EP3114020B1 - 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
EP3114020B1
EP3114020B1 EP15707877.5A EP15707877A EP3114020B1 EP 3114020 B1 EP3114020 B1 EP 3114020B1 EP 15707877 A EP15707877 A EP 15707877A EP 3114020 B1 EP3114020 B1 EP 3114020B1
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EP
European Patent Office
Prior art keywords
hull
connection
bearing
freedom
load
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
EP15707877.5A
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German (de)
English (en)
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EP3114020A1 (fr
Inventor
Gerhard Euchenhofer
Ernst Bullmer
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
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Futura Yacht Systems Eub & Co KG GmbH
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Publication of EP3114020A1 publication Critical patent/EP3114020A1/fr
Application granted granted Critical
Publication of EP3114020B1 publication Critical patent/EP3114020B1/fr
Priority to HRP20181110TT priority Critical patent/HRP20181110T1/hr
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Anticipated expiration legal-status Critical

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    • 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 multi-hull watercraft such as catamarans or trimarans.
  • the present invention relates to variable width multi-hull watercraft.
  • 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.
  • document DE 38 35 551 A1 discloses a trimaran, the three floating bodies are connected to each other via a support plate. Two of the floats are articulated via parallelogram on the support plate and also by means of gauge braces on a support member. The support member is arranged adjustable in the longitudinal direction of the trimaran.
  • document FR 816,158 A refers to a multi-hull watercraft, wherein the distance between two hulls is variable. The hulls are connected by a parallelogram.
  • EP 2 298 637 A1 refers to a trimaran with retractable side hulls. Each of the side socks is connected to another rear hull, wherein the distance between the side hull and the associated rear hull is adjustable.
  • document US 5,515,801 B refers to a collapsible trimaran.
  • the side hulls are connected by connecting arms to the central hull.
  • document FR 808 251 A1 refers to a variable width trimaran.
  • the two side hulls are connected together by a beam which is pivotable about a vertical axis which intersects the central axis of the vessel.
  • document US 4,494,472 B refers to a watercraft with two lateral hulls pivotally connected to a central part. The central part serves to accommodate the passengers. By pivoting the central part is lowered, so that the passengers can perform underwater observations.
  • document US 2010/0000454 A1 refers to a trimaran.
  • the lateral hulls are connected by a suspension with the central hull.
  • document US 6,089,173 B refers to multi-hull watercraft.
  • the lateral hulls are connected to a central hull via a mechanism which is collapsible so that the width of the vessel can be changed.
  • document GB 2 385 563 A refers to a sailboat with two or three hulls. By adjusting the hulls relative to each other, an angle of a sail area is adjusted relative to the longitudinal axis of the hulls.
  • the invention proposes a multi-hull vehicle with the features of claim 1.
  • 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.
  • the multi-hulled watercraft has one or more drives for changing the position and / or orientation of the first hull relative to the second hull.
  • a distance between the first hull and the second hull may be variable.
  • a width of the multi-hull watercraft can be changed.
  • Each of the drives can be manual and / or motorized.
  • the multihull watercraft may be configured such that a distance between the first and second hulls is variable.
  • the distance may be measured along a direction perpendicular to a central axis and / or perpendicular to a direction of travel of the multi-hulled watercraft.
  • the central axis may extend along or substantially along the direction of travel of the multi-core watercraft and / or parallel to the longitudinal axis of the first and / or the second hull.
  • the multi-hull vessel may have width variability.
  • the longitudinal axis of the first fuselage may always, or at least during the change of the distance, be aligned parallel or substantially parallel to the longitudinal axis of the second fuselage.
  • the longitudinal axis of the first and / or the longitudinal axis of the second hull may extend along or substantially along the direction of travel.
  • the term "adjustment bearing” may be defined as a bearing by means of which the change in the position and / or orientation of the first fuselage relative to the second fuselage is stored.
  • the adjusting bearing can be designed to at least partially support a movement of components of the connecting structure relative to one another.
