WO1993011993A1 - Vessel suspension unit - Google Patents

Vessel suspension unit Download PDF

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Publication number
WO1993011993A1
WO1993011993A1 PCT/FR1992/001131 FR9201131W WO9311993A1 WO 1993011993 A1 WO1993011993 A1 WO 1993011993A1 FR 9201131 W FR9201131 W FR 9201131W WO 9311993 A1 WO9311993 A1 WO 9311993A1
Authority
WO
WIPO (PCT)
Prior art keywords
suspension
hull
nautical
articulated
suspension according
Prior art date
Application number
PCT/FR1992/001131
Other languages
French (fr)
Inventor
Olivier Moulin
Original Assignee
Olivier Moulin
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
Priority claimed from FR9115444A external-priority patent/FR2677321B1/en
Priority claimed from FR9115531A external-priority patent/FR2677322A1/en
Application filed by Olivier Moulin filed Critical Olivier Moulin
Publication of WO1993011993A1 publication Critical patent/WO1993011993A1/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
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B63B1/22—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type with adjustable planing surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B63B39/061—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water by using trimflaps, i.e. flaps mounted on the rear of a boat, e.g. speed boat

Definitions

  • the present invention consists in improving the gliding of a hull of a nautical craft evolving at high / speed by the mounting of a nautical suspension made up of at least two elements, having the role of supporting said hull to the surface of the fluid and to absorb the differences in altitu ⁇ of waves without disturbing the attitude of the hull.
  • An inclined bearing plane moving on the surface of a fluid must be balanced in such a way that the angle d incidence of its sliding is respected as a function of its load and its speed, The angular variation of a single bearing plane does not make it possible to comply with this law, the second component therefore authorizes this operation at high speeds.
  • the first large element ensures the main movement of the sus ⁇ pension by absorbing the drop, the surface variations of the body of water.
  • the second element serves as a feeler, ensuring contact with the fluid, mounted in an articulated manner on the main
  • This invention corresponds to the mounting of two tracks one inside the other in series or two hull elements or two bearing planes fairings or two articulated elements constituting the main planing hull of the nautical craft or even two articulated hulls.
  • These elements ensure the total p ⁇ r- tance of the craft only during its evolution, the buoyancy reserves at standstill provided essentially by the shell itself.
  • the three elements thus defined; shell, suspension, feeler, are interconnected in an articulated manner, on a deformable parallelogram, by a thinning or more flexible zone, judicious choice determined relative to the size and the propulsion mode.
  • the propeller for maximum efficiency will preferably be mounted in such a way that it can follow the movement of the suspension, thanks to an articulated shaft line, integrated in the suspension or with a deformable parallelogram.
  • This propeller is also mounted on a fixed shaft line that is sufficiently submerged so as not to be disarmed.
  • the engine is mounted on a deformable chair-shaped parallelogram, preferably mounted in the
  • REPLACEMENT SHEET minimum wetted area whether retractable or direct for the application of sailboats.
  • a spring connecting the different elements brings them closer to each other when stationary. It determines by its stiffness constant, the moment or the speed at which they will move away from each other, to enter suspended mode.
  • This spring is mounted in opposition to a hydrodynamic damper which controls the movement of said suspension.
  • This shock absorber or equivalent is controlled by the pressure generated by a Pitot tube or total pressure tap implanted in the minimum wetted surface, ie on the leading edge of the anti-shore plane.
  • This total pressure tap to be adjustable is carried out in the form of a sphere pierced with a hole, inserted in such a way in the hull, that the orifice is open facing the fluid flush with the hull.
  • the opening plane of the orifice is adjustable in incidence so to be controlled from the inside.
  • This command authorizes the exit or re-entry of the articulated mobile hull.
  • the control rod is attached to a fixed point, located before the articulation of the bearing plane on which the pressure tap is inked. This control rod regulates the constant incidence of the pressure tap with the surface of the fluid independently of variations in the position of the carrier plane thus equipped.
  • FIG. 1 shows a set of two flaps one behind the other, retractable from the shell (14). 2 shows a mounting type r a flap (13 ') or (13).
  • Figure 3 shows a suspension on the front of a hull.
  • Figure 4 shows the mounting of the suspension on the front of a speed machine
  • Figure 5 shows a suspension on the front of a boat.
  • Figure 6 shows a variant of the suspension
  • Figure 7 shows a multi-pane suspension
  • FIG. 8 shows the arrangement of multiple depreciation and its control.
  • Figure 9 shows the mounting of an engine and its shaft lines, inside the suspension elements, actuating a propeller, a turbine in (B, C)
  • Figure 10 shows the reverse mounting of this suspension .
  • FIG. 11 represents a particular form of hull adapted for the installation of this suspension on a motor catamaran, comprising a step.
  • FIG. 12 represents a converter of water pressure into air pressure for the hydrodynamic suspension.
  • the shell (14) with a flat bottom is equipped with a housing, a cavity (16) open downwards with an area equivalent to that of the flap (13) and (13 ').
  • the first element (13) is articulated in (37), at rest in the lines of the hull or the hull (14), a damper (4) controls the movement of its end (37 '), second articulation of the flap (13 ') also controlled by a second damper (5) relative to a potance (17) of (13).
  • a total pressure tap (6) pressurizes the shock absorber (5) in order to keep the angle ( ⁇ ) constant.
  • the damper (4) controls the travel of the total.
  • This assembly corresponds to a command which allows dynamic control of the trim of the hull and the suspension . It also makes it possible, in the case where it is mounted on the small movable surface (13 ′), to maintain the plane of the orifice at a constant angular value relative to the surface of the fluid whatever the position of the main support plane (13). provided that the spreader control rod (35) is connected to a fixed point of (13) by means of the appropriate lever arm ratio. A spring (19) mounted between (13 , ) and (13 I ) or between (13) and (13 ') so as to bring these different elements closer to the damper (4) or (5).
  • FIG 3 shows us a variant of the invention, the front of a sailboat (13) is articulated on a deformable parallelogram (37 "), a shock absorber (4) between the hull (14) and the jib (17) of (13) controls the suspension travel
  • a flap (13 ') modulates the water outlets, articulated on its front at (37) thanks to the control of the hydrody ⁇ namic damper (5) controlled by the pressure tap (6).
