EP0495722B1 - Multiple-hull displacement water craft with limited righting moment and reduced advance-resistance - Google Patents

Multiple-hull displacement water craft with limited righting moment and reduced advance-resistance Download PDF

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Publication number
EP0495722B1
EP0495722B1 EP92400117A EP92400117A EP0495722B1 EP 0495722 B1 EP0495722 B1 EP 0495722B1 EP 92400117 A EP92400117 A EP 92400117A EP 92400117 A EP92400117 A EP 92400117A EP 0495722 B1 EP0495722 B1 EP 0495722B1
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EP
European Patent Office
Prior art keywords
water craft
side floats
floats
craft according
float
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EP92400117A
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German (de)
French (fr)
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EP0495722A1 (en
Inventor
François Faury
Jean-Eric Enault
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NOUVELLE DES ATELIERS ET CHANTIERS DU HAVRE Ste
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NOUVELLE DES ATELIERS ET CHANTIERS DU HAVRE Ste
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Priority claimed from FR9100569A external-priority patent/FR2671775B1/en
Priority claimed from FR9104724A external-priority patent/FR2675460B1/en
Application filed by NOUVELLE DES ATELIERS ET CHANTIERS DU HAVRE Ste filed Critical NOUVELLE DES ATELIERS ET CHANTIERS DU HAVRE Ste
Publication of EP0495722A1 publication Critical patent/EP0495722A1/en
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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 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • 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
    • B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls
    • 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
    • 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 
    • 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
    • B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type

