EP0545878B1 - Bateau multi-coques - Google Patents

Bateau multi-coques Download PDF

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Publication number
EP0545878B1
EP0545878B1 EP92850277A EP92850277A EP0545878B1 EP 0545878 B1 EP0545878 B1 EP 0545878B1 EP 92850277 A EP92850277 A EP 92850277A EP 92850277 A EP92850277 A EP 92850277A EP 0545878 B1 EP0545878 B1 EP 0545878B1
Authority
EP
European Patent Office
Prior art keywords
hull
hulls
strut
wings
wing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP92850277A
Other languages
German (de)
English (en)
Other versions
EP0545878A1 (fr
Inventor
Jens Herman Jorde
Eilev Instanes
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kvaerner Fjellstrand AS
Original Assignee
Kvaerner Fjellstrand AS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kvaerner Fjellstrand AS filed Critical Kvaerner Fjellstrand AS
Publication of EP0545878A1 publication Critical patent/EP0545878A1/fr
Application granted granted Critical
Publication of EP0545878B1 publication Critical patent/EP0545878B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • 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
    • B63B1/16—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
    • 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
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • B63B1/283—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils movable around a vertical axis, e.g. for steering

Definitions

  • the invention relates to a multi-hull vessel having two slim, symmetrically placed hulls on which are provided submerged transverse wings or foils which, at normal running speeds, will contribute to determination of the vessel's draft, trim and movements in all six degrees of freedom.
  • High-speed boats of the type mentioned above have a speed of at least 25 knots and a length of at least 20 meters.
  • a vessel that moves in water is subjected to frictional resistance at the wet surface below the water line.
  • the friction produced by the movement of the hull through the water continues to increase until a limit is reached where the frictional forces will impose a practical limitation on attainment of a higher speed.
  • the propulsion energy for the vessel increases accordingly.
  • Trim is the condition the vessel is designed to assume when it is stationary. For displacement vessels this will vary to a high degree with the vessel's speed through the water. For practical reasons it is convenient that the deck, equipment, etc., should retain substantially the same relationship to the horizontal, both when the vessel is stationary and when it is underway.
  • planing hulls are suitable only for relatively small craft. The planing surfaces on the hull will cause the vessel to lift up in the water when the speed increases.
  • hydrofoil boats and catamarans In recent decades the development of hydrofoil boats and catamarans, in particular, has accelerated rapidly. Characteristic of hydrofoils is that they are provided with support wings, in the same manner as airplanes, which support wings will provide a lifting power when moved through the water; the boat hull itself will thereby finally be lifted up from the surface of the water, and the hydrofoil will then "fly" over the water surface at its cruising speed.
  • Multi-hull vessels e.g., catamarans
  • each of the hulls may be designed in such manner as to take into consideration the hydrodynamic conditions that are important, while the hydrostatic considerations can be accommodated by an appropriate separation of the hulls.
  • This possibility does not exist for single-hull vessels, since the hydrodynamic and hydrostatic conditions must be accommodated by the same hull, thereby giving rise to conflicts with respect to selection of the main parameters.
  • a major advantage of multi-hull vessels is their high stability.
  • hydrofoil boats and catamarans i.e. vessels having a catamaran hull on which are provided submerged transverse wings fore and aft which, at cruising speed, determine the draft and trim of the vessel.
  • the intention here is to be able to combine the excellent stability properties of the catamaran with the technology of the hydrofoil, so that on high speed the catamaran hulls would be lifted up from the water and the hydrofoil catamaran would thus "fly" over the water surface, and on lower speeds or a full stop it would then behave like a conventional catamaran.
  • US-A-2,709,979 discloses a hydrofoil craft having slim, symmetrically placed hulls on which are provided submerged transverse wings or foils, which, at normal running speeds, produce forces contributing to determination of the vessels draft, trim and movement in all six degrees of freedom, said wings being positioned below and spaced apart from the plane of the keel with the aid of downward projecting struts, and said hulls being connected at the stern to a common stern wing, supported by a downward projecting rear strut from each hull.
  • a multi-hull vessel having slim, symmetrically placed hulls on which are provided submerged transverse wings or foils, which, at normal running speeds, produce forces contributing to determination of the vessel's draft, trim and movement in all six degrees of freedom, said wings being positioned below and spaced apart from the plane of the keel with the aid of downward projecting struts, and said hulls being connected at the stern to a common stern wing, supported by a downward projecting rear strut from each hull, each of the said hulls being provided with a separate forward wing with the aid of a respective controlled strut projecting downward from the hull for limited pivotal movement about a vertical axis, and in that each of the separate forward wings and a stern wing has actuator operated flaps.
  • a normal angular deflection would be in the range of ⁇ 5° and maximum ⁇ 10°, then with shock-absorbing effect, precisely for the purpose of sustaining varying loads. In normal operation, these 5° would not be exceeded.
  • the front struts will function as front rudders. Such front rudders do per se introduce an instability into the system, but the fact that they are controlled and pivotable makes it possible to incorporate these front rudders into the vessel's overall balance system thereby achieving an effective steering function.
  • the controlled, limited pivotal movement of the forward struts may also be utilized advantageously with regard to speed in curves, thus being beneficial not only for the vessel's balance problems in a straight course.
  • To drive the new vessel in an advantageous manner in curves one combines rolling and rudder, i.e., one gives the boat roll in order to give it swing.