  • a rudder is located in the minimum wetted area.
  • Figure 4 shows us a hull of a two-hull catamaran type speed boat, the layout is of the same type as the previous case, the he articulation of this suspension makes it possible to produce a variable step at (43), hence a decrease in the wet surface at high speed.
  • Figure 5 shows us the front of a monohull, a judicious cutting of the hull (14) releases on the front, two guides (14 ') on either side of the suspension (13) articulated perpendicularly at (37) , at the top and parallel to the bridge between the two projections (14 ').
  • a perspective flap (13') allows us to detail the joint (37 ') made up of different tenons or caps pierced with an axis.
  • This set is used to absorb the front shocks, the rear shocks are controlled by a set described in figure 1,1a 6 shows us a variant of figure 1 a connecting rod (21) mounted in parallel with (13) ⁇ er- met to achieve a constant of (13 ') whatever that of (13).
  • FIG. 7 shows us a chain of different elements (13 ") such as (13) or (13 ') described in Figure 2. This fragmentation allows degraded movement of the suspension, also retracted into the shell (14) to the stop or the reduced gears.
  • a pipe (23) feeds the various shock absorbers (4) or hydropneumatic soufi_ets thanks to the total pressure tap (6) located on the last link of the articulated support planes (13 ").
  • Figure 8 shows us the typical assembly of this suspension with multi-legged bearing planes (13 ").
  • the bearing plane (13") is articulated on its front at (37), articulation equivalent to that described in FIG.
  • a heel (24) receives the base (18) of the air bellows (4), a hydraulic verrin (20) brakes the movement and imitates by its internal abutments.
  • a spring (19) for the prer, bellows brings the two flanges (18) closer, which in turn makes the suspension come to rest.
  • a potance (17) overhangs the articulation (37) and the heel (24), a potance which supports the shock absorber (20) at its other end as well as that (18) of the bellows (4).
  • the proportions, profile and materials are dimensioned in relation to the speed, mass and power characteristics of the machine.
  • a separator (22) allows separation between the air supplying the bellows (4) and the pressurization hydraulic from the pressure tap (6) located on an anti-drift plane (24) or on a flap (13 ").
  • a membrane made of elastic materials separates the liquid phase from the gas phase in a sealed manner inside the separator, a spring (42) adjusted in compression makes it possible to adjust the damping of the pressure of the bellows (4).
  • the separator (22) consists of a frame produced in the form of two flanges or two plates ( 45) located at the ends of rods, columns provided for this purpose, which contain the thrust of bellows (61) and (62) in series, stacked.
  • These commercial bellows are made of waterproof elastic materials, in the form of several circular rings reinforced by rings, adjusted to the minimum diameter, avoiding any distension of the membranes or words of the bellows (61) and (62) and guaranteeing an integral transmission of the water pressure from (61) to the air from (62).
  • These rings (76) are made of plastic or metallic material provided for this purpose.
  • Flanges (68) control the maintenance and tightness of the bellows (61) and (62) on the flanges (75) by tightening the nuts and threaded rods (10) on the plates (75).
  • the nuts (74) ensure the rigidity of the assembly, rod or column (63) and plates (75).
  • a plate (67 ') of sufficient diameter ensures the mechanical sealing connection between the two bellows (61) and (62) by stacking and tightening the two rings (67) drilled and held by threaded rods and nuts (71), this floating flange moves according to pressure variations.
  • Connections (79) ensure the connection on the one hand with the air circuit and secondly with the water circuit, respectively screwed into their flange (75).
  • the bellows (61) and (62) for various operating reasons, such as mass, speed, of the machine, may be of different diameter.
  • the bellows (61) in another case of operation is replaced by a hydraulic cylinder (61 ') remotely controlled by an electric pump provided for this purpose, the control circuit of which is connected at (77) -
  • This cylinder (61') is integral with (75) on the one hand and of (67) and (67 ') on the other hand, the hardware (79) ensures the connection with (75), the nuts (78) ensure the fixing of the actuator control rod on the other hand.
  • This jack (61 ′) makes it possible to compress the air bellows (62) at the request of the pilot, who can thus harden, take in or take out the suspension of the hull thus equipped.
  • a motor (42) is installed at the articulation (37), inside the suspended hull (13) in such a way that the large mass of the motor and its equipment is integral in movement and aloft at the hull (14) of the ship, to the nearest oscillation.
  • a turbine (45 ') conventionally mounted on the flap (41) according to drawings B and C, provides propulsion, driven by the gimbal located in the hinge pin (37 "), using the motor installation mode described in the previous case.
  • the Motor (42) is accessible via an opening (43) which is connected to an opening of equal distension to the shell (14) and this in a sealed manner, thanks to a flexible seal.
  • Figure 10 shows us the reverse mounting of this suspension
  • the probe (13 ') is located at the front connected to the shell (14) by a set of connecting rods (21) and a suspension element (13) located behind
  • the joints (37), (37 ') are produced as in the previous cases, likewise for the damping (20), (5), (4).
  • the float (14) resembles a seaplane hull, a step or break in the hull lines separates the front part which contains the flat-bottom suspension (D), from the rear part (E), very pronounced half vee, whose lower edge makes a non-negligible angle with the planing surface of the suspension located in front.
  • the center of gravity (80) is located directly above this step and therefore the minimum wet surface support point, hatched on the drawing.
  • This hull offers a minimal drag at navigation speeds, the most reduced as well as a very important compression zone equivalent to the length of (E), for the tunel effect of a catamaran.
  • These different mounting variants allow the suspension to move freely, while maintaining a constant angle of incidence for the flap in contact with the probe (13 ") or (13 ').
  • the damping is controlled by conventional dampers, the stiffness of the suspension is fixed by that of a spring, a pneumatic bellows in parallel with a hydraulic damper, the travel control is electric, pneumatic, hydraulic according to the importance of the nautical craft. This equipment exists commercially.
  • the anti-drift plan can be installed in the form of aileron, strake, edge, implanted on the surface of the flap (13 '), on either side, or in the form of a saber drift (15) crossing the last.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

Vessel suspension unit characterized by having at least two elements arranged in series: the first (13) element being forwardly hinged at (37) absorbs, through its substantial angular variations, the greater part of the surface variations; the second element (13') being rearwardly-hinged at (37') provides optimal water contact by adjusting its constant incidence (α) regardless of the main bearing plane (13) by means of a series of dampers (4), (5) or (20). Said dampers ensure the unit's operation, the purpose of which is to provide suspension of the hull by means of one or more units.

