EP2915734A1 - Multi-hull water craft with equaliser link for reducing the load on a bearing - Google Patents

Abstract

Disclosed is a multi-hull watercraft, such as a catamaran. The multi-hull watercraft (1) has a first and a second hull (2, 3), and a connecting structure, via which the first hull (2) is connected to the second hull (3). The connecting structure has an adjusting bearing for changing a position and / or an orientation of the first fuselage relative to the second fuselage. The adjusting bearing is connected to the first fuselage via at least one compensating connection. The balancing connection has one or more degrees of freedom to reduce bearing load on the adjustment bearing.

Description

Field of the invention

The present invention relates to multi-hull watercraft such as catamarans or trimarans. In particular, the present invention relates to variable width multi-hull watercraft.

State of the art

Catamarans and trimarans are known in the art. These multi-hulled watercraft have advantages over monohulled watercraft. As compared with monohull boats, multi-hull vessels achieve the required stability against wind pressure typically through a large width of the craft. The comparatively narrow trained monohulls get their stability against the wind pressure by a large keel ballast. The fact that no keel ballast is required for multi-hull watercraft, in particular means that multi-hull vessels are considered unsinkable with suitable construction.

The previously developed multi-hull vessels are typically rigid in width. The hulls are often designed so that they are usable for residential purposes.

A disadvantage of these conventional multi-hull vessels, however, is that they can not or only to a limited extent use the usual maritime infrastructure in marinas, since these are designed for the narrower monohulls. This applies to berths as well as cranes, winter berths on land, as well as locks on inland waterways.

For this reason, catamarans have been proposed whose width is variable.

However, it has been found that the mechanical device for modifying the width of the multi-hulled watercraft is prone to failure and subject to increased wear.

There is therefore a need for multi-hulled watercraft which have a reliable apparatus for varying the position and / or orientation of the hulls relative to one another.

Embodiments provide a multi-hull watercraft having first and second hulls. The multi-hull watercraft may have a connection structure via which the first hull is connected to the second hull. The connecting structure may have an adjusting bearing for at least partially supporting a change in a position and / or an orientation of the first fuselage relative to the second fuselage. The connecting structure may be formed such that the adjusting bearing is connected via at least one compensating connection with at least a part of the first fuselage. The balance joint may have one or more degrees of freedom to reduce bearing load on the adjustment bearing.

This provides a multi-hulled watercraft having a reliable device for varying the position and / or orientation of the hulls relative to one another. In particular, the longevity of the adjustment can be guaranteed and bearing failures are prevented.

The multi-hull vessel may be, for example, a catamaran or a trimaran.

The catamaran may be configured so that a distance between the first and the second hull is variable. The distance may be measured along a direction perpendicular to a central axis of the multi-hulled watercraft. The multi-hull vessel may have width variability. The longitudinal axis of the first fuselage can always be aligned substantially parallel to the longitudinal axis of the second fuselage.

The connection structure may include one or more power transmission components. A power transmission component may for example be designed as a beam. Each of the power transmission components is configured to transmit power to the first or second fuselage to change the position and / or orientation of the fuselage relative to the second fuselage. The Power transmission can be done for example in an axial direction of the beam.

The connection structure may, for example, comprise four power transmission components, two of the power transmission components being designed to transmit power to the first fuselage and the two further power transmission components to transmit power to the second fuselage.

Each of the power transmission components can perform the same or substantially the same position and / or orientation change with the hull on which the power transmission takes place. The term "substantially" in this context may mean that a relative movement between the power transmission component and the fuselage, which is permitted by the degree of freedom or the degrees of freedom of the balancing connection, is disregarded.

The balancing connection may be disposed at a junction between the connection structure and the fuselage. In particular, the compensation connection can be arranged at a transition from a power transmission component to the fuselage, at which the power transmission takes place through the power transmission component. Alternatively, the compensation connection may be part of the connection structure and / or part of the fuselage. For example, the compensation connection can be arranged between two components of the connection structure or two components of the trunk.

The connection structure may have a support structure or be connected to a support structure. The support structure may be configured to receive a transport load. The transport load may include a changing non-permanent loading of the ship, such as passengers and / or luggage. The support structure may include a living gondola or be adapted to carry a living gondola. The gondola may have a living and / or lounge area for the passengers. Additionally or alternatively, the support structure may carry at least one sail mast. At least one or all of the power transmission components may be connected to the support structure. The power transmission components may derive at least a portion of the vertical load of the support structure and / or the transport load. The connection between the support structure and the power transmission component may be a movable connection. The movable connection may have a bearing. The bearing can be a linear bearing. The bearing can be the adjustment bearing, which at least partially supports the change in position and / or orientation of the first fuselage relative to the second fuselage. Additionally or alternatively, the connection may comprise an elastic connecting element. The elastic connecting element may for example be an elastomeric connecting element.

