EP2580113B1 - Trimaran à bras pivotants - Google Patents

Trimaran à bras pivotants Download PDF

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Publication number
EP2580113B1
EP2580113B1 EP11728797.9A EP11728797A EP2580113B1 EP 2580113 B1 EP2580113 B1 EP 2580113B1 EP 11728797 A EP11728797 A EP 11728797A EP 2580113 B1 EP2580113 B1 EP 2580113B1
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EP
European Patent Office
Prior art keywords
main hull
outrigger
watercraft
watercraft according
arms
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.)
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Application number
EP11728797.9A
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German (de)
English (en)
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EP2580113A1 (fr
Inventor
Oliver Kormann
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.)
KORMANN, OLIVER
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Individual
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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 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members
    • 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 
    • 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
    • B63B1/16—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
    • B63B1/30—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils retracting or folding

Definitions

  • the present invention relates to a watercraft with a main hull and at least one boom which is adjustably attached to the main hull.
  • Object of the present invention is to provide a solution that allows a much wider variability than previously known constructions.
  • an extremely sporty and maneuverable behavior of a racing boat should be combined with the robustness of a boom boat.
  • the boom is arranged adjustable in height.
  • the height adjustment may optionally be provided in addition to an adjustment in the width. In this way it is possible to significantly change and influence the driving characteristics of the vessel.
  • the pivoting device is designed as a parallelogram.
  • a particularly preferred embodiment of the invention is designed such that the boom can be moved from a position arranged laterally next to the main hull into a position arranged below the main hull.
  • a boom boat in addition to the characteristic of a boom boat also represent a fundamentally unstable racing boat characteristic that offers extreme lateral positions and favorable driving behavior at the highest speeds. It is envisaged that at least two arms in the position arranged below the main body lie directly adjacent to one another and preferably form a common compact envelope. As a result, particularly favorable hydrodynamic properties can be achieved in this position of the boom. In particular, maneuverability and handling can be increased.
  • At least one boom is movable from a position arranged laterally next to the main hull into a position arranged above the main hull.
  • At least two booms are arranged independently of each other pivotally.
  • a capsized boat can be erected only by suitable movement of the boom. But it can also be achieved when cornering benefits.
  • a particularly sporty configuration can be achieved if at least two outriggers are pivotable about a respective pivot axis into a position arranged at a distance below the main body.
  • Critical situations of lack of stability can be avoided, for example, by providing a device for automatically moving the boom, which brings the boom below the predetermined minimum speed of the vessel in the laterally arranged next to the main hull position. Similarly, an automatic can move the booms under the main hull at higher speeds.
  • wings are arranged on at least one boom. It is known to equip watercraft with wings, which make it possible to lift the hull from a certain minimum speed out of the water. As a result, the flow resistance can be significantly reduced and higher speeds can be achieved with lower fuel consumption. In addition, a largely unaffected by the swell driving behavior can significantly improve comfort.
  • the wings are usually attached to brackets at a sufficient distance below the fuselage to achieve the required height in wing operation.
  • this requires at a standstill or at low speeds a great draft with the risk of damage to the wings by obstacles under water.
  • a recess is provided in the fuselage, which receives the support surface in the position located in the region of the fuselage.
  • the proposed solution eliminates disturbances when the wing is retracted, i. minimized in displacement operation.
  • the vessel can therefore also be operated in shallow water and ascend without risk of damage to a beach.
  • the support surface is arranged on a telescopically extendable arm. As a result, a large adjustment range can be achieved, wherein the support surface is optimally situated even in intermediate positions.
  • a drive element for example a jet-ski drive
  • a jet-ski drive is arranged on the telescopically extendable arm.
  • the recess receives the drive element and has flow channels for inflow and outflow.
  • the drive element can also be used when the wing is completely retracted to achieve a minimum draft.
  • a main hull 1 is provided with a superstructure 1 a, on which two arms 2 a, 2 b are mounted via pivot arms 3 a, 3 b.
  • the main hull 1 can only consist of the structure of the mechanism and thus does not necessarily have a buoyancy function.
