WO1993012970A1 - Single-hull vessel provided with a transverse stabilizer device - Google Patents

Single-hull vessel provided with a transverse stabilizer device Download PDF

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Publication number
WO1993012970A1
WO1993012970A1 PCT/FR1992/001213 FR9201213W WO9312970A1 WO 1993012970 A1 WO1993012970 A1 WO 1993012970A1 FR 9201213 W FR9201213 W FR 9201213W WO 9312970 A1 WO9312970 A1 WO 9312970A1
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WO
WIPO (PCT)
Prior art keywords
foil
upright
ship according
float
floats
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Application number
PCT/FR1992/001213
Other languages
French (fr)
Inventor
Paul Lucas
Philippe Marchand
Original Assignee
Institut Français De Recherche Pour L'exploitation De La Mer
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 Institut Français De Recherche Pour L'exploitation De La Mer filed Critical Institut Français De Recherche Pour L'exploitation De La Mer
Publication of WO1993012970A1 publication Critical patent/WO1993012970A1/en
Priority to NO93932995A priority Critical patent/NO932995L/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 
    • 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
    • B63B39/062—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 the foils being mounted on outriggers or the like, e.g. antidrift hydrofoils for sail boats

Definitions

  • the present invention relates to the transverse stabilization of a ship of the monohull type, more particularly in the case where it is a fast ship with very fine hull.
  • the transverse stability of a ship depends on the width of its hull, dimensioned according to its ratio to the length, which is most often between 1/3 and 1/7. To reach high speeds, the requirement of a low wave drag leads to designing a light hull, longer and therefore much narrower, but it is then not possible to satisfy the sufficient level of transverse stability.
  • the object of the invention is to conserve the hydrodynamic advantages of very fine hulls, but without undergoing the aforementioned disadvantages of multihulls.
  • It consists of a ship with a central hull providing lift, to which side floats are connected by means of links arranged above the waterline, characterized in that the side floats are arranged so as to be very little or not submerged during displacement under load, and in that each lateral float carries by means of an upright a wing or foil intended to be submerged, as well as means for varying its lift, which means are controlled from a central unit detecting the movements of the ship so that the liftings of the submerged wings or foils oppose the roll movements.
  • the ship when the ship is in motion, its transverse stability is only ensured by the foils submerged under the floats.
  • These being almost out of the water, do not have the disadvantages of the classic floats of a multihull. They do not really function as transverse stabilizers until stationary. They can then be lowered from the position they have in running condition, by ballasting the central hull, for example.
  • the foils are also controlled to reduce the vertical accelerations undergone by the ship, without them participating in the lift which remains provided by the central hull.
  • FIG. 1 is a side view of such a vessel
  • FIGS. 2 and 3 are respectively a cross-sectional view and a bottom view of this same vessel
  • Fig. 4 is an enlarged side view of a lateral float threshold
  • FIG. 5 is a cross-sectional view of a lateral float
  • FIG. 6 is a schematic view in longitudinal section illustrating an embodiment of a foil and its amount, as well as its arrangement under a float
  • FIGS. 7 and 8 are views similar to FIG. 6 illustrating other embodiments and arrangements of the upright-foil assembly
  • FIG. 9 is a schematic cross-sectional view of a lateral float provided with an additional retractable upright-foil assembly.
  • the same reference signs designate the same elements everywhere.
  • the ship of Figs. 1 to 3, shown without its superstructures, comprises a shell 1 of which at least the hull is very fine. Lateral floats 2 are connected to the hull 2 by links 3 arranged above the waterline F.
  • the hull 1 alone provides the lift of the ship, namely that under load and when the heel is zero, the lateral floats 2 are very little or, better still, not at all submerged, this being an essential characteristic of the invention.
  • the shape of the floats 2 is designed so as to limit the extension of their wet surface when they touch the sea.
  • their bottom has, for example, a recess 4 by which the rear part is raised relative to the front part.
  • they advantageously have a V-shaped cross section.