  • the connection structure may be designed so that the change of the position and / or the orientation of the first fuselage relative to the second fuselage is effected by means of the relative movement of the components.
  • the connection structure may have further bearings which also partially support the relative movement of the components.
  • the connection structure can be designed, for example, such that the adjustment bearing at least partially supports the relative movement of a force transmission component of the connection structure relative to a support structure of the connection structure.
  • a power transmission component may be, for example, a beam.
  • the power transmission component may be rigid. At the transition between the power transmission component and the first hull the balancing connection can be arranged.
  • This provides a multi-hulled watercraft having a reliable device for varying the position and / or orientation of the hulls relative to one another.
  • 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 first and / or the second hull may each be rigid.
  • the connection structure may include one or more power transmission components.
  • the one or more power transmission components may each be rigid and / or have a longitudinal shape that extends along a longitudinal axis of the power transmission component.
  • a power transmission component may for example be designed as a beam.
  • the one or more power transmission components may each be configured to transmit power to the first or second fuselage to change the position and / or orientation of the first fuselage relative to the second fuselage.
  • the power transmission may be along or substantially along the longitudinal axis of the power transmission component.
  • the power transmission may be along or substantially along 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.
  • the multi-hull watercraft may have a support structure.
  • Each of the power transmission components can each have a movable connection with be connected to the support structure.
  • a movable connection may have a bearing, the bearing may be a linear bearing.
  • 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 that fuselage at which the power transmission takes place through the power transmission component.
  • a first component of the compensating connection may be rigidly connected to the connecting structure or formed in one piece with at least part of the connecting structure.
  • the first component of the compensating connection may be rigidly connected to the power transmission component or formed in one piece with at least part of the power transmission component.
  • the first component of the compensating connection may be rigidly connected to the adjusting bearing or formed in one piece with at least one part of the adjusting bearing.
  • a second component of the compensating connection may be rigidly connected to the first hull or formed integrally with at least a part of the first hull.
  • the first and / or the second component may be rigid.
  • the term "rigidly connected" with respect to two bodies in this context may mean that at least a portion of the first body is immovably connected to at least a portion of the second body adjacent to each other.
  • the first and second components may be movable relative to each other in a direction along a translational degree of freedom or parallel to a translatory degree of freedom of the balancing connection.
  • the first and the second component may be pivotable relative to one another about an axis of rotation of a rotational degree of freedom of the compensation connection.
  • 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.
  • One or more of the power transmission components can each perform the same or a substantially same position and / or orientation change with the hull on which the power transmission takes place by the respective power transmission component.
  • 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 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.
  • 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. Alternatively, at least a part of the respective power transmission component may be integrally formed with at least a part of 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 may be the adjusting bearing, which at least partially supports the change of the position and / or the orientation of the first fuselage relative to the second fuselage.
  • the connection between the support structure and the power transmission component may be an elastic connection.
  • 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, substantially torsionally rigid, rigid or substantially 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.
  • One or more or all degrees of freedom of the balancing connection can be guided.
  • the balancing connection may include one or more bearings configured such that components of the balancing connection perform controlled movements relative to one another according to the degrees of freedom guided.
  • the compensating connection can fix one or more translatory degrees of freedom.
  • one or more rotational degrees of freedom can be fixed by the compensation connection.
  • the fixed degrees of freedom may be those that are not provided by the balancing link. In other In other words, no translatory or rotational relative movement of components of the compensating connection relative to one another can take place in accordance with the fixed degrees of freedom.
  • 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 or more degrees of freedom of the balance connection 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 bearing load may occur during the change of position and / or orientation of the first fuselage relative to the second fuselage.
  • 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 one or more linear bearings.
  • 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 balance joint may block or fix at least those degrees of freedom that are used to transmit the fraction of the force.
  • the compensating connection may be configured such that along one or more directions along which the force transmission takes place, the compensating connection has no translational degrees of freedom and / or does not allow any translatory movement of components of the compensating connection relative to one another.
  • all translational degrees of freedom of the compensation connection can be oriented essentially perpendicular to the direction of the force transmission.