  • the arms 2a, 2b can also be attached directly to the main hull 1.
  • the arms 2a, 2b are articulated on the structure 1a via first pivot axes 4a, 4b, while the arms 2a, 2b are articulated on the pivot arms 3a, 3b via second pivot axes 5a, 5b.
  • the movement of the one arm 2a is shown from a directly applied to the main hull 1 position in a laterally spaced from the main hull 1 position, ie the movement of the boom 2a corresponding to the double arrow 21, this is via a suitable sliding the first pivot axis 4a corresponding to the Double arrow 22 lowered and the pivot arm 3a pivoted accordingly.
  • the boom 2a performs no pivoting movement in this movement itself.
  • FIG. 1 two different modes of movement are shown on the right and left, however, which are usually carried out symmetrically in practice.
  • Fig. 2 is an illustration of an embodiment analogous to Fig. 1 , wherein the difference of this embodiment to that of Fig. 1 It is that the second pivot axis 5a, 5b is not hinged on the inside of the arms 2a, 2b, but on the outside thereof.
  • the pivot arms 3a, 3b are designed to be slightly longer.
  • the movement shown on the left of the jib 2a corresponding to the double arrow 21 is largely analogous to the embodiment of Fig. 1 , However, the movement of the boom 2b to a position below the main hull 1 is solved differently.
  • the boom 2 b is first moved downwardly with an inclined pivot arm 3 b corresponding to the double arrow 24, and then the pivot arm 3 b is pivoted in the clockwise direction so that the arm 2 b corresponding to the double arrow 26 moves to the left below into a position below the main body 1 emotional. In contrast to the variant of Fig. 1 In this movement, no pivoting of the boom 2b itself takes place.
  • Fig. 3 In its basic structure corresponds largely to that of Fig. 1 , the arms 2a, 2b are arranged in their voltage applied to the main hull 1 position so that the second pivot axis 5a, 5b is inside.
  • the one in the right half of Fig. 3 The movement shown is virtually identical to that in Fig. 1 illustrated movement.
  • different is the pivoting of the boom 2a in its laterally arranged next to the main hull 1 position.
  • a pivoting movement of the boom 2a in the counterclockwise direction executed (double arrow 27).
  • Fig. 5 shows the three basic positions of the watercraft of this embodiment variant schematically.
  • the two arms 2a, 2b are arranged laterally next to the main hull 1 at a distance from this.
  • the arms 2a, 2b rest directly on the main hull 1, and in the third illustration, the arms 2a, 2b are positioned below the main hull 1 in the closed position.
  • the Fig. 6 to 11 show the variants of the Fig. 1 and Fig. 2 in the different positions and although in each case the left half of the figures shows the variant of Fig. 2 while the right half of the figures show the variant of Fig. 1 represents.
  • FIGS. 6 and Fig. 7 show the position with lateral distance from the main hull 1 arranged arms 2a, 2b.
  • FIGS. 8 and 9 show the boom 2a, 2b directly adjacent to the main hull 1. It is immediately apparent that the position of the pivot arms 3a, 3b is different, since in the embodiment of the left half of the second pivot axes 5a, 5b are externally mounted, in the right embodiment, however, inside.
  • Fig. 10 shows the position of the arms 2a, 2b inserted below the main hull 1 with the left arm 2a and swung the right boom 2b, as before Fig. 1 and to Fig. 2 has been declared.
  • Fig. 12 shows an embodiment of the invention with extended possibilities of movement. From the left half of Fig. 12 is the range of motion of the boom 2a with lowered first pivot axis 4a visible.
  • the boom 2a can not only be brought into a position below the main hull 1, but also be moved further down, so that the boom 2a with respect to the main hull 1 has a distance.
  • the pivot arm 3a can be pivoted from its horizontal position not only down but also upwards, so that the boom 2a can be brought into a position above the main hull 1.
  • the first pivot axis 4b are moved by means of a sliding guide 7 also upwards, so that the range of movement of the boom 2b is further increased.
  • the movement of the two pivot arms 3a, 3b must in the embodiment of Fig. 12 not necessarily symmetrical.
  • the position of the pivot axis 4b along the slide 7 can be adjusted continuously.
  • the diagram of Fig. 13 shows that the left arm 2a is lowered obliquely downward from the view of the main body 1, while the right arm 2b is raised to the same extent.
  • the in Fig. 13 set position with inclined obliquely in the direction of clockwise main hull 1, which is particularly advantageous for cornering, for example. It is conceivable, for example, also a balancing a lateral rolling motion in the swell.
  • Fig. 14 shows in four diagrams how a watercraft with capsized main hull 1 can be erected. First, the arms 2a, 2b are brought into the lower or upper end position from the view of the main hull 1 and then moved stepwise into the middle position. From top to bottom, the diagrams show the Fig. 14 the process of erecting the main hull 1.
  • FIGS. 15 and 16 show in five diagrams or four diagrams the extended possibilities of execution according to Fig. 12 , This refers Fig. 15 on the basic execution of Fig. 1 and Fig. 16 on the basic execution of Fig. 2 ,
  • a transformation of a trimaran can be achieved via a catamaran in a monohull, with all associated changes in driving behavior and characteristics.
