Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B41/00—Drop keels, e.g. centre boards or side boards ; Collapsible keels, or the like, e.g. telescopically; Longitudinally split hinged keels
• • 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
  • B63H—MARINE PROPULSION OR STEERING
  • B63H9/00—Marine propulsion provided directly by wind power
  • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
  • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels

Definitions

• the invention relates to a floating body, in particular a multihull boat with a sail drive.
• the object of the invention is to increase the safety and the ease of use and ease of use when using such a float and to improve the driving properties, in particular also to increase the speed.
• a floating body which is designed as a multi-hull boat with at least two hulls connected by at least one cross member, these individual hulls are pivotally connected to at least one cross member at least in the vertical planes extending through their longitudinal axis.
• the subject of the invention is characterized in that the hulls and the cross member embody a closed system of forces.
• the reaction forces resulting from the ramming movements of the fuselages are only insignificantly transferred into the crossmember, which results in a considerable improvement in user comfort.
• connection between the individual fuselage and the cross member can comprise at least one joint, preferably a joint with a joint axis that is essentially parallel to the cross member, so that the fuselage can pivot freely in a plane determined by its longitudinal extent.
• springs counteracting the pivoting movement and / or shock absorbers damping the pivoting movements can be provided.
• a membrane coupling arranged between the individual fuselage and the crossmember can also be used within the scope of the invention for the articulated connection of the fuselage to the crossmember.
• Such a membrane coupling then consists of an inner one
• Hub part for example an inner ring or frame, which is connected to a ring-shaped or frame-shaped outer part via a disk made of elastic material.
• the previously known diaphragm couplings of this type were used for the transmission of torques in mechanical engineering, whereby elastic deviations of the interconnected machine elements from the axis of rotation should be absorbed by the coupling in order not to cause a break in the connection.
• the aim of the present invention is to make the elasticity of the connection effected with this membrane coupling different in the different deflection directions.
• the outer part has dimensions different from one another or strengths and / or elasticities differing from one another in two mutually transverse directions.
• the diaphragm coupling can counteract the deflections of different magnitudes occurring in different planes
• the membrane coupling according to the invention with its elasticity differing in different planes can be advantageous in many areas of application; in boat building, when used according to the invention for connecting a single hull to a cross member, it provides in particular the part that the unsprung masses of the boat are reduced and the travel comfort is improved. In addition, the heel is reduced and the risk of a "tripping" of a multihull boat is eliminated. The boat hulls tend to pound much less. Numerous other features of such a membrane coupling will be explained in detail later with reference to the drawing.
• hollow bodies filled with a fluid medium preferably connected to one another via a connecting line
• the damping can be regulated by means of a throttle valve arranged in such a connecting line.
• an energy converter for example a turbine, which can be operated by the medium flowing through it, can also be arranged in the connecting line in order to utilize the energy arising from the swivels of the boat hulls.
• this rigging of the floating body formed as a multihull boat is only fixed in place on the cross member.
• the stay for the foresail can advantageously be pivoted about a location on the cross member, preferably in the area of the mast foot, e.g. be guided and held on an arc-shaped running rail which extends between the hulls.
• a beam carrying the stage of the foresail is articulated on the cross member, preferably on the mast foot, and can be pivoted about a vertical axis.
• This jib boom can then vary the projected on the wind direction
• the sail area can be moved by means of pods.
• the jib boom is connected to the crossmember in a selectively fixable manner, for example by the fact that two rods or the like extending on both sides to the crossmember extend to the free end of the jib boom . are articulated with one of their ends and the other ends of these rods are movable by means of runners along guides arranged on the cross member.
• the position of the sails in relation to the wind direction can be optimized and a greater propulsive force can be achieved.
• it also opens up the possibility of making the operation of the boat as easy as possible, improving handling and ensuring that a certain course chosen is adhered to more easily and reliably
• the runners can be connected to one another at a distance by means of a traction element guided along the guideway and for the purpose of adjusting the sails and their trees by means of the
• the invention is also concerned with improving the stability of the floating body in the sense of the initially defined objective, namely that according to the invention, in the case of such a floating body designed as a multihull boat, a sword running in the longitudinal axis of the boat on the underside of the crossmember into the water immersed attached.
• the free-flowing sword thus absorbs large lateral forces immersing in the water and when the boat begins to heel, the risk of capsizing is considerably reduced because at the same time the heel is reduced with the heeling, because the heel increasingly heaves the sword out of the water becomes. As a result of the reduction in lateral forces and the heeling moment, the boat can then easily return to its horizontal position.
• FIG. 1 is a longitudinal side view of a multihull boat according to the invention.
• Figure 2 is a perspective view of the same boat.
• Figure 3 is a section along III-III of the
• Figure 4 which in turn represents the top view of a membrane coupling.
