EP3194258B1 - Schiff des typs proa mit hauptrumpf mit selbsttragender gegengewichtsstruktur - Google Patents

Schiff des typs proa mit hauptrumpf mit selbsttragender gegengewichtsstruktur Download PDF

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Publication number
EP3194258B1
EP3194258B1 EP15759837.6A EP15759837A EP3194258B1 EP 3194258 B1 EP3194258 B1 EP 3194258B1 EP 15759837 A EP15759837 A EP 15759837A EP 3194258 B1 EP3194258 B1 EP 3194258B1
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EP
European Patent Office
Prior art keywords
main hull
self
float
ship according
hull
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP15759837.6A
Other languages
English (en)
French (fr)
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EP3194258A2 (de
Inventor
Fabien BURIGNOT DE VARENNE
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.)
Sea Proven
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Sea Proven
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Publication of EP3194258A2 publication Critical patent/EP3194258A2/de
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Publication of EP3194258B1 publication Critical patent/EP3194258B1/de
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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
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
    • B63B1/121—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising two hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—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
    • B63B2001/102—Proas, or similar twin-hull vessels with one main hull and one smaller hull or floater, interconnected by one or more outrigger beams or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B2043/042—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using outboard booms supporting ballast, other than solid ballast or persons, e.g. carrying water-filled bags