Definitions

  • the present invention relates to a particular embodiment of the live works of a displacement vessel intended for high-speed navigation and capable of being used for various purposes, that is to say both for the realization of merchant ships , military and / or pleasure craft.
  • trimaran ships lies in particular in the fact that their return torque for very small heeling angles is extremely high compared to that of a monohull ship of conventional construction. This has the effect of making the ship uncomfortable, of increasing the forces applied to its structure and of making it sensitive to a chop of small amplitude.
  • the invention solves the problem set out above by making it possible to produce trimaran displacement vessels using a central float with a large length / width ratio and lateral floats. which generate, as a function of the heeling angles, progressive return torques similar to the righting torques of a monohull ship.
  • the ship becomes comfortable to roll and therefore particularly suitable for the transport of passengers and delicate goods.
  • Fig. 1 is a side elevation of a vessel applying the invention.
  • Fig. 2 is a front frontal view of the same vessel.
  • Figs. 3 and 4 are diagrams illustrating particular shapes which the stabilizing lateral hulls of the ship may have.
  • Fig. 5 is a schematic section seen along line V-V of FIG. 3 and showing that the horizontal sections of some of the hulls of the ship may have particular shapes.
  • Fig. 6 is a diagram, seen from above, of a ship also implementing the invention but having a different number of side hulls.
  • Figs. 7 and 8 are diagrams illustrating particular characteristics which the stabilizing lateral hulls of the ship may have.
  • Fig. 9 is an elevation similar to FIG. 1 of a variant.
  • Fig. 10 is a front view corresponding to FIG. 9.
  • Figs. 11 and 12 are diagrams showing particular embodiments.
  • the vessel shown in the drawing, of the displacement type, comprises a central float 2 connected to lateral floats 3, 4.
  • the central float 2 supports a platform 1 which is advantageously used to ensure the connection with the lateral floats 3 , 4.
  • the platform 1 supports a resistant structure 1 a forming arms or arches 1 b for connection with the lateral floats.
  • the central float 2 or hull is at least at its waterline and for all navigation conditions with a large length / width ratio, this ratio being at least equal to 8.
  • this ratio being at least equal to 8.
  • the width of the waterline at the master beam of the central float would advantageously be of the order of 8 meters.
  • the lateral floats constitute stabilizers and are made so as to present as a whole a small displacement which must be at most equal to 20% of the total displacement of the ship.
  • the buoyancy area of the lateral floats must be small and advantageously correspond to at most 15% of the total buoyancy area of the ship.
  • the initial useful length of the lateral floats 3, 4 is advantageously at most equal to 40% of the flotation length of the central float 2.
  • the ratio between its width and its draft water must be greater than l regardless of the waterline and the navigation conditions, that is to say any navigation waterline.
  • the shapes of the horizontal sections of the lateral floats are such that the sum for all of these floats, products for each float, the surface area expressed in square meters of its horizontal section divided by the square of the distance expressed in meters from its center line or median plane x to the center line or median plane X of the ship does not exceed the product of 80% of the weight expressed in metric tons of this ship by the sum of the number 4 and the distance expressed in meters between the center of the hull B and the center of gravity G of this vessel.
  • Fig. 3 shows that the lateral floats, for example the float 3, can have, in elevation, a generally rectangular shape and that its horizontal cross section, that is to say seen along the line VV, is constituted in the form of a rectangle R with short rounded or thinned sides to present suitable hydrodynamic qualities.
  • An O-shaped or wing-like ovoid shape is also suitable from a hydrodynamic point of view.
  • Fig. 1 shows that in elevation the lateral floats can have complex shapes, for example a substantially rectangular part R1 extending on either side of the waterline F, then at the anterior part a hindrance 20 extended by an oblique part 21.
  • Fig. 4 shows that the lateral floats can more simply have a submerged portion T substantially trapezoidal extended by an inclined bow 22.
  • Fig. 7 shows that the lateral floats can delimit two contiguous volumes without progressiveness.
  • Figs. 6 and 8 show that the lateral floats can be made up of two non-contiguous volumes.
  • Fig. 6 shows, by way of example, a central float 2 connected, at its rear part, to two lateral floats 3, 4 and, at its front part, to two lateral floats 3 a , 4 a whose spacing is advantageously, although not necessarily different from the spacing of the lateral floats 3, 4.
  • the ship shown in figs. 1 and 2 advantageously comprises a central hull 2 with an overall length of around 100 meters for a waterline length of around 95 meters.
  • the waterline width at the master beam of the central hull would be of the order of 8 meters, the axis or median plane x of the lateral hulls being substantially 15 meters from the axis or plane median X of the central shell and the cross section of the rectangular part R1 would be substantially that of a rectangle of one meter in width and a length of the order of 10 to 30 meters.
  • the height of the lateral floats would in this case be around 5 meters in their part having a substantially uniform cross section.
  • the lateral floats can advantageously be provided with aileron roll stabilizers 24, 25 preferably arranged inside the floats.
  • the embodiment according to the invention gives the vessel restoring torques as a function of the heeling angle clearly lower than for other multihull vessels, this allows the ailerons to be of small surface, therefore of small resistance to advancement.
  • the fins can be arranged on the inner faces of the lateral floats, they do not need to be retractable when the ship approaches a quay or in other circumstances, which reduces their cost.
  • figs. 1 and 2 show that at least one pitch stabilizer 27 can be provided under the central hull, preferably at its front part.
  • the stabilizer 27 can be of an active type, that is to say, with a movable fin controlled and slaved to the pitching movement or of a passive type, that is to say with a fixed fin.
  • the above stabilizer can be combined with supporting planes as explained below.
  • FIGS. 9 and 10 Another embodiment is represented by FIGS. 9 and 10 according to which the central float 2 is produced in the form of a fine hull with large length / width ratio (LB) the top of which is connected, on the one hand, below the platform 1 or other means of connection and, on the other hand, to the lateral floats 3, 4.
  • LB length / width ratio
  • connection between the central float 2 and the lateral floats is preferably carried out by delimiting arches 6, 7 and each float is, moreover, connected to the platform by an arch element 8, respectively 9.
  • Each lateral float is constituted by a thin wall 10 at the lower end of which is provided a body 11 of substantially cylindrical shape of circular or elliptical section as shown in FIG. 10.
  • the axis 11 a thereof (fig. 9) is aligned or substantially aligned with the keel line 12 of the central float.
  • the means described above and the spacing of the lateral floats are chosen so as to give the vessel the transverse stability just necessary but optimal in normal sailing conditions, that is to say as long as the height of the waves reaches not the start of the vaults 6, 7 and the arch elements 8 when these are provided.
  • the central float can have very fine and taut water lines favorable to a high speed of movement and that the lateral tall floats, for example 5 to 10 meters for a 100 meter vessel are always sufficiently submerged to make the ship insensitive to the effects of swell.
  • the small width of the side floats which is advantageously of the order of 1 meter for a ship length of around 100 meters means that these side floats generate only a few waves, which facilitates the advance of the ship. .
  • Fig. 10 shows that the lateral floats have a practically constant small width over most of their height. In doing so, the hydrostatic reminder that they create as soon as the ship tilts transversely is not too important so that the ship proves to be comfortable in roll.
  • the stem 13 of the wall 10 is set back relative to the front end of the body 11 to form a bulb 14.
  • the floats 3, 4 are shown of substantially constant width. In practice, the width can be variable.
  • each lateral float is shown in one piece. If desired, the wall can be partly perforated or made up of successive arms.
  • the propulsion of the ship is essentially mechanical (propeller or jet of water for example) although a propulsion to sail can be easily carried out given that it is possible to act on the transverse stability by appropriately choosing the spacing between the central float and each of the lateral floats which can moreover be provided with ballast for the establishment of an adjustable lateral ballast making it possible to compensate the cottage on an edge.
  • FIG. 11 An advantageous development of the invention, applicable to the embodiments described, consists, as shown in FIG. 11, to articulate the lateral floats 3, 4 around longitudinal axes 28, 29 and to control the position of the floats by jacks 30, 31.
  • the lateral floats comprise telescopic parts 31, 41 controlled by jacks 32, 33.
  • carrier planes 34 adjustable or not, can be put in place both on the lateral floats and on the central float, or hull, to create a dynamic lift allowing partial planing of the ship and also for cooperating with the roll and pitch stabilizers by controlling the attitude of the ship.
  • flexible skirts can be provided between the central float and the walls of the lateral floats to create air intake tunnels in order to constitute lift and shock absorber cushions.
  • the platform 1 constitutes a load-bearing shell. It is possible, for certain applications, that the platform is replaced by other connecting means, for example by arms 17, 18 (fig. 12).
  • the arms 17, 18 can either be constituted by successive transverse beams or by a continuous web.

Description

La présente invention concerne une réalisation particulière des oeuvres vives d'un navire à déplacement destiné à une navigation à grande vitesse et susceptible d'être utilisé à des fins diverses, c'est-à-dire aussi bien pour la réalisation de navires de commerce, de navires militaires et/ou de plaisance.The present invention relates to a particular embodiment of the live works of a displacement vessel intended for high-speed navigation and capable of being used for various purposes, that is to say both for the realization of merchant ships , military and / or pleasure craft.

Il est connu que, pour réaliser des navires rapides, il est avantageux de mettre en oeuvre des coques à très grand rapport longueur/largeur mais, pour atteindre des performances élevées, ces coques seraient tout à fait instables et donc inutilisables.It is known that, to make fast ships, it is advantageous to use hulls with a very large length / width ratio but, to achieve high performance, these hulls would be completely unstable and therefore unusable.

