EP2516246B1 - Vehicule marin - Google Patents

Vehicule marin Download PDF

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Publication number
EP2516246B1
EP2516246B1 EP10803449.7A EP10803449A EP2516246B1 EP 2516246 B1 EP2516246 B1 EP 2516246B1 EP 10803449 A EP10803449 A EP 10803449A EP 2516246 B1 EP2516246 B1 EP 2516246B1
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EP
European Patent Office
Prior art keywords
angle
distance
hull
water surface
watercraft
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.)
Not-in-force
Application number
EP10803449.7A
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German (de)
English (en)
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EP2516246A2 (fr
Inventor
Klaus Enzmann
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Individual
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Individual
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Publication of EP2516246B1 publication Critical patent/EP2516246B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—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
    • B63B1/285—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils changing the angle of attack or the lift of the foil
    • 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 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B2035/009—Wind propelled vessels comprising arrangements, installations or devices specially adapted therefor, other than wind propulsion arrangements, installations, or devices, such as sails, running rigging, or the like, and other than sailboards or the like or related equipment

Definitions

  • the invention relates to a watercraft according to the preamble of claim 1.
  • a hydrofoil which has a central hull and three attached to this, extending down below the waterline legs.
  • a transverse to the longitudinal axis of the boat extending rear wing is fixed.
  • At the bow side on both sides of the fuselage opposite each other arranged front legs are arranged under the water front, extending substantially horizontally transverse to the longitudinal axis of the boat wing whose angle of attack is variable.
  • the buoyancy forces generated by the wings lift the hull out of the water at faster speeds.
  • the angle of attack of the wings By changing the angle of attack of the wings, the height of the fuselage against the water surface and the lateral inclination of the boat can be influenced.
  • To calculate and control the angle of attack of the wing two laterally arranged on the boat hull vibration generators are used in their resonant circuits capacitive sensors are present, which measure the distance to the water surface on both sides of the boat.
  • the capacitive measurement of the distance has proven to be very error-prone.
  • the rigidly arranged legs on the hull prevent driving even in shallower water.
  • the document GB 1 557 539 is considered to be the closest prior art. It describes a hydrofoil with improved distance measurement.
  • the invention has for its object to provide a watercraft of the type mentioned with improved properties.
  • the invention is characterized in that the support surface is arranged on a side sword arranged laterally of the fuselage, which is movable relative to the fuselage.
  • Such a design makes it possible to use the watercraft or to bring it to water or to get it out of the water, even in shallower water, since the preferably T-shaped wings are movable together with the side swords upwards over the fuselage or hulls. As soon as deeper water is reached, the side swords with the T-wings are moved into their operating position below the waterline, where they provide buoyancy forces at a slightly higher travel speed and a corresponding angle of attack of the T-wings, through which the fuselage or the hulls upwards over the waterline are lifted out.
  • a respective side body to be arranged on both sides of a centrally arranged fuselage is.
  • the centrally arranged main hull and the lateral fuselages arranged laterally are connected by planks running transversely to the longitudinal axis of the watercraft, so that a watercraft similar to a catamaran or trimaran is created.
  • the side swords are arranged in this case respectively on the outside of the side bodies or on the front side of the planks.
  • the side bars are pivotally mounted on the hull.
  • the pivoting movement is preferably carried out relative to the fuselage upwards, wherein the side bars together with the T-wings in the upwardly pivoted inoperative position on components of the vessel-for example, on the shrouds or on a boom-rig - are fastened above the fuselage.
  • the side blades are arranged inclined at an angle ⁇ with respect to a vertical downwards and outwards.
  • the angle ⁇ is preferably in a range of about 10 ° to 30 °, more preferably about 20 °.
  • the side blades are arranged inclined at an angle ⁇ with respect to a vertical forward and downwards.
  • This angle ⁇ is approximately between 5 ° and 10 °, preferably about 7 °. This is achieved by the known in aerodynamics or hydrodynamics by the term "border fences" effect that no air is pulled down, but deducted upwards.