  • the swing radius may be reduced considerably because the front struts are pivotable.
  • a particular advantage of having two separate struts and wings is that in the event of a breakdown in one of the strut/wing units, the vessel could maintain its position and thus "fly on three points".
  • short struts may contribute toward reduced load/strains.
  • each of the separate forward wings prefferably has an actuator operated (steered) flap.
  • an actuator operated flap By this means, it is possible advantageously to influence the lifting effect of the forward wings, and to reduce the hydrodynamic resistance and attain increased rolling and pitching stability. Provision of wing flaps both forward and aft will, to a high degree, improve the vessel's movements in the sea.
  • the actuators may to advantage be placed in the transitional area between strut and wing. (Shorter and more efficient transferral path for the forces).
  • the propulsive force in this connection may advantageously be provided by means of water jet aggregates, having high efficiency, and it is suggested in this connection, according to the invention, that the water jet intakes be placed in the respective lowermost submerged sections of the rear struts. It is particularly advantageous that the rear struts be forward-directed, i.e., that they slant downwards and forwards in the water.
  • the combination of the water flow channel in the strut with a strut configuration favorable to flow is made possible by the fact that the vessel according to the special features mentioned above is able to move low above the water surface.
  • each rear strut in the associated hull with the aid of an adaptor frame.
  • an adaptor frame e.g., made of steel, will provide for secure attachment of the respective rear struts to the hull, effectively incorporating the prevailing forces.
  • each hull may to advantage have a so-called "step", in the bottom of the rear section.
  • steps serve to provide a gentle transition with respect to the pressure gradients which on a more conventional hull would have resulted in negative pressure effects and vertical forces in those situations where the rear part of the hull is partly in and partly above water.
  • steps it is possible, in fact, to reduce the force of bouyancy step by step, or to raise the stern step by step in a gentle manner.
  • a stern has an inherent tendency to dig itself down into the water as velocity increases, until reaching the planing speed.
  • the catamaran shown in Figs. 1-3 has two catamaran hulls 1,2 extending down from a center, common hull bridge member 3.
  • Each of the catamaran hulls 1,2 is designed with a sharp, pointed bow, and the water lines are very slim, with a high bottom raising angle, particularly in that part of each hull furthest forward.
  • Each hull 1,2 is provided at the front with a separate, transverse symmetrical forward wing 4,5 with the aid of a respective downward projecting strut 6,7.
  • Each such strut 6,7 is in suitable manner (not shown) pivotably mounted about a vertical axis and each strut is, in this regard, connected with its own actuator 8.
  • the actuator is designed so as to be capable, in normal operation, of imparting to the associated strut 6 or 7 a guided pivotal movement of ⁇ 5o about said vertical axis, at the same time having the possibility of dampening an externally caused pivotal movement of the strut over an angular area of ⁇ 10°.
  • Each of the forward support wings 4,5 has a trim flap 9 provided at the rear edge thereof.
  • an actuator (not shown in more detail) in a housing 10 which forms the lower part of the respective struts 6 and 7.
  • Each support wing 4,5 is transversely symmetrical about the longitudinal center plane through each of the provided struts 6,7 and has an expanse in width equal to B.
  • Each hull 1,2 is provided at the stern thereof with a common stern wing 11, supported by a downward projecting strut 12,13 from each hull 1, 2, and also having controlled wing flaps, as mentioned above for the forward wings.
  • the two rear struts 12, 13 are, as shown, designed to slant downwards and forwards. This configuration was chosen because each rear strut 12, 13 is, in addition to its strut function, also utilized advantageously as a water jet intake.
  • a water jet intake 14 through which water may flow in a uniformly curved conduction channel 15 in the strut and up to a respective water jet aggregate 16 in the stern end.
  • the water jet aggregate 16 is designed in a manner known per se and, in this respect, comprises an impeller with a power source 17 connected thereto.
  • Each rear strut 12, 13 is securely fastened to the associated hull 1, 2, respectively, via an adaptor frame 14.
  • the catamaran hulls 1, 2 are made of aluminum.
  • the rear struts 12, 13 (as well as the front separate support wing struts 6, 7) are of steel, and the attachment of the rear struts in the respective hulls is facilitated considerably by use of such an adaptor frame; see, in addition to Fig. 1, also Figs. 4 and 5.
  • the adaptor frame is of steel and is fixedly secured in hull 1 (Fig. 5), with an intermediate layer of a suitable lining/smoothing material 19.
  • Rear strut 13 is also made of steel and is attached to the adaptor frame.
  • the adaptor frame will solve in excellent manner the problem of attachment/adaptation between the hull and rear strut.
  • the adaptor frame is, of course, designed with a suitable opening 20 adapted to the water flow channel 15 in rear strut 13, for conduction of water through the water jet propulsion system.
  • Fig. 1 are drawn in the catamaran's water line VL and base line BL. It is apparent that when the catamaran is stationary its water line will be VL. When starting up and with gradually increasing speed, the catamaran hulls 1, 2 will lift up and finally run totally free, i.e., they will lie above the undisturbed water line, with their base line BL.
  • Each of the hulls 1, 2 are provided in the stern section thereof with steps 21, 22, which will be of advantage with respect to the hulls' necessary transition between displacement position and flying position, and which will therefore enable a more precise use of the control forces. Both during ascent and descent the steps 21, 22 will contribute toward providing gentle transitions with respect to bouyancy/lift.
  • the invention is shown and described above as a catamaran.
  • the catamaran embodiment is considered the best practical embodiment, but the invention may of course also be realized with, e.g., three hulls, i.e., with a central third hull.
  • the rear wing may be provided with an extra central strut.