Il est connu dans la technique, pour pallier cet inconvénient, de mettre en oeuvre des flotteurs latéraux et ce sont là les navires dits trimarans qui comportent deux flotteurs ou jeux de flotteurs latéraux.To overcome this drawback, it is known in the art to use lateral floats and these are the so-called trimaran vessels which have two floats or sets of lateral floats.

L'inconvénient des navires trimarans réside notamment dans le fait que leur couple de rappel pour de très faibles angles de gîte est extrêmement élevé par rapport à celui d'un navire monocoque de construction classique. Cela a pour effet de rendre le navire inconfortable, d'augmenter les efforts appliqués à sa structure et de le rendre sensible à un clapot de faible amplitude.The disadvantage of trimaran ships lies in particular in the fact that their return torque for very small heeling angles is extremely high compared to that of a monohull ship of conventional construction. This has the effect of making the ship uncomfortable, of increasing the forces applied to its structure and of making it sensitive to a chop of small amplitude.

L'invention résout le problème exposé ci-dessus en permettant la réalisation de navires trimarans à déplacement mettant en oeuvre un flotteur central à grand rapport longueur/largeur et des flotteurs latéraux qui engendrent, en fonction des angles de gîte des couples de rappel progressifs analogues aux couples de redressement d'un navire monocoque.The invention solves the problem set out above by making it possible to produce trimaran displacement vessels using a central float with a large length / width ratio and lateral floats. which generate, as a function of the heeling angles, progressive return torques similar to the righting torques of a monohull ship.

Conformément à l'invention, un navire est proposé selon le texte de la revendication 1.According to the invention, a ship is proposed according to the text of claim 1.

Ce faisant, le navire devient confortable au roulis et donc particulièrement adapté au transport de passagers et de marchandises délicates.In doing so, the ship becomes comfortable to roll and therefore particularly suitable for the transport of passengers and delicate goods.

De plus, le confort est encore amélioré par l'adjonction de stabilisateurs à ailerons sur la face intérieure des flotteurs latéraux. La particularité de l'invention qui donne au navire des couples de rappel en fonction de l'angle du gîte, nettement plus faibles que pour les autres navires multicoques, permet que des ailerons de faible surface, donc de faible résistance à l'avancement, soient installés. Enfin, pouvant être situés sur les faces intérieures des flotteurs latéraux. ils n'ont pas besoin d'être rétractables, ce qui diminue leur coût.In addition, comfort is further improved by the addition of aileron stabilizers on the inside of the side floats. The peculiarity of the invention which gives the vessel return torques depending on the angle of the list, significantly lower than for other multihull vessels, allows fins of small surface area, therefore of low resistance to advancement, to be installed. Finally, which can be located on the interior faces of the lateral floats. they do not need to be retractable, which lowers their cost.

Diverses autres caractéristiques de l'invention ressortent d'ailleurs de la description détaillée qui suit.Various other characteristics of the invention will also emerge from the detailed description which follows.

Des formes de réalisation de l'objet de l'invention sont représentées, à titre d'exemples non limitatifs, au dessin annexé.Embodiments of the subject of the invention are shown, by way of nonlimiting examples, in the accompanying drawing.

La fig. 1 est une élévation latérale d'un navire faisant application de l'invention.Fig. 1 is a side elevation of a vessel applying the invention.

La fig. 2 est une vue frontale avant du même navire.Fig. 2 is a front frontal view of the same vessel.

Les fig. 3 et 4 sont des schémas illustrant des formes particulières que peuvent présenter des coques latérales stabilisatrices du navire.Figs. 3 and 4 are diagrams illustrating particular shapes which the stabilizing lateral hulls of the ship may have.

La fig. 5 est une coupe schématique vue selon la ligne V-V de la fig. 3 et montrant que les sections horizontales de certaines des coques du navire peuvent présenter des formes particulières.Fig. 5 is a schematic section seen along line V-V of FIG. 3 and showing that the horizontal sections of some of the hulls of the ship may have particular shapes.

La fig. 6 est un schéma, vu de dessus, d'un navire mettant également en oeuvre l'invention mais présentant un nombre différent de coques latérales.Fig. 6 is a diagram, seen from above, of a ship also implementing the invention but having a different number of side hulls.

Les fig. 7 et 8 sont des schémas illustrant des caractéristiques particulières que peuvent présenter des coques latérales stabilisatrices du navire.Figs. 7 and 8 are diagrams illustrating particular characteristics which the stabilizing lateral hulls of the ship may have.

La fig. 9 est une élévation analogue à la fig. 1 d'une variante.Fig. 9 is an elevation similar to FIG. 1 of a variant.

La fig. 10 est une vue de face correspondant à la fig 9.Fig. 10 is a front view corresponding to FIG. 9.

Les fig. 11 et 12 sont des schémas montrant des réalisations particulières.Figs. 11 and 12 are diagrams showing particular embodiments.

Le navire représenté au dessin, du type à déplacement, comporte un flotteur central 2 relié à des flotteurs latéraux 3, 4. Le flotteur central 2 supporte une plate-forme 1 qui est avantageusement mise à profit pour assurer la liaison avec les flotteurs latéraux 3, 4.The vessel shown in the drawing, of the displacement type, comprises a central float 2 connected to lateral floats 3, 4. The central float 2 supports a platform 1 which is advantageously used to ensure the connection with the lateral floats 3 , 4.

Selon la fig. 1, la plate-forme 1 supporte une structure résistante 1a formant des bras ou des voutes 1b de liaison avec les flotteurs latéraux.According to fig. 1, the platform 1 supports a resistant structure 1 a forming arms or arches 1 b for connection with the lateral floats.