The support structure may be torsionally rigid or substantially torsionally rigid. The support structure may comprise, for example, a plate or platform.

A balancing connection can be defined as a connection having at least one degree of freedom. The degrees of freedom of the compensation connection can be translational and / or rotational.

The same applies to the connection between the connection structure and the second trunk. In particular, the adjusting bearing and / or a further adjusting bearing of the connecting structure can be connected to at least one part of the second body via at least one further compensating connection.

The balancing connection can have one or more degrees of freedom. The one degree of freedom or the multiple degrees of freedom may be configured to reduce a bearing load of the adjustment bearing. The bearing load may be a force which is oriented substantially perpendicular to a degree of freedom or to a running direction of the adjustment bearing. For example, a bearing load of a linear bearing can be oriented substantially perpendicular to the guide direction of the linear bearing. A bearing load of a radial bearing can be oriented substantially in the radial direction.

The compensating connection may be single or have multiple joints. A joint can be defined as a movable connection between two rigid parts. The compensating connection may be rigidly connected to at least a part of the fuselage, the connecting structure and / or the adjusting bearing. The compensation connection can be rigidly connected to the adjustment bearing and / or rigidly connected to the first body.

The adjusting bearing may have a linear bearing or consist of a linear bearing.

According to one embodiment, the compensation connection is designed to transmit at least part of a force for changing the position and / or orientation of the first fuselage relative to the second fuselage. The balancing link can block those degrees of freedom used to transmit the fraction of force. For example, all degrees of freedom of the compensation connection can be oriented essentially perpendicular to the direction of the force transmission.

According to one embodiment, the degree of freedom or the degrees of freedom of the compensation connection is uninvolved or substantially uninvolved in the adjustment of the position and / or orientation of the first fuselage relative to the second fuselage. In other words, in order to adjust the position and / or orientation of the hulls, no or substantially no relative movement of the compensating connection along the degrees of freedom of the compensating connection may be required.

According to one embodiment, the compensation connection to a floating bearing and / or an elastic connecting element.

A movable bearing can be defined as a bearing which fixes at least one degree of freedom and has at least one unfixed degree of freedom. The floating bearing can be a linear bearing. The linear bearing may for example have a plain bearing and / or a linear roller bearing. The elastic connecting element may for example be an elastomeric connecting element.

According to a further embodiment, at least one of the degrees of freedom is a translational degree of freedom. The translational degree of freedom can be the only degree of freedom of the compensation connection.

According to a further embodiment, the translational degree of freedom is oriented along a longitudinal axis of the first fuselage.

According to one embodiment, the balance joint is configured to compensate for differences in expansion between components of the multi-hulled watercraft.

The components may be, for example, the first hull, the second hull, the connection structure and / or the support structure. The strain can be a temperature-induced strain. In particular, the compensation connection can be designed to compensate for a difference in expansion between the first and / or the second hull on the one hand and another component of the multi-hulled watercraft on the other hand, such as the connection structure. The elongation of the first and / or second hull may, for example, be an elongation along the longitudinal axis of the respective hull.

Additionally or alternatively, the compensation connection can be configured to compensate for changing mechanical load. The changing mechanical load can be caused by wave movements. For example, the changing mechanical load can lead to a torsion of the multi-hulled watercraft.

According to a further embodiment, the connecting structure, a power transmission component, the adjusting bearing, and / or a further adjusting bearing of the connecting structure is connected via a fixing connection with the first hull. The fixing compound can be designed so that at least all translatory degrees of freedom of the fixing compound are fixed. In other words, the fixing compound has only rotational degrees of freedom. The further adjusting bearing can be designed for at least partial storage of the change in the position and / or orientation of the first fuselage relative to the second fuselage. A derivation of a vertical load of the supporting structure and / or the transport load can take place at least partially via the further adjusting bearing.

The fixing compound may for example have one or more fixed bearings or be a restraint. A fixed bearing can be defined as a connection which fixes all three degrees of translational freedom, but with no torques being transmitted. A restraint can be defined as a joint that fixes all six degrees of freedom. The fixing compound may be configured to transmit at least a portion of a force to change the position and / or orientation of the first fuselage relative to the second fuselage.

According to one embodiment, there is an axial separation between the equalizing connection and the fixing connection, measured along a Longitudinal axis of the first fuselage. According to another embodiment, there is an axial separation between all compensating connections and all fixing connections, which in each case connect the connection structure to the first fuselage.

For example, the axial separation may be greater than one tenth, greater than a quarter, greater than one third, or greater than half the axial length of the first fuselage. All balancing connections can be arranged on the first fuselage bow-side or rear-side relative to all fixing connection.

According to one embodiment, the multi-hull watercraft has a supporting device for activatable mechanical bridging of the adjusting bearing.

According to a further embodiment, the activation of the mechanical bridging takes place depending on the position and / or the orientation of the first fuselage relative to the second fuselage.

The supporting device may be configured to at least partially support a bearing load of the adjusting bearing.