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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)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)

Claims (7)

  1. Bateau multicoque, doté de coques (1, 2) minces, agencées symétriquement, sur lesquelles sont prévues des ailes ou patins (4, 5, 11) transversaux immergés qui, à des vitesses normales, génèrent des forces contribuant à déterminer le tirant d'eau, l'assiette et le mouvement du bateau dans les six degrés de liberté, lesdites ailes (4, 5, 11) étant positionnées au-dessous et à distance du plan de la quille (BL) au moyen de supports (6, 7, 12, 13) dépassant vers le bas, et lesdites coques (1, 2) étant reliées, au niveau de la poupe, à une aile arrière commune (11), supportée par un support arrière (12, 13) dépassant vers le bas de chaque coque, caractérisé en ce que chacune desdites coques (1, 2) est pourvue d'une aile avant (4, 5) séparée, raccordée au moyen d'un support commandé (6, 7) respectif, dépassant vers le bas de la coque, afin de pouvoir pivoter de manière limitée autour d'un axe vertical, et en ce que chacune des ailes avant séparées (4, 5) et une aile arrière présentent des volets (9) commandés par des vérins (8).
  2. Bateau multicoque selon la revendication 1, caractérisé en ce que les vérins (8) d'actionnement des volets des ailes avant séparées sont agencés dans la zone de transition entre le support et l'aile.
  3. Bateau multicoque selon la revendication 1 ou 2 et doté d'un système à jet d'eau (16), caractérisé par une admission de jet d'eau (14) dans la partie inférieure immergée des supports arrière (12, 13).
  4. Bateau multicoque selon la revendication 3, caractérisé en ce que chaque support arrière (12, 13) est incliné vers le bas et vers l'avant dans l'eau et comprend un canal de conduction (15) du flux d'eau, reliant l'admission de jet d'eau (14) au système de jet d'eau (16) agencé au-dessus.
  5. Bateau multicoque selon la revendication 3 ou 4, caractérisé en ce que chaque support arrière (12, 13) est raccordé à la coque associée (2, 1) par un châssis d'adaptation (18).
  6. Bateau multicoque selon la revendication 5, caractérisé en ce qu'entre le châssis d'adaptation (18) et la coque (1, 2) associée est prévue une couche intermédiaire de garniture (19).
  7. Bateau multicoque selon l'une des revendications précédentes, caractérisé en ce qu'au moins une coque (1, 2) présente un épaulement (21, 22) au bas de sa partie arrière.
EP92850277A 1991-12-05 1992-11-24 Bateau multi-coques Expired - Lifetime EP0545878B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NO914789A NO175199C (no) 1991-12-05 1991-12-05 Flerskrogfartöy
NO914789 1991-12-05

Publications (2)

Publication Number Publication Date
EP0545878A1 EP0545878A1 (fr) 1993-06-09
EP0545878B1 true EP0545878B1 (fr) 1996-02-14

