WO1991008944A1 - Bateau a suspension a ailerons porteurs - Google Patents

Bateau a suspension a ailerons porteurs Download PDF

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Publication number
WO1991008944A1
WO1991008944A1 PCT/US1990/007571 US9007571W WO9108944A1 WO 1991008944 A1 WO1991008944 A1 WO 1991008944A1 US 9007571 W US9007571 W US 9007571W WO 9108944 A1 WO9108944 A1 WO 9108944A1
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WO
WIPO (PCT)
Prior art keywords
watercraft
hydrofoil
support member
canard
attack
Prior art date
Application number
PCT/US1990/007571
Other languages
English (en)
Inventor
Greg S. Ketterman
Original Assignee
Ketterman Greg S
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 Ketterman Greg S filed Critical Ketterman Greg S
Publication of WO1991008944A1 publication Critical patent/WO1991008944A1/fr

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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
    • B63B1/285—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils changing the angle of attack or the lift of the foil

Definitions

  • the present invention relates to hydrofoil supported watercraft and more particularly pertains to systems for adjusting a hydrofoil's angle of attack in order to maintain the craft in a desired attitude relative the water's surface.
  • hydrofoils for supporting a moving watercraft has had wide consideration in the recent past. These considerations stem from the hydrodynamic advantages inherent in a hydrofoil. Specifically, the several drag components associated with conventional displacement hull designs and even planing hull designs generate substantial power reguirements for propulsion which ultimately limits the watercraft's speed and efficiency. Hydrofoils, adapted to lift all or a portion of a watercraft's hull clear of the water serve to alleviate hydrodynamic drag otherwise associated with the hull while the surface drag or form drag generated instead by the hydrofoils is comparatively minimal due to the foil's relatively small surface area and clean form. That component of drag generated by a hydrofoil known as induced drag or drag-due-to-lift, can further be reduced by increasing the foil's aspect ratio.
  • hydrofoil suspended watercraft clearly enables available power to be used more efficiently. Such enhanced efficiency can manifest itself in terms of higher speed capabilities, reduced fuel consumption rates or can be exploited by the fitment of smaller powerplants without compromising a craft's performance ability.
  • a reduction in drag is particularly attractive for windpowered watercraft for which typically only a limited amount of useable power is available as structural as well as dynamic considerations restrict the amount of sail area that can practically be exposed to the wind while light winds reduce the amount of power available altogether.
  • a large variety of foil systems have consequently been fitted to both sailboats as well as power boats.
  • the amount of lift generated by a hydrofoil is dependent upon both its velocity through water as well as its angle of attack. Higher velocities and/or larger attack angles serve to increase lift.
  • a variety of systems have been devised that automatically adjust the foil's angle of attack as a function of it submersion. Examples of such systems are set forth in U.S. Patent Nos. 3,762,353, and 4,711,195 as well as British Patent No. 591,933 wherein leading buoyant or planing members are employed to gauge the foil's submersion.
  • a system is therefore called for that adjusts foil angle in response to the craft's general attitude relative the overall water surface rather than in response to local wave contour in order to provide a more stable suspension of the craft at high speeds.
  • Systems employingmultipleadjustablehydrofoil surfaces have been adapted to watercraft in an attempt to control rolling forces and more specifically, have been used to control the heeling of windpowered watercraft.
  • a representative example is described in U.S. Patent No. 3,949,695.
  • the above-indicated shortcomings of the prior art are overcome by the hydrofoil suspension system of the present invention.
  • the system provides for the adjustment of the foil surface's attack angle in response to the input of a mechanism that senses the level of the water's surface yet filters out high frequency undulations.
  • the system therefore supports and maintains the craft at a substantially constant height without unnecessary or inappropriate corrections that would otherwise result in instability or inefficiencies.