Le flotteur central 2 ou coque est au moins au niveau de sa ligne de flottaison et pour toutes les conditions de navigation à grand rapport longueur/largeur, ce rapport étant au moins égal à 8. A titre d'exemple, pour un navire de longueur hors tout de l'ordre de 100 mètres, la largeur de la flottaison au maître bau du flotteur central serait avantageusement de l'ordre de 8 mètres.The central float 2 or hull is at least at its waterline and for all navigation conditions with a large length / width ratio, this ratio being at least equal to 8. For example, for a vessel of length overall of the order of 100 meters, the width of the waterline at the master beam of the central float would advantageously be of the order of 8 meters.

Dans le cadre de l'invention, et de façon à ce que le navire soit non gîté à l'arrêt, il est nécessaire que de chaque côté du flotteur central, au moins un flotteur latéral soit partiellement immergé à vitesse nulle.In the context of the invention, and so that the vessel is not heeled over when stationary, it is necessary that on each side of the central float, at least one lateral float is partially submerged at zero speed.

Les flotteurs latéraux constituent des stabilisateurs et sont réalisés de façon à présenter dans leur ensemble un faible déplacement qui doit être au plus égal à 20 % du déplacement total du navire. De même, la surface de flottaison des flotteurs latéraux doit être faible et correspondre avantageusement au plus à 15 % de la surface de flottaison totale du navire. Supplémentairement encore, en position statique, la longueur utile initiale des flotteurs latéraux 3, 4 est avantageusement au plus égale à 40 % de la longueur de flottaison du flotteur central 2. Concernant le flotteur central, le rapport entre sa largeur et son tirant d'eau doit être supérieur à l quels que soient le niveau de la ligne de flottaison et les conditions de navigation, c'est-à-dire à toute flottaison de navigation.The lateral floats constitute stabilizers and are made so as to present as a whole a small displacement which must be at most equal to 20% of the total displacement of the ship. Likewise, the buoyancy area of the lateral floats must be small and advantageously correspond to at most 15% of the total buoyancy area of the ship. Additionally still, in a static position, the initial useful length of the lateral floats 3, 4 is advantageously at most equal to 40% of the flotation length of the central float 2. With regard to the central float, the ratio between its width and its draft water must be greater than l regardless of the waterline and the navigation conditions, that is to say any navigation waterline.

Selon l'invention, il est essentiel que, pour toute section horizontale dans la zone qui s'étend sur une hauteur d'au moins 6% de la distance de l'axe ou plan médian x des flotteurs latéraux à l'axe ou plan médian X du flotteur central au dessus et au dessous de toute flottaison de navigation du navire, les formes des sections horizontales des flotteurs latéraux soient telles que la somme pour l'ensemble de ces flotteurs, des produits pour chaque flotteur, de la surface exprimée en mètres carrés de sa section horizontale par le carré de la distance exprimée en mètres, de son axe ou plan médian x à l'axe ou plan médian X du navire ne dépasse pas le produit de 80 % du poids exprimé en tonnes métriques de ce navire par la somme du chiffre 4 et de la distance exprimée en mètres entre le centre de carène B et le centre de gravité G de ce navire.According to the invention, it is essential that, for any horizontal section in the zone which extends over a height of at least 6% of the distance from the axis or median plane x of the floats lateral to the axis or plane median X of the central float above and below any navigation float of the ship, the shapes of the horizontal sections of the lateral floats are such that the sum for all of these floats, products for each float, the surface area expressed in square meters of its horizontal section divided by the square of the distance expressed in meters from its center line or median plane x to the center line or median plane X of the ship does not exceed the product of 80% of the weight expressed in metric tons of this ship by the sum of the number 4 and the distance expressed in meters between the center of the hull B and the center of gravity G of this vessel.

En d'autres termes, le navire doit correspondre sensiblement à l'inégalité

Figure imgb0001

dans laquelle :

n =
nb de coque latérale
Si =
Surface de la coque latérale N° i à la flottaison
di =
distance latérale entre l'axe longitudinal de la coque N° i et l'axe longitudinal du navire
Δ =
déplacement ou poids du navire
4 =
module de stabilité
BG =
distance entre le centre de carène B et le centre de gravité G du navire
Sous réserve de ce qui précède, il apparait que la forme des sections droites horizontales des flotteurs latéraux peut varier pour être adaptée à des conditions de navigation ou de construction particulières.In other words, the ship must correspond substantially to the inequality
Figure imgb0001
in which :
n =
number of side hull
If =
Side hull N ° i surface at the waterline
di =
lateral distance between the longitudinal axis of hull N ° i and the longitudinal axis of the ship
Δ =
vessel displacement or weight
4 =
stability module
BG =
distance between the center of the hull B and the center of gravity G of the vessel
Subject to the above, it appears that the shape of the horizontal straight sections of the lateral floats can vary to be adapted to particular navigation or construction conditions.

La fig. 3 montre que les flotteurs latéraux, par exemple le flotteur 3, peuvent présenter, en élévation, une forme générale rectangulaire et que sa section droite horizontale, c'est-à-dire vue selon la ligne V-V, est constituée sous la forme d'un rectangle R à petits côtés arrondis ou amincis pour présenter des qualités hydrodynamiques convenables. Une forme ovoïde en O ou analogue à une aile est aussi appropriée d'un point de vue hydrodynamique.Fig. 3 shows that the lateral floats, for example the float 3, can have, in elevation, a generally rectangular shape and that its horizontal cross section, that is to say seen along the line VV, is constituted in the form of a rectangle R with short rounded or thinned sides to present suitable hydrodynamic qualities. An O-shaped or wing-like ovoid shape is also suitable from a hydrodynamic point of view.