• Figure 6 shows such a deformation in the plane of the shorter
• FIGS. 7 to 10 show different embodiments of such membrane couplings in schematic top views.
• Figure 11 shows a cross section through such
• Coupling and the figures 12 and 13 show the deformation of the deformable part of two different embodiments.
• FIGS. 14 and 15 relate to two further embodiment variants, which are also shown in partial sections through the deformable part.
• Figures 16 to 18 show a multihull boat equipped with such couplings in cross section, in the
• FIG. 21 shows the wiring diagram of such a damping device.
• FIGS. 22 and 23 show a multihull boat with a swiveling jib boom in a diagram and in a top view
• FIGS. 24 and 25 show a similar boat with an adjustable forestay also in the diagram and in a top view.
• Figures 26 to 29 show top views of a multihull boat with a pivotable jib boom, different sail positions.
• FIG. 30 shows a section of the guideway for the linkage of such a jib boom.
• FIGS. 31 to 35 again show different sail positions in plan views and
• FIG. 36 shows a diagrammatic view of the multihull boat.
• FIG. 37 shows a top view schematically of the kinematics of the sail adjustment by means of a circumferentially closed guideway.
• Figures 38 and 39 show in cross sections a multi-hull boat with a middle sword in different boat positions and the
• FIGS. 40 and 41 show the adjusting device for such a middle sword in longitudinal sections.
• FIGS. 42 to 44 schematically show the vertical and horizontal setting of such a sword
• the multihull boat shown in FIGS. 1 and 2 for example a so-called catamaran, consists of the cross member 1 and the two hulls 2, which are connected to the cross member 1 by means of joints 3 and are held in a desired position by means of the springs 4.
• Shock absorbers 5 provide damping of the swiveling movements of the fuselages 2 about the swivel axis which runs coaxially with the axes of the joints 3.
• the hulls 2 can perform movements independently of one another and from the crossmember 1 and are able to adapt individually to the swell. Ramming movements of the fuselages 2 are only transmitted to a minimal extent to the cross member 1 and one on the latter
• Cross beam arranged cabin which results in a significant improvement in comfort when using the boat.
• the mass of the boat parts to be lifted in rough seas is reduced and undercutting the hull tip becomes more likely avoided than with a rigid connection between hulls and cross beams.
• the membrane couplings shown in the following figures can be used for the articulated, flexible connection of the hulls 2 to the cross member 1.
• FIG. 3 shows such a coupling, arranged in each case between an individual fuselage 2 and the cross member 1, in a cross section, the parts to be connected to the fuselage and cross member being designated 1 'or 2'.
• Each such coupling consists of a disc 9, which connects an annular or frame-shaped outer part 10 to an inner hub part 11 and in turn is made of elastic material, for. B. of metal, rubber, fiber-reinforced plastic or the like.
• the edges of the disk 9 could be firmly connected to the outer part 10 or the hub part 11 in the areas 12 in any way, for example by clamping by means of screws, by gluing, welding, clamping and the like.
• the coupling as a whole is identified by 13, its axis is identified by reference numeral 14.
• FIG. 4 shows that the outer part can have dimensions that differ from one another in two mutually transverse directions.
• the outer part 10 is elliptical and accordingly the disk 9 is larger in the direction of the main axis of the ellipse than in the direction of the secondary axis.
• the outer part 10 and the hub part 11 of the coupling 13 consist of two concentric ellipses with their main axes parallel to one another, according to FIG. 8 the main axes of such ellipses are perpendicular to one another and according to FIG. 9 / the outer part consists of an approximately rectangular and the hub part from a circular frame. According to FIG. 10, slim, approximately rectangular frames form the outer part 10 and the hub part 11.
• Axis 14 possible, so that one can speak of a different elasticity in all three spatial axes. Accordingly, a membrane coupling according to the invention is not only suitable for the special case explained above for use in a multihull boat, but also for all other areas of application in mechanical engineering.
• this coupling is designed in such a way that a medium can flow through it in the direction of the arrow 16, which may be advantageous for various fields of application.
• FIG. 14 shows an embodiment variant of the disk 9 or the disk holder 12, according to which the disk 9 has a bead-shaped reinforcement 9 'on its inner and outer edge, which is held in a form-fitting manner in a correspondingly profiled groove in each of the parts 10 and 11.
• the disk consists of two layers 9a and 9b, between which a fluid medium can be enclosed.
• the division of the disc into two layers also has other advantages with regard to the formability and - as shown in FIG. 15 - also with regard to the possibility of attachment: a wedge-shaped insert 17 can be inserted between the two layers 9a and 9b in such a way that the load is applied to it the clamping pressure acting on the edges of the pane is increased and such self-clamping occurs and prevents the pane edge from sliding out.