  • each side float 3 carries, by means of an upright 6, a wing or foil 5 controllable in incidence to vary the lift in positive and negative.
  • the foil 5 has a transverse size not exceeding that of the float 3, in order to allow the ship to dock.
  • the foil 5 can, among other configurations, form with its upright 6 an inverted T, FIG. 2, or an inverted Y, Fig. 5.
  • Figs. 6 to 8 illustrate various embodiments of the assembly formed by a foil and its amount. " In the assembly of FIG.
  • the foil 5 is rigidly fixed at the base of the upright 6 which is in turn articulated around a transverse axis 7 in a housing 8 formed inside the float 2.
  • the upright 6 is pivotally controlled by a mechanical device such as the jack 9. Note that in this arrangement, it is possible to provide for erasure by pivoting of the upright 6 towards the rear if it or the foil 5 strikes a foreign body, it suffices to insert a connecting element of less resistance or fuse between, on the one hand, the float or the amount and, on the other hand, the mechanical control member 9, calculated to withstand normal hydrodynamic forces, but to give way in the event of too violent an impact.
  • Fig. 8 the upright 6 and the foil 5 are fixed relative to the hull of the float 2.
  • the variation in lift is obtained by means of a flap 11 hinged to the trailing edge of the foil 5.
  • the two lateral floats When stopped, the two lateral floats do not touch the water simultaneously and, if they nevertheless fulfill their role as stabilizers, it is only at the cost of a slight list, accompanied by a slight roll.
  • ballasts in the lateral floats 3 To simply stabilize this lodging, it suffices to provide ballasts in the lateral floats 3, and to fill one with sea water.
  • the two lateral floats 3 must be lowered so as to sink them into the water, for example by filling one or more ballasts such as 12, provided in the central hull 1 near its center of gravity G , Fig. 3.
  • the ballast (s) of the central hull 1 are empty, as are those of the lateral floats 2, which just touch the surface of the water. It is the foils 5 which maintain the list at a value close to zero despite the waves, their lift being controlled by a central known per se, comprising a system of gyr ⁇ scopic and accelerometric sensors responsible for detecting the movements of the ship, in particular its oscillations around of its roll axis.
  • the control unit detects the beginning of the roll movement and commands the foils to provide a stabilizing roll moment in the opposite direction to the first.
  • the foils then work in opposition, exerting a negative lift on the side of the submerged float, and a positive lift on the other side.
  • 5 foils can also be used for to counter the heaving movements (vertical movements of the ship) in order to improve comfort on board: by sea from the front, when the floats 2 encounter a wave, their immersion generates a vertical thrust which is added to that of the hull.
  • the control unit detects the start "of the vertical movement control and the foils provide a vertical force opposite to that of the floats.
  • the foils then work in the same direction. For diagonal sea, the aforementioned two effects are additive and lead to geometrically variations in lift either in the opposite direction or in the same direction depending on the state of the sea.
  • ballast on the opposite float is filled to cancel the heel, while the empty ballast of the float having suffered damage ensures positive buoyancy.
  • the hydrodynamic correction forces are obtained by varying the incidence of the upright-foil assembly, or the incidence of the foil itself, or the movement of a curvature flap articulated at the trailing edge of the foil, or even using a combination of these solutions.

Abstract

A vessel comprising a central hull (1) providing buoyancy and having side floats (2) connected thereto via connecting members (3) located above the water line (F). The floats (2) are arranged to be largely or wholly out of the water when the vessel is loaded, and each float supports a foil (5) designed to be in the water, as well as a system for adjusting the lift thereof. The system is controlled from a central unit which senses vessel motion so that the lift of each submerged foil counters any rolling motion. Applications: high-speed vessels having highly streamlined underwater hulls.

Description

NAVIRE DE TYPE MONOCOQUE POURVU D'UN DISPOSITIF DE STABILISATION TRANSVERSALE MONOCOQUE VESSEL PROVIDED WITH A TRANSVERSE STABILIZATION DEVICE
La présente invention concerne la stabilisation transversale d'un navire de type monocoque, plus particulièrement dans le cas où il s'agit d'un navire rapide à carène très fine.The present invention relates to the transverse stabilization of a ship of the monohull type, more particularly in the case where it is a fast ship with very fine hull.