La fig. 1 montre qu'en élévation les flotteurs latéraux peuvent présenter des formes complexes, par exemple une partie sensiblement rectangulaire R₁ s'étendant de part et d'autre de la ligne de flottaison F, puis à la partie antérieure une entrave 20 prolongée par une partie oblique 21.Fig. 1 shows that in elevation the lateral floats can have complex shapes, for example a substantially rectangular part R₁ extending on either side of the waterline F, then at the anterior part a hindrance 20 extended by an oblique part 21.

La fig. 4 montre que les flotteurs latéraux peuvent plus simplement présenter une partie immergée T sensiblement trapézoïdale prolongée par une proue inclinée 22.Fig. 4 shows that the lateral floats can more simply have a submerged portion T substantially trapezoidal extended by an inclined bow 22.

La fig. 7 montre que les flotteurs latéraux peuvent délimiter deux volumes contigus sans progressivité.Fig. 7 shows that the lateral floats can delimit two contiguous volumes without progressiveness.

Les fig. 6 et 8 montrent que les flotteurs latéraux peuvent être constitués de deux volumes non contigus.Figs. 6 and 8 show that the lateral floats can be made up of two non-contiguous volumes.

D'autres formes en élévation peuvent être mises en oeuvre pour autant qu'elles ne modifient pas les conditions exposées dans ce qui précède, c'est-à-dire aussi pour autant que ces formes n'engendrent pas un couple de redressement élevé aux faibles angles de gîte mais que ce couple aille croissant au fur et à mesure de l'augmentation de l'angle de gîte, c'est-à-dire, en d'autres termes, que chaque flotteur latéral, ou groupe de flotteurs latéraux, soit à niveau progressif de flottabilité avec :

  • 1er niveau : A faible angle de gîte, le premier niveau de flottabilité, seul, intervient sur chaque flotteur latéral.
  • 2ème niveau : A plus fort angle de gîte, l'un des flotteurs peut ne plus être immergé et l'autre flotteur, pour compenser, atteint une zone de flottabilité augmentée.
Other elevation shapes can be implemented provided that they do not modify the conditions set out in the above, that is to say also as long as these shapes do not generate a high righting torque at small heel angles but this couple will increase as the heel angle increases, that is to say, in other words, that each lateral float, or group of lateral floats , or with progressive level of buoyancy with:
  • 1st level: At a low heel angle, the first level of buoyancy, alone, operates on each lateral float.
  • 2nd level: At higher angle of heel, one of the floats can no longer be submerged and the other float, to compensate, reaches an increased buoyancy zone.

Aux fig. 1 et 2, le navire est représenté comme comportant seulement deux flotteurs latéraux 3, 4. Cette condition n'est pas impérative.In fig. 1 and 2, the ship is shown as having only two lateral floats 3, 4. This condition is not imperative.

La fig. 6 montre, à titre d'exemple, un flotteur central 2 relié, à sa partie arrière, à deux flotteurs latéraux 3, 4 et, à sa partie avant, à deux flotteurs latéraux 3a, 4a dont l'écartement est avantageusement, bien que non nécessairement, différent de l'écartement des flotteurs latéraux 3, 4.Fig. 6 shows, by way of example, a central float 2 connected, at its rear part, to two lateral floats 3, 4 and, at its front part, to two lateral floats 3 a , 4 a whose spacing is advantageously, although not necessarily different from the spacing of the lateral floats 3, 4.

A titre d'exemple, le navire, représenté aux fig. 1 et 2, comporte avantageusement une coque centrale 2 d'une longueur hors tout de 100 mètres environ pour une longueur à la flottaison de 95 mètres environ.By way of example, the ship, shown in figs. 1 and 2, advantageously comprises a central hull 2 with an overall length of around 100 meters for a waterline length of around 95 meters.

Comme indiqué précédemment, dans ce cas, la largeur de flottaison au maître bau de la coque centrale serait de l'ordre de 8 mètres, l'axe ou plan médian x des coques latérales se trouvant sensiblement à 15 mètres de l'axe ou plan médian X de la coque centrale et la section droite de la partie rectangulaire R₁ serait sensiblement celle d'un rectangle de un mètre de largeur et d'une longueur de l'ordre de 10 à 30 mètres.As indicated previously, in this case, the waterline width at the master beam of the central hull would be of the order of 8 meters, the axis or median plane x of the lateral hulls being substantially 15 meters from the axis or plane median X of the central shell and the cross section of the rectangular part R₁ would be substantially that of a rectangle of one meter in width and a length of the order of 10 to 30 meters.

La hauteur des flotteurs latéraux serait dans ce cas d'environ 5 mètres dans leur partie présentant une section droite sensiblement uniforme.The height of the lateral floats would in this case be around 5 meters in their part having a substantially uniform cross section.

Comme le montre la fig. 2, les flotteurs latéraux peuvent avantageusement être munis de stabilisateurs de roulis à ailerons 24, 25 disposés de préférence à l'intérieur des flotteurs.As shown in fig. 2, the lateral floats can advantageously be provided with aileron roll stabilizers 24, 25 preferably arranged inside the floats.

En particulier, étant donné que la réalisation suivant l'invention donne au navire des couples de rappel en fonction de l'angle de gîte nettement plus faibles que pour les autres navires multicoques, cela permet que les ailerons soient de faible surface, donc de faible résistance à l'avancement. Les ailerons pouvant être disposés sur les faces intérieures des flotteurs latéraux, ils n'ont pas besoin d'être rétractables lorsque le navire aborde un quai ou dans d'autres circonstances, ce qui diminue leur coût.In particular, given that the embodiment according to the invention gives the vessel restoring torques as a function of the heeling angle clearly lower than for other multihull vessels, this allows the ailerons to be of small surface, therefore of small resistance to advancement. The fins can be arranged on the inner faces of the lateral floats, they do not need to be retractable when the ship approaches a quay or in other circumstances, which reduces their cost.