  • Fig. 15 shows a catamaran with reduced width and in the fourth position, the arms 2a, 2b are folded under the main hull 1 and moved down. This results in a particularly manoeuvrable but also unstable driving behavior.
  • the fifth illustration shows the arms 2a, 2b below the main hull 1 but directly to this fitting.
  • the third and the fourth presentation of Fig. 16 corresponds to the fourth and fifth representation of Fig. 15 ,
  • Fig. 17 shows five positions of a variant in which both the main hull 1 and the arms 2a, 2b wings 6 are provided extendable. Not extended wings are not shown here for the sake of simplicity, which is justified insofar as the wings 6 are added in the retracted state in not visible recesses here.
  • the first presentation of the Fig. 17 shows a position with a lateral distance next to the main hull 1 arranged arms 2a, 2b with each extended wings 6.
  • the wing mode is thus functionally a catamaran.
  • the second representation corresponds to the first representation with the difference that the main hull 1 is raised relative to the arms 2a, 2b. Again, wings 6 are extended only on the arms 2a, 2b.
  • the first two representations refer not only to a watercraft in which wings 6 in the main hull 1 are provided, but are retracted, but also to a watercraft in which no wings are provided in the main hull 1.
  • the third presentation of the Fig. 17 refers to a position corresponding to the first representation with the difference that also on the main hull 1 wings 6 are extended.
  • the fourth representation corresponds to the second, but the wings 6 of the main hull 1 are further extended accordingly to take into account the increased position of the main hull 1.
  • a wing 6 is extended only on the main hull 1, which is guided between the arms 2a, 2b.
  • Fig. 18 largely corresponds to the Fig. 17 with the difference that this representation does not affect the variant of Fig. 15 but on the variant of Fig. 16 , each extended to the wings 6, relates.
  • Fig. 19 shows two different modes of movement to achieve the same final state in a variant embodiment accordingly Fig. 1 ,
  • the boom 2a is lowered by pivoting the swing arm 3a in the counterclockwise direction about the first pivot axis 4a.
  • no movement takes place, so that the boom 2a is pivoted in the lower position ultimately by 90 ° relative to the upper position.
  • the boom is moved during the pivoting movement in the manner of a parallelogram and does not change its angular position. Only when the pivot arm 3b is in its vertical end position, the boom 2b is moved by a pivoting movement about the second pivot axis 5b in its end position.
  • the end position is identical for the arms 2a, 2b in both cases.
  • Fig. 20 shows the pivoting movement of a variant according to Fig. 2 , In the left half finds a movement of the same type as in Fig. 19 instead of. In the right half of the movement of the boom 2b is again shown in the manner of a parallelogram, but not in the end position Pivoting movement is performed so that the arm 2b remains parallel to its initial position.
  • FIGS. 21 and 22 show different simplified embodiments of a watercraft according to the invention in which the boom 2a, 2b with respect to the main hull 1 can only be pivoted.
  • This pivotal movement takes place downwards, while in the embodiment of Fig. 22 the pivoting movement takes place upwards.
  • Fig. 22 Of course, different structures 1b of the main hull 1 to adapt accordingly to allow this pivoting movement.
  • Fig. 23 shows five different positions of a variant in which the arms 2a, 2b can be arranged in the form of a roof above the main hull 1.
  • Fig. 24, Fig. 25, Fig. 26 and Fig. 27 show further pivoting and displacement movements of arms 2a, 2b with respect to the main hull 1.
  • the pivot arm 3a has only a very short length or omitted (length ⁇ 0).
  • FIGS. 28 and 29 show various embodiments as the arms 2a, 2b can be arranged above the main hull 1, wherein in Fig. 29 a roof-shaped configuration of the boom 2a, 2b is achieved, which can be used for example as a rollover cage.
  • the arms 10a, 10b are each articulated on a mechanism which consists of two interconnected pivoting arms 3a, 3c and 3b, 3d.
  • the cantilevers 10a, 10b may be pivotally mounted about a longitudinal axis on the outer pivot arms 3c, 3d to further increase variability.
  • the arms 10a, 10b are arranged under the main hull 1a, which serves here only as a support for structures not shown and itself is not necessarily buoyant.
  • the two arms 10a, 10b form in this point a common compact shell, ie they form on their outer sides a boat shape and lie with their inner sides largely closely to each other. This is a typical high-speed ride where lateral stabilization is dynamic.
  • FIG. 33 is raised in the main hull 1a.
  • Fig. 34 is shown a position for cornering with inclined main hull 1a.
  • Swivel arms 2a, 3a carry the wings 6, which are thus adjustable in height, since the pivot arms 2a, 3a about pivot points 22 and 23 are pivotable.
  • the FIGS. 35 and 36 show the pivot arms 2a, 3a respectively in a front, a contracted position, in which the wings 6 are received in their recesses and in the extended position, in which the wings 6 at a distance below the arms 10a, 10b are arranged.
  • 20 and 21 further recesses are indicated, which are provided in the arms 10 a, 10 b inside to in the position of Fig. 30 to allow passage of the pivot arms 2a, 3a through the otherwise directly adjoining arms 10a, 10b.

