ES2696978A1 - Aileron motorized sailboat stabilized by ailerons (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

A trimaran sail with rudimentary folding fins, which achieves its stability thanks to its floats are so bulky, close, tall and narrow that they allow the wind to blow in the sails, the leeward wing sink and that , as if it were a monocoque, the ship ranks and with it the force of the wind in the sails decreases, its ballast moves towards windward and the center of the fairway towards windward. (Machine-translation by Google Translate, not legally binding)

Description

DESCRIPTION

Motovelero of fine hull stabilized by ailerons.

Object of the invention

The present invention relates to a boat that claims to be the ideal recreational boat. A cruise ship capable of sailing and motoring quickly, cheaply, comfortably and safely, both in good weather and bad weather. More specifically, a new type of boat, mix of trimaran and monocoque, and able to use without problems the mooring spaces of the monohulls.

BACKGROUND OF THE INVENTION

We have searched for the perfect cruise ship. A boat that sails fast, comfortable and safe, both by motor and by sail. It can not therefore be a ballasted monohull because its shape limits its speed, nor can a glider that only sails well in good weather, consumes too much fuel and, of course, could not sail. It has therefore to be a boat with fine hulls and, since it also has to be a sailing boat, it has to be a multihull. It does not make sense to use catamarans, among other reasons, because its big sleeve limits the possibility of using the monohull moorings. This leaves the trimarans as the only solution.

However, although with good weather the trimarans are perfect for sailing, since they are very fast, they do not heap, and their thin helmets allow them to sail with very little wind and also be the type of boat that spends less fuel to motor; in bad weather they become uncomfortable and dangerous, since much of the force of the wind in the sails is concentrated in the unsinkable leeward float, making it not only have to withstand the transversal efforts but also those of longitudinal stability, even reaching to lift its central hull and click and capote. In any case, their remote and bulky floats hit the water strongly threatening the integrity of the boat and inconveniencing and soaking the crew.

It seems that the trimarans, at least as we know them today, are not the answer to our search for the perfect cruise. On the other hand, we do not want to abandon the thin helmets and go back to the slow and panzudo monohulls.

If we want to solve the problem we will have to find a solution that allows us to have minimum floats and not lose stability. We could use weighted luffs, but this in a trimaran that can not list would not be worth much. It would be almost the same as pouring liquid ballast to the central hull. There is, however, a simple solution, a solution that is the essence of this patent, and which we propose below.

Description of the invention

We propose to continue with the thin helmets. We propose close floats and small bulky that can withstand bad weather, and so that despite the boat does not capsize, we propose to use floats sufficiently close, small, tall and narrow, which we will call "ailerons", which make that by increasing the strength of the wind in the sails, the ship can sink its leeward wing and thus allow the boat to have a wide and progressive list, which makes the ship maintain its stability thanks to: the decrease in wind force in the sails, to the leeward movement of the center of the hull of the central hull and to the displacement towards the windward side of weighted ballasts (Figure 1).

In addition, and as we said at the beginning, a cruise trimaran must also be able to fold its ailerons with ease to be able to dock in the mooring places of the mono-helmets.

We finally want to point out that to compensate for the list we can use, if we wish, other righting techniques such as:

1. tilting weighted luffs

2. liquid ballast in the ailerons

3. hydrofoils

Actually we are talking about a "poly-compensated" boat, of a boat that can choose between different righting techniques, just as the normal monohulls are compensated using: the list, the sleeve and the internal or external weights, the sail light: the heel, the sleeve and the counterweight of its crew and the catamarans and trimarans are only compensated using their huge sleeve and floats that do not sink, our boat to be able to use various anti-heeling techniques, get that every one of these compensations is smaller, less damaging, and we have a more balanced and sensible boat, so we can achieve minimum floats, smaller link arms, simpler insurance systems, cheaper and cheaper, shorter weights and less heavy weights , smaller quantity of liquid weights, smaller engines, and, being also a good motor boat, smaller belting sail areas.