De même les fig. 1 et 2 montrent qu'au moins un stabilisateur de tangage 27 peut être prévu sous la coque centrale de préférence à sa partie avant. Le stabilisateur 27 peut être d'un type actif, c'est-à-dire, à aileron mobile piloté et asservi au mouvement de tangage ou d'un type passif, c'est-à-dire à aileron fixe. Le stabilisateur ci-dessus peut être combiné avec des plans porteurs comme expliqué plus loin.Likewise figs. 1 and 2 show that at least one pitch stabilizer 27 can be provided under the central hull, preferably at its front part. The stabilizer 27 can be of an active type, that is to say, with a movable fin controlled and slaved to the pitching movement or of a passive type, that is to say with a fixed fin. The above stabilizer can be combined with supporting planes as explained below.

Une autre réalisation est représentée par les fig. 9 et 10 selon lesquelles le flotteur central 2 est réalisé sous la forme d'une coque fine à grand rapport longueur/largeur (LB) dont le sommet est raccordé, d'une part, au dessous de la plate-forme 1 ou autres moyens de liaison et, d'autre part, aux flotteurs latéraux 3, 4.Another embodiment is represented by FIGS. 9 and 10 according to which the central float 2 is produced in the form of a fine hull with large length / width ratio (LB) the top of which is connected, on the one hand, below the platform 1 or other means of connection and, on the other hand, to the lateral floats 3, 4.

Le raccordement entre le flotteur central 2 et les flotteurs latéraux est, de préférence, réalisé en délimitant des voutes 6, 7 et chaque flotteur est, par ailleurs, relié à la plate-forme par un élément d'arche 8, respectivement 9.The connection between the central float 2 and the lateral floats is preferably carried out by delimiting arches 6, 7 and each float is, moreover, connected to the platform by an arch element 8, respectively 9.

Il résulte de ce qui précède que les flotteurs latéraux présentent une flottabilité croissant de façon continue jusqu'à la plate-forme 1.It follows from the above that the lateral floats have a continuously increasing buoyancy up to the platform 1.

Chaque flotteur latéral est constitué par une fine muraille 10 à l'extrémité inférieure de laquelle est prévu un corps 11 de forme sensiblement cylindrique de section circulaire ou elliptique comme représenté à la fig. 10.Each lateral float is constituted by a thin wall 10 at the lower end of which is provided a body 11 of substantially cylindrical shape of circular or elliptical section as shown in FIG. 10.

Lorsque les flotteurs latéraux sont munis, à leur partie basse, de corps 11, il est avantageux que l'axe 11a de ceux-ci (fig. 9) soit aligné ou sensiblement aligné avec la ligne de quille 12 du flotteur central.When the lateral floats are provided, at their lower part, with bodies 11, it is advantageous that the axis 11 a thereof (fig. 9) is aligned or substantially aligned with the keel line 12 of the central float.

Les moyens exposés ci-dessus et l'écartement des flotteurs latéraux sont choisis de façon à donner au navire la stabilité transversale juste nécessaire mais optimale en condition de navigation normale, c'est-à-dire tant que la hauteur des vagues n'atteint pas l'amorce des voûtes 6, 7 et des éléments d'arche 8 lorsque ceux-ci sont prévus.The means described above and the spacing of the lateral floats are chosen so as to give the vessel the transverse stability just necessary but optimal in normal sailing conditions, that is to say as long as the height of the waves reaches not the start of the vaults 6, 7 and the arch elements 8 when these are provided.

La disposition ci-dessus fait que le flotteur central peut présenter des lignes d'eau très fines et tendues favorables à une grande vitesse de déplacement et que les flotteurs latéraux de grande hauteur, par exemple 5 à 10 mètres pour un navire de 100 mètres sont toujours suffisamment immergés pour rendre le navire peu sensible aux effets de la houle. En outre, la faible largeur des flotteurs latéraux qui est avantageusement de l'ordre de 1 mètre pour une longueur de navire d'environ 100 mètres fait que ces flotteurs latéraux n'engendrent que peu de vagues, ce qui facilite l'avance du navire.The above arrangement means that the central float can have very fine and taut water lines favorable to a high speed of movement and that the lateral tall floats, for example 5 to 10 meters for a 100 meter vessel are always sufficiently submerged to make the ship insensitive to the effects of swell. In addition, the small width of the side floats which is advantageously of the order of 1 meter for a ship length of around 100 meters means that these side floats generate only a few waves, which facilitates the advance of the ship. .

La fig. 10 montre que les flotteurs latéraux présentent une faible largeur pratiquement constante sur la majeure partie de leur hauteur. Ce faisant, le rappel hydrostatique qu'ils créent dès que le navire s'incline transversalement n'est pas trop important de sorte que le navire se révèle confortable au roulis.Fig. 10 shows that the lateral floats have a practically constant small width over most of their height. In doing so, the hydrostatic reminder that they create as soon as the ship tilts transversely is not too important so that the ship proves to be comfortable in roll.

Il est avantageux, comme l'illustre le dessin, en particulier la fig. 9, que l'étrave 13 de la muraille 10 soit en retrait par rapport à l'extrémité avant du corps 11 pour former un bulbe 14.It is advantageous, as the drawing illustrates, in particular FIG. 9, that the stem 13 of the wall 10 is set back relative to the front end of the body 11 to form a bulb 14.

