EP2915734B1 - Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers - Google Patents

Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers Download PDF

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Publication number
EP2915734B1
EP2915734B1 EP14000753.5A EP14000753A EP2915734B1 EP 2915734 B1 EP2915734 B1 EP 2915734B1 EP 14000753 A EP14000753 A EP 14000753A EP 2915734 B1 EP2915734 B1 EP 2915734B1
Authority
EP
European Patent Office
Prior art keywords
hull
bearing
freedom
connection
degrees
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.)
Active
Application number
EP14000753.5A
Other languages
German (de)
English (en)
Other versions
EP2915734A1 (fr
Inventor
Dr. Ernst Bullmer
Gerhard Euchenhofer
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.)
Futura Yacht Systems Eub & Co KG GmbH
Original Assignee
Futura Yacht Systems Eub & Co KG GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to EP14000753.5A priority Critical patent/EP2915734B1/fr
Application filed by Futura Yacht Systems Eub & Co KG GmbH filed Critical Futura Yacht Systems Eub & Co KG GmbH
Priority to ES14000753T priority patent/ES2765188T3/es
Priority to PCT/EP2015/000481 priority patent/WO2015131999A1/fr
Priority to EP15707877.5A priority patent/EP3114020B1/fr
Priority to ES15707877.5T priority patent/ES2678746T3/es
Priority to PT157078775T priority patent/PT3114020T/pt
Priority to DK15707877.5T priority patent/DK3114020T3/en
Priority to CN201580022338.XA priority patent/CN106458286B/zh
Priority to US15/123,584 priority patent/US9963202B2/en
Priority to DE202015009486.4U priority patent/DE202015009486U1/de
Publication of EP2915734A1 publication Critical patent/EP2915734A1/fr
Priority to HRP20181110TT priority patent/HRP20181110T1/hr
Application granted granted Critical
Publication of EP2915734B1 publication Critical patent/EP2915734B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/14—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
    • 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
    • B63B2001/145—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 having means for actively varying hull shape or configuration

Definitions

  • the present invention relates to variable width, multi-hulled watercraft such as catamarans or trimarans.
  • 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 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.
  • GB 2385563 A discloses a sailboat with several hulls. Each of the hulls is connected to crossbeams via rotary joints. By rotation of the cross beams relative to the hulls, the hulls can be moved relative to each other.
  • the invention provides a multi-hull watercraft according to claim 1 having first and second hulls.
  • a multi-hulled watercraft which has a reliable device for changing the position of the hulls relative to each other.
  • 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 or trimaran is designed such that a distance between the first and the second hull can be varied.
  • the distance may be measured along a direction perpendicular to a central axis of the multi-hulled watercraft.
  • the longitudinal axis of the first fuselage can always be aligned substantially parallel to the longitudinal axis of the second fuselage.
  • connection structure has several 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 alter the
  • Power transmission can be done for example in an axial direction of the beam.
  • 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.
  • 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.
  • the compensation connection may be part of the connection structure and / or part of the fuselage.
  • the compensation connection can be arranged between two components of the connection structure or two components of the trunk.
  • the connection structure has 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 is a movable connection.
  • the movable connection has a bearing.
  • the bearing is a linear bearing.
  • the bearing is the adjustable bearing, which at least partially supports the change in position and / or orientation of the first fuselage relative to the second fuselage.
  • 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.
  • connection structure and the second trunk.
  • 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.
  • 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 has a linear bearing or may consist of a linear bearing.
  • 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.
  • 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.
  • no or substantially no relative movement of the compensating connection along the degrees of freedom of the compensating connection may be required.
  • 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.
  • 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.
  • the translational degree of freedom is oriented along a longitudinal axis of the first fuselage.
  • 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.
  • 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.
  • the compensation connection can be configured to compensate for changing mechanical load.
  • the changing mechanical load can be caused by wave movements.
  • the changing mechanical load can lead to a torsion of the multi-hulled watercraft.
  • 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 support structure and / or the transport load can be at least partially via the other adjustment bearings.
  • 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.
  • 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.
  • the multi-hull watercraft has a supporting device for activatable mechanical bridging of the adjusting bearing.
  • 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.
  • 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.
  • the relative movement may be a movement of a sliding element on a rail of a linear bearing.
  • the multi-hull watercraft 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 be at least partially via the adjustment.
  • the transport load may include a changing loading of the ship, such as passengers and / or luggage.
  • 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.
  • 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.
  • the power transmission component can be connected to the support structure via the adjusting bearing.
  • the compensation connection has a linear bearing.
  • 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.
  • a positional parameter may be a distance between the first hull and the second hull. The distance may be measured perpendicular to the centerline of the multi-hulled watercraft.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 2A shows the catamaran in the first configuration
  • 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.
  • 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.
  • 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.
  • cranes and winter berths can be used in the second configuration, which are usually designed for monohulls with a smaller width b.
  • FIGS. 2A and 2B 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.
  • 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.
  • 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.
  • the linear bearings in the FIGS. 2A and 2B shown.
  • the linear bearings are designed accordingly.
  • 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 ).
  • the connection with the support structure 4 is designed to be movable.
  • 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.
  • the linear bearings which connect the respective beam with the support structure, designed as a linear roller bearing for each of the beams.
  • 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.
  • 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.
  • the first fuselage may vary in temperature along its longitudinal axis as compared to the support structure 4 due to temperature.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • all the fixing connections 25, 26, 27, 28, 29 and 30 are axially separated from all the compensation connections 20, 21, 22, 23.
  • 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.
  • 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.
  • a carriage 42 is arranged in the recess 43.
  • a bottom plate 40 is mounted on the top of the hull 2.
  • a rail 41 is attached on the bottom plate 40.
  • 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.
  • 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.
  • 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.
  • the stabilizing element 53a allows a greater force application into the beam 10.
  • FIG. 5B is a perspective view of the compensating connection 20a.
  • the balance joint 20a is shown with the stabilizing element 53a
  • the balancing connection 20a is shown without the stabilizing element 53a.
  • the bar 10 is not shown.
  • 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.
  • 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.
  • 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.
  • the stabilizing element 53a has a second opening 75a, through which the second sliding element 52a at least partially extends.
  • the stabilizing element stabilizes at least two sliding elements stabilizing 50a, 52a.
  • 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.
  • the beam 11 is formed as an I-beam.
  • the linear bearing rail 31 is arranged, which extends substantially along the entire length of the beam 11.
  • 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.
  • this adjusting bearing forms a bearing for changing the position of the hulls relative to each other.
  • 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.
  • 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 on a first rib 68 and a second rib 67 on. 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 ,
  • FIG. 6A shows the beam 11 when the catamaran is in the second configuration (shown in FIG. 2B ), in which the hulls are retracted.
  • the first end plate 66 is abutted against the second frame 63.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 6B is in the first configuration, the second end plate 69 in abutment against the first frame 62.
  • 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.
  • 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)