Description

SUSPENSION NAUTIQUENAUTICAL SUSPENSION
1 La présente invention consiste à améliorer la glisse d'une coque d'engin nautique évoluant à grande /vitesse par le montage d'une suspension nautique constituée de deux élé¬ ments,au moins,ayant pour rôle de sustenter la dite coque à la surface du fluide et d'absorber les différences d'altitu¬ de des vagues sans perturber l'assiette de la coque.- Un plan porteur incliné , évoluant à la surface d'un fluide doit être équilibré de telle façon que l'angle d'incidence de sa glisse soit respecté en fonction de sa charge et de sa vites- se , La variation angulaire d'un seul plan porteur ne permet pas de respecter cette loi , le deuxième volet autorise donc ce fonctionnement aux vitesses élevées . Le premier élément de forte dimension assure le mouvement principale de la sus¬ pension en absorbant le dénivelé , les variations de surface du plan d'eau . Le deuxième élément sert de palpeur,assurant le contact avec le fluide , monté de façon articulé sur le principal ,Cette invention correspond au montage de deux vo¬ lets l'un dans l'autre en série ou deux éléments de carène ou deux plans porteurs carénés ou deux éléments articulés cons- tituant la carène planante principale de l'engin nautique ou encore deux coques articulées.Ces éléments assurent la pσr- tance totale de l'engin uniquement lors de son évolution,les réserves de flottabilités à l'arrêt sont assurées essentiel¬ lement par la coque proprement dite.Les trois éléments ainsi définit;coque, suspension,palpeur,sont reliés indifférement de façon articulé, sur un parallélogramme déformable,par un amincissement ou zone plus souple,choix judicieux déterminé par rapport à la taille et au mode de propulsion. L'hélice pour un rendement maximum sera monté de préférence de telle façon qu'elle puisse suivre le mouvement de la suspension , grâce à une ligne—d-îarbre articulée, intégrée dans la suspension ou avec un parallélogramme déformable.Cette hélice est aussi montée sur une ligne d'arbre fixe et suffi- sament immergée pour ne pas être désarmorcée. Pour une pro- pulsion hors bord le moteur est monté sur un parallélogramme déformable en forme de chaise, monté de préférence dans la1 The present invention consists in improving the gliding of a hull of a nautical craft evolving at high / speed by the mounting of a nautical suspension made up of at least two elements, having the role of supporting said hull to the surface of the fluid and to absorb the differences in altitu¬ of waves without disturbing the attitude of the hull.- An inclined bearing plane, moving on the surface of a fluid must be balanced in such a way that the angle d incidence of its sliding is respected as a function of its load and its speed, The angular variation of a single bearing plane does not make it possible to comply with this law, the second component therefore authorizes this operation at high speeds. The first large element ensures the main movement of the sus¬ pension by absorbing the drop, the surface variations of the body of water. The second element serves as a feeler, ensuring contact with the fluid, mounted in an articulated manner on the main, This invention corresponds to the mounting of two tracks one inside the other in series or two hull elements or two bearing planes fairings or two articulated elements constituting the main planing hull of the nautical craft or even two articulated hulls. These elements ensure the total pσr- tance of the craft only during its evolution, the buoyancy reserves at standstill provided essentially by the shell itself. The three elements thus defined; shell, suspension, feeler, are interconnected in an articulated manner, on a deformable parallelogram, by a thinning or more flexible zone, judicious choice determined relative to the size and the propulsion mode. The propeller for maximum efficiency will preferably be mounted in such a way that it can follow the movement of the suspension, thanks to an articulated shaft line, integrated in the suspension or with a deformable parallelogram. This propeller is also mounted on a fixed shaft line that is sufficiently submerged so as not to be disarmed. For outboard propulsion, the engine is mounted on a deformable chair-shaped parallelogram, preferably mounted in the
FEUILLE DE REMPLACEMENT zone de surface mouillée minimum qu'il soit escamotable ou dirèctif pour l'application des voiliers . Un ressort reliant les différents éléments, les rapprochent les uns des autres à l'arrêt . Il détermine par sa constante de raideur , le mo- ment ou la vitesse à laquelle ils vont s'écarter les uns des autres, pour passer en régime suspendu. Ce ressort est monté en opposition à un amortisseur hydrodynamique qui contrôle le débattement de la dite suspension . Cet amortisseur ou équivalent est contrôlé par la pression générée par un tube de Pitot ou prise de pression totale implanté dans la surface mouillée minimum, soit sur le bord d'attaque du plan antidé¬ rive.Cette prise de pression totale pour être réglable est réalisée sous la forme d'une sphère percée d'un trou, insérée de telle façon dans la coque , que l'orifice soit ouvert face au fluide à raz la coque.Le plan d'ouverture de l'orifice est réglable en incidence de manière à être contrôlé de 1'inter¬ rieur .Cette commande autorise la sortie ou la rentrée de la carène mobile , articulée.Pour un fonctionnement automatique la biellette de commande est rapporté à un point fixe , situé avant l'articulation du plan porteur sur lequel est encrée la prise de pression .Cette biellette de commande règle l'inci¬ dence constante de la prise de pression avec la surface du fluide indépendament des variations de position du plan por¬ teur ainsi équipé. a contre réaction de l'amortisseur est ainsi constante.il va de soit qu'une quelconque commande offrant les mêmes possibilités de durcissement de la suspen¬ sion fonction de la vitesse ,convient.Le nombre de volets su¬ périeur à deux,les uns derrière les autres, permet de diminu¬ er les inerties des masses en mouvements. Un amortisseur hy- draulique en parallèle à un soufflet hydrodynamique contrôle le débattement maximum grâce à ses butées internes. La figure 1 représente un ensemble de deux volets 1'un derrière l'autre, escamotable de la coque (14). La figure 2 représente un montage type drun volet (13')ou(13).REPLACEMENT SHEET minimum wetted area whether retractable or direct for the application of sailboats. A spring connecting the different elements brings them closer to each other when stationary. It determines by its stiffness constant, the moment or the speed at which they will move away from each other, to enter suspended mode. This spring is mounted in opposition to a hydrodynamic damper which controls the movement of said suspension. This shock absorber or equivalent is controlled by the pressure generated by a Pitot tube or total pressure tap implanted in the minimum wetted surface, ie on the leading edge of the anti-shore plane. This total pressure tap to be adjustable is carried out in the form of a sphere pierced with a hole, inserted in such a way in the hull, that the orifice is open facing the fluid flush with the hull.The opening plane of the orifice is adjustable in incidence so to be controlled from the inside. This command authorizes the exit or re-entry of the articulated mobile hull. For automatic operation, the control rod is attached to a fixed point, located before the articulation of the bearing plane on which the pressure tap is inked. This control rod regulates the constant incidence of the pressure tap with the surface of the fluid independently of variations in the position of the carrier plane thus equipped. against reaction of the shock absorber is thus constant.it goes without saying that any control offering the same possibilities of hardening the suspen¬ sion depending on the speed, is suitable. The number of flaps greater than two, one behind the others, makes it possible to reduce the inertias of the moving masses. A hydraulic shock absorber in parallel with a hydrodynamic bellows controls the maximum travel thanks to its internal stops. Figure 1 shows a set of two flaps one behind the other, retractable from the shell (14). 2 shows a mounting type r a flap (13 ') or (13).