  • the side bars are fastened to the planks and / or to the fuselage by means of an obliquely extending, preferably at least partially, supporting support surface.
  • the support wings or the support struts are preferably releasably attached to the side hulls, so that the pivoting movement of the side sills can be done after loosening.
  • the support wings are firmly connected to the side sills.
  • the support struts may be formed integrally with the support wings; However, they are preferably articulated connected to these and swung during or after the swiveling of the side sabers to this.
  • the support bearing surfaces are articulated to the side hulls, so that they can be swiveled against the planks or hulls from below after release from the side sills.
  • An embodiment of the invention which is also very advantageous in itself, provides that a measuring device for measuring the distance of the fuselage to the water surface has at least one tow bar, the upper end of which is pivotally hinged to one of the fuselages or to a component connected thereto, and the lower end thereof slides on the water surface, wherein the signals determined by the measuring device are supplied as input signals of an electronic control device which calculates the necessary adjustment of the angle of attack ⁇ by means of a computer program and transmits a corresponding output signal to the adjusting device.
  • the measuring device further comprises a preferably electronic protractor for detecting the angle of the tow bar relative to a vertical.
  • the tow bar sliding on the surface of the water scans the surface of the waves that reach the vessel.
  • This distance signal is evaluated in a control unit by means of a computer program and used for controlling the angle of attack of the T-wings.
  • the drag bar which slides on the water surface and thereby detects the wave shape and height, has at its lower end a reflection surface which is exposed to a measuring radiation by a transmitting device of a distance meter arranged on a fuselage.
  • a receiving device provided on the distance meter intercepts the reflected radiation and calculates the distance to the water surface.
  • a measuring radiation for example, laser, ultrasound or radar are suitable.
  • a watercraft 10 has a central hull 12 and side socks 14, 16 disposed on both sides thereof.
  • the side socks 14, 16 are connected to the middle hull 12 via transverse to the longitudinal axis of the watercraft 10 extending planks 124, 126.
  • the middle hull 12 is arranged higher than the two side hulls for 14, 16. In shallow water, especially when launching or out of the water of the watercraft, or at slow speed, the watercraft 10 floats on the two side hulls 14, 16.
  • the waterline for this application is in FIG. 2 denoted by 104.
  • the vessel 10 further includes a tail rudder 22 having a transverse T-deck 220 disposed at the lower end thereof and two side swords 24, 26 respectively disposed on the outside of a transverse plow 124, 126 or a side hull 14, 16, respectively
  • Side blades 24 and 26 have at their lower end T-wings 240 and 260, which are arranged perpendicular to the longitudinal axis of the side bars.
  • the T-wings 240, 260 on the side blades 24, 26 and optionally also the T-wing 220 on the stern rudder 22 are adjustable by means of an adjusting device, not shown in their angle of attack ⁇ with respect to the flow.
  • T-wings results from the in the front view ( Fig. 2 ) recognizable inverted "T" shape, which form the T-wings 220, 240, 260 with the side blades 24, 26 and with the tail rudder 22.
  • the side swords 24 and 26 are pivotally mounted with their upper ends on pivot axes 241 and 261 relative to the planks 124, 126 or against the side bodies 14, 16. You can thereby in the in FIG. 2 indicated by dashed lines inoperative position on the side socks 14, 16 pivoted upwards and in this designated 24A and 26A position preferably arranged above the hull components, such as the shrouds 138 in FIG. 2 or the boom rig 238 in FIG. 4 be fixed.
  • the side swords 24 and 26 are in their lowered operating position relative to the side bodies 14, 16 inclined at an inclination angle ⁇ outwardly inclined downwards.
  • the in FIG. 2 shown inclination angle ⁇ is about 10 ° to 20 ° relative to the vertical.
  • the T-wings 240, 260 are in turn arranged at right angles to the side bars 24 and 26 and thus have outwardly increasing the same angle ⁇ against a horizontal.
  • the side bars 24 and 26 are supported at attachment points 2422 and 2622 approximately in the middle between the joints 241, 261 and the T-wings 240, 260 on its inside obliquely upwardly extending support bearing surfaces 242 and 262.
  • the support wings 242 and 262 are at its upper end with a hinge 2421 and 2621 releasably attached to the lower end of the insides of the side socks 14 and 16 respectively.
  • the releasable attachment to the hinges 2421 and 2621, respectively, will pivot into the inward of the side blades 24, 26 in FIG FIG. 2 indicated inoperative position solved.
