hälfte des Spantes 0,
Fig. 4
jeweils eine Hälfte der Spanten 1 und 2,
Fig. 5
jeweils eine Hälfte der Spanten 3 und 4,
Fig. 6
jeweils eine Hälfte der Spanten 5 und 6 und
Fig. 7
jeweils eine Hälfte der Spanten 7 und 8.

The invention is described below, for example with reference to the drawing; in this shows:
Fig. 1
2 shows a schematic side view of a fast watercraft according to the invention with details of the frames 0 to 8 distributed over the length of the ship,
Fig. 2
2 shows a schematic plan view of the fast watercraft according to the invention, likewise with details of the frames 0 to 8 distributed over the length of the ship,
Fig. 3
half of the frame 0,
Fig. 4
one half each of frames 1 and 2,
Fig. 5
one half each of frames 3 and 4,
Fig. 6
one half each of the frames 5 and 6 and
Fig. 7
one half each of frames 7 and 8.

Nach der Zeichnung besitzt das erfindungsgemäße schnelle Wasserfahrzeug einen Mittelkörper 11, an den etwa von der Schiffsmitte ab achtern zwei zueinander symmetrische Seitenkörper 12 angesetzt sind. Der Tiefgang unter der Schwimmwasserlinie 14 ist mit T bezeichnet.According to the drawing, the fast watercraft according to the invention has a center body 11, to which two mutually symmetrical side bodies 12 are attached, for example from the middle of the ship from aft. The draft under the swimming water line 14 is denoted by T.

Der Mittelkörper 11 besitzt eine Spitze 17 und geht etwa beim Spant 6 in einen Bereich mit parallel zueinander und vertikal verlaufenden Seitenbegrenzungen bzw. Seitenwänden 19 über. Nach den Fig. 3 bis 7 weist der Mittelkörper 11 Knickspanten auf, wobei die Bodenspanten 15a, 15b, 15c, 15d, 15e, 15f, 15g, 15h und 15i von vorn nach achtern eine abnehmende Neigung aufweisen. Während der vorderste Spant 8 relativ zur Schwimmwasserlinie 14 eine Neigung von ca. 50° aufweist, ist die Neigung des letzten Mittelkörper-Bodenspants 15i zur Horizontalen ca. 10°.The center body 11 has a tip 17 and merges with the frame 6, for example, into an area with side boundaries or side walls 19 running parallel to one another and vertically. According to FIGS. 3 to 7, the center body 11 has buckling ribs, the bottom ribs 15a, 15b, 15c, 15d, 15e, 15f, 15g, 15h and 15i having a decreasing inclination from the front to the aft. While the foremost frame 8 has an inclination of approximately 50 ° relative to the swimming water line 14, the inclination of the last middle-body base frame 15i to the horizontal is approximately 10 °.

Die Knicklinie 22 der Spanten des Mittelkörpers 11 beginnt an der Spitze 17 sehr weit oberhalb der Schwimmwasserlinie 14 und nähert sich dann in Richtung des Achterschiffes unter leichter konvexer Krümmung nach oben der Schwimmwasserlinie 14, welche die Knicklinie 22 im Bereich des Beginns der Seitenkörper 12 schneidet, um dann unterhalb der Schwimmwasserlinie 14 leicht in Gegenrichtung gekrümmt zum Heck 23 des Wasserfahrzeugs zu verlaufen, wo sie nahe dem Kiel 24 endet.The kink line 22 of the frames of the middle body 11 begins at the tip 17 very far above the swimming water line 14 and then approaches the aft ship with a slight convex curvature upwards to the swimming water line 14 which intersects the kink line 22 in the region of the beginning of the side body 12, to then curve slightly below the swimming water line 14 in the opposite direction to the stern 23 of the watercraft, where it ends near the keel 24.

Nach den Fig. 3 bis 6 sind die Seitenbegrenzungen 19 des Mittelkörpers 11 insbesondere in dem Bereich, wo die Seitenkörper 12 an dem Mittelkörper 11 angesetzt sind, vertikal und parallel zueinander.3 to 6, the side boundaries 19 of the center body 11 are in particular in the area where the side body 12 are attached to the center body 11, vertically and parallel to one another.