La figure 3 représente une suspension sur l'avant d'une coque. La figure 4 représente le montage de la suspension sur l'avant d'un engin de vitesse La figure 5 représente une suspension sur l'avant d'un bateau. La figure 6 représente une variante de la suspensionFigure 3 shows a suspension on the front of a hull. Figure 4 shows the mounting of the suspension on the front of a speed machine Figure 5 shows a suspension on the front of a boat. Figure 6 shows a variant of the suspension
La figure 7 représen.s αne suspension à volets multiplesFigure 7 shows a multi-pane suspension
La figure 8 représente le montage de l'amortissement multiple et de son contrôle. La figure 9 représente le montage d'un moteur et de ses lignes d'arbres,à l'intérieur des éléments de la suspension,actionnant une hélice, une turbine en (B,C) La figure 10 représente le montage inversé de cette suspension. La figure 11 représente une forme particulière de coque adapté pour 1'instalation de cette suspension sur un catamaran à moteur, comportant un redan. La figure 12 représente un convertisseur de pression d'eau en en pression d'air pour la suspension hydrodynamique . Selon la figure 1 la coque (14) à fond plat est équipée d'un logement, d'une cavité (16) ouverte vers le bas d'une surface équivalente à celle du volet (13) et (13'). Le premier élé- ment (13) est articulé en (37), au repos dans les lignes de la carène ou de la coque (14) , un amortisseur (4) contrôle le débattement de son extrémité (37') deuxième articulation du volet (13') contrôlé lui aussi par un deuxième amortisseur (5) par rapport à une potance (17) de (13) . Une prise de pression totale (6) pressurise l'amortisseur (5) afin de maintenir l'angle (α) constant . L'amortisseur (4) assure le contrôle du débattement du total . La figure 2 représente le "montage type d'un plan porteur articulé (13) ou (13') , une articulation (37) ou (37') à l'avant autorise le débattement (α),une prise de pression (6) réglée à un angle (α')suivant la masse et la vitesse de l'engin permet de régler le moment ou la vitesse à laquelle le plan porteur (13) ou (13') va s'écarter de la coque (14) .La prise de pression totale sphèrique sur une coque d'engin nautique importante est ma- noeuvrée de l'intérieur par un palonnier (40)relié à une com¬ mande manuelle, électrique, hydraulique.Ce palonnier commande cette sphère de façon étanche grâce à une tige de commande reliant mécaniquement le tout à travers un presse étoupe prévu à cet effet .Ce montage correspond à une commande qui permet le contrôle dynamique de 1'assiette de la coque et de la suspension. Elle permet aussi dans le cas ou elle est monté sur la petite surface mobile (13') de maintenir le plan de l'orifice à une valeur angulaire constante par rapport à la surface du fluide quelque soit la position du plan porteur principal (13) à condition que la biellette de commande du palonnier (35) soit reliée à un point fixe de (13) moyennant le rapport de bras de levier adéquat. Un ressort (19) monté entre (13,)et(13I) ou entre (13) et (13')de façon à rappro¬ cher ces différents éléments en opposition à l'amortisseur(4) ou (5) . La figure 3 nous montre une variante de l'invention, l'avant d'un voilier (13) est articulé sur un parallélogramme déformable (37") ,un amortisseur (4)entre la coque (14)et la potance (17) de (13) contrôle le débattement de la suspension Un volet (13')module les sorties d'eau ,articulé sur son avant en (37) grâce au contrôle de l'amortisseur (5) hydrody¬ namique piloté par la prise de pression (6) . Un gouvernail de direction est implanté dans, la surface mouillée minimum. La figure 4 nous montre une coque d'engin nautique de vitesse à deux coques du type catamaran 1'implantation est du même "type que le cas précédent, l'articulation de cette suspension permet de réaliser un redan variable en (43) , d'où une dimi- nution de la surface mouillée à grande vitesse.La figure 5 nous montre l'avant d'un monocoque,une découpe judicieuse de la coque (14) dégage sur l'avant, deux guides (14') de part et d'autre de la suspension (13) articulée perpendiculaire¬ ment en (37), en haut et parallèlement au pont entre les deux avancées(14' ) .Un volet (13')en perspective nous permet de détailler l'articulation (37') constituée de différents tenons ou chappes percées d'un axe. Cet ensemble sert à amor¬ tir les chocs avants, les chocs arrières sont contrôlés par un ensemble décrit en figure 1,1a 6 nous montre une variante de la figure 1 une bielle (21) monté en parallèle à (13)ρer- met de réaliser une constante de(13')quelque soit celle de (13).Un ensemble de deux amortisseurs,1 'un hydraulique(20)1 ' autre hydropneumatique (4)contrôle le fonctionnement de cette suspension. La figure 7 nous montre une chaîne de différents éléments(13") tel que (13) ou (13') décrit à la figure 2. Cette fragmentation permet un mouvement dégradé de la suspension ,elle aussi escamoté dans la coque (14) à l'arrêt ou aux allures réduites.Un tuyau (23) alimente les différents amortisseurs (4) ou soufi_ets hydropneumatique grâce à la prise de pression totale (6) située sur le dernier maillon des plans porteurs articulas(13") .La figure 8 nous montre le montage type de cette suspension à plans porteurs multi- pies(13") . Le plan porteur (13") est articulé sur son avant en (37),articulation équivalente à celle décrite figure 5,un talon (24) reçoit l'embase (18) du soufflet pneumatique (4), un verrin hydraulique (20) freine le débattement et le ' imite par ses butées internes . Un ressort (19) pour le prer, soufflet rapproche les deux flasques (18) ce qui par eiapile- ment rentre la suspension au repos . Une potance (17) surplombe l'articulation (37) et le talon (24),potance qui supporte l'amortisseur (20) à son autre extrémité ainsi que celle (18) du soufflet (4). Les proportions , le profil et les matériaux sont dimensionnés par rapport aux caractéristiques de vitesse, de masse et de puissance de l'engin.Un séparateur (22)autorise une séparation entre l'air d'alimentation des soufflets (4) et la pressurisation hydrau¬ lique venant de la prise de pression (6)située sur un plan antidérive (24) ou sur un