NL2009307C2 - Vessel with three hulls having forward deflactors. - Google Patents

Vessel with three hulls having forward deflactors. Download PDF

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Publication number
NL2009307C2
NL2009307C2 NL2009307A NL2009307A NL2009307C2 NL 2009307 C2 NL2009307 C2 NL 2009307C2 NL 2009307 A NL2009307 A NL 2009307A NL 2009307 A NL2009307 A NL 2009307A NL 2009307 C2 NL2009307 C2 NL 2009307C2
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NL
Netherlands
Prior art keywords
vessel
hull
deflectors
central
bow
Prior art date
Application number
NL2009307A
Other languages
Dutch (nl)
Inventor
Pieter Oossanen
Gerard Jelle Bilkert
Original Assignee
Ir M G Reissenweber Man Consultants B V
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ir M G Reissenweber Man Consultants B V filed Critical Ir M G Reissenweber Man Consultants B V
Priority to NL2009307A priority Critical patent/NL2009307C2/en
Priority to PCT/NL2013/050586 priority patent/WO2014025257A1/en
Application granted granted Critical
Publication of NL2009307C2 publication Critical patent/NL2009307C2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • 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
    • B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than 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
    • 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
    • B63B2001/128—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising underwater connectors between the hulls

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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)
  • Vibration Prevention Devices (AREA)
  • Butt Welding And Welding Of Specific Article (AREA)

Abstract

The invention relates to a vessel having a main hull structure extending in a length direction, comprising a deck and a bottom, a central hull having a bow and two side hulls projecting from the bottom of the main hull structure, wherein the planes of symmetry of the side hulls intersects each other in a plane of symmetry of the main hull structure above the deck, characterised in that the vessel comprises a pair of forward deflectors extending transversely to the length direction at a distance (H1) from the bottom, from a side hull connection region near a lower end of the side hulls to a central hull connection region near a mid section of the central hull.