Nach der Zeichnung besitzen auch die Seitenkörper 12 Knickspantform, wobei die Bodenspanten 13a, 13b, 13c, 13d und 13e zunächst unter dem gleichen Winkel wie die Mittelkörper-Bodenspanten 15e, 15f, 15g verlaufen, dann aber im Bereich der Mittelkörper-Bodenspanten 15h und 15i (Fig. 3, 4) flacher sind als die Mittelkörper-Bodenspanten.According to the drawing, the side bodies 12 also have an articulated frame shape, the bottom ribs 13a, 13b, 13c, 13d and 13e initially running at the same angle as the middle body bottom ribs 15e, 15f, 15g, but then in the region of the middle body bottom ribs 15h and 15i (Fig. 3, 4) are flatter than the central body bottom ribs.

Die Knicklinie 20 der Seitenkörper 12 beginnt etwa in der Schiffsmitte an einer Vertikalknicklinie 21, entlang der die Seitenkörper 12 aus dem Mittelkörper 11 seitlich vorzuspringen beginnen.The kink line 20 of the side body 12 begins approximately in the middle of the ship at a vertical kink line 21, along which the side body 12 begins to project laterally from the center body 11.

Während die Bodenspanten 13a der Seitenkörper 12 (Fig. 5) am Anfang der Seitenkörper über eine Stufe 16 von der Knicklinie 22 des Mittelkörpers 11 getrennt sind, gehen die Bodenspanten der Seitenkörper zwischen den Spanten 3 und 4 unmittelbar in die Bodenspanten des Mittelkörpers 11 über, wie man in den Fig. 3 und 5 bei den Spantdarstellungen 0, 1, 2 und 3 erkennt. Die Stufe 16 ist lediglich beim Spant 4 in Fig. 5 zu erkennen.While the bottom ribs 13a of the side body 12 (FIG. 5) at the beginning of the side body are separated by a step 16 from the fold line 22 of the middle body 11, the bottom ribs of the side body go directly between the frames 3 and 4 into the bottom ribs of the middle body 11, as can be seen in FIGS. 3 and 5 in the frame representations 0, 1, 2 and 3. The stage 16 can only be seen in the frame 4 in FIG. 5.

Die Seitenkörper 12 sind völlig symmetrisch zur Schiffslängsebene 18 (Fig. 2) ausgebildet.The side bodies 12 are completely symmetrical to the longitudinal plane 18 (FIG. 2).

Insgesamt ist also der Aufbau des erfindungsgemäßen Wasserfahrzeugs wie folgt:Overall, the structure of the watercraft according to the invention is as follows:

Im Bereich der Spitze 17 liegt ein ausgeprägter V-Spant vor, der sich bis deutlich über die Schwimmwasserlinie 14 erstreckt.In the area of the tip 17 there is a pronounced V-frame, which extends well beyond the swimming water line 14.

Zur Mitte des Wasserfahrzeuges hin flacht die V-Spantform des Mittelkörpers 11 stetig ab, so daß sich die Knicklinien 22 stetig der Schwimmwasserlinie 14 annähern.Towards the center of the watercraft, the V-frame shape of the central body 11 steadily flattens, so that the kink lines 22 steadily approach the swimming water line 14.

Dort, wo die Knicklinien 22 zwischen den Spanten 4 und 5 die Schwimmwasserlinie 14 schneiden, springen die Seitenkörper 12 bei der Vertikalknicklinie 21 unter einem Winkel von ca. 30° nach achtern aus den vertikalen und parallelen Seitenbegrenzungen 19 des Mittelkörpers 11 vor und gehen dann über einen abgerundeten Bereich 12′ in der hinteren Hälfte der Seitenkörper 12 in einen Bereich 12˝ über, wo die Seitenwände der Seitenkörper 12 bis zum Heck 23 parallel zueinander verlaufen. In diesem Bereich sind die Bodenspanten 13e der Seitenkörper 12 praktisch horizontal ausgerichtet und bilden mit den Bodenspanten 15i des Mittelkörpers 11 einen Winkel von etwa 170°.Where the kink lines 22 between the frames 4 and 5 intersect the swimming water line 14, the side bodies 12 jump aft from the vertical and parallel side boundaries 19 of the center body 11 at the vertical kink line 21 at an angle of approximately 30 ° and then pass over a rounded area 12 'in the rear half of the side body 12 in an area 12˝ where the side walls of the side body 12 to the rear 23 run parallel to each other. In this area, the bottom ribs 13e of the side body 12 are oriented practically horizontally and form an angle of approximately 170 ° with the bottom ribs 15i of the central body 11.