volet (13").Une membrane en matériaux élastique sépare la phase liquide de la phase gazeuse de façon étanche à l'intérieur du séparateur,un ressort (42)réglé en compression permet de régler le tarrage de la pression des soufflets (4). Selon la figure 11 le séparateur (22) est constitué d'un châssis réalisé sous la forme de deux flasques ou deux plaques (45) situées aux extrémités de tiges, colonnes prévues à cet effet, qui contiennent la poussée des soufflets(61)et(62) en série,empilé. Ces soufflets du commerce sont réalisés en matériaux élastiques étanches, sous la forme de plusieurs anneaux circulaires renforcés par des bagues, ajusté au diamètre minimum, évitant toute distension des membranes ou paroles des soufflets (61)et(62) et garantissant une transmission intégrale de la pression en eau de (61) en air de (62).Ces bagues (76) sont en matériaux plastique ou métalique prévu à cet effet. Des flasques (68) contrôlent le maintient et l'étanchéité des soufflets(61) et (62) sur les flasques(75)grâce au serrage des écrous et tiges filetés (10) sur les plaques (75). Les écrous(74)assurent la rigidité de l'ensemble ,tige ou colonne (63)etplaques (75).Une plaque(67') de diamètre suffi¬ sant assure la liaison mécanique d'étanchéité entre les deux soufflets (61) et (62) par empilement et serrage des deux anneaux(67) percés et maintenus par des tiges filetés et écrous (71), cette bride flottante se déplace au grès des variations de pression.Des raccords (79) assurent la liaison d'une part avec le circuit d'air et d'autre part avec le circuit d'eau,vissé respectivement dans leur flasque (75). Les soufflets (61) et (62) pour des raisons de fonctionnement divers ,tel que la masse, la vitesse, de 1'engin,peuvent être de diamètre différent.Le soufflet (61) dans un autre cas de fonctionnement est remplacé par un vérin (61') hydrau- lique commandé à distance par une pompe électrique prévue à cet effet,dont le circuit de commande vient se brancher en (77) -Ce vérin (61') est solidaire de (75) d'une part et de (67) et (67') d'autre part,la visserie (79) en assure la liaison avec (75) , les écrous (78) assurent la fixation de la tige de commande du vérin d'autre part.Figure 8 shows the arrangement of multiple depreciation and its control. Figure 9 shows the mounting of an engine and its shaft lines, inside the suspension elements, actuating a propeller, a turbine in (B, C) Figure 10 shows the reverse mounting of this suspension . FIG. 11 represents a particular form of hull adapted for the installation of this suspension on a motor catamaran, comprising a step. FIG. 12 represents a converter of water pressure into air pressure for the hydrodynamic suspension. According to Figure 1 the shell (14) with a flat bottom is equipped with a housing, a cavity (16) open downwards with an area equivalent to that of the flap (13) and (13 '). The first element (13) is articulated in (37), at rest in the lines of the hull or the hull (14), a damper (4) controls the movement of its end (37 '), second articulation of the flap (13 ') also controlled by a second damper (5) relative to a potance (17) of (13). A total pressure tap (6) pressurizes the shock absorber (5) in order to keep the angle (α) constant. The damper (4) controls the travel of the total. FIG. 2 represents the " typical mounting of an articulated support plane (13) or (13 '), a hinge (37) or (37') at the front authorizes the clearance (α), a pressure tap (6 ) set at an angle (α ') according to the mass and the speed of the machine makes it possible to adjust the moment or the speed at which the bearing plane (13) or (13') move away from the hull (14). The total spherical pressure tap on a large nautical craft hull is maneuvered from the inside by a lifting beam (40) connected to a manual, electric, hydraulic control. This lifter controls this sphere in a sealed manner thanks to a control rod mechanically connecting the whole through a cable gland provided for this purpose. This assembly corresponds to a command which allows dynamic control of the trim of the hull and the suspension . It also makes it possible, in the case where it is mounted on the small movable surface (13 ′), to maintain the plane of the orifice at a constant angular value relative to the surface of the fluid whatever the position of the main support plane (13). provided that the spreader control rod (35) is connected to a fixed point of (13) by means of the appropriate lever arm ratio. A spring (19) mounted between (13 , ) and (13 I ) or between (13) and (13 ') so as to bring these different elements closer to the damper (4) or (5). Figure 3 shows us a variant of the invention, the front of a sailboat (13) is articulated on a deformable parallelogram (37 "), a shock absorber (4) between the hull (14) and the jib (17) of (13) controls the suspension travel A flap (13 ') modulates the water outlets, articulated on its front at (37) thanks to the control of the hydrody¬ namic damper (5) controlled by the pressure tap (6). A rudder is located in the minimum wetted area. Figure 4 shows us a hull of a two-hull catamaran type speed boat, the layout is of the same type as the previous case, the he articulation of this suspension makes it possible to produce a variable step at (43), hence a decrease in the wet surface at high speed. Figure 5 shows us the front of a monohull, a judicious cutting of the hull (14) releases on the front, two guides (14 ') on either side of the suspension (13) articulated perpendicularly at (37) , at the top and parallel to the bridge between the two projections (14 '). A perspective flap (13') allows us to detail the joint (37 ') made up of different tenons or caps pierced with an axis. This set is used to absorb the front shocks, the rear shocks are controlled by a set described in figure 1,1a 6 shows us a variant of figure 1 a connecting rod (21) mounted in parallel with (13) ρer- met to achieve a constant of (13 ') whatever that of (13). set of two shock absorbers, one hydraulic (20) the other hydropneumatic (4) controls the operation of this suspension. Figure 7 shows us a chain of different elements (13 ") such as (13) or (13 ') described in Figure 2. This fragmentation allows degraded movement of the suspension, also retracted into the shell (14) to the stop or the reduced gears. A pipe (23) feeds the various shock absorbers (4) or hydropneumatic soufi_ets thanks to the total pressure tap (6) located on the last link of the articulated support planes (13 "). Figure 8 shows us the typical assembly of this suspension with multi-legged bearing planes (13 "). The bearing plane (13") is articulated on its front at (37), articulation equivalent to that described in FIG. 5, a heel (24) receives the base (18) of the air bellows (4), a hydraulic verrin (20) brakes the movement and imitates by its internal abutments. A spring (19) for the prer, bellows brings the two flanges (18) closer, which in turn makes the suspension come to rest. A potance (17) overhangs the articulation (37) and the heel (24), a potance which supports the shock absorber (20) at its other end as well as that (18) of the bellows (4). The proportions, profile and materials are dimensioned in relation to the speed, mass and power characteristics of the machine. A separator (22) allows separation between the air supplying the bellows (4) and the pressurization hydraulic from the pressure tap (6) located on an anti-drift plane (24) or on a flap (13 "). A membrane made of elastic materials separates the liquid phase from the gas phase in a sealed manner inside the separator, a spring (42) adjusted in compression makes it possible to adjust the damping of the pressure of the bellows (4). According to FIG. 11 the separator (22) consists of a frame produced in the form of two flanges or two plates ( 45) located at the ends of rods, columns provided for this purpose, which contain the thrust of bellows (61) and (62) in series, stacked. These commercial bellows are made of waterproof elastic materials, in the form of several circular rings reinforced by rings, adjusted to the minimum diameter, avoiding any distension of the membranes or words of the bellows (61) and (62) and guaranteeing an integral transmission of the water pressure from (61) to the air from (62). These rings (76) are made of plastic or metallic material provided for this purpose. Flanges (68) control the maintenance and tightness of the bellows (61) and (62) on the flanges (75) by tightening the nuts and threaded rods (10) on the plates (75). The nuts (74) ensure the rigidity of the assembly, rod or column (63) and plates (75). A plate (67 ') of sufficient diameter ensures the mechanical sealing connection between the two bellows (61) and (62) by stacking and tightening the two rings (67) drilled and held by threaded rods and nuts (71), this floating flange moves according to pressure variations. Connections (79) ensure the connection on the one hand with the air circuit and secondly with the water circuit, respectively screwed into their flange (75). The bellows (61) and (62) for various operating reasons, such as mass, speed, of the machine, may be of different diameter. The bellows (61) in another case of operation is replaced by a hydraulic cylinder (61 ') remotely controlled by an electric pump provided for this purpose, the control circuit of which is connected at (77) - This cylinder (61') is integral with (75) on the one hand and of (67) and (67 ') on the other hand, the hardware (79) ensures the connection with (75), the nuts (78) ensure the fixing of the actuator control rod on the other hand.
Ce vérin (61') permet de comprimer le soufflet d'air(62) à la.demande du pilote , qui peut ainsi durcir ,rentrer ou sortir la suspension de la coque ainsi équipée. Selon la figure 9 un moteur (42) est instalé au niveau de l'articulation (37),à l'intérieur de la coque suspendue(13) de telle façon ,que la masse importante du moteur et son équipement soit solidaire en mouvement et en altitude à la coque (14) du navire, à l'oscillation près.La ligne d'arbre (40) reliée au moteur (42) par un cardan(44) transmet le mouvement de rotation à l'hélice à travers un cardan situé dans l'axe d'articulation du volet (13'), en traversant la paroie de la coque (13).Une ou plusieurs bielles relient la coque (14) au volet (13') assurant ainsi le fonctionnement préféré de 1'invention.L'hélice , par l'intermédiaire d'un renvoi(46) peut ainsi suivre le mouve¬ ment de la suspension ,solution réalisable avec des éléments commercialisés dans le domaine.Une turbine (45') monté conventionnellement sur le volet (41) selon les dessins B et C , assure la propulsion, entrainée par le cardan situé dans l'axe d'articulation (37") ,en utilisant le mode d'instala- tion du moteur décrit le cas précédent.Le Moteur (42) est accessible,via une ouverture (43) qui est reliée à une ouverture d'égale distension à la coque (14)et ceci de façon étanche, grâce à un joint souple.This jack (61 ′) makes it possible to compress the air bellows (62) at the request of the pilot, who can thus harden, take in or take out the suspension of the hull thus equipped. According to FIG. 9, a motor (42) is installed at the articulation (37), inside the suspended hull (13) in such a way that the large mass of the motor and its equipment is integral in movement and aloft at the hull (14) of the ship, to the nearest oscillation. shaft (40) connected to the motor (42) by a universal joint (44) transmits the rotational movement to the propeller through a universal joint located in the axis of articulation of the flap (13 '), crossing the wall One or more connecting rods connect the shell (14) to the flap (13 ') thus ensuring the preferred operation of the invention. The propeller, via a return (46) can thus follow the movement of the suspension, solution achievable with elements marketed in the field. A turbine (45 ') conventionally mounted on the flap (41) according to drawings B and C, provides propulsion, driven by the gimbal located in the hinge pin (37 "), using the motor installation mode described in the previous case. The Motor (42) is accessible via an opening (43) which is connected to an opening of equal distension to the shell (14) and this in a sealed manner, thanks to a flexible seal.