The support device may have one or more bolts. The bolt can be arranged on a first component. An opening, which is designed to receive the bolt, can be arranged on a second component. The activation of the support device can be done by engaging the bolt in the opening. The first component may be connected via the adjustment bearing with the second component.

According to a further embodiment, at least one of the degrees of freedom of the compensating connection allows a relative movement of more than 5 millimeters, or more than 10 millimeters, or more than 50 millimeters, or more than 100 millimeters, or more than 200 millimeters. The allowed relative movement may be less than 300 millimeters or less than 200 millimeters or less than 100 millimeters.

The relative movement can be measured between components of the balance joint, which are relative to each other along the degree of freedom move. For example, the relative movement may be a movement of a sliding element on a rail of a linear bearing.

According to a further embodiment, the multi-hull vessel has a support structure for receiving a transport load. A derivative of a vertical load of the support structure and / or the transport load can at least partially take place via the adjustment bearing. The transport load may include a changing loading of the ship, such as passengers and / or luggage.

Additionally or alternatively, the derivation of the vertical load of the support structure and / or the transport load at least partially via the compensation connection and / or the fixing compound.

Additionally or alternatively, the derivative of the vertical load of the support structure and / or the transport load can be at least partially via a power transmission component. The power transmission component may be connected to at least a portion of the first fuselage via the balancing link. Alternatively or additionally, the power transmission component can be connected to the support structure via the adjusting bearing.

According to a further embodiment, the compensation connection has a linear bearing.

According to a further embodiment, the multi-hull watercraft has a measuring device which is configured to detect a position parameter and / or a movement parameter of the position and / or orientation of the first hull relative to the second hull

For example, a positional parameter may be a distance between the first hull and the second hull. The distance may be measured perpendicular to the central axis of the multi-hulled watercraft. For example, a motion parameter may be a rate of change of a position parameter, such as the rate of change of the distance.

The measuring device may for example comprise a laser and / or a measuring wire. The measuring wire can, for example, along a distance to be measured to be excited.

The change in the position and / or orientation of the first fuselage relative to the second fuselage can take place automatically, in particular without limiting or regulating influencing of operating personnel.

The multi-hulled watercraft may include one or more drives for changing the position and / or orientation of the first hull relative to the second hull. The drive can be, for example, hydraulic, electrical and / or pneumatic.

According to a further embodiment, the multi-hull watercraft is designed such that the change in the position and / or orientation of the first hull relative to the second hull is controlled depending on the position parameters and / or movement parameters detected by the measuring device. The multi-hulled watercraft may include a controller configured to control one or more drives to change the position and / or orientation of the first hull relative to the second hull.

Controlling the change in position and / or orientation of the first fuselage relative to the second fuselage may be configured such that along the trajectory of the position and / or orientation change, the relative positions and / or orientations of the fuselages reduce the bearing load of the recliner.

The multi-hull watercraft may be configured such that the above-mentioned features and embodiments additionally apply to the second hull or to a plurality of other hulls.

Figur 1

ist eine schematische perspektivische Ansicht eines Mehrrumpf-Wasserfahrzeugs gemäß einem Ausführungsbeispiel;

Figur 2A

ist ein Querschnitt des in der Figur 1 gezeigten Ausführungsbeispiels entlang der in der Figur 1 gezeigten Schnittlinie und zeigt eine erste Konfiguration des Mehrrumpf-Wasserfahzeugs;

Figur 2B

ist ein Querschnitt des in der Figur 1 gezeigten Ausführungsbeispiels entlang der in der Figur 1 gezeigten Schnittlinie und zeigt eine zweite Konfiguration des Mehrrumpf-Wasserfahrzeugs;

Figur 3

ist eine Draufsicht auf die Balken, die Rümpfe und die Befestigung zwischen den Balken und den Rümpfen des in der Figur 1 gezeigten Ausführungsbeispiels;

Figur 4

ist ein Querschnitt durch eine Ausgleichsverbindung gemäß einem ersten Ausführungsbeispiels;

Figur 5A

ist ein Querschnitt durch eine Ausgleichsverbindung gemäß einem zweiten Ausführungsbeispiel;

Figur 5B

ist eine perspektivische Ansicht der Ausgleichsverbindung gemäß dem zweiten Ausführungsbeispiel;

Figur 5C

ist eine weitere perspektivische Ansicht der Ausgleichsverbindung gemäß dem zweiten Ausführungsbeispiel;

Figur 6A

ist eine perspektivische Ansicht einer Fixiervorrichtung zur Fixierung eines Balkens relativ zur Tragstruktur in dem in der Figur 1 gezeigten Ausführungsbeispiel, wobei sich das Mehrrumpf-Wasserfahrzeug in der zweiten Konfiguration befindet; und

Figur 6B

ist eine weitere perspektivische Ansicht der Fixiervorrichtung, wobei sich das Mehrrumpf-Wasserfahrzeug in der ersten Konfiguration befindet.