  • the blocked or fixed degrees of freedom may be complementary to the degrees of freedom provided by the balancing link.
  • 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 the 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 may for example be an elastomeric 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 movable bearing can fix one or two translatory degrees of freedom.
  • the floating bearing can provide exactly one, exactly two, or exactly three translatory degrees of freedom.
  • the floating bearing can fix exactly one, exactly two or exactly three rotational degrees of freedom.
  • the floating bearing can provide exactly one, exactly two, or exactly three rotational degrees 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.
  • At least one of the degrees of freedom of the compensating connection is a translational degree of freedom.
  • the translatory degree of freedom may be the only degree of freedom or the only translatory degree of freedom of the compensation connection.
  • the equalizing connection can provide exactly one, exactly two or exactly three rotational degrees of freedom.
  • a translational degree of freedom of the compensation connection is oriented parallel or substantially parallel to a longitudinal axis of the first fuselage.
  • an angle between the degree of translational freedom and an axis parallel to the longitudinal axis of the first fuselage is less than 60 degrees, less than 45 degrees or less than 30 degrees, or less than 20 degrees or less than 10 degrees. or less than 5 degrees.
  • a rotation axis of a rotational degree of freedom of the compensation connection is oriented parallel or substantially parallel to a longitudinal axis of the first fuselage.
  • an angle between the axis of rotation and an axis parallel to the longitudinal axis of the first fuselage is less than 60 degrees, less than 45 degrees, or less than 30 degrees, or less than 20 degrees or less than 10 degrees. or less than 5 degrees.
  • the compensating connection has a translatory degree of freedom and a rotational degree of freedom, wherein an angle between the translational degree of freedom and an axis which is parallel to an axis of rotation of the rotational degree of freedom is less than 60 degrees, is less than 45 degrees, or less than 30 degrees, or less than 20 degrees, or less than 10 degrees, or less than 5 degrees.
  • the translatory degree of freedom is oriented parallel or substantially parallel to the axis of rotation.
  • 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 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 no degrees of freedom or only rotational degrees of freedom.
  • the fixing compound can either be designed so that it has no degree of freedom or be designed so that their degrees of freedom is limited to one or more rotational degrees of freedom.
  • the connecting structure, a power transmission component, the adjusting bearing, the further adjusting bearing and / or the first fuselage can each be rigidly connected to the fixing connection.
  • the fixing compound may include a first and a second component. The first and / or the second component may be rigid.
  • the first component of the fixing connection may be rigidly connected to the connection structure or formed integrally with at least a part of the connection structure.
  • the first component may be rigidly connected to a power transmission component, or integrally formed with at least a portion of the power transmission component.
  • the power transmission component may be configured to transmit power to the first fuselage via the fixing connection.
  • the second component may be rigidly connected to the first hull or integrally formed with at least a portion of the first hull.
  • the first and second components may be pivotable relative to one another about an axis of rotation of a rotational degree of freedom of the fixing connection.
  • the first and second components may be movable relative to each other in a direction along a translational degree of freedom or parallel to a translational degree of freedom of the balance link.
  • 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 derivative of a vertical load of the support structure and / or the transport load can be at least partially via the further adjustment and / or the fixing connection.
  • 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 supporting device may be configured to at least partially support a bearing load 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 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 balance joint may be configured so that the allowed relative movement is less than 300 millimeters or less than 200 millimeters or less than 100 millimeters.
  • the relative movement may be a purely translatory movement and / or a combined translational and rotational movement.
  • the relative movement can be measured between components of the balance joint which move relative to each other in a direction along the degree of freedom or parallel to the degree of freedom.
  • the degree of freedom can be one translatory degree of freedom.
  • a first component may be rigidly connected to the connection structure, in particular rigidly connected to the power transmission component.
  • the first component may be integrally formed at least with a part of the connection structure, in particular in one piece with at least a part of the power transmission component.
  • the second component may be rigidly connected to the first hull.
