ES1140932U - Multisco carena for vessels (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Multihull boat hull (1), of the semi-swath type, comprising at least two upper hulls (2) joined by pontoons (30), said upper hulls being extended (2) in flying buttresses (3) lower projections towards the free surface (4) that cover the respective float planes (5), and which are bottomed off in as many torpedoes (6) submerged longitudinal vertical elliptical section (60) that evolve into separate helmets in u (7) ; the torpedoes (6) being able to include movement compensation appendages characterized in that each torpedo (6) is prolonged up to a first transition plane (8) located between 50-58% of the total length, evolving from said first plane of transition (8) to hull in u (7) of flat bottom (9) projected laterally from the plane of crunch (10) corresponding to horizontal half-bodies (10a), later to inclined planes (12) with progressively greater width aft ( 13); a progressive ascending stretch (20) being determined from a second transition plane (14) located between 55% and 80% of the length until the end thereof, converging with the transom (15). (Machine-translation by Google Translate, not legally binding)

Description

OBJECT OF THE INVENTION

The present invention relates to a multiple hull for boats, which being of the semi-SWATH type 10 presents evolutions that improve behavior at high speed sea in different sea conditions

BACKGROUND OF THE INVENTION

15 Conventionally, the known hulls for boats can be monohull or multihull, and in each type the hull can take mainly forms that facilitate navigation by displacement or by gliding. Navigation by displacement is slower, although always adapted to the movements of the water surface. In the navigation by planning basically the carousel rises with respect to the

20 water surface and allows greater speed by decreasing the friction surface of the hull, but generating continuous knocking and pantocazos against said water surface.

In order to solve these problems, SWATH (Small Waterplane Area Twin Hull) multihulls were developed, which is basically a multihull hull, which is generally two 25 joined by pontoons, and under the free surface they extend into individual torpedoes submerged through narrow buttresses. This allows to reduce the flotation surface, and therefore the monitoring of the hull to the movements of said surface, reducing the moment of inertia and improving the behavior in the sea. In addition, movement compensation appendages, such as

30 active and passive fins, or the like, that further reduce response movements.

An evolution of this concept is the semi-SWATH fairing, with similar characteristics, but where the torpedoes evolve into individual U-helmets, moving from SWATH-type hulls in the bow to the aft catamaran configuration, seeking the advantages with respect to advance resistance of a catamaran and regarding behavior in the sea that

Provide a SWATH. On the other hand, the loading effect is also improved from the point of view of the parameter of tons per centimeter of immersion, which is greater than for a SWATH of the same displacement.

This type of sand, therefore, allows high speeds to be achieved while guaranteeing a feeling of comfort to passengers thanks to its response in motion and accelerations on board for an excitement determined by a sea state, making them very suitable for travel of personnel to locations far away from the coast such as offshore wind farms (offshore) or other types of Oil & Gas platforms that require personnel transportation, avoiding for the longest time the appearance of dizziness or other discomforts caused by the effect of the sea.

However, known semi-SWATH saws have limitations on the maximum attainable speed and behavioral parameters at sea, which aims to correct the face of the invention.

DESCRIPTION OF THE INVENTION

The multihull hull for boats of the invention is of the semi-SWATH type, that is, comprising at least two hulls joined by pontoons. Each helmet is divided into three parts, the first being the one that is attached to the pontoons longitudinally in the dead work (known in this sector of the technique as "haunch"); the longitudinal torpedo located in the live work of vertical elliptical section (with different eccentricity as it progresses along the length) that evolves downstream in a U-shaped hull; and finally, the arbotante, that unites the torpedo with the hauch, which is in contact with the free surface giving rise to the float plane of the boat. The torpedo admits appendages of different types (active or passive) to compensate movements and correct trims produced by navigation and the effect of waves.

In accordance with the invention, it is provided that each torpedo is extended to a first transition plane located between 50-58% of the total length, evolving from said first projected flat U-shell transition plane laterally from the corresponding crunch plane to horizontal half-bars, and subsequently to inclined planes with progressively wider width

stern.

In addition, a progressive ascending section is planned from a second transition plane located between 55% and 80% of the length until the end of it, converging with the stern mirror. This ascent will depend on the type of propeller element (FPP propeller, CPP propeller, waterjet, VLJ propeller, etc.) that you want to place to propel the boat. This rise causes the stern mirror to dry, causing resistance to decrease, and therefore the necessary towing power.

DESCRIPTION OF THE DRAWINGS

Figure 1.- Shows a front view of the mask of the invention

Figure 2.- Shows a side or profile view of the mask of the invention, as well as partial cross sections thereof by one of the helmets.