  • the decommissioning position is used to let water or get out of the water of the vehicle, the movement in shallow water and possibly also the transport on a trailer.
  • the tail rudder 22 can be pulled upwards by the guidance gear 222 serving its guide to an inoperative position and fixed in this position.
  • the side tabs 24 and 26 have an angle of inclination ⁇ downwards relative to the vertical which is about 5 ° to 10 ° and preferably about 7 °, thereby improving the hydrodynamics.
  • the rig of the watercraft 10 consists of a mast 130, a boom boom 132, and a mainsail 134 secured thereto.
  • the mast 130 is held longitudinally by a forestay 136 and transversely by lateral shrouds 138.
  • the mast foot 131 of the mast 130 is preferably located in front of the side sills 24 and 26, respectively.
  • the mainsail 134 is preferably divisible by a transverse zipper 140 to reduce the sail area.
  • the mainsail 134 may preferably be stowed in the interior of the hollow boom tube 132 or rolled up onto a shaft inside the hollow boom tube 132, either entirely or after part removal by the zipper 140, rolled up onto a batten.
  • the mast 230 with its mast base 231 is located very far forward on the bow of the middle hull 12. It is held in this case by a bilateral boom 238.
  • the boom boom 232 and the mainsail 234 are adapted to this changed shape.
  • the mainsail 234 is preferably divisible by means of a zipper 240 and at least partially him large boom tube 232 rolled up or rolled up stowed.
  • the watercraft 10 has a measuring device 40 which has at least one tow bar 42 which is articulated near the bow of one of the hulls 12, 14, 16 in a swivel joint 44. If only one tow bar 42 is provided, this is preferably hinged to the middle hull 12. However, in the case of the watercraft 10 provided with three hulls 12, 14, 16, preferably two tow bars 42 may be provided on each of the two side hulls 14, 16. The at least one tug bar 42 slides with its lower end on the water surface, which lies at a faster ride with raised above the water surface hulls 12, 14, 16 between a lower level 100 and an upper level 102.
  • the measuring device 40 has a preferably electronic protractor 46, which is arranged in the swivel joint 44 of the tow bar 42 and measures the deflection angle ⁇ with respect to the horizontal.
  • a preferably electronic protractor 46 which is arranged in the swivel joint 44 of the tow bar 42 and measures the deflection angle ⁇ with respect to the horizontal.
  • FIG. 1 For example, two different deflection positions 42A and 42B of the tow bar 42 are shown.
  • a second variant according to FIG. 4 is at least one tow bar 42 at the bottom of the middle hull 12 and / or a side hull 14, 16 in FIG a rotary joint 44 rotatably mounted.
  • the tow bar 42 is made somewhat longer in this case than in the first variant and has at its lower or rear end a reflection surface 43.
  • the rear end of the tow bar 42 having the reflective surface 43 slides on the water surface which moves between a lower level 100 and an upper level 102 when swell.
  • a distance meter 48 is arranged on the corresponding fuselage 12, 14, 16, which has a transmitting device and a receiving device.
  • the transmitting device transmits rays downward, which are reflected by the reflection surface 43 upwards and are received by the receiving device of the distance meter 48.
  • beams are for example laser, ultrasound or radar into consideration.
  • the reflection surface 43 has such an extent in the longitudinal direction of the watercraft 10 that ensures that the beams of the distance blade 48 impinge on the reflection surface 43 at each deflection angle of the tow bar 42.
  • the distance A measured directly by the distance meter 48 or indirectly measured by the protractor 46 is fed to a control unit 50 and evaluated therein. If a plurality of distance meters 48 and / or several protractors 46 are provided distributed on the vessel 10, all of the distances A measured by these are fed to the control unit 50.
  • the control unit 50 controls with a computer program the change in the angle of attack ⁇ of the lateral T-wings 240, 260 and optionally also the rear T-wing 220. As a result, the distance A of the hulls 12, 14, 16 to the water surface 100 and 102 on a desired level.
  • the adjustment of the angle of attack ⁇ via an adjustment mechanism, not shown, for example, arranged in the region of a side sword 24, 26 or the tail rudder 22 stepping motor, which is guided via a guided in the interior of a side sword 24, 26 or the tail rudder 22 actuating linkage in the range of pivot axes the T-wings 220, 240, 260 arranged, connected to the T-wings actuator, such as a lever, a crank or a toothed segment, acts.
  • the T-wings actuator such as a lever, a crank or a toothed segment
  • the watercraft 10 is operable in three modes:
  • the first mode of operation involves letting the water or taking the water out of the watercraft or driving it in extremely shallow water.