Description

VESSEL WITH THREE HULLS HAVING FORWARD DEFLECTORS Field of the invention 5 [0001] The invention relates to a vessel having a main hull structure extending in a length direction, comprising a deck and a bottom, a central hull having a bow and two side hulls projecting from the bottom of the main hull structure, wherein the planes of symmetry of the side hulls intersects each other in a plane of symmetry of the main hull structure above the deck.
10
Background of the invention
[0002] Such a vessel having three hulls is known from EP0271939. This patent publication describes a sailing yacht having a cockpit and three essentially identical 15 hulls, a central hull and two side hulls, going out from the bottom of the cockpit, the planes of symmetry of the two side hulls intersecting each other in a plane of symmetry of the cockpit above the deck of the sailing yacht.
[0003] A disadvantage of the known vessel with three hulls, however, is that 20 hydrodynamic drag is relatively high. Furthermore, the stability of the known vessel could be improved. Improvements in stability and drag reduction are especially important when the vessel is a sailing yacht, as a sailing yacht’s performance is more sensitive to drag and stability issues than a motor vessel’s.
25 [0004] It is an object of the present invention to provide a vessel with three hulls wherein hydrodynamic drag is reduced. A further object of the invention is to provide a vessel having three hulls wherein stability is improved.
Summary of the invention
[0005] Hereto the known vessel is characterized in that the vessel comprises a pair of forward deflectors extending transversely to the length direction at a distance from the 30 2 bottom, from a side hull connection region near a lower end of the side hulls to a central hull connection region near a mid section of the central hull.
[0006] The fore mentioned deflectors bring about a reduction in hydrodynamic drag 5 due to the fact that the wetted area of the central hull and the side hulls is significantly reduced due to the lift provided by the deflectors, e.g. hydrofoils, significantly decreasing drag. In addition, the formation of bow waves is reduced, providing for a further reduction in drag. Furthermore, stability of the vessel is improved, especially longitudinal pitch stability, due to the presence of the deflectors.
10
[0007] In a preferred embodiment, the forward deflectors are of substantially planar shape and extend in a transverse direction at an angle of between 0 and 45°, preferably between 0 and 25° to a horizontal plane. In this way an even smaller bow wave can be obtained, further reducing the drag of the vessel. Additionally, this deflector 15 configuration reduces flow turbulence between the central hull and side hulls.
[0008] Another embodiment relates to a vessel wherein the side hull and central hull connection regions are situated at respective distances in the length direction LI, L2 from the bow, the distance LI being larger than the distance L2. Thus, a better vessel 20 streamline is achieved.
[0009] A further embodiment concerns a vessel wherein the bottom of the side hulls extend in a forward region upwards towards deck level near the bow, a vertical distance H5 from the deck to the forward deflectors in the forward region being larger than a 25 vertical distance H6 from the deck to the side hull bottoms.
[0010] A yet further embodiment relates to a vessel comprising a stem, and a pair of rearward deflectors near the stern extending transversely to the length direction at a distance from the bottom, from a side hull connection region near a lower end of the 30 side hulls to a central hull connection region near a mid section of the central hull. These rearward deflectors improve pitch stability of the vessel and reduce the stern wake.
3
[0011] Preferably, the rearward deflectors are of substantially planar shape and extend in a transverse direction at an angle of between 0 and 45, preferably between 0 and 25 degrees to a horizontal plane. Thus, the drag of the deflectors themselves is minimized.
5 [0012] Furthermore, the rearward deflectors can extend transversely to the length direction to provide optimal pitch stability control.
[0013] The connection regions of the rearward deflectors can advantageously be situated near the bottom of the central hulls and of the side hulls to ensure optimal 10 contact with the water.
[0014] The vessel can optionally be provided with means for changing the angle of incidence of the deflectors. Optimal drag reduction and stability control of the hydrofoils can thus be achieved, especially at different vessel speeds. Fore mentioned 15 means can advantageously be used to set a trim angle at a certain vessel speed.
[0015] In an embodiment, the aspect ratio of the deflectors is high, i.e. yielding relatively slender hydrofoils in order to reduce the foils’ friction drag.
20 [0016] Furthermore, the side hulls can be provided with a pair of keels projecting from the keel portion of the side hulls in order to improve roll stability.