  • Such system thereby provides a smooth, steady, and controlled support for the craft at speed.
  • the attitude of the entire craft is controllable to provide enhanced stability as well as efficiency.
  • the adaptation of such systems to windpowered watercraft effectively controls heeling forces thus allowing higher speeds to be achieved.
  • the present invention calls for one or more hydrofoil surfaces to be positioned below a watercraft and oriented so as to generate lift as the watercraft proceeds through the water.
  • the hydrofoils are held in position via a support arm that pivots on an axis oriented substantially along the horizontal and perpendicularly to the watercraft's longitudinal axis.
  • the hydrofoil rigidly attached to the distal end of the support arm, undergoes attack angle changes as the support arm is pivoted back and forth.
  • the position of the support arm and hence the hydrofoil's attack angle is biased towards a preselected position.
  • a canard as for example a float or planing surface that senses the position of the water's surface relative the watercraft, is linked to the support arm so as to convert vertical displacement of the canard into a pivoting motion of the control arm.
  • the interconnection between the control arm and float is achieved by a flexible cantilever, the flexibility or resiliency of the cantilever being selected such that high frequency undulations of the canard are not transmitted to the control arm. Consequently, angle changes of the hydrofoil do not result from high frequency movement of the canard, as encountered for example when the watercraft moves across choppy water at high speed.
  • the control arm can be pivotably attached to watercraft in a number of ways.
  • One preferred method requires the mounting of a transversely oriented torsionally lexible beam to the watercraft so that its ends extend outwardly therefrom.
  • a control arm with a hydrofoil rigidly attached to its distal end, rigidly and radially depends from each end of the transverse beam.
  • the canards are attached to the control arms such that vertical displacement of the canard causes the flexible beam to be torsionally displaced thus causing the support arm to pivot and hence the hydrofoil's attack angle to change accordingly.
  • a rigid transverse beam can be employed, the ends of which extend laterally from the watercraft and wherein the control arms are pivotably mounted to the ends of the beam.
  • a spring biases the control arm and hence the attack angle of the hydrofoil into a desired position. Vertical displacement of the canard in flexible communication with the control arm acts against the spring to effect a movement of the control arm.
  • the present invention additionally calls for the location of a buoyant body about or near the ends of the transverse beams so as to provide buoyancy when the watercraft is not subject to the lifting forces generated by the hydrofoil surfaces. Additionally, the buoyant bodies are positioned such that their centers of buoyancy impart a moment about the transverse beam's pivoting or flexing axis. As a result, the hydrofoils' attack angles are substantially larger when the watercraft is in its buoyant mode than when the craft is at speed supported by the hydrofoils with the buoyant bodies clear of the water.
  • the invention additionally provides the positioning of a damper or shock absorber mounted so as to control the pivoting of the control arm.
  • the suspension of the present invention is ideally suited to windpowered watercraft.
  • Two hydrofoils, suspended as described above, are preferably substantially displaced laterally from the center line of the watercraft to provide a stable base, while an inverted T-shaped rudder, positioned near the aft portion of the watercraft, provides steering control as well as lift at speed.
  • Each control arm and hydrofoil is combined into a single L-shaped blade structure wherein the vertical portion of the "L” provides leeward resistance and the base of the "L” is foil-shaped.
  • the "L" shape is more effective than conventional T-shape designs to provide more lift, more leeward resistance and less drag as the turbulence generated by the second blade tip of a T-shape is eliminated as is the turbulence otherwise generated in the leeward corner of an inverted T.
  • the two L-shaped structures are oriented so as to curve towards one another with their bases extending slightly downwardly. This orientation of the hydrofoil surfaces serves to impart rolling motion resistance to the craft during side slip as the windward foil is deflected downwardly while the leeward foil is deflected upwardly.