Brief description of the figures

FIG. 1

Figure 3 is a schematic perspective view of a multi-hulled watercraft according to one embodiment;

FIG. 2A

is a cross section of the in the FIG. 1 shown embodiment along in the FIG. 1 and shows a first configuration of the multi-hull watercraft;

FIG. 2B

is a cross section of the in the FIG. 1 shown embodiment along in the FIG. 1 and shows a second configuration of the multi-hulled watercraft;

FIG. 3

is a plan view of the beams, the hulls and the attachment between the beams and the hulls of the FIG. 1 shown embodiment;

FIG. 4

is a cross section through a compensating connection according to a first embodiment;

FIG. 5A

is a cross section through a compensating connection according to a second embodiment;

FIG. 5B

FIG. 15 is a perspective view of the balance joint according to the second embodiment; FIG.

FIG. 5C

is another perspective view of the balance joint according to the second embodiment;

FIG. 6A

is a perspective view of a fixing device for fixing a beam relative to the support structure in the in FIG. 1 1, wherein the multi-hulled watercraft is in the second configuration; and

FIG. 6B

FIG. 12 is another perspective view of the fixing device with the multi-hulled watercraft in the first configuration. FIG.

Detailed description of exemplary embodiments

FIG. 1 shows a multi-hull watercraft 1 according to an embodiment. The multi-hull vessel 1 is designed as a catamaran, which has a first hull 2 and a second hull 3. However, it is also conceivable that the multi-hull vessel 1 has more than two hulls. In particular, the multi-hull vessel may alternatively be designed as a trimaran be.

Between the two hulls 2, 3, a support structure 4 is arranged. The support structure 4 is designed to receive a transport load, such as passengers and luggage. The support structure 4 comprises a housing unit, which has a window front 5. The support structure 4 also has a navigation area 6. On the support structure 4, a sail mast 7 is arranged, which in the FIG. 1 is shown only partially for ease of illustration.

The hull 2 is connected to the support structure 4 via the beams 10 and the beam 13 (not shown in FIGS FIG. 1 ) connected; and the hull 3 is connected to the support structure 4 via the beams 11 and 12. Of the four bars are in the FIG. 1 the bars 10, 11 and 12 shown in the sectional view of FIGS. 2A and 2B the bars 10 and 11 shown, and in the plan view of FIG. 3 all four bars 10, 11, 12 and 13 are shown.

The beams 10 and 11 are arranged on the bow side relative to the beams 12 and 13. Each of the beams is oriented with its longitudinal axis perpendicular to the central axis M of the multi-hulled watercraft.

Each of the beams 10, 11, 12 and 13 is formed as an I-beam. The beams may, for example, at least partially made of CFRP (carbon fiber reinforced plastic) exist.

By a horizontal movement of the beams in a direction which is oriented substantially perpendicular to the central axis M of the catamaran, the hulls 2, 3 are displaceable so that a distance of the hulls from the central axis M is variable. Therefore, the beams represent power transmission components. Each of the beams is adapted for transmitting power to one of the hulls for changing the position of the hulls 2, 3 relative to each other.

By changing the position of the hulls 2, 3 relative to each other, the width b of the catamaran can be changed. The catamaran is designed so that the hulls 2, 3 are simultaneously adjustable. However, it is also conceivable that the hulls 2, 3 are independently adjustable.

By changing the position of the hulls 2, 3 relative to each other, the catamaran can be brought into a first and a second configuration. FIG. 2A shows the catamaran in the first configuration and the FIG. 2B shows the catamaran in the second configuration. Each of these figures shows a cross section through the catamaran along the in FIG. 1 illustrated section line CC. In the first configuration, the hulls 2, 3 are extended so far that the catamaran has sufficient stability against the wind pressure to be moved by sail force. In the second configuration, the hulls 2, 3 retracted, so that the catamaran can be maneuvered for example in narrow berths and can use lock systems in inland waterways. Similarly, cranes and winter berths can be used in the second configuration, which are usually designed for monohulls with a smaller width b.

In the cross sections of the FIGS. 2A and 2B are the bow-side beams 10 and 11, their connection to the support structure 4, as well as their connection with the hulls 2, 3 illustrated schematically. The connection of the rear-side beams 12 and 13 to the support structure 4 is configured accordingly, as in the bow-side beams 10 and 11. As with reference to FIGS FIG. 3 will be described below, however, the connection between the rear-side beams 12, 13 and the hulls 2, 3 differs from the connection between the bow-side beams 10, 11 and the hulls 2, 3rd

The bow-side beams 10 and 11 are offset in a direction along the central axis of the catamaran relative to each other. Likewise, the rear-side beams 12, 13 are arranged offset in a direction along the central axis relative to each other. Therefore, in the FIG. 2B the beam 10 partially hidden by the beam 11.