  • the second component may be formed integrally with at least a portion of the first fuselage.
  • the relative movement may be a movement of a first bearing element relative to a second bearing element.
  • the first and the second bearing element may be formed complementary to each other.
  • the first bearing element may be a sliding element of a linear bearing
  • the second bearing element may be a rail of the linear bearing.
  • the relative movement can be guided by the compensation connection.
  • the relative movement can be guided by a linear bearing of the
  • 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 compensation connection may have a radial bearing.
  • the compensation connection can consist of a linear bearing and a radial bearing.
  • the linear bearing may consist of a first and a second bearing element, which are movable relative to each other along the translational degree of freedom of the linear bearing.
  • the first and the second bearing element may form mutually complementary bearing elements of the linear bearing.
  • the first and / or the second bearing element as be configured complementary bearing elements of the radial bearing.
  • the first and the second bearing element may be pivotable relative to each other.
  • the first and / or the second bearing element may be rigid.
  • the first and the second bearing element can interact in a sliding and / or rolling manner.
  • the first bearing element may be configured as a shaft of the radial bearing.
  • the second bearing element may be configured as a bearing housing of the radial bearing.
  • the bearing housing can at least partially surround the shaft.
  • the bearing housing can be open or closed.
  • the bearing housing can be displaceable along the shaft in the axial direction and be pivotable about the shaft. Therefore, a translational degree of freedom of the balance joint may extend along the shaft of the radial bearing and a longitudinal axis of the shaft may be a rotation axis of a rotational degree of freedom.
  • 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 central axis 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 may, for example, be tensioned along a route to be measured.
  • 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, manually, hydraulically, electrically and / or pneumatically.
  • the multi-hull watercraft is designed such that the change of the position and / or the orientation of the first hull relative to the second hull depending on the by the measuring device detected position parameters and / or movement parameters is controlled.
  • 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 the 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 compensating connection has a pivotable connection, which has a first and a second connecting element.
  • the pivotable connection may be configured for pivoting the first connection element relative to the second connection element.
  • the pivotable connection may provide one or more rotational degrees of freedom of the balancing connection.
  • the first connecting element is connected to the first body rigidly or torsionally.
  • the first connecting element may be integrally formed with at least a part of the first fuselage.
  • the second connecting element can be connected to the connecting structure rigidly or torsionally.
  • the second connection element may be integrally formed with at least a part of the connection structure.
  • the second connecting element can be connected to a force transmission component rigid or torsion-proof or the second connecting element can be integrally formed with at least a part of the power transmission component.
  • the power transmission component may be configured to transmit power to the first fuselage via the equalizer link.
  • the compensating connection can have a translational degree of freedom for translational displacement of the first connecting element relative to the second connecting element.
  • the pivotable connection may be configured for a guided pivoting of the first connection element relative to the second connection element.
  • the pivoting can change an orientation of the first connecting element relative to the second connecting element.
  • the pivotable connection may have a convex surface and a concave surface.
  • the convex surface can engage in the concave surface.
  • the convex surface may be in sliding contact with the concave surface.
  • the convex surface and the be configured concave surface each as running surfaces for rolling elements of the compensation connection.
  • the convex surface can interact via rolling elements of the compensation compound with the concave surface.
  • the pivotable connection may have a radial bearing or consist of a radial bearing.
  • the radial bearing can be configured as a roller bearing and / or as a sliding bearing.
  • the radial bearing may have a shaft.
  • a running or sliding surface of the radial bearing may be integrally formed with at least a part of the shaft or fixedly connected to the shaft.
  • the tread may be configured to roll rolling elements of the radial bearing.
  • the sliding surface may be configured so that a complementary sliding surface of the sliding bearing is in sliding contact with the sliding surface.
  • the radial bearing can be designed as a floating bearing, in particular as an axially movable bearing.
  • the radial bearing has a shaft and a bearing housing.
  • the shaft and the bearing housing may be displaceable relative to each other along a longitudinal axis of the shaft.
  • the displaceability provides a translatory degree of freedom of the equalization connection.