Figure 3 shows in plan, superiorly a first view with the section of one of the buttresses of the hull by the flotation plane, then a second view with the section by a horizontal plane at half height from the baseline by one of the torpedoes and inferiorly a third view with another section by another horizontal plane by the haunch of one of the helmets. Expanded details of the bow area are included in the second and third views, in order to have an appreciation of the attack half-angles.

PREFERRED EMBODIMENT OF THE INVENTION

The multihull hull (1) for boats of the invention is of the semi-SWATH type, that is, they comprise at least two upper hulls (2) or pontoons joined by hams, in this case by a single pontoon (30) , said upper hulls being prolonged (2) in lower swiveling heads (3) towards the free surface (4) of the water that cover the respective flotation planes (5), and which are inferiorly topped in as many submerged torpedoes (6) longitudinal elliptical section (60), with different eccentricity as it progresses along the length, and that evolve into two U-helmets (7); being able to understand the torpedo appendages, not

represented, of compensation of movements, such as stabilizing fins or others.

According to the invention, each torpedo (6) is extended to a first transition plane (8) (see fig. 2) located between 50-58% of the total length, evolving from said first transition plane ( 8) a U-shaped hull (7), each U-hull having its flat bottom (9) projected laterally from the corresponding crunch plane (10) to horizontal half-bars (10a) (see partial sections of fig 2), and subsequently inclined planes (12), ideally slightly curved, with progressively wider stern width (13); being determined a progressive ascending section (20) from a second transition plane (14) located between 55% and 80% of the length until the end of it, converging with the stern mirror (15).

The horizontal half-bars (10a) are ideally located at distances between 4% -8% of the total sleeve, while the inclined planes (12) adopt angles between 30-45º from the horizontal to the dead splinter level ( 16).

Each flyer (3) comprises (see first view of figure 3): flyer attack half-angles (3a), measured in the float plane (5), between 8 and 20 degrees extended to a third transition plane (63 ) located between 0.3% -0.8% of the length, with convex shapes (17) ideally in the first 20-30cm, since at high speeds (high Froude numbers) the crest of the wave forms somewhat further aft from the beginning of flotation, with the additional advantage that it avoids fatigue points in welding. From the third transition plane (63) it extends on divergent sides of the buttress (3b) according to semi-angles of divergence of the buttress (3c) between 2 and 4 degrees to the stern mirror (15).

Each torpedo (6) (see second view of figure 3) comprises torpedo attack half-angles (6a), measured in the initial mid-height plane (18) (see fig 2) of each torpedo (6), between 15 and 20 degrees (return to figure 3), reaching up to a fourth transition plane (19) located at a distance measured in the crunch plane (10) between 0.8% and 1% of the length; configuring from said fourth transition plane

(19) torpedo divergence half angles (6b) minimum of 3 degrees to the first

transition plane (8); while then the U-shaped helmet (7) forms half-angles of helmet divergence (7a), also measured in the initial mid-height plane (18) of each torpedo (6), between 2 and 3 degrees, looking for continuity in the forms and the transition from SWATH shape in bow to catamaran shape aft is not abrupt. In the convergence zone of the initial mid-height plane (18) of each torpedo (6) with the progressive ascending section (20), convergent semi-angles (7b) are preferably configured to avoid flow detachment and achieve continuity of the fairing, which ideally reach maximum negative values of between -2 and -3 degrees.

As for the intersections of each buttress (3) with the respective torpedo (6) and haunch (2) (see sections of figure 2), they form non-rounded agreements (21), also called knuckles.

Preferably, in each buttress (3) the stern mirror (15) is extended towards the upper hull (2) -o haunch-respective and the pontoon (30) as seen in figure 1, for the arrangement of the camera of machines, propulsion and / or tanks that may be necessary.

Each upper helmet or haunch (2), which is not symmetrical with respect to the crunch plane of each helmet (10), has upper helmet attack half-angles (2a) between 6 and 75 degrees along its height, such as it can be seen in the third view of figure 3, which comprises a section of a helmet along the plane (43) referenced in the first view of figure 2; while the inner sides (24) (see fig 1) of each upper hull (2a) are configured with a variable inclination angle (65) along the length, between 0 degrees in the bow and 35 degrees at half length , causing more volume as you go aft. In turn, the outer sides (27) have an inclination angle of 45 degrees at half length, In addition, ideally, both the inner (24) and outer (27) sides of each upper hull (2) comprise upper extensions vertical (25) to the pontoon (30).

As for the sleeve (66) between the crunch planes (10) of both helmets (2), it is preferably comprised between 66% and 76% of the total sleeve, causing there to be no interference between helmets that increase the resistance to Advance.