For all this we want to conclude by pointing out that we are really talking about a new type of sailing boat. We are talking about a type of sailing boat that does not exist. Until now there were only: monohulls, catamarans and trimarans. Now we can talk about "hybrid" boats, which are a hybrid between a trimaran with ailerons and a stabilized mono-hull (Figure 2).

Description of the drawings

For this description we will use the following terminology:

1. Central helmet 5. Orza ballasted

2. Float or spoiler 6. Care center

3. Arm 7. Sails or sail rig

4. Tensioner

In Figure 1 we see the essence of the invention. The use of minimum ailerons that withstand bad weather, allowing the ship to score and as a result: the sails (7) lose strength, the center of careening (6) moves to leeward and ballast of the orza ( 5) move towards windward.

In Figure 2 we see schematically a monocoque, a catamaran, a trimaran and our hybrid.

PREFERRED EMBODIMENT OF THE INVENTION

As an example of the invention we describe a hybrid of 12 meters of length, of 6.5 meters of maximum beam, 5 tons of displacement, of them one ton as ballast at the end of a fixed deck of 2.0 meters draft, hydrofoils in the ailerons and up to 200 liters of mobile water ballast in the windward float.

It would use any folding system that would allow it to reduce the beam for berthing at 4 meters.

Each spoiler would have a volume of the order of 50% of the total displacement of the ship, this is 2.5 tons, a height of 1.50 meters.

I would sail using a rig with about 80 square meters in tightness plus a drifter for stern bearings, diesel internal engine of about 100 horses, folding or retractable propeller, and fixed luff and rudder.

We calculated that it would have a maximum motor or sail speed of about 18 knots, easily exceeding 20 knots sailing simultaneously with motor and sail, a motor consumption of about 0.5 liters / mile at a cruising speed of 9 knots, which easily drop to 0.3 as soon as we help a little with the sails, which with a deposit of only 1000 liters would give us an autonomy of almost 3,000 miles.

Comparison of force pairs in trimarans and hybrids

Next we compare the hybrid described above with a typical traditional trimaran of similar dimensions, trying to see in a very simplified way that efforts occur in very extreme conditions of wind.

Suppose then a trimaran with: L = Length 12 meters, M = Sleeve 8 meters, D = Displacement 5 tons. The pair of forces (PF) produced by the wind necessary for this ship to start lifting its central hull from the water would be equal to the distance from the center of gravity to the leeward float multiplied by the displacement of the ship: PT = D x M / 2 or PF = 5 x 8/2 = 20 tm (tonelámetros). If we assume that in a cruising and folding trimaran we should not exceed, for example, three-fourths of the maximum limit we would have: PF = 15 tm.

As we said earlier, our hybrid would have: L = 12 m, M = 6.50 m, D = 6.0 t (of which 1.0 t of ballast at 2 m depth), ailerons with 40% of the total displacement of the ship (that is 2.4 t) and 1.50 m high, and considering that it would be a motor sailing cruiser, it would have a surplus with a sail area of about 90% of that of the trimaran. we are comparing, this is:

PF = 15 x 0.9 = 13.50 tm

If we assume a maximum list of 45%, the pair of wind in the sails would be:

PF = cos 45% x 13.50 = 0.707 x 13.50 = 9545 tm

If we assume that the jack spoiler sinks 40% of its volume, its displacement would be equal to: 04 x 2.4 t = 096 t.

And we suppose finally that the center of careening moves about 40 cm towards leeward. Summing up the approximate distribution of the 13.50 tonelámetros of the candles between the pairs of forces of the different adrizantes techniques used would be:

Although this is an extreme case and these data are only approximate, they do give us an idea of what, in limited circumstances, the floats have to endure in the case of traditional trimarans and in the case of hybrids:

Trimarán Hybrid

Force on the jack wing 3.7 t 0.96 t

Pair float / spoiler sota 15.0 tm 3.12 tm

Length arms 2.0 m 1.25 m

Now suppose a force of the wind not so extreme. For example about half. For the trimaran it would be 9,000 tons. For the hybrid it would be about 8,000 tm before heeling, and with a heel of the ship of about 30 °, it would give us a result after heeling of: 8,000 tm x cos 30 ° = 8,000 x 0.866 = 6,928 tm.