• Washer 9 designed with different strengths and / or elasticities in different locations and regions. This can be achieved by reinforcement or different dimensions of the thickness of the disc 9.
• Figure 16 shows a multihull boat, its cross member
• the axis C can be seen in the plan view according to FIG. 17.
• the reaction force of the coupling 13 should be large and counteract even small deflections in extent. Also If waves hitting the side of the boat generate high torques, this angle should remain as small as possible.
• the axis C therefore runs perpendicular to the plane determined by the disk 9 of each clutch 13.
• FIG. 19 and FIG. 20 show how the hulls 2 can be assigned a movement damping device which consists of hollow bodies 18 filled with a fluid medium which, according to FIG. 20, are also deformed by the deformations of the couplings 13.
• the desired degree of damping is easily adjustable with such a device.
• the hollow bodies 18 can thus be connected via a connecting line 19 in which a throttle valve 20 for regulating the flow is arranged, as shown in FIG. 20.
• this connecting line 19 it could also be an energy converter that can be operated by the medium flowing through it, e.g. a turbine 21 may be arranged.
• FIG. 21 shows the line system of such an energy converter:
• Each resilient hollow body 18 is connected to a supply air system 23 and an exhaust system 24 via two mutually counteracting check valves 22.
• Air or some other fluid medium
• Air is supplied to the exhaust system when the volume of one of the hollow bodies 18 is reduced in volume, since the check valves 22 only allow this system to flow in. It arrives via the turbine 21 in an expansion vessel, e.g. a wind boiler 25, from which in turn a line leads via a pressure control valve 26 adjustable by means of a control device 27 to the supply air system 23, which is connected to the
• Hollow body 18 is connected. If the pressure in one of the hollow bodies 18 exceeds the value that can be set on the pressure control valve 26, this opens and the pressure that is under pressure
• the forestay 29 of the rig of this boat is fastened to a jib boom 30 which is pivotally mounted on the mast foot 31 of the mast 6 about the vertical axis 8 of this mast and is braced by means of a water shroud 32 which in turn is on the same axis 8, namely on the Bottom of the cross member 1 supports.
• the jib boom is held in its respective target position by two pods 33 and can be adjusted as required to starboard, port and in any intermediate position.
• an arched running rail 35 can also be provided, which extends between the two hulls 2 and on which the stay 29 for the headsail 36 is guided and held.
• a runner 37 holding the forestay 29 can be moved on the arc-shaped running rail 35.
• the forestay 29 can be pivoted about the axis 8 of the mast 6 fastened on the cross member 1 by means of the running rail 35 and this runner 37.
• the present invention is also concerned with various things Possibilities to make a swiveling jib boom as stable as possible and to bring and hold it reliably within the swiveling range in predetermined positions, which ensure the maintenance of a certain course with optimal use of wind forces and currents.
• the jib boom 30 shown in FIG. 25 is braced for reasons of strength and stability by means of two rods 38 with respect to the cross member 1 of the boat, namely two rods extending on both sides to the cross member 1 are at the free end of the jib boom 30 38 articulated with one of their ends and the other ends of these rods 38 are movable by means of runners 39 along guides 40 arranged on the cross member 1 in such a way that these runners 39 join in the movement of the jib boom 30 when the jib boom 30 is pivoted and in the desired target - Swivel position can be fixed to hold the jib boom 30.
• one of the runners 39 can be used as a fetch point for the advance sheet of the foresail 36, advantageously because the required distance of this fetch point from a advance winch for the advance sheet can be ensured by guiding the fetch point through the guide rail 40, and also because the forces acting on the foresail 36 from the lay tensions do not have to be absorbed via the sheet but can be dissipated via the rigid rod 38.
• the sheet of jib boom 30 and large boom 41 is guided over a roller 42.
• the wind pressure force 45 results in a (negative) rotation about the pivot axis, ie about the axis 8 of the mast 6.
• Torque 48 the wind pressure force 47 from the mainsail 34 is a (positive) torque 49 turning clockwise about this axis 8.
• the two opposing torques 48 and 49 therefore at least partially cancel each other.
• the running rail arranged on the boat shown in FIG. 25 extends as a guide 40 around the mast foot 31, then according to FIG. 27 the runners 39 of the rods 38 of the pivotable jib boom 30 as well as the runners 51 of the mainsheet 50 of the mainsail 34 and if necessary, runners 52 for fetching points of further jib sails 53 are also guided on this common guide 40. Are these runners
• FIG. 28 shows the variation of the projected sail area perpendicular to the wind direction 54, which is made possible by the pivoting of the jib boom 30 and the resulting change in the position of the foresail 36 from the normal position, shown in dashed lines in the longitudinal axis of the boat, into an optimal position that can be selected as required.