[0017] Each of these keels can be arranged at an angle of approximately 90° with respect to the forward and/or aft deflector at that respective side of the vessel, when 25 viewed along the longitudinal axis thereof. Thus, the keels can be used to provide roll stability and the deflectors to improve pitch stability, while the two are substantially decoupled from each other due to the 90° angle.
[0018] To achieve a maximum effect on roll stability the keels can be arranged near the 30 centre portion of the side hulls in longitudinal direction.
[0019] To further reduce drag, the central hull preferably has a substantially vertical bow portion extending downwards from the bow to a lower bow point, the bottom of 4 the central hull extending from the lower bow point to a keel level of an angle d between 10 and 50°, preferably between 10 and 30°.
[0020] In practice, the above-mentioned invention is especially suitable for sailing 5 yachts, where drag and stability issues are harder to deal with than with motor vessels, due to the lack of an engine and the use of a relatively high mast.
Brief description of the drawings 10 [0021] An embodiment of a vessel according to the invention will by way of non limiting example be described in detail with reference to the accompanying drawings. In the drawings:
[0022] Figure 1 shows a bottom view of an exemplary embodiment of the vessel, 15
[0023] Figure 2 shows a side view of the vessel,
[0024] Figure 3 shows a front view of the vessel, 20 [0025] Figure 4 shows a rear view of the vessel, and
[0026] Figure 5 shows a side view of another exemplary embodiment of the vessel.
Detailed description of the invention 25
[0027] Figure 1 shows a bottom view of an exemplary embodiment of a vessel 1 according to the invention, having a main hull structure 10, comprising deck structures, such as a cockpit in the case of a sailing yacht, the main hull structure 10 extending in a length direction, comprising a deck 14 and a bottom 17, a central hull 2 having a bow 8 30 and two side hulls 3 projecting from the bottom of the main hull structure 10, wherein the planes of symmetry of the side hulls 3 intersects each other in a plane of symmetry of the main hull structure 10 above the deck 14 (not shown, to be discussed with reference to figure 3 that shows the same embodiment), the vessel 1 comprising a pair 5 of forward deflectors 4 in the form of hydrofoils 5 extending transversely to the length direction at a distance HI (not shown, to be discussed with reference to figure 3) from the bottom 17, from a side hull 3 connection region Cl, C2 near a lower end of the side hulls 3 to a central hull 2 connection region C3 near a mid section of the central hull 2.
5 The length L of the vessel 1 (see figure 2) is approximately 15 m. Vessels having a length of approximately 7,5 m to 25 m are particularly suitable for use with the invention, although shorter or longer vessels can also be used therewith. The width B of the embodiment is close to 2/5 L, whereas the height H of the vessel (see figure 2) is approximately 1/4 - 1/5 L.
10
[0028] The right part of figure 1 shows the bow section of the vessel 1, whereas in the left part of figure 1 the stern is depicted. The bow portions of the central hull 2 and side hulls 3 are indicated by reference numerals 8a and 8b-8c, respectively, whereas the stern portions of the central hull 2 and side hulls 3 are indicated by 9a and 9b-9c, 15 respectively. Forward deflectors 4 are shown in the form of a hydrofoil arrangement having a pair of hydrofoils 5 extending between the bow portion 8a of the central hull 2 and the side hulls 3. The hydrofoils 5 are swept back at an angle a with respect to the central hull 2. The angle a can be adapted to the angle of the bow wave that is to be expected, and can preferably be in the range of 0-45°, more preferably in the range of 20 0-25°, most preferably is around 45°. The side hulls 3 are provided with keels 7 to improve roll stability. The keels 7 also provide lateral force, required to reduce leeway when sailing upwind. These keels 7 are preferably positioned in the centre portion of the side hulls 3. Rudders 11 can be added to the side hulls 3 between the keels 7 and the stern portion of the vessel 1. When the vessel 1 uses an engine instead of a sail to 25 achieve propulsion, the keels 7 and rudders 11 are preferably removed as they significantly increase drag.
[0029] Another pair of deflectors 16 in the form of a pair of rearward hydrofoils 6 is shown near the stern portions 9a, 9b, 9c of the vessel 1. The pair of rearward deflectors 30 near the stern also extends transversely to the length direction at a distance H2 (not shown) from the bottom 17 and from a side hull connection region C4, C5 near a lower end of the side hulls 3 to a central hull connection region C6 near a mid section of the central hull 2. The projection of the wings 6 on the horizontal plane essentially yields 6 two surfaces being aligned with each other, which, in practice, provides a significant reduction in the severity of the stem wake, thereby reducing water resistance. Preferably, the rearward hydrofoils 6 are positioned as far aft as possible for maximal effect. The rearward hydrofoils 6 can also be swept upwards or rearwards for further 5 smoothening the transition of the flow under the vessel 1, i.e. the flow past the central hull 2 and side hulls 3, towards the flow in the stem wake.