La stabilité transversale d'un navire dépend de la largeur de sa carène, dimensionnée selon son rapport à la longueur, lequel se trouve le plus souvent compris entre 1/3 et 1/7. Pour atteindre des vitesses élevées, l'exigence d'une faible traînée de vague conduit à concevoir une coque légère, plus longue et donc beaucoup plus étroite, mais il n'est alors pas possible de satisfaire au niveau de stabilité transversale suffisant.The transverse stability of a ship depends on the width of its hull, dimensioned according to its ratio to the length, which is most often between 1/3 and 1/7. To reach high speeds, the requirement of a low wave drag leads to designing a light hull, longer and therefore much narrower, but it is then not possible to satisfy the sufficient level of transverse stability.
Pour mettre à profit les avantages d'une carène très fine, une solution consiste à se tourner vers un navire de type "multicoque", l'entraxe des coques assurant alors la stabilité. Néanmoins, à cause de 1'écartement des volumes des carènes, ces navires ont le désavantage de subir des contraintes de structure très élevées par mer formée. D'autre part, dans le cas d'un trimaran où, pour des raisons évidentes de réduction de la surface mouillée, les coques latérales sont prévues beaucoup moins longues que la coque centrale, 1'inadéquation entre leur longueur et la vitesse du navire induit de leur part une traînée excessive. Tout ceci rend difficile la conception d'un grand multicoque léger et rapide.To take advantage of the advantages of a very fine hull, one solution consists in turning to a "multihull" type ship, the distance between the hulls then ensuring stability. However, because of the spacing of the hull volumes, these vessels have the disadvantage of undergoing very high structural stresses in heavy seas. On the other hand, in the case of a trimaran where, for obvious reasons of reduction of the wetted surface, the side hulls are provided much shorter than the central hull, the mismatch between their length and the speed of the ship induced on their part excessive drag. All this makes it difficult to design a large light and fast multihull.
Dans ce contexte, le but de l'invention est de conserver les avantages hydrodynamiques des coques très fines, mais sans subir les désavantages précités des multicoques.In this context, the object of the invention is to conserve the hydrodynamic advantages of very fine hulls, but without undergoing the aforementioned disadvantages of multihulls.
Elle consiste en un navire comportant une coque centrale assurant la portance, à laquelle sont reliés des flotteurs latéraux par l'intermédiaire de liaisons disposées au-dessus de la ligne de flottaison, caractérisé en ce que les flotteurs latéraux sont agencés de manière à être très peu ou non immergés lors du déplacement en charge, et en ce que chaque flotteur latéral porte par l'intermédiaire d'un montant une aile ou foil destiné à être immergé, ainsi que des moyens pour en faire varier la portance, lesquels moyens sont commandés à partir d'une centrale détectant les mouvements du navire pour que les portances des ailes ou foils immergés s'opposent aux mouvements de roulis. Ainsi, lorsque le navire est en marche, sa stabilité transversale n'est assurée que par les foils immergés sous les flotteurs. Ceux-ci, en étant quasiment hors de l'eau, n'ont pas les inconvénients des flotteurs classiques d'un multicoque. Ils ne font réellement fonction de stabilisateurs transversaux qu'à l'arrêt. Ils peuvent alors être descendus par rapport à la position qu'ils ont en condition de marche, par ballastage de la coque centrale, par exemple.It consists of a ship with a central hull providing lift, to which side floats are connected by means of links arranged above the waterline, characterized in that the side floats are arranged so as to be very little or not submerged during displacement under load, and in that each lateral float carries by means of an upright a wing or foil intended to be submerged, as well as means for varying its lift, which means are controlled from a central unit detecting the movements of the ship so that the liftings of the submerged wings or foils oppose the roll movements. Thus, when the ship is in motion, its transverse stability is only ensured by the foils submerged under the floats. These, being almost out of the water, do not have the disadvantages of the classic floats of a multihull. They do not really function as transverse stabilizers until stationary. They can then be lowered from the position they have in running condition, by ballasting the central hull, for example.