Nach vorn nähern sich die Neigungen der Bodenspanten 15 des Mittelkörpers und der Seitenkörper 12 immer mehr aneinander an; in einem bestimmten Bereich des Achterschiffes, beispielsweise ab dem Spant 2 bis etwa Spant 3 (Fig. 4), stimmen die Neigungen überein, so daß ein einheitlicher Bodenspant 13c, 15g bzw. 13b, 15f (Fig. 5) in einer einzigen gemeinsamen Ebene entsteht.Towards the front, the inclinations of the bottom ribs 15 of the middle body and the side body 12 approach each other more and more; in a certain area of the aft ship, for example from frame 2 to approximately frame 3 (Fig. 4), the inclinations match, so that a uniform bottom frame 13c, 15g or 13b, 15f (Fig. 5) in a single common plane arises.

Claims (21)

1. Fast watercraft having a central body with chine-type frames, the V-shaped bottom frames of which become flatter from the fore part towards the stern, characterized in that two mutually symmetrical lateral annexes (12) which likewise have chine-type frames are arranged on the central body (11) and form with the latter a structural unit, with the lateral annexes starting in the middle region of the central body (11) and extending to the rear at least up to the stern, with the bottom frames (13a to 13e) of the lateral annexes having the same inclination or a smaller inclination to the horizontal than the bottom frames (15e to 15i) of the central body in the same vertical frame plane; and in that the lateral annexes have a bottom shape with a rise angle which changes gradually along the hull, with this rise angle substantially corresponding in the mid region of the central body to the rise angle there of the central body and amounting to substantially 0° at the stern end.
2. Watercraft in accordance with claim 1, characterised in that both the central body and also the lateral annexes are formed as parallel as possible to the central axis and also in their lateral boundaries relative to one another.
3. Watercraft in accordance with claim 1 or claim 2, characterised in that following the sharpened foreship part (17) the central body (11) has lateral boundaries (19) which extend parallel to one another and to the longitudinal plane (18) of the ship, in particular in the region of the lateral annexes (12).
4. Watercraft in accordance with one of the preceding claims, characterised in that the knuckle line (20) of the lateral annexes (12) projects at an angle of preferably 15 to 40°, in particular approximately 25 to 30° from the lateral boundary of the central body (11) which is preferably vertical in this region and changes via a rounded portion into the broadest part.
5. Watercraft in accordance with claim 4, characterised in that the lateral annexes (12) merge via a vertical knuckle line (21) into the vertical lateral boundary (19) of the central body (11).
6. Watercraft in accordance with one of the preceding claims, characterised in that the bottom frames (13b to 13e) of the lateral annexes merge over the largest part of the length of the lateral annexes (12) without a step into the bottom frames (15f to 15i) of the central body.
7. Watercraft in accordance with claim 6, characterised in that the bottom frames (13a) of the lateral annexes are only separated from the bottom frames (15e) of the central body in the front region of the lateral annexes (12) by a preferably vertical step and lie somewhat above the latter.
8. Watercraft in accordance with claim 6 or claim 7, characterised in that the step (16) becomes continuously smaller from the front to the stern and disappears in the central region of the central body.
9. Watercraft in accordance with one of the claims 6 to 8, characterised in that the inclination of the bottom frames (13a to 13c, 15e to 15g) of the lateral annexes (12) and of the central body (11) is the same at the start and that towards the rear the inclination of the bottom frames (13d, 13e) of the lateral annexes to the horizontal is smaller than that of the bottom frames (15h, 15i) of the central body.
10. Watercraft in accordance with claim 9, characterised in that the inclination of the bottom frames (13e) of the lateral annexes goes to zero at the stern.
11. Watercraft in accordance with claim 9 or claim 10, characterised in that the difference in inclination of the bottom frames (13d, 13e) of the lateral annexes and of the bottom frames (15h, 15i) of the central body amounts to a maximum of 20° and preferably 10 to 15°.
12. Watercraft in accordance with one of the preceding claims, characterised in that the inclination of the bottom frames (15e) of the central body to the horizontal in the region of the start of the lateral annexes (12) amounts to 10 to 45° and in particular to approximately 30°.
13. Watercraft in accordance with one of the preceding claims, characterised in that the inclination of the bottom frames (15i) of the central body at the stern amounts to 10 to 45°.
14. Watercraft in accordance with one of the preceding claims, characterised in that the knuckle line (22) of the bottom frames (22) of the central body in the foreship region extend from a position clearly above the line of flotation (14) at the tip (17) continuously obliquely downwardly in order to intersect the line of flotation (14) in the region of the start of the lateral annexes (12) at an angle of preferably 15 to 25°, and in particular of approximately 15°.
15. Watercraft in accordance with claim 14, characterised in that the knuckle line (22) has an angle of 10 to 20° to the horizontal in the entire foreship region.
16. Watercraft in accordance with claim 15, characterised in that the knuckle line (22) is slightly upwardly convexly curved in the foreship region.
17. Watercraft in accordance with one of the preceding claims, characterised in that the bottom frames (15a, 15b) of the central body in the foreship region have an inclination to the horizontal of 45 to 60°.
18. Watercraft in accordance with one of the preceding claims, characterised in that the knuckle lines (20, 22) in the aftship region extend obliquely downwardly or parallel to the horizontal to the stern (23) from a position at the level of the line of flotation (14) approximately at the middle of the ship.
19. Watercraft in accordance with claim 18, characterised in that the knuckle lines (20, 22) in the aftship region are slightly convexly curved downwardly or are straight.
20. Watercraft in accordance with one of the claims 16 to 19, characterised in that the knuckle line (22) of the bottom frames of the central body have a turning point approximately after the center of the ship at the start of the lateral annexes (12) or extend straight starting from there.
21. Watercraft in accordance with one of the preceding claims, characterised in that the maximum width of each lateral annexe (12) amounts to 25 to 50% and in particular to approximately 35% of the maximum width of the central body (11).
EP88201211A 1987-05-25 1988-05-25 Speed boat Expired - Lifetime EP0300520B1 (en)