  • the pivotable connection is configured such that the first connection element relative to the second connection element at least by an angle of 1 degree, or at least by an angle of 5 degrees, or at least by an angle of 10 degrees, or at least by an angle of 20 degrees, or at least pivotable by an angle of 40 degrees.
  • the pivotable connection may be formed so that the first connecting element relative to the second connecting element by a maximum of 180 degrees, a maximum of 90 degrees, a maximum of 45 degrees, a maximum of 30 degrees, a maximum of 20 degrees, or a maximum of 10 degrees pivotable is.
  • the angle may be measured in a plane which is oriented perpendicular to a longitudinal axis of the first fuselage and / or oriented perpendicular to a pivot axis of the pivotable connection.
  • the angle of pivoting can represent the pivoting between two extreme pivoting positions.
  • the compensating connection may be configured such that the first connecting element is pivotable about the pivot axis relative to the second connecting element.
  • the pivot axis can be stationary. Alternatively, the pivot axis may shift during pivoting.
  • the pivot axis may be a rotation axis of a rotational degree of freedom.
  • the rotational degree of freedom may be the only rotational degree of freedom of the pivotable connection or the balance connection.
  • 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.
  • 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 bars can For example, at least partially made of CFRP (carbon fiber reinforced plastic).
  • 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 backside Beam 12, 13 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 fixed on the top of the respective beam and extends substantially along the entire length of the respective beam.
  • 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 Compensation connections configured as linear plain bearings.
  • 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 alternating 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 leads to the compensation connection of the respective degree of freedom. 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 joints 20, 21, 22 and 23 blocks or fixes 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 joints 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.
  • the multi-hulled watercraft further comprises a measuring device (not shown in 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 57 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 57.
  • a bottom plate 59 is mounted on the top of the hull 2.
  • a rail 71 is attached on the bottom plate 59.
  • the rail has a T-shaped profile.
  • the rail extends with a constant profile in a 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 59a 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 or fixes two translational degrees of freedom which are oriented orthogonally to the translational degree of freedom of the compensation connection are.
  • the stabilizing element 53a By the stabilizing element 53a, a higher stability is obtained in the two blocked or fixed translational degrees of freedom.
  • 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 59a 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 59a 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 bow-side bar 11. For the remaining bars 10, 12 and 13 is the Support device designed 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 engage in the second configuration in corresponding openings (not shown) in the first rib 68 and the rib corresponding thereto.
  • the second one Frame 63 two bolts (not shown), which engage in the second configuration in corresponding openings (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 engage in corresponding openings in the second end plate 69 in the first configuration. 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.
  • FIG. 7 shows a balancing connection 20b according to a third embodiment.
  • This balancing connection 20b has components which correspond to those in the FIGS. 4 and 5A illustrated components of the first and second embodiment 20 and 20A of the compensation compound in their structure and / or their function are analog. Therefore, the components of the third embodiment are partially provided with similar reference numerals but having the accompaniment character "b".
  • the balance joint 20b has a convex surface 80b and a concave surface 81b.
  • the convex surface 80b engages the concave surface 81b.
  • the convex surface 80b and the concave surface 81b are configured so that the balance joint 20b has a pivotal connection.
  • the convex surface 80b may be in sliding contact with the concave surface 81b.
  • the convex surface 80b and the concave surface 81b each form running surfaces for rolling elements of the compensation connection, which in the FIG. 7 are not shown.
  • the concave surface 81b and the convex surface 80b can therefore interact in a sliding and / or rolling manner.
  • the pivotable connection is configured so that a bearing housing 84b of the balancing connection 20b is pivotable relative to a shaft 83b of the balancing connection 20b.
  • the bearing housing 84b is rigidly connected to the beam 10.
  • the Shaft 83b is rigidly connected to first fuselage 2 via a bracket 87b and a bottom plate 59b.