  1. Bateau multicoque (1), comprenant
    une première coque (2) et une deuxième coque (3) ;
    une structure de liaison, par le biais de laquelle la première coque (2) est reliée à la deuxième coque (3) ;
    dans lequel la structure de liaison présente un palier de réglage avec une composante de transmission de force pour la transmission de force à la première coque (2) pour la modification de la position de la première coque (2) par rapport à la deuxième coque (3) ; dans lequel le palier de réglage est un palier linéaire ; dans lequel une distance entre la première coque (2) et la deuxième coque (3) est modifiable par la modification de la position pour faire varier une largeur du bateau multicoque (1) ; et
    une structure porteuse, dans lequel une liaison entre la structure porteuse et la composante de transmission de force est une liaison mobile, laquelle présente le palier de réglage de la structure de liaison ;
    caractérisé en ce que la structure de liaison est réalisée de telle sorte que le palier de réglage est relié à au moins une partie de la première coque (2) par le biais d'au moins une liaison de compensation (20) ; dans lequel la liaison de compensation est agencée en un passage entre la composante de transmission de force et la première coque (2) ;
    dans lequel la liaison de compensation (20) présente un ou plusieurs degrés de liberté (40) pour la réduction d'une sollicitation des paliers du palier de réglage ; et dans lequel la liaison de compensation (20) est réalisée pour compenser des différences de dilatation entre une dilatation de la première coque (2) le long d'un axe longitudinal de la première coque (2) et une dilatation de la structure de liaison au moyen des un ou plusieurs degrés de liberté, dans lequel la sollicitation des paliers est générée par les différences de dilatation,
    et en ce
    que la structure de liaison présente plusieurs composantes de transmission de force.
  2. Bateau multicoque (1) selon la revendication 1, dans lequel la sollicitation des paliers est une force, laquelle est orientée sensiblement perpendiculairement à une direction de guidage du palier linéaire.
  3. Bateau multicoque (19) selon la revendication 1 ou 2, dans lequel un mouvement relatif entre la composante de transmission de force et la première coque (2), lequel est réalisé le long des un ou plusieurs degrés de liberté, conduit à une modification de la sollicitation des paliers.
  4. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel une déviation d'une charge verticale de la structure porteuse a lieu au moins en partie par le biais du palier linéaire de la structure de liaison, par le biais des composantes de transmission de force et/ou par le biais de la liaison de compensation.
  5. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel les un ou plusieurs degrés de liberté sont sensiblement non impliqués dans le réglage de la position de la première coque (2) par rapport à la deuxième coque (3).
  6. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel au moins un des degrés de liberté (40) est un degré de liberté de translation, dans lequel en option le degré de liberté de translation est orienté le long d'un axe longitudinal (A2) de la première coque (2).
  7. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel la liaison de compensation présente un palier, lequel présente un ou plusieurs degrés de liberté, dans lequel le palier présente en outre un ou plusieurs degrés de liberté non fixés, lesquels mettent à disposition de la liaison de compensation les un ou plusieurs degrés de liberté de la liaison de compensation, dans lequel en option le palier de la liaison de compensation est un palier linéaire.
  8. Bateau multicoque (1) selon une ou plusieurs des revendications précédentes, dans lequel le palier linéaire présente un palier lisse.
  9. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel le palier linéaire présente un palier à roulement linéaire.
  10. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel lors de la modification de la position de la première coque (2) par rapport à la deuxième coque (3), les composantes de transmission de force effectuent un changement de position sensiblement identique à celui de la première coque (2).
  11. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel les un ou plusieurs degrés de liberté sont sensiblement non impliqués pour la modification de la position de la première coque (2) par rapport à la deuxième coque (3).
  12. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel la liaison de compensation bloque les degrés de liberté qui sont utilisés pour la transmission de force.
  13. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel la liaison de compensation (20) est réalisée pour transmettre au moins une partie d'une force pour la modification de la position de la première coque (2) par rapport à la deuxième coque (3).
  14. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel les plusieurs composantes de transmission de force comprennent quatre composantes de transmission de force.
  15. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel il s'agit d'un catamaran.
EP14000753.5A 2014-03-03 2014-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers Active EP2915734B1 (fr)