[0030] Figure 2 shows a side view of the exemplary embodiment of the vessel 1 as shown in figure 1. A waterline is also shown, indicated by WL. It can now be more 10 easily seen that the vessel 1 comprises a main hull structure 10 from which the central hull 2 and side hulls 3 project downwards. The side hull 3 and mid hull 2 connection regions Cl, C2, C3 are situated at respective distances in the length direction LI, L2 from the most forward point on the bow portion 8a, the distance LI, for example being 1/4 L, being larger than the distance L2, for example 1/8 L. Additionally, the mid hull 15 connection region C3 is positioned at a distance H4, for example 3/4 H, from the deck 14 of the vessel 1. The forward hydrofoils 5 are shown to be swept back in this respect under an angle a, as well as upwards under an angle βΐ with respect to a horizontal plane. This angle βΐ also depends on the geometry of the side hulls 3 and the central hull 2 relative to each other and lies preferably in the range of 0-45°, more preferably in 20 the range of 0-25°, most preferably is around 20°.
[0031] Figure 3 shows a front view of the exemplary embodiment of the vessel 1 according to the invention. The planes of symmetry of the side hulls 3 can be seen to converge in the plane of symmetry of the main hull 10 above the deck 14, in the point 25 S. The forward hydrofoils 5 are placed at a distance HI, for example being 1/4 H, from the bottom 17 of the vessel 1. Furthermore, they can be placed under a further angle β2 with respect to the horizontal plane. β2 preferably lies in the range of 0-45°, more preferably in the range of 0-25°, most preferably is around 20°. The connection regions Cl, C2, C3 of the forward hydrofoils 5 can also be more easily discerned in figure 3. 30 H3, for example having a height of 1/2 H, indicates the height of the central hull 2.
[0032] Furthermore, it can be seen that the keels 7 are placed under an angle γ of about 80-100°, more preferably 90° with respect to the hydrofoils 5, 6 when viewed in 7 longitudinal direction. The centre lines of the central hull 2 and the side hulls 3 also converge at the most forward location on the deck 15 to provide for a more streamlined vessel 1. The hydrofoils 5 of the forward stabilizing arrangement 4 in this example connect in the bow section 8a of the central hull 2.
5
[0033] Figure 4 shows a rear view of the vessel 1. The rearward hydrofoils 6 connect in the stem portion 9a of the central hull 2. The connection regions C4, C5, C6 of the rearward hydrofoils 6 can also be more easily observed in figure 4. The rearward hydrofoils 6 are also placed under an angle β3 with respect to the horizontal plane. β3 10 preferably lies in the range of 0-45°, more preferably in the range of 0-25°, most preferably is around 15°. The rearward hydrofoils 6 are placed at a distance H2, for example being 1/4 H, from the bottom 17 of the vessel 1.
[0034] Figure 5 shows another exemplary embodiment of a vessel 1 wherein the vessel 15 1 has a central hull 2 with a straight, vertical stem 12 to further reduce water resistance.
The side hull 3 and mid hull 2 connection regions C1-C3 can now more clearly be seen to be situated at respective distances in the length direction LI, L2 from the bow 8, the distance LI, for example being 1/3 L in this embodiment, being larger than the distance L2, for example being 1/9 L. Also, the forward hydrofoils 5 are shown in this variation 20 to comprise a relatively small vertical hydrofoil part 15 connected to a substantially horizontal hydrofoil main part 16 as an alternative to hydrofoils 5 having an angle with respect to the horizontal plane. The vertical hydrofoil parts 15 connect to the side hulls 3 in the side hull connection regions Cl, C2, the connection regions Cl, C2 being situated at a distance H6, for example 3/5 H, from the deck. The central hull connection 25 region C3 is located at a distance H5, for example 3/4 H, from the deck 14. Furthermore, figure 5 shows rudders 13 that are positioned behind the rearward hydrofoils 6 for providing optimal yaw control. The central hull 2 is further shown to be curved upwards at a distance LI from the bow 8, at an angle δ with respect to the horizontal plane, d lying in the range of 10-50°, more preferably 10-30°, most 30 preferably being around 15°.
[0035] Thus, the invention has been described by reference to the embodiments discussed above. It will be recognized that these embodiments are susceptible to 8 various modifications and alternative forms well known to those of skill in the art without departing from the spirit and scope of the invention. Accordingly, although specific embodiments have been described, these are examples only and are not limiting upon the scope of the invention.
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Reference numerals 1. Vessel 2. Central hull 5 3. Side hull 4. Forward deflectors 5. Forward hydrofoil 6. Rearward hydrofoil 7. Keel 10 8a-8c. Bow portions 9a-9c. Stern portions 10. Main hull 11. Rudder 12. Vertical stem 15 13. Rudder 14. Deck 15. Vertical hydrofoil part 16. Rearward deflectors 17. Bottom 20