Lorsque la largeur des flotteurs latéraux est de l'ordre de 1 mètre, celle des corps 11 est de l'ordre de 2 à 3 mètres de sorte que ces corps complètement immergés constituent des éléments d'amortissement vis-à-vis des mouvements de roulis, de tangage et de pilonnement auxquels le navire est soumis. La grande longueur du flotteur central 2 et des flotteurs latéraux 3, 4 constitue par ailleurs des surfaces anti-dérive extrêmement efficaces en permettant, le cas échéant, une propulsion vélique du navire.When the width of the lateral floats is of the order of 1 meter, that of the bodies 11 is of the order of 2 to 3 meters so that these completely submerged bodies constitute damping elements against the movements of roll, pitch and heave to which the ship is subject. The great length of the central float 2 and of the lateral floats 3, 4 also constitutes extremely effective anti-drift surfaces, allowing, if necessary, a vélique propulsion of the ship.

Au dessin, en particulier à la fig. 10, les flotteurs 3, 4 sont représentés de largeur sensiblement constante. Dans la pratique, la largeur peut être variable.In the drawing, in particular in FIG. 10, the floats 3, 4 are shown of substantially constant width. In practice, the width can be variable.

La muraille de chaque flotteur latéral est représentée en une seule pièce. Si on le désire, la muraille peut être ajourée en partie ou constituée par des bras successifs.The wall of each lateral float is shown in one piece. If desired, the wall can be partly perforated or made up of successive arms.

La propulsion du navire est essentiellement mécanique (hélice ou jet d'eau par exemple) bien qu'une propulsion à voile puisse être facilement réalisée étant donné qu'il est possible d'agir sur la stabilité tranversale en choisissant de façon appropriée l'écartement entre le flotteur central et chacun des flotteurs latéraux qui peuvent de surcroit être munis de ballast pour l'établissement d'un lest latéral réglable permettant de compenser la gîte sur un bord.The propulsion of the ship is essentially mechanical (propeller or jet of water for example) although a propulsion to sail can be easily carried out given that it is possible to act on the transverse stability by appropriately choosing the spacing between the central float and each of the lateral floats which can moreover be provided with ballast for the establishment of an adjustable lateral ballast making it possible to compensate the cottage on an edge.

Un développement avantageux de l'invention, applicable aux modes de réalisations décrits, consiste, comme montré par le fig. 11, à articuler les flotteurs latéraux 3, 4 autour d'axes longitudinaux 28, 29 et de commander la position des flotteurs par des vérins 30, 31. Selon la variante de la fig. 12 les flotteurs latéraux comportent des parties télescopiques 3₁, 4₁ commandées par des vérins 32, 33.An advantageous development of the invention, applicable to the embodiments described, consists, as shown in FIG. 11, to articulate the lateral floats 3, 4 around longitudinal axes 28, 29 and to control the position of the floats by jacks 30, 31. According to the variant of FIG. 12 the lateral floats comprise telescopic parts 3₁, 4₁ controlled by jacks 32, 33.

Outre ce qui précède, suivant un développement avantageux de l'invention et en plus du stabilisateur 27, des plans porteurs 34, réglables ou non, peuvent être mis en place tant sur les flotteurs latéraux que sur le flotteur central, ou coque, pour créer une portance dynamique permettant un déjaugeage partiel du navire et aussi pour coopérer avec les stabilisateurs de roulis et de tangage en contrôlant l'assiette du navire. En outre, des jupes souples peuvent être prévues entre le flotteur central et les murailles des flotteurs latéraux pour créer des tunnels d'admission d'air afin de constituer des coussins sustentateurs et amortisseurs.In addition to the above, according to an advantageous development of the invention and in addition to the stabilizer 27, carrier planes 34, adjustable or not, can be put in place both on the lateral floats and on the central float, or hull, to create a dynamic lift allowing partial planing of the ship and also for cooperating with the roll and pitch stabilizers by controlling the attitude of the ship. In addition, flexible skirts can be provided between the central float and the walls of the lateral floats to create air intake tunnels in order to constitute lift and shock absorber cushions.

Dans ce qui précède, suivant un développement avantageux de l'invention, la plate-forme 1 constitue un coque porteuse de charges. Il est possible, pour certaines applications, que la plate-forme soit remplacée par d'autres moyens de liaison, par, exemple des bras 17, 18 (fig. 12). Les bras 17, 18 peuvent être indifféremment constitués par des poutres transversales successives ou par un voile continu.In the above, according to an advantageous development of the invention, the platform 1 constitutes a load-bearing shell. It is possible, for certain applications, that the platform is replaced by other connecting means, for example by arms 17, 18 (fig. 12). The arms 17, 18 can either be constituted by successive transverse beams or by a continuous web.