Each of the beams 10, 11, 12, 13 is connected to the support structure 4 via a linear bearing. Each of the linear bearings derives a part of the vertical load of the support structure 4 and the transport load received therefrom. For the beams 10 and 11, the linear bearings in the FIGS. 2A and 2B shown. For the beams 12 and 13, the linear bearings are designed accordingly.

As in the FIGS. 2A and 2B is illustrated, each of the bow-side beams 10, 11 each have a linear bearing rail 30, 31 which is mounted on the top of the respective beam and extending substantially along the entire length of each beam extends. Each of the linear bearing slides 32, 33, 34 and 35 run on each of the linear bearing rails 30, 31. Each of the linear bearing slides 32, 33, 34 and 35 is connected to the support structure 4 (not shown in FIGS FIGS. 2A and 2B ). For each of the linear bearing slides 32, 33, 34, 35, the connection with the support structure 4 is designed to be movable. For example, the connection between the linear bearing slide 32, 33, 34, 35 and the support structure 4 may comprise an elastomeric element and / or be formed gimbal.

In the illustrated embodiment, the linear bearings, which connect the respective beam with the support structure, designed as a linear roller bearing for each of the beams. However, it is also conceivable that the linear bearings are designed as linear sliding bearings.

Each of the linear bearings performs the function of an adjustment bearing. Each of the adjusting supports the change in the position of the first hull 2 relative to the second hull 3 partially so that all adjusting bearings together cause the storage of the change in position. The beams 10, 11, 12 and 13, the adjusting bearings and the supporting structure 4 together perform the function of a connecting structure which connects the first hull 2 to the second hull 3.

It has been found that the adjusting bearings have a higher wear resistance and that blocking of the adjusting bearings can be prevented more effectively if, for each of the hulls 2, 3, one beam is connected to the respective hull via at least one compensating connection. The compensation connection has at least one degree of freedom, which is configured to reduce the bearing load of at least one of the adjustment of the catamaran. In the described embodiment, each of the compensating connections is configured as a linear plain bearing.

Such a bearing load can be generated, for example, by different temperature-induced expansions of the first fuselage, the second fuselage and / or the support structure 4. For example, the first fuselage may vary in temperature along its longitudinal axis as compared to the support structure 4 due to temperature.

Additionally or alternatively, bearing loads can be generated by changing mechanical loads. Such changing mechanical loads can be generated by water waves, which lead to a torsion of the vessel.

In the described embodiment, the bow-side beam 10 is connected via the compensating connections 20 and 21 to the fuselage 2 and the bow-side beam 11 is connected to the fuselage 3 via the compensating connections 22 and 23. About each of the compensating connections 20, 21, 22 and 23, a portion of a vertical load of the support structure 4 and the transport load is derived.

FIG. 3 is a plan view of the beams 10, 11, 12 and 13, the hulls 2 and 3, as well as the connections between the beams 10, 11, 12 and 13 and the hulls 2 and 3. For ease of illustration, the support structure 4 are particularly (shown in the FIGS. 2A and 2B ) and the linear bearings, which connect the beams 10, 11, 12 and 13 with the support structure 4, not shown. To clarify the representation is in the FIG. 3 the section line CC for the cross sections of FIGS. 2A and 2B located.

Each of the equalizing connections 20, 21, 22 and 23 has exactly one degree of freedom, which is a translational degree of freedom. For each of the compensating connections, the translational degree of freedom is oriented along the longitudinal axis A1, A2 of the fuselage to which the respective compensating connection provides a connection.

In the FIG. 3 the degree of freedom of the respective compensation connection is symbolized in each case by an arrow 40, 41, 42, 43.

It has been found that by each of the degrees of freedom 40, 41, 42 and 43, the bearing load on at least one of the adjustment can be reduced. In each of the compensating joints 20, 21, 22, 23, a relative movement between the beam and the hull, which is carried out along the degree of freedom, leads to a change in a bearing load of at least one of the adjusting bearings.

Each of the equalizing joints 20, 21, 22, 23 transmits a part of the force for changing the position of the hulls 2, 3.

Each of the degrees of freedom 40, 41, 42 and 43 is oriented substantially perpendicular to a direction of travel of the beam, which for the compensation connection of the respective degree of freedom leads. Thereby, the direction of the force transmission, which is caused by the beam, is substantially perpendicular to the degree of freedom. Therefore, each of the equalizing links 20, 21, 22 and 23 blocks those degrees of freedom which are used to transmit power to the respective balancing link. As a result, each of the degrees of freedom 40, 41, 42 and 43 is substantially uninvolved in adjusting the position of the hulls 2 and 3.