La figure 10 nous montre le montage inversé de cette suspension,le palpeur (13') est situé à l'avant relié à la coque (14) par un jeu de bielles (21) et un élément de suspension (13) situé en arrière , les articulations (37), (37' )sont réalisées comme dans les cas précédents, de même pour l'amortissement (20), (5), (4). Selon la figure 11 le flotteur (14) resemble à une coque d'hydravion , un redan ou cassure dans les lignes de carène sépare la partie avant qui renferme la suspension à fond plat (D), de la partie arrière (E), en demi vé très prononcé, dont l'arrête inférieure fait un angle non négigeable avec la surface planante de la suspension située en avant. Le centre de gravité (80),est situé à l'aplomb de ce redan et donc du point d'appuie de suface mouillée minimum ,en hachuré sur le dessin. Cette carène offre une trainée mini¬ mum aux allures de navigation,les plus réduite ainsi qu'une zone de compression très importante équivalente à la longueur de (E), pour l'effet de tunel d'un catamaran.Ces différentes variantes de montage permettent bien un débattement de la suspension , tout en conservant un angle d'incidence constant pour le volet en appui pu palpeur (13") ou (13').Pour un cas de fonctionnement plus simple, non hydrodynamique. l'amortissement est contrôlé par des amortisseurs classiques, la raideur de la suspension est fixée par celle d'un ressort, d'un, soufflet pneumatique en parallèle à un amortisseur hydraulique,la commande du débattement est électrique,pneu- matique , hydraulique selon l'importance de l'engin nautique. Ces équipements existent dans le commerce.Figure 10 shows us the reverse mounting of this suspension, the probe (13 ') is located at the front connected to the shell (14) by a set of connecting rods (21) and a suspension element (13) located behind , the joints (37), (37 ') are produced as in the previous cases, likewise for the damping (20), (5), (4). According to FIG. 11 the float (14) resembles a seaplane hull, a step or break in the hull lines separates the front part which contains the flat-bottom suspension (D), from the rear part (E), very pronounced half vee, whose lower edge makes a non-negligible angle with the planing surface of the suspension located in front. The center of gravity (80), is located directly above this step and therefore the minimum wet surface support point, hatched on the drawing. This hull offers a minimal drag at navigation speeds, the most reduced as well as a very important compression zone equivalent to the length of (E), for the tunel effect of a catamaran. These different mounting variants allow the suspension to move freely, while maintaining a constant angle of incidence for the flap in contact with the probe (13 ") or (13 '). For a simpler, non-hydrodynamic operation. the damping is controlled by conventional dampers, the stiffness of the suspension is fixed by that of a spring, a pneumatic bellows in parallel with a hydraulic damper, the travel control is electric, pneumatic, hydraulic according to the importance of the nautical craft. This equipment exists commercially.
Il doit dailleurs être entendu que la description qui précède n'a été donnée qu'à titre d'exemple et qu'elle ne limite nullement le domaine de 1'invention dont on ne sortirait pas en remplaçant des détails d'exécution décrits par tous autres équivalents, en particulier toutes autres formes de de cette suspension réalisée en deux éléments au moins dis¬ tincts ayant pour le plus important le rôle de suspension et le deuxième dépendant du premier ayant pour rôle de pal- peur,de même pour les variantes de forme, d'emboitement ,de guidage, d'articulation,de mode de réalisation,d'amortis¬ sement ou contrôle du débattement.It should moreover be understood that the foregoing description has been given only by way of example and that it in no way limits the field of the invention from which one would not depart by replacing execution details described by all other equivalents, in particular all other forms of this suspension made up of at least two distinct elements having the most important role of suspension and the second dependent on the first having the role of foam, likewise for the variants of shape, interlocking, guiding, articulation, embodiment, damping or control of the travel.
D'autre part le plan antidérive peut être installé sous la forme d'aileron, de virure,arête ,implanté sur la surface du volet (13'),de part et d'autre, ou sous la forme ,d'une dérive sabre (15) traversant le dernier. On the other hand the anti-drift plan can be installed in the form of aileron, strake, edge, implanted on the surface of the flap (13 '), on either side, or in the form of a saber drift (15) crossing the last.

Claims

REVENDICATIONS:CLAIMS:
1 Suspension nautique, caractérisée en ce qu'elle comporte deux éléments au moins , en série, l'un (13) articulé sur son avant en (37)absorbe par ses variations angulaires importantes le plus gros des variations de surface ou vagues, le deuxième (13') articulé sur l'arrière de (13) en (37') optimise le meilleur contact avec le fluide en mouvement en réglant son incidence constante (α) quelle que soit celle du plan porteur principale (13) et ceci grâce à un ensemble d'amortisseurs (4), (5) ou (20), montés entre les différents éléments en mouvement et par rapport à la coque(14),amortisseurs (4) , (5)asservis ou non en pression par la prise de pression dynamique (6) ,ensemble qui permet de sustenter un ou plusieurs points de la coque (14) . 2 Suspension nautique suivant la revendication 1, caractérisée en ce que les volets ou plans porteurs sont double ou multiple en série,un ressort de rappel(19)fait rentrer ces plans porteurs à 1'arrêt.1 Nautical suspension, characterized in that it comprises at least two elements, in series, one (13) articulated on its front at (37) absorbs by its significant angular variations the largest of the surface or wave variations, the second (13 ') articulated on the rear of (13) in (37') optimizes the best contact with the moving fluid by adjusting its constant incidence (α) whatever that of the main bearing plane (13) and this thanks to a set of shock absorbers (4), (5) or (20), mounted between the different moving elements and relative to the shell (14), shock absorbers (4), (5) controlled or not by pressure by the dynamic pressure tap (6), assembly which makes it possible to support one or more points of the hull (14). 2 nautical suspension according to claim 1, characterized in that the flaps or carrier planes are double or multiple in series, a return spring (19) makes these carrier planes come in when stopped.