If we assume that the jack-wing will sink by 15% of its volume, its displacement would be equal to: 0.15 x 24 t = 0.360 t.

And we suppose finally that the center of careening moves about 25 cm towards leeward. Summing up the approximate distribution of the 6,928 tonelámetros of the candles between the pairs of forces of the different adrizantes techniques used would be:

The comparison between parameters would be:

Trimarán Hybrid

Force on the jack spoiler 2.25 t 0.36 t

Pair float / spoiler sota 9.0 tm 1.17 tm

Length arms 2.1 m 1.25 tm

These data are quite conservative especially if we take into account that in this example we have not used other antiescora techniques such as for example orzas that are inclined towards windward.

ADVANTAGE

This boat has a set of characteristics far superior to those of any existing recreational cruise:

- Thanks to having minimal ailerons its behavior in the face of bad weather would be much better than that of a trimaran.

- Thanks to its thin hulls it would have a speed to sail or to motor very superior to the one of a monocoque of cruise and very similar to the one of a multihull.

- Could use the mooring spaces of the monohulls without problems.

- It should be unsinkable like a multihull, as long as we do not put too much weight on the centreboard.

- It could be autoadrizable thanks to the easy folding of a float and if it had enough weight and openwork in its center.

- It would be a comfortable boat that would not heck as much as a monocoque and just a little more than a trimaran. Thanks to its thin hulls it would not give the terrible bumps of a recreational motor boat when there is bad sea.

- It would not swing to the anchor like a monocoque.

- It would have a power consumption several times lower than that of a glider motor boat, and an incredible autonomy if we do not sail too fast to motor and if we use the sails.

- It would have the advantage of safety and the pleasure of being able to navigate well, either by motor or sail or simultaneously with motor and sail.

- Its construction cost should not be much higher than that of a monocoque of the same dimensions since only its small ailerons and its folding system would mean an increase in cost over that, while its smaller displacement, less rigging, lower engine and less ballast and draft would mean a decrease.

- Due to the fact that it has a certain ability to heel against wind blows, its rigging should not be as oversized as in a traditional multihull.

- Your small floats should allow us to go to bigger boats than with traditional folding trimarans.

- You could say that even being the best sailing boat, it is also the best motor boat.

Claims (5)

1. Motorboat with a thin hull stabilized by ailerons, CHARACTERIZED for incorporating a central hull and two lateral floats, and that, in order to minimize the flotation sleeve of its central hull for the sake of greater speed and to maximize its surface sail, without minimizing its stability, has some floats, which we will call "ailerons", small enough, tall, narrow and close to the central hull so that before the pressure of the wind in the sails, and contrary to what happens with the traditional trimarans, the leeward wing sinks and the boat has a progressive and prolonged list, and as a consequence of that, the wind pressure in the sails decreases and additional anti-heel pairs are generated in the central hull. 2. Motorboat with a thin hull stabilized by ailerons, according to claim 1, characterized by having one or more weights ballasted under its central hull, its weight and depth being a function of the sail surface. 3. Motorboat with a thin hull stabilized by ailerons, according to claim 1, characterized in that it can fold its ailerons to use the mooring spaces of monohulls of similar lengths. 4. Motorboat with a thin hull stabilized by ailerons, according to claim 1, characterized in that, in order to increase its stability, it can incorporate all types of ballasts: solid or liquid, internal or external, fixed or mobile, in the central hull or in the floats; and all types of hydrofoils: fixed or mobile, in the central hull or in the ailerons. 5. Motorboat with a thin hull stabilized by ailerons, according to claim 1, characterized by being able to also navigate by motor.