The degrees of freedom 40 and 41 of the balancing connections 20 and 21 between the beam 10 and the fuselage 2 are oriented along the longitudinal axis A 2 of the fuselage 2. The degrees of freedom 42 and 43 of the balancing connections 22 and 23 between the beam 11 and the fuselage 3 are oriented along the longitudinal axis A 1 of the fuselage 3. It has been shown that this effectively different strains on the hulls 2, 3 and / or component support structure can be compensated. These strains can be, for example, temperature-induced strains. These differences in expansion then do not lead to an increase in the bearing load of the adjustment. Furthermore, it has been found that the compensating connections 20, 21, 22 and 23 can reduce the influence of changing loads on the bearing load. The changing loads can be generated for example by wave movements.

The rear-side beam 12 is connected to the fuselage 3 with a plurality of fixing connections 25, 26, 27. Likewise, the rear-side beam 13 is connected to the fuselage 2 with a plurality of fixing connections 28, 29, 30. Each of the fixing compounds fixes at least all three translational degrees of freedom.

Each of the fixing connections 25, 26, 27, 28, 29, 30 can be designed, for example, as a screw connection.

For each of the hulls 2 and 3, all fixing connections 25, 26, 27, 28, 29 and 30 are axially separated from all equalizing connections 20, 21, 22, 23. In other words, there is a separation distance s between the equalizing connections 20, 21, 22, 23 and the fixing connections 25, 26, 27, 28, 29 and 30. The separation distance s may be greater than a quarter, greater than one third, or greater than half the axial length of the respective trunk.

The multi-hulled watercraft further includes a measuring device (not shown in FIG of the FIG. 3 ), which is designed to detect position parameters and / or movement parameters of the position of the first fuselage relative to the second fuselage.

In the in the FIG. 3 In the embodiment shown, the measuring device is designed to detect a distance d1 between the longitudinal axes A1, A2 of the hulls 2, 3 at the bow-side end sections of the hulls 2, 3. Further, the measuring device detects a distance d2 between the longitudinal axes A1, A2 at the rear end portions of the hulls 2, 3. Alternatively, the measuring device may be configured to detect rates of change of the distances d1 and d2.

The multi-hull watercraft has a plurality of drives for changing the position of the first fuselage 2 relative to the second hull 3.

The drives are dependent on the detected position parameters by a control device (not shown in the FIG. 3 ) controlled. This makes it possible that during adjustment, the distance d1 is substantially equal to the distance d2. It has been shown that thereby the bearing load of the adjustment can be kept low.

FIG. 4 shows a cross section through the compensating connection 20 according to a first embodiment. The balancing connection 20 is arranged between the beam 10 and the fuselage 2. The longitudinal axis of the fuselage 2 is perpendicular to the plane of the paper FIG. 4 oriented. The compensating connections 21, 22 and 23 may be formed corresponding to the balancing connection 20 shown.

The compensating connection 20 is designed as a linear sliding bearing, the degree of freedom of which is oriented along the longitudinal axis of the fuselage 2, that is to say perpendicular to the plane of the paper FIG. 4 ,

The beam 10 has a tunnel-shaped recess 43 in the bottom surface 49 of the beam 10, which extends along the longitudinal axis of the fuselage 2. In the recess 43, a carriage 42 is arranged. On the top of the hull 2, a bottom plate 40 is mounted.

On the bottom plate 40, a rail 41 is attached. The rail has a T-shaped profile. The rail extends with constant profile in one direction, which is oriented parallel to the longitudinal axis of the fuselage 2. On the surfaces of the crossbar of the T-shaped profile sliding linings 44, 45, 46, 47 and 48 are arranged, which cooperate with sliding surfaces of the carriage 42. The sliding linings 44, 45, 46, 47 and 48 may for example be at least partially made of plastic.

FIG. 5A shows a balancing connection 20A according to a second embodiment.

That in the FIG. 5A shown second embodiment of a balancing connection 20a has components which are similar to those in the FIG. 4 shown components of the first embodiment 20 in their structure and / or function are analog. Therefore, the components of the second embodiment are partially provided with similar reference numerals, but having the accompanying character "a".

The compensating connection 20a has a sliding element 50a as a bearing element, which is displaceably guided by a rail as an abutment element. The rail is formed by the bottom plate 40a and a structure 61a and has a C-profile. In the interior of the C-profile, running surfaces are arranged, on which the sliding surfaces of the sliding element 50a slide.

The slider 50a has a foot which is disposed inside the rail. Further, the slider 50a has an extension 51a which extends away from the foot and has a threaded hole. In the threaded hole of the extension 51 a, a bolt 55 a can be arranged, through which the sliding element 50 a can be fastened to the beam 10. The bolt 55a and a part of the extension 51a can be arranged in an opening of the beam 10 and fastened to the beam 10 by means of a nut 54a.

The extension 51a has a shoulder 58a, on which a collar element 56a rests. On the collar element 56a, in turn, there is a stabilizing element 53a, via which the extension 51a is fastened in a form-fitting manner to the beam 10. The positive locking blocks two translational degrees of freedom, which are oriented orthogonally to the translational degree of freedom of the compensation connection. By the stabilizing element 53a, a higher stability is obtained in the two blocked translatory degrees of freedom. In addition, the stabilizing element 53a allows a greater force application into the beam 10.