Avantageusement, les foils sont également pilotés pour diminuer les accélérations verticales subies par le navire, sans qu'ils participent à la sustentation qui reste assurée par la coque centrale.Advantageously, the foils are also controlled to reduce the vertical accelerations undergone by the ship, without them participating in the lift which remains provided by the central hull.
L'invention sera mieux comprise à l'aide des explications qui vont suivre et des dessins annexés, dans lesquels : la Fig. 1 est une vue latérale d'un tel navire, les Figs. 2 et 3 sont respectivement une vue en coupe transversale et une vue de dessous de ce même navire, la Fig. 4 est une vue latérale agrandie d'un seuil flotteur latéral, la Fig. 5 est une vue en coupe transversale d'un flotteur latéral, la Fig. 6 est une vue schématique en coupe- longitudinale illustrant une forme de réalisation d'un foil et de son montant, ainsi que son agencement sous un flotteur, les Figs. 7 et 8 sont des vues similaires à la Fig. 6 illustrant d'autres formes de réalisation et agencements de l'ensemble montant-foil, et la Fig. 9 est une vue schématique en coupe transversale d'un flotteur latéral pourvu d'un ensemble montant-foil additionnel rétractable. Dans l'ensemble des dessins, les mêmes signes de référence désignent partout les mêmes éléments.The invention will be better understood with the aid of the explanations which follow and of the appended drawings, in which: FIG. 1 is a side view of such a vessel, FIGS. 2 and 3 are respectively a cross-sectional view and a bottom view of this same vessel, Fig. 4 is an enlarged side view of a lateral float threshold, FIG. 5 is a cross-sectional view of a lateral float, FIG. 6 is a schematic view in longitudinal section illustrating an embodiment of a foil and its amount, as well as its arrangement under a float, FIGS. 7 and 8 are views similar to FIG. 6 illustrating other embodiments and arrangements of the upright-foil assembly, and FIG. 9 is a schematic cross-sectional view of a lateral float provided with an additional retractable upright-foil assembly. Throughout the drawings, the same reference signs designate the same elements everywhere.
Le navire des Figs. 1 à 3, représenté sans ses superstructures, comporte une coque 1 dont au moins la carène est très fine. A la coque 1 sont reliés des flotteurs latéraux 2 par des liaisons 3 disposées au-dessus de la ligne de flottaison F.The ship of Figs. 1 to 3, shown without its superstructures, comprises a shell 1 of which at least the hull is very fine. Lateral floats 2 are connected to the hull 2 by links 3 arranged above the waterline F.
La coque 1 assure à elle seule la portance du navire, à savoir qu'en charge et lorsque la gîte est nulle, les flotteurs latéraux 2 sont très peu ou, mieux encore, pas du tout immergés, ceci étant une caractéristique essentielle de l'invention.The hull 1 alone provides the lift of the ship, namely that under load and when the heel is zero, the lateral floats 2 are very little or, better still, not at all submerged, this being an essential characteristic of the invention.
De préférence, la forme des flotteurs 2 est conçue de manière à limiter l'extension de leur surface mouillée lorsqu'ils touchent la mer. A cet effet, leur fond présente par exemple un décrochement 4 par lequel la partie arrière est surélevée par rapport à la partie avant. D'autre part, ils ont avantageusement une section transversale en forme de V.Preferably, the shape of the floats 2 is designed so as to limit the extension of their wet surface when they touch the sea. For this purpose, their bottom has, for example, a recess 4 by which the rear part is raised relative to the front part. On the other hand, they advantageously have a V-shaped cross section.