Priority Applications (11)

Application Number Priority Date Filing Date Title
ES14000753T ES2765188T3 (es) 2014-03-03 2014-03-03 Embarcación multicasco con unión de compensación para reducir una carga de cojinete
EP14000753.5A EP2915734B1 (fr) 2014-03-03 2014-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers
DE202015009486.4U DE202015009486U1 (de) 2014-03-03 2015-03-03 Mehrrumpf-Wasserfahrzeug mit Ausgleichsverbindung zur Verringerung einer Lagerbelastung
ES15707877.5T ES2678746T3 (es) 2014-03-03 2015-03-03 Embarcación multicasco con acoplamiento de compensación para reducir una carga de cojinetes
PT157078775T PT3114020T (pt) 2014-03-03 2015-03-03 Embarcação multicascos com ligação de compensação para reduzir a carga de um rolamento
DK15707877.5T DK3114020T3 (en) 2014-03-03 2015-03-03 Multi-hull, seagoing vessel with equalizing connection to reduce bearing load
PCT/EP2015/000481 WO2015131999A1 (fr) 2014-03-03 2015-03-03 Navire multicoque comprenant un système d'assemblage de compensation servant à réduire une contrainte sur des paliers
US15/123,584 US9963202B2 (en) 2014-03-03 2015-03-03 Multi-hulled vessel having a compensating connection for reducing bearing load
EP15707877.5A EP3114020B1 (fr) 2014-03-03 2015-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers
CN201580022338.XA CN106458286B (zh) 2014-03-03 2015-03-03 具有用于降低轴承负荷的补偿连接件的多船体船舶
HRP20181110TT HRP20181110T1 (hr) 2014-03-03 2018-07-17 Višetrupno plovilo s kompenzacijskim spojem za smanjenje opterećenja ležaja

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14000753.5A EP2915734B1 (fr) 2014-03-03 2014-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers

Publications (2)

Publication Number Publication Date
EP2915734A1 EP2915734A1 (fr) 2015-09-09
EP2915734B1 true EP2915734B1 (fr) 2019-10-30

Family

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Application Number Title Priority Date Filing Date
EP14000753.5A Active EP2915734B1 (fr) 2014-03-03 2014-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers
EP15707877.5A Active EP3114020B1 (fr) 2014-03-03 2015-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers

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Application Number Title Priority Date Filing Date
EP15707877.5A Active EP3114020B1 (fr) 2014-03-03 2015-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers

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US (1) US9963202B2 (fr)
EP (2) EP2915734B1 (fr)
CN (1) CN106458286B (fr)
DE (1) DE202015009486U1 (fr)
DK (1) DK3114020T3 (fr)
ES (2) ES2765188T3 (fr)
HR (1) HRP20181110T1 (fr)
PT (1) PT3114020T (fr)
WO (1) WO2015131999A1 (fr)

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USD1008924S1 (en) * 2020-10-23 2023-12-26 Neil Beavers Recovery barge
CN113460248B (zh) * 2021-08-16 2022-08-26 广西大学 一种智能环保无人船及其运行方法
CN114248872B (zh) * 2021-12-09 2023-04-18 中国船舶科学研究中心 一种考虑位移补偿的深海航行器用装配式主压载水舱
CN114435531A (zh) * 2022-01-26 2022-05-06 安徽新宇环保科技股份有限公司 一种一河一策巡测装置

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CH637889A5 (fr) * 1980-11-24 1983-08-31 Roger De Weck Multicoque auto-redressable.
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Also Published As

Publication number Publication date
US9963202B2 (en) 2018-05-08
ES2765188T3 (es) 2020-06-08
DE202015009486U1 (de) 2017-12-01
DK3114020T3 (en) 2018-07-30
EP2915734A1 (fr) 2015-09-09
CN106458286A (zh) 2017-02-22
PT3114020T (pt) 2018-07-23
EP3114020A1 (fr) 2017-01-11
ES2678746T3 (es) 2018-08-17
EP3114020B1 (fr) 2018-04-18
WO2015131999A1 (fr) 2015-09-11
US20170073044A1 (en) 2017-03-16
HRP20181110T1 (hr) 2018-10-05
CN106458286B (zh) 2018-06-19

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