Claims (17)

  1. Displacement water craft with at least three hulls, comprising a central float (2) connected to at least two side floats (3, 4), characterized in that, for any horizontal section in the area extending over a height of at least 6 % of the distance between the median planes (x, and respectively, X) of a float and of the water craft respectively, above and below any navigation water line (F) of this water craft, the shapes of the horizontal sections of the side floats (3, 4, 3a, 4a) are such that the sum for all these side floats, of the product, for each float, of the surface expressed in square metre of its horizontal cross section multiplied by the square of the distance expressed in metres, from its median plane (x) to the median plane (X) of the water craft, does not exceed the product of 80 % of the water craft weight expressed in metric tons by the sum of the number 4 and of the distance expressed in metres between the centre of displacement (B) and the centre of gravity (G) of the water craft, in that, on each side of the central float at least one side float is partially immersed at a zero speed, and in that the central float has, for any navigation water line, a width/draught ratio at least equal to 1 and a length/width ratio at least equal to 8.
  2. Water craft according to claim 1, characterized in that the displacement of the side floats (3, 4, 3a, 4a) is at most equal to 20 % of the total displacement of the water craft.
  3. Water craft according to one of claims 1 and 2, characterized in that the side floats (3, 4, 3a, 4a) have altogether a floatation surface which is less than 15 % of the total floatation surface of the water craft.
  4. Water craft according to one of claims 1 to 3, characterized in that the side floats have a length at most equal to 40 % of the floatation length of the central float.
  5. Water craft according to one of claims 1 to 4, characterized in that the side floats have a horizontal cross section substantially constant over the major portion of their height.
  6. Water craft according to one of claims 1 to 5, characterized in that the geometrical shape of the horizontal cross section of the side floats (3, 4) is near that of a rectangle or has an ovoid form or is wing-shaped or has an other shape adapted to hydrodynamism.
  7. Water craft according to one of claims 1 to 6, characterized in that the side floats include a portion (R₁) which is of substantially rectangular shape in elevation and is extended by a stem (20) leading to a rectilinear or oblique portion (21) extending toward the front of the water craft.
  8. Water craft according to one of claims 1 to 6, characterized in that the side floats have a rectangular shape in elevation.
  9. Water craft according to one of claims 1 to 6, characterized in that the side floats have a trapezium-shaped portion (T) connected to an inclined prow (22).
  10. Water craft according to one of claims 1 to 9, characterized in that the side floats each have, at their lower portion, a substantially cylindrical or elliptical body (11).
  11. Water craft according to claim 10, characterized in that the body (11) of the side floats protrudes beyond the stem (13) of said floats so as to define a bulb (14).
  12. Water craft according to claim 1, characterized in that the side floats are articulated, their movement about pins (28, 29) being controlled by means of cylinders (16).
  13. Water craft according to claim 1, characterized in that the side floats comprise telescopic portions (3₁, 4₁) controlled by cylinders (32, 33).
  14. Water craft according to claim 1, characterized in that the floats comprise stabilizer and support surfaces (27, 34).
  15. Water craft according to claim 1, characterized in that the side floats contain ballasts.
  16. Water craft according to claim 1, characterized in that rool stabilizing fins (24, 25) are provided on the inner faces of the side floats.
  17. Water craft according to claim 1, characterized in that, for a water craft having an overall length of about 100 metres, the central float has a length at the level of the water line of about 95 metres for a main beam at the water line of 8 metres, the median plane (X) of this central float being spaced from the median plane (x) of the side floats by 15 metres, and the length of these side floats being on the order of 10 to 30 metres, while their width is on the order of 1 metre and their height is about 5 metres when they have a substantially rectangular cross section.
EP92400117A 1991-01-18 1992-01-16 Multiple-hull displacement water craft with limited righting moment and reduced advance-resistance Expired - Lifetime EP0495722B1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR9100569 1991-01-18
FR9100569A FR2671775B1 (en) 1991-01-18 1991-01-18 MULTIPLE HULL VESSEL.
FR9104724A FR2675460B1 (en) 1991-04-17 1991-04-17 SHIP WITH DISPLACEMENT AND MULTIPLE HULLS WITH LIMITED TRANSVERSE STRAIGHTENING TORQUE.
FR9104724 1991-04-17

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EP0495722A1 EP0495722A1 (en) 1992-07-22
EP0495722B1 true EP0495722B1 (en) 1995-05-17

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FR2552046A1 (en) * 1983-09-19 1985-03-22 Contant Claude Boat formed from a platform raised up with the aid of pillars on floats
FR2567095B3 (en) * 1984-07-03 1986-10-31 Lemaitre Patrick BOATS, TRIMARAN STYLE, MECHANICAL
FR2607772B1 (en) * 1986-12-08 1989-09-08 Lessine Boris MARINE SHIP OR SHIP WITH CENTRAL HULL AND SIDE ARCHES
US4827859A (en) * 1988-07-20 1989-05-09 Powell Gary R Boat

Also Published As

Publication number Publication date
NO302223B1 (en) 1998-02-09
KR920014685A (en) 1992-08-25
YU5192A (en) 1995-12-04
US5529009A (en) 1996-06-25
YU48273B (en) 1997-12-05
NO920231D0 (en) 1992-01-17
HRP921370B1 (en) 2000-02-29
DK0495722T3 (en) 1995-07-10
CN1065835A (en) 1992-11-04
FI920198A0 (en) 1992-01-16
HRP921370A2 (en) 1995-06-30
PL168606B1 (en) 1996-03-29
CN1039982C (en) 1998-09-30
EE02935B1 (en) 1996-08-15
SI9210051A (en) 1994-06-30
AU1031492A (en) 1992-07-23
HK182396A (en) 1996-10-11
EP0495722A1 (en) 1992-07-22
NZ241329A (en) 1994-02-25
CA2059608A1 (en) 1992-07-19
JP3304376B2 (en) 2002-07-22
FI99103B (en) 1997-06-30
ES2072104T3 (en) 1995-07-01
PL293229A1 (en) 1992-09-07
FI920198A (en) 1992-07-19
DE69202468T2 (en) 1996-01-18
FI99103C (en) 1997-10-10
AU649513B2 (en) 1994-05-26
NO920231L (en) 1992-07-20
DE69202468D1 (en) 1995-06-22
JPH05208696A (en) 1993-08-20
KR100215328B1 (en) 1999-08-16

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