Family

ID=19894663

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92850277A Expired - Lifetime EP0545878B1 (fr) 1991-12-05 1992-11-24 Bateau multi-coques

Country Status (8)

Country Link
EP (1) EP0545878B1 (fr)
JP (1) JPH05238470A (fr)
KR (1) KR100216452B1 (fr)
CN (1) CN1040308C (fr)
AU (1) AU656247B2 (fr)
DE (1) DE69208337T2 (fr)
NO (1) NO175199C (fr)
ZA (1) ZA929389B (fr)

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NO934125L (no) * 1993-11-15 1995-05-16 Kvaerner Fjellstrand As Inntak for vannpumpen av stråledriftsaggregater
AU688544B2 (en) * 1994-08-18 1998-03-12 Leonard Elliot Field Improvements in or relating to boat hulls
AUPP013797A0 (en) * 1997-11-03 1997-11-27 Goddard, Ronald Kenneth Water-borne craft
NO990113L (no) * 1998-05-29 1999-11-30 Rune H Idegord Flerskrog-fartöy
AUPP502598A0 (en) * 1998-08-04 1998-08-27 North West Bay Ships Pty. Limited Trimaran construction
NZ542048A (en) 2001-07-18 2008-04-30 Bionomics Ltd Mutations in ion channels
AU2003904154A0 (en) 2003-08-07 2003-08-21 Bionomics Limited Mutations in ion channels
AU2003901425A0 (en) 2003-03-27 2003-04-10 Bionomics Limited A diagnostic method for epilepsy
SG176622A1 (en) * 2009-06-03 2012-01-30 Austal Ships Pty Ltd Trimaran motion damping
KR101374402B1 (ko) * 2012-02-28 2014-03-17 울산대학교 산학협력단 해양 부유 구조물
NL2009307C2 (en) * 2012-08-09 2014-02-11 Ir M G Reissenweber Man Consultants B V Vessel with three hulls having forward deflactors.
CN102963491B (zh) * 2012-09-20 2015-10-21 江苏科技大学 后水翼高速翼滑艇
SI24445A (sl) * 2013-08-21 2015-02-27 Quadrofoil, D.O.O. Krmilni sistem plovila z gibljivimi podvodnimi krili
CN103612705B (zh) * 2013-12-11 2017-02-08 江苏科技大学 单喷水推进器的水面单体无人艇
CN103625602B (zh) * 2013-12-11 2017-01-25 江苏科技大学 双喷水推进器的水面单体无人翼滑艇
CN103612706B (zh) * 2013-12-11 2017-01-18 江苏科技大学 双喷水推进器的水面单体无人艇
GB2580022A (en) * 2018-11-30 2020-07-15 Norwegian Univ Sci & Tech Ntnu Propulsion for hydrofoil vessels
DE102019128535B4 (de) * 2019-10-22 2021-05-12 2K Beteiligungen UG (haftungsbeschränkt) Wasserfahrzeug mit Jetantrieb und Hydrofoil

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB458770A (en) * 1935-06-25 1936-12-28 White & Co Ltd Samuel Improvements in or relating to surface high speed craft
US2709979A (en) * 1950-07-14 1955-06-07 Hydrofoil Corp Hydrofoil craft
US3051000A (en) * 1959-01-28 1962-08-28 Miami Shipbuilding Corp Submergence measuring apparatus
US3077850A (en) * 1961-06-19 1963-02-19 William C Beuby Sailboat of the catamaran type
FR1323968A (fr) * 1962-05-18 1963-04-12 Navire à ailes portantes
US3354857A (en) * 1965-09-13 1967-11-28 Stephen W Hobday Hydrofoil craft
US3910216A (en) * 1974-06-10 1975-10-07 Boeing Co Hydrofoil cavitation sensing and control apparatus
FR2634450B1 (fr) * 1988-07-21 1994-12-09 Lefevre Jean Marc Navire catamaran

Also Published As

Publication number Publication date
CN1072894A (zh) 1993-06-09
KR930012508A (ko) 1993-07-20
DE69208337T2 (de) 1996-09-19
EP0545878A1 (fr) 1993-06-09
AU656247B2 (en) 1995-01-27
NO914789L (no) 1993-06-07
KR100216452B1 (ko) 1999-08-16
AU2982192A (en) 1993-06-10
CN1040308C (zh) 1998-10-21
NO175199B (fr) 1994-06-06
NO914789D0 (no) 1991-12-05
ZA929389B (en) 1993-06-07
DE69208337D1 (de) 1996-03-28
JPH05238470A (ja) 1993-09-17
NO175199C (no) 1994-09-14

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