  • the vessel 10 slides in this case with little draft on the two side bodies 14, 16. It can be moved in this mode, for example, by an outboard motor, not shown, or by rowing.
  • the side tabs 24, 26 and the aft rudder 22 are pivoted downwardly into their operative position.
  • the vessel 10 slides in this mode at low wind speeds, for example, under wind force 3 to 4, while sailing on the side fins 14, 16.
  • the middle hull 12 is due to its elevated arrangement in all modes above the water surface.
  • the T-wings 220, 240, 260 at least initially still supported by the support wings 242, 262 at a corresponding angle ⁇ buoyancy forces that the side bodies 14, 16 on the Lift water surface 104 upwards.
  • the watercraft 10 slides with a very low flow resistance onto the T-wings 220, 240, 260, which are always located below the water surface 100 or 102, and can thus reach a very high speed. Due to the possibility of controlling the various T-wings 220, 240, 260 with a different angle of attack ⁇ , the watercraft 10 can be operated at any time safely and in a largely horizontal arrangement of the hulls 12, 14, 16.
  • the reception of crew and passengers preferably takes place in cockpits 121, 122, which are provided in the middle hull 12.
  • the watercraft 10 can be controlled either from the front cockpit 121 or from the rear cockpit 122.
  • a rotation of the tail rudder 22 about a vertical axis of rotation 23 is provided for the control of the vessel 10.
  • both the pivotable side sills 24, 26 and the liftable tail rudder 22 can also be advantageously used in conjunction with a watercraft that has only one central Hull 12 or only two side socks 14, 16 without central hull features.
  • the innovative measuring device 40 is in both embodiments described above (indirect distance measurement over the angle or direct distance measurement with the support of the reflection surface) also advantageously used in watercraft with a fuselage or two hulls.
  • the control of the angle of attack ⁇ at the various T-wings 220, 240, 260 is controlled by the control unit 50 by means of a computer program, which evaluates the one of the measuring device or of the plurality of measuring devices 40 and optionally additionally transmitted by the electronic gyros signals.
  • a plurality of successive measured values are integrated and compared with threshold values, so that an evaluation result, smoothed out by short-term peaks or valleys, allows a smooth change in the angles of incidence ⁇ at the various T-wings 220, 240, 260 by means of which the Watercraft 10 is maintained without strictly control movements in a largely constant distance A to the water surface 100 and 102, respectively.
  • Fig. 5 By way of example, several wave crests WB 0 , WB 1 and WB 2 and the intermediate wave troughs WT 1 and WT 2 are shown. From watercraft 10, which is in Fig. 5 moves in the direction of travel F from right to left, there is simplified only a tow bar 42 in several successive positions 42.1, 42.2, 42.3 and 42.4 indicated. For example, the controller in controller 50 evaluates the depth of two or more consecutive troughs WT 1 and WT 2 in the following manner:
  • the T-wings 220, 240, 260 are kept constant at a level T 240.260 while driving, which is an exemplary amount .DELTA.T of about 300 mm below the forward current measured trough WT.
  • preferably more than two wave troughs WT and wave crests WB are evaluated, preferably by at least two tow bars 42 hinged to both side hulls.
  • a correction then takes place only when either a preset threshold value is exceeded or undershot or when the trend that can be recognized from a plurality of values makes a change in the angle of attack ⁇ appear necessary.
  • the change in the angle of attack ⁇ is very sensitive by means of an electric stepping motor in the range of about 10 arc seconds possible.
  • the electronic control device 50 provides depending on the measured angle ⁇ for a corresponding control of the angle of attack ⁇ .
  • a decreasing with increasing angle ⁇ negative angle of attack ⁇ at the T-wings 220, 240, 260 is set.
  • the angle of attack ⁇ with respect to the horizontal is equal to zero.
  • an increasing positive angle of incidence ⁇ at the T-wings 220, 240, 260 is set with increasing angle ⁇ .
  • Such a control by means of an electronic control device 50 has over a known, directly controlled by a tow bar mechanical transmission for changing the angle of attack ⁇ significant advantages.
  • the watercraft is due to the electronic elimination of only briefly or once occurring extreme values in the wave crests and / or troughs much quieter in the water and can thus be moved overall more comfortable and at a much higher speed.
  • Another significant advantage of the electronic control means of the electronic control unit 50 is that by a different adjustment of the angle ⁇ of the side T-wings 240, 260 on both sides of the watercraft 10, the downforce on the windward side and the lift on the lee Side is specifically controlled, so that the watercraft 10 has much better handling characteristics and with a more favorable angle to the wind can be sailed as previously known watercraft.