Each of the Figures 5B and 5C is a perspective view of the compensating connection 20a. In the FIG. 5B the balance joint 20a is shown with the stabilizing element 53a, while in the FIG. 5C the balancing connection 20a is shown without the stabilizing element 53a. To simplify the illustration is in the Figures 5B and 5C the bar 10 is not shown.

As in the Figures 5B and 5C can be seen, the compensating connection 20a in addition to a second sliding element 52a as a bearing element, which is arranged relative to the first sliding element 50a offset along a direction which is parallel to the longitudinal axis of the fuselage 2. The second sliding member 52a is formed substantially the same as the first sliding member 50a. Like the first sliding element 50a, the second sliding element 52a is also connected by a bolt (not shown in FIGS Figures 5B and 5C ) fastened to the beam 10. The second sliding member 52a runs in a rail as an abutment member formed by the bottom plate 40a and the structure 61a.

Like in the FIG. 5C As can be seen, the structure 61a has a first slot 72a and a second slot 73a. Each of the elongated holes 72a, 73a is configured such that the bottom plate 40a and the structure 61a form a C-profile for guiding the first sliding member 50a and the second sliding member 52a. The first slider 50a extends through the first slot 72a and the second slider 52a extends through the second slot 73a. The stabilizing element 53a has a first opening 74a through which the first sliding element 50a extends at least partially. Furthermore, the stabilizing element 53a has a second opening 75a, through which the second sliding element 52a at least partially extends. As a result, the stabilizing element stabilizes at least two sliding elements stabilizing 50a, 52a.

As below with reference to the FIGS. 6A and 6B is explained, the multi-body watercraft 1 on a supporting device. The support device is configured so that a mechanical bridging of the adjustment can be activated. About the mechanical bridging at least a part of the bearing load of the adjustment is derived. This is shown in the FIG. 6A for the other side beams 10, 12 and 13, the support device is formed accordingly.

Like in the FIG. 6A can be seen, the beam 11 is formed as an I-beam. On the I-beam, the linear bearing rail 31 is arranged, which extends substantially along the entire length of the beam 11. On the linear bearing rail 31, the linear bearing slides 34 and 35 are arranged, which with the support structure 4 (shown in the FIGS. 2A and 2B ) are connected. The linear bearing slides 34 and 35 together with the linear bearing rail 31 an adjustment. Together with the adjusting bearings, which are arranged on the other beams, this adjusting bearing forms a bearing for changing the position of the hulls relative to each other. Like in the FIG. 6A is also shown, the beam 11 via the balancing connections 22 and 23 with the surface 36 of the fuselage 3 (also shown in the FIGS. 1 . 2A and 2B ) connected.

The support structure 4 has a first frame 62 and a second frame 63. The second frame 63 is open towards the bottom. The beam 11 and the linear bearing rail 31 disposed thereon extend through the opening 64 of the first frame 62 and through the opening 65 to the second frame 63. The first frame 62 is disposed substantially in the center of the multi-hulled watercraft. Like in the FIG. 1 is shown, the second frame 63 is disposed on an outer side of the support structure 4, at which the beam 11 protrudes under the support structure 4.

The beam 11 has at a first end a first end plate 66 and at a second end a second end plate 69. Further, the beam 11 on the in the FIG. 6A shown side a first rib 68 and a second rib 67 on the opposite, in the FIG. 6A not shown side, the beam 11 has a rib 68 corresponding to the first rib 68, which has a same axial position as the first rib 68, and a second rib 67 corresponding rib, which has a same axial position, as the second rib 67 ,

The FIG. 6A shows the beam 11 when the catamaran is in the second configuration (shown in FIG FIG. 2B ), in which the hulls are retracted. In this configuration, the first end plate 66 is abutted against the second frame 63. Further, the first rib 68 and the corresponding rib are abutted against the first frame 62. The first frame 62 has two bolts (not shown) , which in the second configuration into corresponding openings (not shown) in the first rib 68 and the thereto intervene corresponding rib. Furthermore, the second frame 63 has two bolts (not shown) which in the second configuration engage corresponding apertures (not shown) in the first end plate 66. Each of the bolts is oriented along the longitudinal axis of the beam 11, so that by moving the beam in a direction parallel to its longitudinal axis, the bolts can be inserted into or removed from the openings.

By the engagement of the bolts in the openings, an additional positive connection is provided, which connects the support structure with the beam 11. This positive connection is an additional connection to the connection between the support structure and the beam 11 via the adjusting bearing. This additional positive connection supports the bearing load of the adjustment from. The adjusting bearing is therefore mechanically bridged. The mechanical override is activated when the catamaran is brought into the second configuration and the bolts engage in the corresponding openings.