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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)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Jib Cranes (AREA)

Claims (16)

  1. Embarcation comprenant une coque principale (1, 1a) et au moins deux bras en porte à faux (2a, 2b) réglables en hauteur, fixés sur la coque principale (1, 1a), et qui peuvent être transférés dans une position située au-dessous de la coque principale,
    caractérisée en ce que
    dans la position située au-dessous de la coque principale (1, 1a) les bras en porte à faux (2a, 2b) sont situés directement côte à côte et forment une enveloppe compacte commune, ces bras définissant une forme de barque au niveau de leurs côtés externes et étant essentiellement étroitement appliqués l'un contre l'autre par leurs côtés internes.
  2. Embarcation conforme à la revendication 1,
    caractérisée en ce que
    les bras en porte à faux (2a, 2b) s'appliquant sans jeu l'un contre l'autre dans au moins une position le long d'un plan, de préférence le long du plan médian de l'embarcation.
  3. Embarcation conforme à la revendication 1,
    caractérisée en ce que
    les bras en porte à faux (2a, 2b) sont montés pivotant sur la coque principale (1, 1a).
  4. Embarcation conforme à l'une des revendications 1 et 2,
    caractérisée en ce qu'
    au moins un bras en porte à faux (2a, 2b) est monté sur la coque principale (1, 1a) par l'intermédiaire d'un mécanisme comportant au moins deux bras pivotants (3a, 3c, 3b, 3d).
  5. Embarcation conforme à l'une des revendications 1 à 3,
    caractérisée en ce qu'
    au moins deux bras en porte à faux (2a, 2b) sont montés pivotants indépendamment l'un de l'autre.
  6. Embarcation conforme à l'une des revendications 1 à 5,
    caractérisée en ce qu'
    au moins un bras en porte à faux (2a, 2b) est monté mobile sur un bras pivotant (3a, 3c, 3b, 3d).
  7. Embarcation conforme à la revendication 6,
    caractérisée en ce que
    le bras en porte à faux (2a, 2b) est monté réglable en hauteur et pivotant sur le bras pivotant (3a, 3b).
  8. Embarcation conforme à l'une des revendications 6 et 7, caractérisée en ce que
    le bras pivotant (3a, 3b) est articulé en étant réglable en hauteur sur l'embarcation.
  9. Embarcation conforme à l'une des revendications 1 à 8,
    caractérisée en ce qu'
    il est prévu un dispositif de pivotement permettant de déplacer le bras en porte à faux (2a, 2b) qui est réalisé sous la forme d'un guidage par parallélogramme déformable.
  10. Embarcation conforme à l'une des revendications 1 à 9,
    caractérisée en ce que
    des surfaces de support (6) sont montées sur au moins un bras en porte à faux (2a, 2b).
  11. Embarcation conforme à l'une des revendications 1 à 10,
    caractérisée en ce que
    des surfaces de support (6) sont montées sur la coque principale (1, 1a).
  12. Embarcation conforme à l'une des revendications 10 et 11,
    caractérisée en ce qu'
    il est prévu, dans la coque principale (1, 1a) ou le bras en porte à faux (2a, 2b) un évidement (20, 21) qui reçoit les surfaces de support (6) dans la position située dans la zone de la coque principale (1, 1a) ou dans le bras en porte à faux (2a, 2b).
  13. Embarcation conforme à l'une des revendications 10 à 12,
    caractérisée en ce qu'
    au moins une surface de support (6) est déployable télescopiquement ou susceptible de pivoter vers l'extérieur.
  14. Embarcation conforme à la revendication 13,
    caractérisée en ce que
    la surface de support (6) peut pivoter par l'intermédiaire d'un guidage à parallélogramme déformable.
  15. Embarcation conforme à l'une des revendications 1 à 14,
    caractérisée en ce qu'
    il est prévu un dispositif permettant de déplacer automatiquement le bras en porte à faux (2a, 2b) qui, au-dessous d'une vitesse minimum prédéterminée de l'embarcation transfère les bras en porte à faux (2a, 2b) dans la position située latéralement à proximité de la coque principale (1, 1a), et qui de préférence, au-dessus de la vitesse minimum de l'embarcation transfère les bras en porte à faux (2a, 2b) dans la position située au-dessous de la coque principale (1, 1a).
  16. Embarcation conforme à l'une des revendications 1 à 15,
    caractérisée en ce qu'
    au moins un bras en porte à faux (2a, 2b) est mobile entre une position située latéralement à proximité de la coque principale (1, 1a) et une position située au-dessus de la coque principale (1, 1a).
EP11728797.9A 2010-06-14 2011-06-10 Trimaran à bras pivotants Active EP2580113B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA978/2010A AT509948B1 (de) 2010-06-14 2010-06-14 Wasserfahrzeug
PCT/EP2011/059714 WO2011157660A1 (fr) 2010-06-14 2011-06-10 Trimaran à bras pivotants