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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)
  • Toys (AREA)
  • Measurement Of Velocity Or Position Using Acoustic Or Ultrasonic Waves (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Claims (15)

  1. Bateau (10) présentant
    au moins une coque (12, 14, 16) située à une distance (A) au-dessus de la surface (100) de l'eau,
    au moins un dispositif de mesure (40) qui mesure la distance (A) entre la coque (12, 14, 16) et la surface (100) de l'eau et
    au moins une surface portante (220, 240, 260) guidée en dessous de la surface (100) de l'eau et dont l'angle d'incidence (γ) peut être modifié pour commander la distance (A),
    au moins une coque latérale (14, 16) étant disposée sur chacun deux côtés d'une coque (12) disposée centralement et au moins une surface porteuse (240, 260) étant disposée sur une dérive latérale (24, 26) disposée latéralement par rapport à la coque (12, 14, 16),
    caractérisé en ce que
    la dérive latérale (24, 26) peut pivoter vers le haut par rapport à la coque (12, 14, 16) et peut être immobilisée dans cette position inclinée vers le haut et
    en ce que dans leur position de fonctionnement abaissée, les dérivées latérales (24, 26) sont inclinées vers le bas et l'extérieur sous un angle (α) par rapport à la verticale.
  2. Bateau selon la revendication précédente, caractérisé en ce que l'angle d'inclinaison α des dérives latérales (24, 26) placées dans leur position abaissée est d'environ 10° à 20° par rapport à la verticale.
  3. Bateau selon au moins l'une des revendications précédentes, caractérisé en ce que les dérives latérales (24, 26) sont inclinées vers l'avant et le bas sous un angle (β) par rapport à la verticale.
  4. Bateau (10) présentant au moins une coque (12, 14, 16) située à une distance (A) au-dessus de la surface (100) de l'eau, au moins un dispositif de mesure (40) qui mesure la distance (A) entre la coque (12, 14, 16) et la surface (100) de l'eau et au moins une surface portante (220, 240, 260) guidée en dessous de la surface (100) de l'eau et dont l'angle d'incidence (γ) peut être modifié pour commander la distance (A) selon l'une des revendications précédentes, caractérisé en ce que le dispositif de mesure (40) présente au moins une barre traînante (42) dont l'extrémité supérieure est articulée en proue sur l'une des coques (12, 14, 16) ou sur un composant relié à ces coques par une articulation de rotation (44) et dont l'extrémité inférieure glisse sur la surface (100) de l'eau et en ce que les signaux relevés par le dispositif de mesure (40) sont apportés en tant que signaux d'entrée à un dispositif électronique de commande (50) qui calcule l'ajustement nécessaire de l'angle d'incidence (γ) au moyen d'un programme de calcul et transmet au dispositif d'ajustement un signal de sortie qui y correspond.
  5. Bateau selon la revendication 4, caractérisé en ce que le dispositif de mesure (40) présente un dispositif (46) de mesure d'angle qui saisit l'angle (δ) de la barre traînante (42).
  6. Bateau selon la revendication 5, caractérisé en ce que le dispositif (46) de mesure d'angle est disposé dans l'articulation de rotation (44).
  7. Bateau selon la revendication 4, caractérisé en ce que la barre traînante (42) présente à son extrémité inférieure un dispositif réfléchissant (421) et en ce que le dispositif de mesure (40) présente au moins un dispositif (48) de mesure de distance qui relève la distance (A) entre le dispositif réfléchissant (421) et la coque (12, 14, 16).
  8. Bateau selon la revendication 7, caractérisé en ce que le dispositif (48) de mesure de distance comporte un dispositif émetteur et un dispositif récepteur de rayonnement, par exemple de rayonnement laser, ultrasonique ou radar.
  9. Bateau selon l'une des revendications précédentes, caractérisé en ce que l'ajustement de l'angle d'incidence (γ) de la surface porteuse (220, 240, 260) par rapport à la dérive latérale (24, 26) ou par rapport à un gouvernail arrière (22) s'effectue au moyen d'un dispositif d'ajustement disposé à l'intérieur de la dérive latérale (24, 26) ou du gouvernail arrière (22).
  10. Bateau selon la revendication 9, caractérisé en ce que le dispositif d'ajustement est un dispositif mécanique d'ajustement qui est réalisé par un entraînement disposé au niveau de la dérive latérale (24, 26) ou du gouvernail arrière (22).
  11. Bateau selon l'une des revendications 4 à 10, caractérisé en ce qu'un signal d'entrée d'un circuit électronique est transmis en supplément au dispositif de commande (50) pour relever et commander les déplacements de roulis et de tangage du bateau.
  12. Procédé de commande d'un bateau (10) selon au moins l'une des revendications précédentes et qui présente
    au moins une coque (12, 14, 16) située au moins une partie du temps au-dessus de la surface (100) de l'eau,
    au moins un dispositif de mesure (40) qui mesure la distance (A) entre la coque (12, 14, 16) et la surface (100) de l'eau,
    au moins une surface portante (220, 240, 260) guidée en dessous de la surface (100) de l'eau et dont l'angle d'incidence (γ) peut être modifié pour commander la distance (A),
    le dispositif de mesure (40) présentant au moins une barre traînante (42) dont l'extrémité supérieure est articulée sur l'une des coques (12, 14, 16) ou sur un composant relié à ces coques par une articulation de rotation (44) et dont l'extrémité inférieure glisse sur la surface (100) de l'eau,
    les signaux relevés par le dispositif de mesure (40) étant apportés en tant que signaux d'entrée à un dispositif électronique de commande (50) qui calcule au moyen d'un programme de calcul l'ajustement nécessaire de l'angle d'incidence (γ) et transmet au dispositif d'ajustement un signal de sortie qui y correspond.
  13. Procédé selon la revendication 12, caractérisé en ce que le dispositif de commande (50) évalue de plus les signaux transmis par des circuits électroniques.
  14. Procédé selon les revendications 11 ou 12, caractérisé en ce que plusieurs valeurs de mesure successives sont intégrées dans le dispositif de commande (50) et sont comparées à des valeurs de seuil de telle sorte qu'un résultat de l'évaluation dont les pointes ou creux de courte durée sont lissés permette en tant que grandeur de sortie une modification progressive de l'angle d'incidence (γ) sur les différentes surfaces porteuses (220, 240, 260) de telle sorte que le bateau (10) soit maintenu à une distance très largement constante (A) par rapport à la surface (100 ou 102) de l'eau.
  15. Procédé selon l'une des revendications 12 à 14, caractérisé en ce que la barre traînante (42) présente une longueur (L42) et en ce qu'un angle (δ) mesuré sur l'articulation de rotation (44) de la barre traînante (42) est utilisé pour déterminer la distance (A42), la distance verticale (A42) qui s'établit lorsque la barre traînante (42) est déviée une la position de déploiement (42A) étant donnée par la formule A42 = sin δ * L42.
EP10803449.7A 2009-12-23 2010-12-23 Vehicule marin Not-in-force EP2516246B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202009017432U DE202009017432U1 (de) 2009-12-23 2009-12-23 Wasserfahrzeug
PCT/EP2010/007928 WO2011076431A2 (fr) 2009-12-23 2010-12-23 Véhicule marin