Regarding the propellants (26), in the case of these propellers or azimuthal systems, they are located in the progressive ascending sections (20) (see fig. 2), so that the propellant can be raised and minimize torque give rise to 5-stern trimming (bow lift and stern sinking), with the additional advantage that it improves the flow of water to the propeller, which ensures that a good wake is formed and the flow is not detached. In the case of being propelled through waterjets or jets of water, this ascent of the bottom causes the flow of water to be oriented to enter in the cleanest way by the aspiration of said propellant, improving its operation and therefore, its

10 performance

Sufficiently described the nature of the invention, as well as the manner in which it is carried out in practice, it should be noted that the provisions indicated above and represented in the attached drawings are subject to detailed modifications in

15 as long as they do not alter the fundamental principle.

Claims (11)

1.-Multi-hull carena (1) for semi-SWATH vessels, comprising at least two upper hulls (2) joined by pontoons (30), said upper hulls being prolonged (2) in protruding buttresses (3) lower towards the free surface

(4)

which cover the respective flotation planes (5), and which are inferiorly topped in as many longitudinal submerged torpedoes (6) of vertical elliptical section (60) that evolve into two U-shaped hulls (7); being able to understand torpedoes

(6)

movement compensation appendages characterized in that each torpedo (6) is extended to a first transition plane (8) located between 50-58% of the total length, evolving from said first transition plane (8) to hull U (7) with a flat bottom (9) projected laterally from the corresponding crunch plane (10) to horizontal half-bars (10a), then to inclined planes (12) with progressively wider width towards the stern (13); being determined an ascending section

(twenty)

progressive from a second transition plane (14) located between 55% and 80% of the length until the end of it, converging with the stern mirror (15).

2. Multi-hull carcass (1) for vessels according to claim 1 characterized in that the horizontal half-bars (10a) are located at distances between 4% -8% of the total beam with respect to the crunch plane (10); while the inclined planes (12) adopt angles between 30-45º from the horizontal to the dead splinter level (16). 3. Multi-hull carcass (1) for vessels according to any of the preceding claims, characterized in that each flyer (3) comprises: flyer attack semi-angles (3a), measured in the float plane (5), between 8 and 20 degrees prolonged to a third transition plane (63) located between 0.3% -0.8% of the length, with convex shapes (17) in the first 20-30cm; and divergent sides (3b) divergent according to semi-angles of divergent divergence (3c) between 2 and 4 degrees to the stern mirror (15). 4.-Multihull hull for vessels according to any of the preceding claims characterized in that each torpedo (6) comprises torpedo attack half-angles (6a), measured in the initial mid-height plane (18) of each torpedo (6) , between 15 and 20 degrees, reaching up to a fourth transition plane (19) located at a distance measured in the crunch plane (10) between 0.8% and 1% of the length; configuring from said fourth transition plane (19) torpedo divergence semi-angles (6b) minimum of 3 degrees to the first transition plane (8); while then the U-shaped hull (7) forms half-angles of hull divergence (7a), also measured in the initial mid-height plane (18) of each torpedo (6), between 2 and 3 degrees. 5. Multi-hull carena (1) for boats according to claim 4 characterized in that in the convergence zone of the initial mid-height plane (18) of each torpedo (6) with the progressive ascending section (20), converging semi-angles are configured ( 7b). 6. Multi-hull carcass (1) for vessels according to claim 5 characterized in that the converging semi-angles (7b) reach maximum negative values between -2 and -3 degrees. 7. Multi-hull Carena (1) for boats according to any of the preceding claims characterized in that the intersections of each flyer (3) with the torpedo (6) and the respective upper hull (2) form knuckles or non-rounded agreements (21). 8. Multi-hull carena (1) for boats according to any of the preceding claims characterized in that in each swiveling (3), the stern mirror (15) is extended towards the respective upper hull (2) and the pontoon (30). 9. Multi-hull Carena (1) for vessels according to any of the preceding claims characterized in that each upper hull has upper hull attack half-angles (2a) between 6 and 75 degrees along its height; while the inner sides (24) of each upper hull (2a) are configured with a variable inclination angle (65) along the length, between 0 degrees in the bow and 35 degrees at half length; while for the outer sides (27), it comprises a maximum inclination angle of 45 degrees from half a length to the stern. 10. Multi-hull carena (1) for boats according to claim 9 characterized in that both the inner (24) and outer (27) sides of each haunch (2a) comprise vertical upper extensions (25). 11. 11. Multi-hull carcass (1) for boats according to any of the preceding claims, characterized in that the distance (66) between the cracking planes (10) of both hulls (2) is between 66% and 76% of the sleeve total. 12.-Multi-hull carena (1) for boats according to any of the claims 10 above characterized in that the thrusters (26) are located in the ascending sections (20) progressive. DRAWINGS 1 | 3 2 | 3 3 | 3