Publications (2)

Publication Number Publication Date
EP2580113A1 EP2580113A1 (fr) 2013-04-17
EP2580113B1 true EP2580113B1 (fr) 2018-02-07

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Application Number Title Priority Date Filing Date
EP11728797.9A Active EP2580113B1 (fr) 2010-06-14 2011-06-10 Trimaran à bras pivotants

Country Status (6)

Country Link
US (1) US10173750B2 (fr)
EP (1) EP2580113B1 (fr)
AT (1) AT509948B1 (fr)
CA (1) CA2802086C (fr)
RU (1) RU2554729C2 (fr)
WO (1) WO2011157660A1 (fr)

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US9016220B2 (en) * 2012-09-17 2015-04-28 Clearpath Robotics, Inc. Variable geometry water vessel
RU2610161C1 (ru) * 2016-01-11 2017-02-08 Николай Петрович Дядченко Тримаран
RU2653983C1 (ru) * 2017-05-02 2018-05-15 Владимир Станиславович Тарадонов Надводно-подводный аппарат с изменяемой геометрией формы корпуса
GB201710201D0 (en) * 2017-06-16 2017-08-09 Wavefoil As Retractable foil mechanism
USD1008924S1 (en) * 2020-10-23 2023-12-26 Neil Beavers Recovery barge
IT202100005396A1 (it) * 2021-03-09 2022-09-09 Maurizio Sforza Scafi di imbarcazioni forniti di dispositivi stabilizzanti

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CA2802086A1 (fr) 2011-12-22
RU2554729C2 (ru) 2015-06-27
RU2013101559A (ru) 2014-07-20
EP2580113A1 (fr) 2013-04-17
AT509948A1 (de) 2011-12-15
US10173750B2 (en) 2019-01-08
AT509948B1 (de) 2015-08-15
US20130081565A1 (en) 2013-04-04
CA2802086C (fr) 2018-03-27
WO2011157660A1 (fr) 2011-12-22

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