  • a preferred approach provides for a bi-plane rig, employing two sails each positioned substantially over one of the hydrofoils.
  • Each mast supporting a sail is rigged so as to be isolated from any attack angle adjusting movements of the canard, flexible cantilever, buoyant body, flex beam, or support arm therebelow while a shock absorber extending from the sail's mast to, for instance, the buoyant body dampens any relative movement.
  • Such isolation is achieved by locating the base of the mast with a ball-and-socket joint while the head of the mast is held in position relative the watercraft via a triangulating strut and stay arrangement.
  • Fig. 1 is a perspective illustration of a watercraft constructed in accordance with the present invention
  • Fig. 2 is an enlarged cross-sectional view taken along line 2-2 of Fig. 1.
  • FIG. 3 is a perspective illustration of a preferred embodiment of a watercraft in accordance with the present invention herein;
  • Fig. 4 is an enlarged cross-sectional view taken along lines 4-4 of Fig. 3;
  • Fig. 5 is a side view detail of an alternate embodiment according to the present invention.
  • Fig. 6 is a side view detail of an outrigger assembly according to the present invention conformed for use with a powered watercraft.
  • FIG. 1 illustrate watercraft in accordance with the present invention.
  • a first embodiment generally illustrated in Fig. 1, comprises a central elongate hull 11 provided with a cockpit cavity 12 proximate its stern and a mast 14, carrying a sail surface SS, mounted rigidly and vertically on the central portion thereof.
  • a torsionally flexible transverse beam 15 of substantially planar section is rigidly mounted to, and extends across, the central hull subjacent the base of mast 14 to present attachment mountings 16 and 17 at the free ends thereof.
  • Each of the mountings rigidly engages a corresponding outrigger assembly 26, 27 each including a corresponding hollow buoyant body 36, 37.
  • Bodies 36, 37 are of elongate configuration and each fairs to a point at its forward end.
  • each body 36, 37 Attached to the underside of each body 36, 37 are downwardly depending blades 136, 137.
  • Each blade 136, 137 is of a narrow, high aspect ratio, plan form turning inwardly at the ends to form hydrofoil surfaces 146, 147.
  • the vertical portion of the blades is of sufficient area to provide leeward resistance to the watercraft.
  • the inwardly turned ends extend slightly downwardly to define a slightly obtuse L-shape.
  • the stern of the craft is fitted with a rotatable rudder 124 shaped in an inverted "T".
  • the vertical portion 125 of the T-shape provides for the watercraft's steering control while the horizontal portion 126 of the T-shape is foil-shaped and oriented so as to generate lift at speed.
  • Each outrigger assembly 26, 27 further includes a flexible cantilever 46, 47 extending forwardly from the leading point of each buoyant body 36,37.
  • the cantilever 46,47 is formed or angled to extend slightly downwardly to below the buoyant body and a canard 56, 57 is attached at its distal end.
  • the canard 56, 57 may have a planing shape or be buoyant or both.
  • the flexibility and length of the cantilever is selected in relation to the rotational inertia of each outrigger assembly 26, 27 about the flex beam's axis of flexure 18 so that high frequency vertical displacements of the canard 56, 57 are not transferred beyond the cantilever's attachment point to buoyant body 36, 37.
  • FIG. 3 illustrates a preferred embodiment of the present invention wherein a craft, substantially as illustrated in Figure 1 is provided with a bi ⁇ plane rig.
  • a mast 116, 117 extends from atop each outrigger assembly 26, 27 to support a sail surface SS6, SS7.
  • the base of each mast is located by a ball and socket joint 156, 157 which serves to isolate the mast 116, 117 from any pivoting movement the outrigger assemblies 26, 27 may undergo.
  • the masts are held upright by a triangulating stay and strut arrangement.
  • Forestays 128, 129 extending from each mast 116, 117 at about half-height to the bow of hull 11 serve to check aft movement while a backstays 130, 131 extend from the masts to the hull 11 near the cockpit 12 to check forward movement.
  • a compression strut 135 extending between the masts 116, 117 in combination with the inward orientation of stays 128, 129, 130, 131 checks all lateral movement.