• the sail area 55 projected onto the wind direction 54 is only half as large as the sail area 57 when the foresail 36 is pivoted out in the case of a jib boom 30 running in the boat longitudinal axis 56.
• Additional jib sails can be placed between the headsail 36 and the mainsail 34 to increase the nozzle effect, which leads to a significant increase in propulsion.
• Figure 29 shows the situation similar to that of Figure 28, but for downwind courses. Here too there is a considerable enlargement of the sail surface 57 projected in the wind direction 54.
• FIG. 31 the features of the invention illustrated in FIGS. 22 to 30 are again illustrated in their context.
• the foresail 36 is shown in full in the "upwind position” and dashed in the "upwind position", the pivotable jib boom with 30 and the course of the sheet are shown in dashed lines.
• the changes in the length of the jib correspond to the required bowiness of the sail according to the course chosen.
• FIGS. 32 to 35 show further examples of the position of the sails in relation to the respective wind direction.
• the jib boom 30 adjusted in the direction of the boat axis 56 allows a conventional sail position for the headsail 36, the foresail 53 and the mainsail 34.
• FIG. 33 it is shown that the optimal sail position just found can easily be turned in the upwind direction, the position of the sails remaining unchanged with respect to one another. Because a larger bulge of the sails is required for upwind courses, this bulge is optimized by simply changing the sheet lengths.
• FIG. 34 shows the enlargement of the projected wind flow area which is important for the pre-wind course.
• this enlargement is achieved by spinnaker and spinaker boom.
• FIG. 35 shows that the slotted wing position used with advantage in aircraft construction can also be achieved with the pivotable jib boom.
• FIG. 36 shows the basic overall structure of a multihull boat according to the present invention.
• FIG. 37 shows the kinematics of the guide rail of the guide 40 and the runners guided on it in detail.
• Five positions have been drawn in, position 1 of the "hard-on-the-wind" sail on the port bow and the position 5 of the "before-the-wind” sail on the port bow are shown in dash-dot lines.
• the intermediate positions 2, 3 and 4 correspond, but are only hinted at.
• the indices A, B, C, D and E designate the fetch points of the sails corresponding to the positions
• the pivotable jib boom 30, as can be seen particularly well in FIG. 36, can be designed as a walkable catwalk with a railing.
• FIG. 38 shows the arrangement according to the invention of a sword 63 below the boat axis 56.
• This sword also advantageously serves to achieve the object of the invention defined at the outset.
• the sword 63 initially opposes the wind transverse force 64 with the greatest lateral force 65.
• the sword 63 is hoisted out of the water together with the windward hull 2, so that the lateral wind force 64 which causes the heeling no longer counteracts any lateral force 65 caused by the sword 63.
• the heeling moment decreases and the boat can return to its normal position more easily.
• FIG. 39 shows the multihull boat in an already inclined position, the entire weight being shifted to one of the two hulls. If the sword 63 were integrated in this fuselage 2, the entire lateral force 65 would come into play even more. Due to the arrangement of the sword 63 according to the invention in the middle of the boat, however, it is by the
• Figures 40 and 41 show a device for pivoting the sword 63 in order to change the immersion depth.
• the pivoting of the sword 63 which is arranged in a housing 68 at the free end of a tube 67 and is pivotably mounted about a pivot axis 69, is effected by means of a toothed pinion 70 and a toothed belt 71 or a toothed belt 70 guided over this pinion.
• a toothed pinion 70 which extends with its two ends down into the housing 68 and there cooperates with a ring gear 72 of the top of the sword 63, wherein it is pressed by two deflection rollers 73 against the ring gear 72 of the sword 63.
• the pinion 70 is rotated by a crank or the like via the hollow shaft 75 mounted in a pipe socket 74.
• the sword 63 can also be fastened on an extendable telescopic tube 76 and can be moved from a rest position (FIG. 42) by means of the handle 77, in which no point lies lower than the lower edges of the hulls 2, to the low position (feathering position, Figure 43). In this low position, the profiled sword 63 can then be pivoted about the axis of the telescopic tube 76 as required, thereby increasing the effect as necessary.
• the tiller of the sword 63 embodied by the telescopic tube 76 as can be seen from FIGS. 42 and 43, penetrates the cockpit of the boat and is therefore statically well supported, namely at two locations that are relatively far apart.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Wind Motors (AREA)

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Citations (11)

• 1981
  • 1981-05-22 JP JP56501776A patent/JPS57500730A/ja active Pending
  • 1981-05-22 AU AU72278/81A patent/AU550055B2/en not_active Ceased
  • 1981-05-22 WO PCT/AT1981/000012 patent/WO1981003311A1/de not_active Ceased
  • 1981-05-22 EP EP81890087A patent/EP0045293A1/de not_active Ceased

Patent Citations (11)

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