  • the compensating connection 20b is configured such that the bearing housing 84b is rigidly connected to the fuselage 2 and the shaft 83b is rigidly connected to the beam 10. Consequently, the compensating connection enables a pivoting of a first connecting element of the compensating connection 20b relative to a second connecting element of the compensating connection 20b.
  • the first connection element is hereby represented by the shaft 83b
  • the second connection element is represented by the bearing housing 84b.
  • the pivotal connection of the balancing connection 20b is configured as a radial bearing.
  • the radial bearing is configured as a plain bearing. However, it is also conceivable that the radial bearing is configured as a rolling bearing.
  • An axis of rotation RA of the radial bearing is perpendicular to the plane of the paper FIG. 7 oriented. This corresponds to a direction parallel to a longitudinal axis of the first fuselage 2.
  • the rotation axis RA therefore represents a pivot axis of the pivotable connection.
  • the balance joint 20b is further configured such that the bearing housing 84b is axially displaceable along the longitudinal axis of the shaft 83b.
  • a translational degree of freedom of the compensating connection 20b is provided, which is oriented parallel to the longitudinal axis of the first fuselage 2 and oriented parallel to the axis of rotation RA of the radial bearing.
  • the bearing housing 84b and the shaft 83b are thereby movable relative to each other in a direction along or parallel to the translatory degree of freedom.
  • the bearing housing 84b partially surrounds the shaft 83b.
  • the shaft 83b can be supported along a length range by the carrier 87b, which corresponds to the axial travel range of the bearing housing 84b.
  • the bearing housing is closed, and the shaft 83b is supported at axial positions relative to the rotation axis RA, which are arranged outside the travel range of the bearing housing 84b.
  • the shaft has a diameter that is greater than 20 millimeters, or greater than 30 millimeters, or greater than 40 millimeters.
  • the diameter can be less than 200 millimeters or less than 100 millimeters.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Magnetic Bearings And Hydrostatic Bearings (AREA)
  • Mounting Of Bearings Or Others (AREA)
  • Tires In General (AREA)

Claims (15)

  1. Bateau multicoque (1), comprenant
    une première coque (2) et une deuxième coque (3) ; et
    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 comporte un palier de réglage pour le logement au moins partiel d'une modification d'une position et/ou d'une orientation de la première coque (2) par rapport à la deuxième coque (3), dans lequel le palier de réglage comporte 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 et/ou de l'orientation pour modifier une largeur du bateau multicoque (1) ;
    un composant de transmission de force pour une transmission de force à la première coque pour la modification de la position et/ou de l'orientation de la première coque (2) par rapport à la deuxième coque (3) ;
    une structure porteuse, dans lequel une liaison entre la structure porteuse et le composant de transmission de force est une liaison mobile, laquelle comporte le palier linéaire de la structure de liaison,
    dans lequel la structure de liaison est formée de telle sorte que le palier de réglage soit relié par au moins une liaison de compensation (20) à au moins une partie de la première coque (2) ; dans lequel la liaison de compensation est agencée au niveau d'un passage entre le composant de transmission de force et la première coque (2) ;
    dans lequel la liaison de compensation (20) comporte plusieurs degrés de liberté guidés (40) pour la réduction d'une charge de palier du palier de réglage ;
    dans lequel un des degrés de liberté (40) de la liaison de compensation (20) est un degré de liberté de translation ; et
    dans lequel un autre degré de liberté des degrés de liberté (40) de la liaison de compensation (20) est un degré de liberté rotatif, dans lequel un angle entre l'axe du degré de liberté de translation et un axe qui s'étend parallèlement à un axe de rotation du degré de liberté de rotation est inférieur à 45 degrés.
  2. Bateau multicoque (1) selon la revendication 1, dans lequel le degré de liberté de translation est le seul degré de liberté de translation de la liaison de compensation (20).
  3. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel un angle entre le degré de liberté de translation et un axe qui s'étend parallèlement à un axe longitudinal (A2) de la première coque est inférieur à 45 degrés.
  4. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel un angle entre un axe de rotation du degré de liberté rotatif et un axe qui s'étend parallèlement à un axe longitudinal (A2) de la première coque (2) est inférieur à 45 degrés.