Definitions

  • the invention relates to the field of ship design and manufacture. More specifically, the invention relates to multihull type vessels, and in particular prao type vessels, therefore having an asymmetric type configuration.
  • multihull boats of monohulls the multihulls comprising by definition several distinct hulls unlike monohull boats which include only one.
  • the prao-type vessels can advantageously be used in the context of a surveillance observation, control, intervention or assistance mission.
  • the invention aims to provide a prao-type ship whose stability performance is significantly improved compared to conventional prao to perform monitoring missions, control, intervention or assistance in all seas and in particular in stormy seas.
  • the invention also aims to provide such a ship that allows to perform long-term missions, especially in that it offers great autonomy.
  • a ship having a prao type configuration comprising a main hull and a float connected by at least two connecting arms, characterized in that the main shell carries a self-supporting structure capable of constituting a counterweight and extending in elevation from the main hull to an upper end positioned, in a vertical projection, between the main hull and the float, the carrier structure comprising a base section extending inclined from the main hull and towards the float.
  • Such a prao structure according to the invention gives the ship a significantly improved stability compared to the prao of the prior art.
  • the self-supporting structure optimizes the "curve GZ" of the ship, which ensures stability and increases the interest of such a ship, in particular concerning the layout of the main hull, for the installation of any apparatus requiring a good stability to increase their efficiency.
  • the self-supporting structure extends from the main hull to a free end, said free end being cantilevered between the main hull and the float and being spaced apart from each connecting arm.
  • the self-supporting structure is independent of the connecting arms, being distant from each of the connecting arms.
  • the free end, raised in elevation by the self-supporting structure is positioned, seen from above, in a central zone between the connecting arms while being separated from them, and approximately half-way (without this being limiting) between the main hull and the float, being separated from the float.
  • the self-supporting structure comprises a section which extends inclined from the main hull and which joins, at its end opposite the main hull, a vertical axis passing through the free end of the self-supporting structure.
  • the self-supporting structure itself provides additional equipment installation capacity.
  • a ship according to the invention can be brought to realize various and varied missions, with or without personnel sailing, this in civil applications (for example scientific) or even military.
  • the upper end of the self-supporting structure is positioned in a vertical projection between the connecting arms.
  • the freestanding structure provides optimal positions to contribute to the stability of the vessel.
  • the main shell carries a mast, behind the self-supporting structure.
  • Such a mast can further increase the ability of communication and surveillance at sea of the ship, especially with regard to the roundness of the sea.
  • a ship according to the invention has a prao type configuration, and comprises a main hull 1 and a float 2 connected by at least two link arms 3.
  • the hull carries a self-supporting structure 4, able to constitute a counterweight.
  • the self-supporting structure 4 extends in elevation from the main hull 1, to an upper end 40 positioned, in a vertical projection, between the main hull and the floats, and preferably also between the link arms 3 .
  • the self-supporting structure extends from the main shell to a free end formed by the upper end 40, this free end (so the upper end) being cantilevered between the main shell and the float, and being separated from each link arm.
  • the self-supporting structure is independent of each connecting arm, being separated from them.
  • the self-supporting structure is connected to the connecting arms via the main hull. It should be noted, however, that the self-supporting structure extends from the main hull via the inclined base section which is in no way directly connected (in the driveline of the ship) to the link arm.
  • the platform performs a counter weight function, performing a lever arm of the entire Prao-type vessel. In addition, it serves as a receptacle for various embedded systems superstructure.
  • the section allows to elevate some embedded systems superstructure of the ship, allowing operation and / or optimal detection.
  • the main hull and the float are made of a composite material, with sandwich structures, made using an infusion process.
  • the construction of the main hull and the float can be achieved using female mold, the outer surface of the hull being molded to obtain a smooth surface on the outside and reduce the weight of the finishing surfaces.
  • the ship embeds a direct drive hybrid propulsion equipment 13, with a reversal is done through an electric propulsion.
  • the line of shafts 110 carrying the helix 11 has an inclination of 8 ° relative to the horizontal.
  • the main hull 1 of the ship carries a mast 5 behind the self-supporting structure 4.
  • this mast 5 extends from the main hull, inclined towards the float and towards the rear of the ship, with its free end 50 positioned in vertical projection between the main hull and the float.
  • the main hull 1 has, as illustrated by the figure 6 , at least on a central part of its length, indicated L1 on the figure 3 , an upper boss 14, in this case bi-lateral.
  • this boss offers an additional stability volume at large angles of deposits, and also allows, on the side float, to dispose of the technical equipment, which can allow to shift the center of gravity to the maximum of this side.
  • the main shell 1 has, at least on a central portion of its length, a cross section having a three-lobed shape, including a base lobe 140, surmounted by the upper boss 14, the upper boss comprising two lateral upper lobes 141 distributed symmetrically on both sides of the base lobe.
  • the upper lateral lobes 141 are dimensioned with respect to the base lobe 140 so that, in the event of a significant deposit illustrated by the figure 7 , generating a displacement of the center of transverse initial hull of the alive works, the center of hull in the situation illustrated in the figure 7 are inscribed in the corresponding lateral superior lobe 141. In other words, the center of transverse initial hull of the moving works moves towards the upper lateral lobe of the dead works with the wide angle.
  • the keel line 15 of the main hull has an inflection 150 in the rear part to improve the exit of the water lines and improve the exit angle of propeller shafts (about 8 ° as mentioned above).
  • the float meanwhile, has a shape inspired by the traditional forms of prao, that is to say, very curved on the front and in V.
  • the float has, in the rear part, a keel line 20 bordered by two concavities 21.
  • the main hull is made of at least two longitudinal sections 16, 17, secured to each other removably.
  • the removable assembly of the longitudinal sections of the shell is of the conical fitting type, with a tie-rod system in the longitudinal axis of the drum. According to this assembly, the end portions 160 and 170, respectively, of the sections 16 and 17 form bolting bulkheads.
  • the wetting is advantageously from the rear, which allows to offer the advantage of being simple to install compared to a wetting from the front, especially with an inverted bow configuration.
  • the wetting weight is more centered and has less influence on pitch.
  • the figures 9 and 10 are so-called "wide angle" curves, in a situation of light loading.
  • the figure 9 is a GZ max curve of 309 mm at 4.5 ° heel.
  • the figure 10 is a GZ max curve of 3135 mm at 21.3 ° heel.
  • Curves 11 and 12 are "wide angle" curves in a situation of heavy loading.
  • the figure 11 is a GZ max curve of 200 mm at 6 ° heel.
  • the figure 12 is a GZ max curve of 2241 mm at 41 ° heel.
  • the stability bump of the main hull plays its role fully, guaranteeing a positive stability up to 105 °.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Toys (AREA)
  • Jib Cranes (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Claims (9)