  • a tie rod 120 interconnects the two booms 118, 119 pivotably depending from masts 116, 117 to control the orientation of the sail surfaces SS6, SS7.
  • shock absorbers 140, 141 between masts 116, 117 and the buoyant bodies 36, 37 to dampen any relative movement therebetween.
  • Figure 5 illustrates an alternative arrangement wherein the torsionally flexible transverse beam 15 of Figures 1-4 is replaced with a torsionally rigid beam 150.
  • the entire outrigger assembly is pivotably affixed to beam 150 with bracket 217 and pivots about axis 180.
  • a coil spring 222 is fitted between an appropriate point along the outrigger assembly, such as the forward end of buoyant body 37, and beam 150 to bias the entire assembly into a preselected position.
  • a rigid bracket depends from beam 150 to provide a mounting point for the spring 222.
  • a shock absorber 220 is mounted within spring 222 to dampen the compression and extension movements of the spring.
  • Figure 6 illustrates an embodiment of the present invention wherein a hydrofoil suspension system, similar to those previously described, is adapted for mounting to a substantially conventional hull 330.
  • a mechanism is provided to enable a support member 337 to pivot about an axis 380 oriented substantially along the horizontal and substantially perpendicular to the hull's longitudinal axis.
  • the support member 337 is of substantially lesser area than in adaptations for windpowered craft.
  • the buoyant bodies of the previously described embodiments is replaced by a bracket 338 that engages pivot 380 and simultaneously interconnects the support member 337 with the flexible cantilever 47 having the canard 57 attached thereto.
  • a spring 222 and shock absorber 220 arrangement is interposed between bracket 338 and hull 330 to bias hydrofoil 347 to assume a preferred attack angle as well as dampen any adjusting movements thereof.
  • the above described elements cooperate in the following manner.
  • a substantial portion of the buoyancy necessary to keep the craft afloat at rest of low speeds is provided by buoyant bodies 36, 37 or outrigger assemblies 26, 27.
  • the substantial lateral separation of the outrigger assemblies provides rolling stability for the slender central hull 11.
  • the outrigger assemblies 26, 27 are subjected to and generate a multitude of forces which all cooperate to buoy or lift the craft while automatically stabilizing the craft relative pitching and rolling forces to control the craft's attitude vis-a-vis the water's surface.
  • a hydrofoil 146 generates lifting forces LF as a function of attack angle AA and velocity. Larger (more positive) attack angles and greater velocities generate greater lift. At the low speeds, when the watercraft is supported by the buoying force BF of buoyant bodies 36, 37 and therefore subject to a lot of drag BD, it is desirable to increase attack angle AA to maximize lift LF in order to lift the buoyant bodies 36, 37 clear of the water as soon as possible.
  • the lift LF generated by water flowing over hydrofoils 146, 147 increases to lift the buoyant bodies 36, 37 (as well as the hull 11) clear of the water.
  • the buoyant forces BF decrease thereby reducing the flexure of beam 15. This has the effect of pivoting blades 136, 137 abaft thereby reducing attack angle and the resulting lift.
  • the drag HD generated by the hydrofoil 146, 147 is substantially less than the drag BD generated by the buoyant bodies 36, 37 thus allowing the watercraft to continue to accelerate. Water moving across the horizontal portion 126 of rudder 124 similarly generates lift to lift the aft portion of hull 11 clear of the water.
  • the weight of outrigger assembly 26, 27 forward of pivoting axis 18 in conjunction with the drag HD generated by the hydrofoils 146, 147 causes the blades 136, 137 to pivot abaft to further reduce attack angle AA and the resulting lift LF.
  • the forward section of the outrigger assembly 26, 27 relies on the canard 56, 57 for a slight amount of support.
  • the lifting or buoying force CF generated by the canard 56, 57 maintains the outrigger assemblies 26, 27 and hence the attack angles AA of the hydrofoils 146, 147 in the desired position. Additionally, the forward position of the canards 56, 57 helps anticipate the surface contour of the water.
  • the canards 56, 57 When approaching a swell, the canards 56, 57 rise therewith, thereby increasing the hydrofoils' attack angles to generate more lift LF in order to lift the entire watercraft over the swell.
  • a trough has the opposite effect.