3 Suspension nautique suivant la revendication 1, caractérisée en ce que les volets ou plan porteurs sont contrôlés par une commande hydraulique , hydropneumatique, électrique,pneumatique,à partir du poste de pilotage3 nautical suspension according to claim 1, characterized in that the flaps or supporting plane are controlled by a hydraulic, hydropneumatic, electric, pneumatic control, from the cockpit
4 Suspension nautique suivant la revendication 1, caractérisée en ce que une ou plusieurs bielles(21) parallè- les au plan porteur (13) articulé à ses deux extrémités rend 1'incidence(α)constante avec le fluide,en s'articulant sur l'arrière et dessus le plan porteur (13')d'une part et en s'articulant sur la coque (14)d'autre part, grâce à des arti¬ culations prévues à cet effet. 5 Suspension nautique suivant la revendication4 Nautical suspension according to claim 1, characterized in that one or more connecting rods (21) parallel to the carrier plane (13) articulated at its two ends makes the incidence (α) constant with the fluid, by being articulated on the rear and above the bearing plane (13 ') on the one hand and by being articulated on the shell (14) on the other hand, thanks to articulations provided for this purpose. 5 Nautical suspension according to claim
1,caractérisée en ce que un moteur (42)est instalé au niveau de 1'articulâtion(37),à l'intérieur de la coque suspendue(13) de telle façon , que la masse importante du moteur et son équipement soit solidaire en mouvement et en altitude à la coque(14) du navire,à l'oscillation près,la ligne d'arbre(40) reliée au moteur (42) par un cardan (44)transmet le mouvement de rotation à l'hélice à travers un cardan situé dans l'axe d'articulation du volet (13').1, characterized in that a motor (42) is installed at the articulation (37), inside the suspended hull (13) in such a way that the large mass of the motor and its equipment is secured in movement and altitude at the hull (14) of the ship, except for oscillation, the shaft line (40) connected to the motor (42) by a universal joint (44) transmits the rotational movement to the propeller through a universal joint located in the axis of articulation of the flap (13 ').
6 Suspension nautique,suivant la revendication 1 caractérisée en ce que une turbine (45) est monté sur le volet(13'), couplée sur la ligne d'arbre (40) du moteur (42), au niveau de l'articulation (37'),grâce à un cardan.6 nautical suspension according to claim 1 characterized in that a turbine (45) is mounted on the flap (13 '), coupled to the shaft line (40) of the engine (42), at the joint ( 37 '), thanks to a gimbal.
7 Suspension nautique,suivant la revendication 1 caractérisée en ce que le montage de cette suspension est inversé,le palpeur(13') est situé à l'avant ,relié à la coque (14) par un jeu de bielles (21) et un élément de suspension (13)situé en arrière , les articulations (37), (37' )sont réalisées comme dans les cas précédents,de même pour l'amortissement.7 nautical suspension according to claim 1 characterized in that the mounting of this suspension is reversed, the feeler (13 ') is located at the front, connected to the hull (14) by a set of connecting rods (21) and a suspension element (13) located behind, the joints (37), (37 ') are produced as in the previous cases, the same for the damping.
8 Suspension nautique,suivant la revendication 1 caractérisée en ce que un redan ou cassure dans les lignes de carène sépare la partie avant qui renferme la suspension à fond plat (D), de la partie arrière (E) , en demie vé très prononcé, dont l'arrête inférieure fait un angle non négligeable avec la surface planante de la suspension située en avant,cette carène ainsi définit permet le fonctionnement accru d'un catamaran. 8 Nautical suspension according to claim 1 characterized in that a step or break in the hull lines separates the front part which contains the flat-bottom suspension (D), from the rear part (E), in very pronounced half vee, whose lower edge makes a significant angle with the planing surface of the suspension located in front, this hull thus defined allows the increased operation of a catamaran.
PCT/FR1992/001131 1991-12-12 1992-12-02 Vessel suspension unit WO1993011993A1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR9115444A FR2677321B1 (en) 1991-12-12 1991-12-12 HYDRODYNAMIC HARDENING SUSPENSION OF NAUTICAL VEHICLE CUTTING.
FR91/15444 1991-12-12
FR91/15531 1991-12-13
FR9115531A FR2677322A1 (en) 1991-12-13 1991-12-13 Dual-acting suspension for a nautical craft

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Publication Number Publication Date
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WO (1) WO1993011993A1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996029240A1 (en) * 1995-03-17 1996-09-26 Pertti Pasanen Shock damper for a boat
WO2012097464A3 (en) * 2011-01-18 2012-12-06 Mueller Peter A Stepped trim tab
FR2982235A1 (en) * 2011-11-03 2013-05-10 Bernard Delabarre Boat e.g. barge, has plate movably mounted between folded up and deployed positions in arrangement in which plate is opposed to displacement of water under shell by creating resistant force, which slows down rolling and pitching movements

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US3232261A (en) * 1964-02-14 1966-02-01 Waldemar A Graig Watercraft
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US4597742A (en) * 1982-03-29 1986-07-01 Finkl Charles W Trimming arrangement for planing hulls
EP0285007A1 (en) * 1987-03-31 1988-10-05 Giuseppe Babbini Watercraft featuring a built-in water vibration damping system
FR2657581A1 (en) * 1990-01-26 1991-08-02 Moulin Olivier Flexible or articulated nautical suspension damper

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Publication number Priority date Publication date Assignee Title
FR512504A (en) * 1920-03-12 1921-01-25 Paul Damiron Float boat
US1868054A (en) * 1930-12-03 1932-07-19 Easthope Ernest Boat and means for operating the same
US3232261A (en) * 1964-02-14 1966-02-01 Waldemar A Graig Watercraft
US3207116A (en) * 1964-03-30 1965-09-21 France Arnold Attachment of jet propulsion units to water-borne craft and means for steering the unit
FR1601026A (en) * 1967-12-29 1970-08-03
US3998176A (en) * 1975-02-18 1976-12-21 Lockheed Aircraft Corporation Hydro-ski craft
US4597742A (en) * 1982-03-29 1986-07-01 Finkl Charles W Trimming arrangement for planing hulls
EP0285007A1 (en) * 1987-03-31 1988-10-05 Giuseppe Babbini Watercraft featuring a built-in water vibration damping system
FR2657581A1 (en) * 1990-01-26 1991-08-02 Moulin Olivier Flexible or articulated nautical suspension damper

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996029240A1 (en) * 1995-03-17 1996-09-26 Pertti Pasanen Shock damper for a boat
WO2012097464A3 (en) * 2011-01-18 2012-12-06 Mueller Peter A Stepped trim tab
FR2982235A1 (en) * 2011-11-03 2013-05-10 Bernard Delabarre Boat e.g. barge, has plate movably mounted between folded up and deployed positions in arrangement in which plate is opposed to displacement of water under shell by creating resistant force, which slows down rolling and pitching movements

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