Claims (15)

1. Vaartuig (1) met een hoofdrompconstructie (10) die zich in een lengterichting uitstrekt, omvattende een dek (14) en een bodem (17), een centrale romp (2) met een 5 boeg (8, 8a) en twee zijrompen (3) die zich uitstrekken vanaf de bodem van de hoofdrompconstructie (10), waarbij de symmetrievlakken van de zijrompen (3) elkaar snijden in een symmetrievlak van de hoofdrompconstructie (10) boven het dek (14), met het kenmerk dat het vaartuig (1) een paar (4) vooraan gelegen deflectors (5) omvat die zich transversaal op de lengterichting uitstrekken op een afstand (Hl) van de bodem 10 (17), vanaf een zijromp (3) verbindingsgebied (Cl, C2) nabij een lagergelegen uiteinde van de zijrompen (3) tot een centrale romp (2) verbindingsgebied (C3) nabij een middengedeelte van de centrale romp (2).A vessel (1) with a main hull construction (10) extending in a longitudinal direction, comprising a deck (14) and a bottom (17), a central hull (2) with a bow (8, 8a) and two side hulls (3) extending from the bottom of the main hull structure (10), the symmetry planes of the side hulls (3) intersecting one another in a symmetry plane of the main hull construction (10) above the deck (14), characterized in that the vessel ( 1) comprises a pair (4) of front deflectors (5) extending transversely longitudinally at a distance (H1) from the bottom 10 (17), from a side hull (3) connection region (C1, C2) near a bearing end of the side hulls (3) to a central hull (2) connecting region (C3) near a central portion of the central hull (2). 2. Vaartuig (1) volgens conclusie 1, waarbij de vooraan gelegen deflectors (5) een 15 hoofdzakelijk vlakke vorm hebben en zich uitstrekken in een transversale richting onder een hoek (βΐ) van tussen 0 en 45, bij voorkeur tussen 0 en 25 graden ten opzichte van een horizontaal vlak.2. Vessel (1) according to claim 1, wherein the front deflectors (5) have a substantially flat shape and extend in a transverse direction at an angle (βΐ) of between 0 and 45, preferably between 0 and 25 degrees. relative to a horizontal plane. 3. Vaartuig (1) volgens conclusie 1 of 2, waarbij de zijromp- (Cl, C2) en centrale 20 romp (C3) verbindingsgebieden gelegen zijn op respectieve afstanden in de lengterichting LI, L2 vanaf de boeg, waarbij de afstand LI groter is dan de afstand L2.3. Vessel (1) according to claim 1 or 2, wherein the side hull (C1, C2) and central hull (C3) connection areas are located at respective distances in the longitudinal direction L1, L2 from the bow, the distance L1 being greater then the distance L2. 4. Vaartuig (1) volgens conclusie 3, waarbij de bodem van de zijrompen (3) zich opwaarts uitstrekt in een vooraan gelegen gebied richting dek (14) niveau nabij de boeg 25 (8), waarbij een verticale afstand H5 vanaf het dek tot de vooraan gelegen deflectors (5) in het vooraan gelegen gebied groter is dan een verticale afstand H6 vanaf het dek tot de zijromp (3) bodems.Vessel (1) according to claim 3, wherein the bottom of the side hulls (3) extends upwards in a front area towards the deck (14) level near the bow 25 (8), wherein a vertical distance H5 from the deck to the front deflectors (5) in the front area are greater than a vertical distance H6 from the deck to the side hull (3) bottoms. 5. Vaartuig (1) volgens een van de voorgaande conclusies, waarbij het vaartuig (1) 30 een achtersteven (9, 9a-9c) omvat, en een paar (16) achteraan gelegen deflectors (6) nabij de achtersteven (9, 9a-9c) die zich transversaal uitstrekken op de lengterichting op een afstand (H2) vanaf de bodem (17), vanaf een zijrompverbindingsgebied (Cl, C2) nabij een lagergelegen uiteinde van de zijrompen (3) tot een centrale romp (2) verbindingsgebied (C3) nabij een middengedeelte van de centrale romp (2).Vessel (1) according to one of the preceding claims, wherein the vessel (1) comprises a stern (9, 9a-9c), and a pair of rear deflectors (6) (6) located near the stern (9, 9a) -9c) extending transversely in the longitudinal direction at a distance (H2) from the bottom (17), from a side hull connecting area (C1, C2) near a lower end of the side hulls (3) to a central hull (2) connecting area ( C3) near a central portion of the central body (2). 6. Vaartuig (1) volgens conclusie 5, waarbij de achteraan gelegen deflectors (6) 5 een hoofdzakelijk vlakke vorm hebben en zich uitstrekken in een transversale richting onder een hoek (β3) van tussen 0 en 45, bij voorkeur tussen 0 en 25 graden ten opzichte van een horizontaal vlak.Vessel (1) according to claim 5, wherein the rear deflectors (6) have a substantially flat shape and extend in a transverse direction at an angle (β3) of between 0 and 45, preferably between 0 and 25 degrees relative to a horizontal plane. 