  • the pointed configuration of the buoyant bodies 36, 37 reduces the destabilizing effect when a rather steep change in the water's topography precludes the craft from being lifted thereover in time and buoyant bodies 36, 37 submerge.
  • the canards 56, 57 sense the water level relative the craft by following the surface contour.
  • cantilever 46, 47 The inherent flexibility of cantilever 46, 47 is central to the practice of the present invention. The majority of the surface irregularities of a body water are too small to justify lifting an entire craft thereover. Moreover, the width of the small irregularities, and hence their effect at speed is too short to actually influence the height of the entire craft. However, while the height of the craft may not in fact be altered, a hydrofoil suspension system as previously discussed would however be adversely effected if cantilever 46, 47 were in fact rigid, and every displacement of canard 56, 57 were to effect a change in the hydrofoils' attack angle.
  • a transient change in the foils' attack angles would increase drag, possibly cause cavitation and generally reduces the craft's efficiency.
  • any phase shift with respect to the point at which a surface irregularity is sensed relative the point at which the craft reacts could be destabilizing and reduce efficiency.
  • the flexibility of the cantilever 46, 47 is selected such that vertical displacements of the canard 56, 57 exceeding a preselected frequency are effectively filtered out and do not effect the attack angle AA of the hydrofoils 146, 147.
  • Such frequency preferably corresponds approximately to the oscillations generated by chop encountered by the watercraft at speed.
  • the flexibility and length of the cantilever 46, 47 must consequently be matched to the rotational inertia of the entire outrigger assembly 26, 27 as well as the beam's resistance to flexure in order to yield the desired filtering effect.
  • the bi-plane rig of Figures 3, 4 offers additonal advantages for the purposes of the present invention.
  • the ball-and-socket couplings 156, 157 at the base of the masts 116, 117 effectively isolate the masts from the pivoting of the outrigger assemblies therebelow, while the triangulating stay and strut arrangement 128, 129, 130, 131, 135 effectively ties the masts to the hull 11.
  • the masts 116, 117 are held stationary relative the pivoting of the outrigger assemblies 26, 27 and the shock absorbers 140, 141 interposed between the masts 116, 117 and a forward section of the buoyant bodies 36, 37 dampen relative movement to further stabilize the craft while encountering surface irregularities.
  • the flexible beam 15 of the embodiments illustrated in Figure 1-4 is replaced in Figure 5 with a rigid beam 150 and spring assembly 222.
  • the rigid beam 150 serves the necessary function of providing attachment points for the outrigger assemblies 26, 27 depending therefrom capable of transferring the lifting forces generated thereby, provides mounting points about which the outriggers can pivot and additionally serves to provide a stationary anchor point for a spring to bias each outrigger assembly, and hence the corresponding hydrofoil's attack angle, into a desired position.
  • the slightly obtuse angle of the opposing L- shaped blade structures 136, 137 additionally assists in maintaining the craft in a level attitude when subjected to lateral wind forces.
  • a finite amount of side slip does result which causes a lateral component of the water flow to act upon the slightly downwardly extending and opposing hydrofoils 146, 147.
  • the lateral water flow impinges on the top surface of the windward hydrofoil to generate a downward force to assist in maintaining the windward side of the craft level, while the lateral water flow impinges on the bottom surface of leeward foil to provide additional lifting force to the leeward side.
  • the craft's attitude is maintained by the combined effect of an active as well as passive leveling system, the active system being defined by the mechanism for controlling the pivoting of blade structures 136, 137 to actively adjust the hydrofoils* 146, 147 attack angles while the passive system consists of the opposed orientation of two slightly obtuse L-shape blade configurations.
  • Figure 6 illustrates an embodiment of the present invention adapted to a conventional hull 300. Because the hull 300 provides all necessary buoyancy, the inclusion of a buoyant body in association with the hydrofoil suspension body is not necessary, hence deleted. The ability to resist leeway movement is also less critical, hence, the support member's 337 surface is reduced.