  5. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel la liaison de compensation (20) comporte un palier libre.
  6. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel la liaison de compensation (20) est formée pour compenser des différentes de dilatation entre des composants du bateau multicoque (1), dans lequel la charge des paliers est générée par les différences de dilatation.
  7. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel le degré de liberté de translation est formé par un palier linéaire.
  8. Bateau multicoque (1) selon la revendication 7, dans lequel un angle entre le degré de liberté de translation du palier linéaire et un axe qui s'étend parallèlement à un axe longitudinal (A2) de la première coque (2) est inférieur à 45 degrés.
  9. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel la liaison de compensation (20b) comporte une liaison pivotante,
    dans lequel la liaison pivotante est configurée pour le pivotement d'un premier élément de liaison de la liaison pivotante par rapport à un deuxième élément de liaison de la liaison pivotante.
  10. Bateau multicoque (1) selon la revendication 9, dans lequel
    le premier élément de liaison est relié de manière rigide à au moins une partie de la première coque (2) ou est formé d'un seul tenant avec au moins la partie de la première coque ; et dans lequel
    le deuxième élément de liaison est relié de manière rigide au composant de transmission de force ou est formé d'un seul tenant avec au moins la partie du composant de transmission de force.
  11. Bateau multicoque (1) selon la revendication 9 ou 10, dans lequel la liaison pivotante est configurée en outre de sorte que le premier élément de liaison est pivotant par rapport au deuxième élément de liaison d'un angle qui est d'au moins 1 degré.
  12. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel le composant de transmission de force comporte une forme longitudinale, laquelle s'étend le long d'un axe longitudinal du composant de transmission de force ; dans lequel la transmission de force se fait sensiblement le long de l'axe longitudinal.
  13. Bateau multicoque (1) selon l'une des revendications précédentes, dans lequel le degré de liberté rotatif de la liaison de compensation (20b) est mis à disposition par un palier radial.
  14. Bateau multicoque (1) selon la revendication 13, dans lequel le palier radial comporte un arbre (83b) et un logement de palier (84b), dans lequel l'arbre (83b) et le boîtier de palier (84b) sont déplaçables l'un par rapport à l'autre le long d'un axe longitudinal de l'arbre (83b).
  15. Bateau multicoque selon l'une des revendications précédentes, dans lequel lors de la modification de la position et/ou orientation, les composants de transmission de force réalisent avec la première coque (2) une modification de position et d'orientation sensiblement identique.
EP15707877.5A 2014-03-03 2015-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers Active EP3114020B1 (fr)

Priority Applications (1)

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HRP20181110TT HRP20181110T1 (hr) 2014-03-03 2018-07-17 Višetrupno plovilo s kompenzacijskim spojem za smanjenje opterećenja ležaja

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US201461946991P 2014-03-03 2014-03-03
EP14000753.5A EP2915734B1 (fr) 2014-03-03 2014-03-03 Bateau multicoques doté d'un ballast pour réduire la sollicitation des paliers
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

Publications (2)

Publication Number Publication Date
EP3114020A1 EP3114020A1 (fr) 2017-01-11
EP3114020B1 true EP3114020B1 (fr) 2018-04-18

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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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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)
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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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Publication number Publication date
DE202015009486U1 (de) 2017-12-01
PT3114020T (pt) 2018-07-23
ES2678746T3 (es) 2018-08-17
US9963202B2 (en) 2018-05-08
WO2015131999A1 (fr) 2015-09-11
EP3114020A1 (fr) 2017-01-11
EP2915734A1 (fr) 2015-09-09
ES2765188T3 (es) 2020-06-08
EP2915734B1 (fr) 2019-10-30
US20170073044A1 (en) 2017-03-16
HRP20181110T1 (hr) 2018-10-05
CN106458286A (zh) 2017-02-22
CN106458286B (zh) 2018-06-19
DK3114020T3 (en) 2018-07-30

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