Selon une autre caractéristique essentielle de 1'invention , chaque flotteur latéral 3 porte, par l'intermédiaire d'un montant 6, une aile ou foil 5 commandable en incidence pour en faire varier la portance en positif et en négatif. Telle que représenté, le foil 5 a un encombrement transversal n'excédant pas celui du flotteur 3, afin de permettre 1'accostage du navire. Par ailleurs, le foil 5 peut, entre autres configurations, former avec son montant 6 un T inversé, Fig. 2, ou un Y inversé, Fig. 5. Les Figs. 6 à 8 illustrent diverses formes de réalisation de l'ensemble formé d'un foil et de son montant. "Dans l'ensemble de la Fig. 6, lequel est indifféremment en T ou Y inversé, le foil 5 est fixé rigidement à la base du montant 6 qui est quant à lui articulé autour d'un axe transversal 7 dans un logement 8 ménagé à l'intérieur du flotteur 2. Pour modifier l'incidence du foil 5, le montant 6 est commandé en pivotement par un dispositif mécanique tel que le vérin 9. A noter que dans cet agencement, il est possible de prévoir l'effacement par pivotement vers l'arrière du montant 6 si celui-ci ou le foil 5 heurte un corps étranger. Il suffit, pour cela, d'insérer un élément de liaison de moindre résistance ou fusible entre, d'une part, le flotteur ou le montant et, d'autre part, l'organe mécanique de commande 9, calculé pour résister aux efforts hydrodynamiques normaux, mais pour céder en cas de choc trop violent.According to another essential characteristic of 1'invention, each side float 3 carries, by means of an upright 6, a wing or foil 5 controllable in incidence to vary the lift in positive and negative. As shown, the foil 5 has a transverse size not exceeding that of the float 3, in order to allow the ship to dock. Furthermore, the foil 5 can, among other configurations, form with its upright 6 an inverted T, FIG. 2, or an inverted Y, Fig. 5. Figs. 6 to 8 illustrate various embodiments of the assembly formed by a foil and its amount. " In the assembly of FIG. 6, which is indifferently in inverted T or Y, the foil 5 is rigidly fixed at the base of the upright 6 which is in turn articulated around a transverse axis 7 in a housing 8 formed inside the float 2. To modify the incidence of the foil 5, the upright 6 is pivotally controlled by a mechanical device such as the jack 9. Note that in this arrangement, it is possible to provide for erasure by pivoting of the upright 6 towards the rear if it or the foil 5 strikes a foreign body, it suffices to insert a connecting element of less resistance or fuse between, on the one hand, the float or the amount and, on the other hand, the mechanical control member 9, calculated to withstand normal hydrodynamic forces, but to give way in the event of too violent an impact.
Dans l'ensemble de la Fig. 7, également en T ou Y inversé, le montant 6 est fixe par rapport à la coque du flotteur 2. La variation de portance du foil 5 s'obtient en modifiant son incidence autour de l'axe transversal 10 disposé en partie basse du montant 6, au moyen de l'organe de commande 9.In the whole of FIG. 7, also in inverted T or Y, the upright 6 is fixed relative to the hull of the float 2. The variation in the lift of the foil 5 is obtained by modifying its incidence around the transverse axis 10 disposed in the lower part of the upright 6, by means of the control member 9.
A la Fig. 8, le montant 6 et le foil 5 sont fixes par rapport à la coque du flotteur 2. La variation de portance est obtenue au moyen d'un volet 11 articulé au bord de fuite du foil 5.In Fig. 8, the upright 6 and the foil 5 are fixed relative to the hull of the float 2. The variation in lift is obtained by means of a flap 11 hinged to the trailing edge of the foil 5.
A l'arrêt, les deux flotteurs latéraux ne touchent pas l'eau simultanément et, s'ils accomplissent malgré tout leur rôle de stabilisateurs, ce n'est qu'au prix d'une légère gîte, accompagnée d'un léger roulis.When stopped, the two lateral floats do not touch the water simultaneously and, if they nevertheless fulfill their role as stabilizers, it is only at the cost of a slight list, accompanied by a slight roll.