Abstract

Un système de suspension à ailerons porteurs maintient un bateau dans une assiette voulue par rapport à la surface de l'eau. Le système comprend des corps flottants (36, 37) avec des lames verticales (136, 137) qui forment des surfaces portantes (146, 147). Chaque corps flottant comprend une extension flexible (46, 47) en porte-à-faux qui s'étend en avant et soutient un canard (56, 57). La souplesse et la longueur des extensions en porte-à-faux (46, 56) sont sélectionnées de sorte que les déplacements verticaux de haute fréquence des canards (56, 57) ne soient pas transmis aux corps flottants (36, 37). Dans un autre mode de réalisation, des amortisseurs à ressorts (220) sont utilisés. Les forces de tangage et de roulis sont automatiquement maîtrisées et le système assure la stabilité du bateau sur des irrégularités locales de la surface de l'eau.
PCT/US1990/007571 1989-12-20 1990-12-20 Bateau a suspension a ailerons porteurs WO1991008944A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
US45370089A 1989-12-20 1989-12-20
US453,700 1989-12-20
US57172990A 1990-08-24 1990-08-24
US571,729 1990-08-24
USNOTFURNISHED 2006-03-02

Publications (1)

Publication Number Publication Date
WO1991008944A1 true WO1991008944A1 (fr) 1991-06-27

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1990/007571 WO1991008944A1 (fr) 1989-12-20 1990-12-20 Bateau a suspension a ailerons porteurs

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AU (1) AU7250291A (fr)
WO (1) WO1991008944A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19752170C2 (de) * 1997-11-25 2001-04-26 Klaus J Enzmann Im Bugbereich eines mehrrumpfigen Wasserfahrzeugs angeordnete Auftriebsvorrichtung
US6729258B1 (en) * 1998-08-04 2004-05-04 John Theodore Fuglsang Marine vessel for passengers, vehicular traffic or freight
CN103596836A (zh) * 2011-06-22 2014-02-19 霍比耶卡特公司,密苏里州公司 四联水翼

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US955343A (en) * 1906-01-29 1910-04-19 William M Meacham Hydroplane boat.
US3762353A (en) * 1971-09-09 1973-10-02 S Shutt High speed sailboat
US4579076A (en) * 1982-09-15 1986-04-01 Chaumette Daniel E Hydrofoil device stabilized by a tail unit, and marine craft equipped with this device
US4711195A (en) * 1987-04-10 1987-12-08 Shutt Sidney G Hydrofoil apparatus

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US955343A (en) * 1906-01-29 1910-04-19 William M Meacham Hydroplane boat.
US3762353A (en) * 1971-09-09 1973-10-02 S Shutt High speed sailboat
US4579076A (en) * 1982-09-15 1986-04-01 Chaumette Daniel E Hydrofoil device stabilized by a tail unit, and marine craft equipped with this device
US4711195A (en) * 1987-04-10 1987-12-08 Shutt Sidney G Hydrofoil apparatus

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19752170C2 (de) * 1997-11-25 2001-04-26 Klaus J Enzmann Im Bugbereich eines mehrrumpfigen Wasserfahrzeugs angeordnete Auftriebsvorrichtung
US6729258B1 (en) * 1998-08-04 2004-05-04 John Theodore Fuglsang Marine vessel for passengers, vehicular traffic or freight
CN103596836A (zh) * 2011-06-22 2014-02-19 霍比耶卡特公司,密苏里州公司 四联水翼
CN103596836B (zh) * 2011-06-22 2015-09-23 霍比耶卡特公司,密苏里州公司 四联水翼

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