Publications (2)

Publication Number Publication Date
EP2516246A2 EP2516246A2 (fr) 2012-10-31
EP2516246B1 true EP2516246B1 (fr) 2013-12-04

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EP10803449.7A Not-in-force EP2516246B1 (fr) 2009-12-23 2010-12-23 Vehicule marin

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DE (1) DE202009017432U1 (fr)
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US20150274266A1 (en) * 2014-03-28 2015-10-01 Kittihawk20 Corporation High-performance planing monohull sailboat with heeling control
US10829181B2 (en) 2016-06-18 2020-11-10 David Rittenhouse Clark Hydrofoiling sailboat
FR3082182B1 (fr) * 2018-06-08 2020-09-18 Univ Montpellier Dispositif support d'appendice pour engin nautique
CN114162257B (zh) * 2021-12-22 2022-06-10 盐城工学院 折叠船
FR3135446A1 (fr) * 2022-05-11 2023-11-17 Gb Naval Development Système de montage d’un safran à la coque d’un bateau, ensemble comprenant un tel système de montage et un safran et procédé d’installation d’un safran
EP4403456A1 (fr) * 2023-01-20 2024-07-24 Volvo Penta Corporation Unité d'entraînement pour la propulsion et la commande de mouvement conjointes d'un navire

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WO2011076431A2 (fr) 2011-06-30
WO2011076431A3 (fr) 2012-01-19
DE202009017432U1 (de) 2011-05-05
EP2516246A2 (fr) 2012-10-31

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