  1. Schiff, welches einen Aufbau vom Typ Proa aufweist, umfassend einen Hauptrumpf (1) und einen kleinen Rumpf (2), die über mindestens zwei Verbindungsarme (3) verbunden sind,
    dadurch gekennzeichnet, dass der Hauptrumpf (1) eine selbsttragende Struktur (4) trägt, welche in der Lage ist, ein Gegengewicht darzustellen und sich in Höhenrichtung vom Hauptrumpf (1) ausgehend bis zu einem oberen Ende (40) erstreckt, welches einer vertikalen Projektion nach zwischen dem Hauptrumpf (1) und dem kleinen Rumpf (2) positioniert ist, wobei die selbsttragende Struktur einen Basisabschnitt (41) umfasst, der sich in geneigter Weise vom Hauptrumpf ausgehend und in Richtung des kleinen Rumpfes erstreckt,
    und dadurch, dass sich die selbsttragende Struktur vom Hauptrumpf ausgehend bis zu einem freien Ende erstreckt, wobei das freie Ende zwischen dem Hauptrumpf und dem kleinen Rumpf freistehend und von jedem Verbindungsarm beabstandet ist.
  2. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass die selbsttragende Struktur (4) Ausrüstungen beinhaltet, die zur folgenden Gruppe gehören:
    - Wärmebild-, optische oder Thermographiekamera;
    - feste oder fliegende Antenne;
    - Radar;
    - feste oder fliegende Kamera;
    - Ortungssystem;
    - kreiselstabilisierte Plattform;
    - automatisches Identifikationssystem;
    - Antikollisionssystem;
    - gebundene oder fliegende Drohnen-Haltebasis
    - Ortungssystem;
    - optronisches System
    - optoelektronisches System;
    - Flugdrohne, die mit einer gebundenen oder fliegenden Drohnen-Haltebasis assoziiert ist.
  3. Schiff nach Anspruch 1, dadurch gekennzeichnet, dass das obere Ende (40) der selbsttragenden Struktur (4) einer vertikalen Projektion nach zwischen den Verbindungsarmen (3) positioniert ist.
  4. Schiff nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass der Hauptrumpf (1) mindestens auf einem mittleren Teil seiner Länge eine obere Ausbauchung (14) aufweist.
  5. Schiff nach Anspruch 4, dadurch gekennzeichnet, dass der Hauptrumpf 1 mindestens auf einem mittleren Teil seiner Länge einen Querschnitt aufweist, welcher eine dreiflügelige Form aufweist, darunter ein Basisflügel (140), der von der oberen Ausbauchung (14) überragt wird, wobei die obere Ausbauchung zwei obere seitliche Flügel (141) umfasst, die auf beiden Seiten des Basisflügels symmetrisch verteilt sind.
  6. Schiff nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass der Hauptrumpf (1) eine Kiellinie 15) aufweist, welche im hinteren Teil eine Inflexionslinie (150) aufweist.
  7. Schiff nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass der kleine Rumpf (2) im hinteren Teil eine Kiellinie (20) aufweist, die von zwei Konkavitäten (21) gesäumt ist.
  8. Schiff nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass der Hauptrumpf (1) in mindestens zwei Längsabschnitten (16), (17) ausgeführt ist, die in abnehmbarer Weise miteinander verbunden sind.
  9. Schiff nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass es eine Hybrid-Direktantriebsausrüstung (13) mit einer Richtungsumkehr mittels eines Elektroantriebs integriert.
EP15759837.6A 2014-07-02 2015-06-30 Schiff des typs proa mit hauptrumpf mit selbsttragender gegengewichtsstruktur Not-in-force EP3194258B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1456308A FR3023256B1 (fr) 2014-07-02 2014-07-02 Navire de type prao, dont la coque principale porte une structure autoportante formant contrepoids
PCT/FR2015/051780 WO2016001567A2 (fr) 2014-07-02 2015-06-30 Navire de type prao, dont la coque principale porte une structure autoportante formant contrepoids

Publications (2)

Publication Number Publication Date
EP3194258A2 EP3194258A2 (de) 2017-07-26
EP3194258B1 true EP3194258B1 (de) 2018-05-23

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Application Number Title Priority Date Filing Date
EP15759837.6A Not-in-force EP3194258B1 (de) 2014-07-02 2015-06-30 Schiff des typs proa mit hauptrumpf mit selbsttragender gegengewichtsstruktur

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EP (1) EP3194258B1 (de)
FR (1) FR3023256B1 (de)
WO (1) WO2016001567A2 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106627981A (zh) * 2017-01-17 2017-05-10 上海佳豪船海工程研究设计有限公司 高耐波性多指标优化大型商用不对称双体船

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4304190A (en) * 1978-06-05 1981-12-08 Daniel Nathan I Ferry boat
FR2534874B1 (fr) * 1982-10-22 1986-12-19 Manche Atel Chantiers Navire de type " prao "
WO2003080423A1 (en) * 2002-03-01 2003-10-02 Vinci Kenny I Stilted catamaran-type vessel
FR2995278A1 (fr) * 2012-09-11 2014-03-14 Normandie Const Mec Navire a deux flotteurs de type catamaran asymetrique

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
WO2016001567A3 (fr) 2016-02-25
EP3194258A2 (de) 2017-07-26
FR3023256B1 (fr) 2018-01-05
WO2016001567A2 (fr) 2016-01-07
FR3023256A1 (fr) 2016-01-08

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