7. Vaartuig (1) volgens conclusie 5 of 6, waarbij de achteraan gelegen deflectors 10 (6) zich transversaal op de lengterichting uitstrekken.Vessel (1) according to claim 5 or 6, wherein the rear deflectors 10 (6) extend transversely to the longitudinal direction. 8. Vaartuig (1) volgens conclusie 5, 6 of 7, waarbij de verbindingsgebieden (C4, C5, C6) van de achteraan gelegen deflectors (6) gelegen zijn nabij de bodem van de centrale romp (2) en van de zijrompen (3). 15Vessel (1) according to claim 5, 6 or 7, wherein the connection areas (C4, C5, C6) of the rear deflectors (6) are located near the bottom of the central hull (2) and of the side hulls (3) ). 15 9. Vaartuig (1) volgens een van de voorgaande conclusies, waarbij het vaartuig (1) voorzien is van middelen om de invalshoek van de deflectors (5, 6) te veranderen.Vessel (1) according to one of the preceding claims, wherein the vessel (1) is provided with means for changing the angle of incidence of the deflectors (5, 6). 10. Vaartuig (1) volgens een van de voorgaande conclusies, waarbij de 20 slankheidsverhouding van de deflectors (5, 6) hoog is.10. Vessel (1) according to one of the preceding claims, wherein the slenderness ratio of the deflectors (5, 6) is high. 11. Vaartuig (1) volgens een van de voorgaande conclusies, waarbij de zijrompen (3) voorzien zijn van een paar kielen (7) die zich uitstrekken vanaf het kielgedeelte van de zijrompen (3). 25Vessel (1) according to one of the preceding claims, wherein the side hulls (3) are provided with a pair of keels (7) that extend from the keel section of the side hulls (3). 25 12. Vaartuig (1) volgens conclusie 11, waarbij elk van de twee kielen (7) is aangebracht onder een hoek van ongeveer 90° ten opzichte van de vooraan gelegen (5) en/of achteraan (6) gelegen deflector aan die respectieve zijde van het vaartuig (1), wanneer bezien langs de langsas daarvan. 30Vessel (1) according to claim 11, wherein each of the two keels (7) is arranged at an angle of about 90 ° with respect to the front (5) and / or rear (6) deflector on that respective side of the vessel (1) when viewed along its longitudinal axis. 30 13. Vaartuig (1) volgens conclusie 11 of 12, waarbij de kielen (7) aangebracht zijn nabij een, in langsrichting, centraal gedeelte van de zijrompen (3).Vessel (1) according to claim 11 or 12, wherein the keels (7) are arranged near a longitudinal central portion of the side hulls (3). 14. Vaartuig (1) volgens een van de voorgaande conclusies, waarbij de centrale romp (2) een hoofdzakelijk verticaal boeggedeelte (12) heeft dat zich neerwaarts uitstrekt vanaf de boeg tot een lager gelegen boegpunt, waarbij de bodem van de centrale romp (2) zich uitstrekt vanaf het lager gelegen boegpunt tot een kielniveau 5 onder een hoek d van tussen 10 en 50°, bij voorkeur tussen 10 en 30°.Vessel (1) according to one of the preceding claims, wherein the central hull (2) has a substantially vertical bow section (12) that extends downwards from the bow to a lower bow point, the bottom of the central hull (2) extends from the lower bow point to a keel level 5 at an angle d of between 10 and 50 °, preferably between 10 and 30 °. 15. Vaartuig (1) volgens een van de voorgaande conclusies, waarbij het vaartuig (1) een zeiljacht is. 10Vessel (1) according to one of the preceding claims, wherein the vessel (1) is a sailing yacht. 10
NL2009307A 2012-08-09 2012-08-09 Vessel with three hulls having forward deflactors. NL2009307C2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
NL2009307A NL2009307C2 (en) 2012-08-09 2012-08-09 Vessel with three hulls having forward deflactors.
PCT/NL2013/050586 WO2014025257A1 (en) 2012-08-09 2013-08-08 Vessel with three hulls having forward hydrofoils

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Application Number Priority Date Filing Date Title
NL2009307 2012-08-09
NL2009307A NL2009307C2 (en) 2012-08-09 2012-08-09 Vessel with three hulls having forward deflactors.

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Publication number Priority date Publication date Assignee Title
US11155321B2 (en) 2017-04-22 2021-10-26 Minor Ip, Llc Underwater wings for providing lift to boats
US10562592B2 (en) 2017-04-22 2020-02-18 Jason Bernard Minor Underwater wings for providing lift to boats

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