Applications Claiming Priority (2)

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DE19873717548 DE3717548A1 (en) 1987-05-25 1987-05-25 FAST WATER VEHICLE
DE3717548 1987-05-25

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EP0300520A1 EP0300520A1 (en) 1989-01-25
EP0300520B1 true EP0300520B1 (en) 1991-07-31

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EP88201211A Expired - Lifetime EP0300520B1 (en) 1987-05-25 1988-05-25 Speed boat
EP88904961A Pending EP0317606A1 (en) 1987-05-25 1988-05-25 High-speed boat

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EP88904961A Pending EP0317606A1 (en) 1987-05-25 1988-05-25 High-speed boat

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EP (2) EP0300520B1 (en)
DE (2) DE3717548A1 (en)
WO (1) WO1988009283A1 (en)

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US5499593A (en) * 1989-11-27 1996-03-19 Raab; Manfred Boat hull
GB9325762D0 (en) * 1993-12-16 1994-02-23 Paragon Mann Ltd Boat
JPH07309289A (en) * 1994-05-16 1995-11-28 Yamaha Motor Co Ltd Water jet propulsion vessel
GB2313344B (en) * 1996-05-23 1999-08-25 Compass Group Limited Watercraft
US20060254486A1 (en) * 2005-05-12 2006-11-16 Ashdown Glynn R Winged hull for a watercraft
RU2723200C1 (en) * 2019-12-09 2020-06-09 Геннадий Алексеевич Павлов Planing ship hull

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US2634698A (en) * 1941-04-21 1953-04-14 Beckerbat Ab High-speed motor boat
US2544599A (en) * 1947-06-28 1951-03-06 Keelen Festus Aeneas Rowboat safety pontoon
US3303809A (en) * 1965-10-12 1967-02-14 Leroy W Ross Boat hull
AU444598B2 (en) * 1969-07-04 1974-01-14 Frederick Carroll William Boat hull
US3808999A (en) * 1973-01-08 1974-05-07 R Peterson Boat hull construction to provide stern lift
GB2098136A (en) * 1981-05-07 1982-11-17 Anderson Ian Lindsay Variable configuration hull
US4909176A (en) * 1988-10-21 1990-03-20 Yamaha Hatsudoki Kabushiki Kaisha Small sized jet propulsion boat

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EP0300520A1 (en) 1989-01-25
DE3863991D1 (en) 1991-09-05
US5199366A (en) 1993-04-06
WO1988009283A1 (en) 1988-12-01
DE3717548A1 (en) 1988-12-15
EP0317606A1 (en) 1989-05-31

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