Will the catamaran of the second configuration (shown in the FIG. 2B ) in the first configuration (shown in FIG FIG. 2A ), the beam 11 moves in the arrow direction 70. The position of the beam 11 relative to the first and second frames 62, 63 in the first configuration is shown in FIG FIG. 6B shown.

By removing the beam 11 from the second configuration, the first rib 68 and the corresponding rib, as well as the first end plate 66 respectively detach from the stop, and the bolts of the first and second frames 62, 63 come out of the respective openings. This deactivates the mechanical bypass.

Like in the FIG. 6B is shown, is in the first configuration, the second end plate 69 in abutment against the first frame 62. In the illustration of FIG. 6B is the second rib 67 hidden by the second frame 63, since the second rib and the corresponding rib in abutment against the second frame 63 are.

The second frame 63 has two bolts, which in the first configuration engage in corresponding openings in the second rib 67 and in the rib corresponding thereto. Furthermore, the first frame 62 has two bolts, which in the first configuration engage in corresponding openings in the second end plate 69. Each of the bolts is aligned along the longitudinal axis of the beam.

By the engagement of the bolts in the openings, an additional positive connection is provided in the first configuration, which connects the support structure with the beam 11. This positive connection is an additional connection to the connection between the support structure and the beam 11 via the adjusting bearing. This additional positive connection supports the bearing load of the adjustment from. The adjusting bearing is therefore mechanically bridged. The mechanical bypass is activated when the catamaran is brought into the first configuration.

The mechanical bridging by the engagement of the bolts in the openings is in particular made possible by the compensating connections 20, 21, 22, 23. These compensating connections are in particular configured to compensate for differences in expansion between components of the catamaran. Furthermore, these compensating connections are configured to compensate for changing mechanical loads generated by wave shock.

This provides a multi-hulled watercraft that efficiently provides high stability in the first and second configurations.

Claims (15)

A multi-hull watercraft (1) comprising
a first hull (2) and a second hull (3); and
a connection structure via which the first hull (2) is connected to the second hull (3);
wherein the connecting structure comprises an adjusting bearing for at least partially supporting a change of a position and / or an orientation of the first hull (2) relative to the second hull (3);
wherein the connecting structure is formed so that the adjusting bearing is connected via at least one compensating connection (20) with at least a part of the first hull (2);
wherein the compensating connection (20) has one or more degrees of freedom (40) for reducing a bearing load of the adjusting bearing. The multi-hull watercraft (1) according to claim 1, wherein the compensating connection (20) comprises a floating bearing and / or an elastic connecting element. The multi-hull watercraft (1) according to claim 1 or 2, wherein at least one of the degrees of freedom (40) is a translatory degree of freedom. The multi-hull watercraft (1) according to claim 3, wherein the translational degree of freedom is oriented along a longitudinal axis (A2) of the first hull (2). The multi-hulled watercraft (1) according to claim 3 or 4, wherein the translational degree of freedom is the only degree of freedom of the balancing link (40). The multi-hulled watercraft (1) according to any one of the preceding claims, wherein the balance joint (20) is adapted to compensate for differences in expansion between components of the multi-hulled watercraft (1). The multi-hull watercraft (1) according to one of the preceding claims;
wherein the connection structure is further connected to the first trunk (2) via a fixing connection (28), wherein the fixing connection (28) fixes at least all translational degrees of freedom of the fixing connection (28). The multi-hulled watercraft (1) according to claim 7, wherein said balance joint (20) and said fixing compound (28) are axially separated from each other, measured along a longitudinal axis (A2) of said first hull (2). The multi-hull watercraft (1) according to one of the preceding claims, further comprising a support device for activatable mechanical bridging of the adjustment bearing. The multi-hulled watercraft (1) according to claim 9, wherein the multi-hulled watercraft (1) is configured such that activation of the mechanical bridging depends on the position and / or orientation of the first hull (2) relative to the second hull (3 ) he follows. The multi-hulled watercraft (1) according to any one of the preceding claims, wherein the degree of freedom (40) of the balance joint is a relative movement of more than 5 millimeters, or more than 10 millimeters, or more than 50 millimeters, or more than 100 millimeters, or more 200 mm allowed. The multi-hulled watercraft (1) according to one of the preceding claims, further comprising a support structure (4) for receiving a transportation load;
wherein a derivative of a vertical load of the support structure (4) and / or the transport load at least partially via the adjustment bearing and / or the compensation connection (20). The multi-hull watercraft (1) according to one of the preceding claims, further comprising a measuring device for detecting a position parameter and / or a movement parameter of the position and / or the orientation of the first hull relative to the second hull. The multi-hull watercraft (1) according to any one of the preceding claims, wherein the balance joint (20) comprises a linear bearing. The multi-hulled watercraft (1) according to any one of the preceding claims, wherein the balance joint (20) is adapted to transmit at least a portion of a force to change the position and / or orientation of the first hull (2) relative to the second hull (3) ,

Images