Pour simplement stabiliser cette gîte, il suffit de prévoir des ballasts dans les flotteurs latéraux 3, et d'en remplir un d'eau de mer.To simply stabilize this lodging, it suffices to provide ballasts in the lateral floats 3, and to fill one with sea water.
Pour annuler la gîte, il faut faire descendre les deux flotteurs latéraux 3 de manière à les enfoncer dans l'eau, par exemple en remplissant un ou plusieurs ballasts tels que 12, prévus dans la coque centrale 1 au voisinage de son centre de gravité G, Fig. 3.To cancel the heeling, the two lateral floats 3 must be lowered so as to sink them into the water, for example by filling one or more ballasts such as 12, provided in the central hull 1 near its center of gravity G , Fig. 3.
En marche, le ou les ballasts de la coque centrale 1 sont vides, ainsi que ceux des flotteurs latéraux 2, lesquels effleurent juste la surface de l'eau. Ce sont les foils 5 qui maintiennent la gîte à une valeur proche de zéro malgré les vagues, leur portance étant pilotée par une centrale connue en soi, comportant un système de capteurs gyrσscopiques et accélérométriques chargé de détecter les mouvements du navire, notamment ses oscillations autour de son axe de roulis. Par mer de côté, quand un flotteur rencontre une vague, son immersion engendre une poussée verticale, ce qui crée un moment de roulis déstabilisant. La centrale détecte l'amorce du mouvement de roulis et commande aux foils de fournir un moment de roulis stabilisant de sens contraire au premier. Les foils travaillent alors en opposition, exerçant une portance négative du côté du flotteur immergé, et une portance positive de l'autre côté.In operation, the ballast (s) of the central hull 1 are empty, as are those of the lateral floats 2, which just touch the surface of the water. It is the foils 5 which maintain the list at a value close to zero despite the waves, their lift being controlled by a central known per se, comprising a system of gyrσscopic and accelerometric sensors responsible for detecting the movements of the ship, in particular its oscillations around of its roll axis. By sea from the side, when a float meets a wave, its immersion generates a vertical thrust, which creates a destabilizing roll moment. The control unit detects the beginning of the roll movement and commands the foils to provide a stabilizing roll moment in the opposite direction to the first. The foils then work in opposition, exerting a negative lift on the side of the submerged float, and a positive lift on the other side.
Les foils 5 peuvent également être utilisés pour contrer les mouvements de pilonnement (déplacements verticaux du navire) en vue d'améliorer le confort à bord : par mer de face, quand les flotteurs 2 rencontrent une vague, leur immersion engendre une poussée verticale qui s'ajoute à celle de la coque. La centrale détecte l'amorce "du mouvement vertical et commande aux foils de fournir une force verticale opposée à celle des flotteurs. Les foils travaillent alors dans le même sens. Par mer diagonale, les deux effets précités s'additionnent géométriquement et conduisent à des variations de portance soit de sens opposé, soit de même sens selon l'état de la mer.5 foils can also be used for to counter the heaving movements (vertical movements of the ship) in order to improve comfort on board: by sea from the front, when the floats 2 encounter a wave, their immersion generates a vertical thrust which is added to that of the hull. The control unit detects the start "of the vertical movement control and the foils provide a vertical force opposite to that of the floats. The foils then work in the same direction. For diagonal sea, the aforementioned two effects are additive and lead to geometrically variations in lift either in the opposite direction or in the same direction depending on the state of the sea.
Par ailleurs, en cas de marche avec voie d'eau sur un flotteur, le ballast sur le flotteur opposé est rempli pour annuler la gîte, tandis que le ballast vide du flotteur ayant subi l'avarie lui assure une flottabilité positive.Furthermore, when walking with water on a float, the ballast on the opposite float is filled to cancel the heel, while the empty ballast of the float having suffered damage ensures positive buoyancy.
Comme on l'a vu à propos des Figs. 6 à 8, les forces hydrodynamiques de correction sont obtenues en faisant varier l'incidence de l'ensemble montant-foil, ou l'incidence du foil lui-même, ou le débattement d'un volet de courbure articulé au bord de fuite du foil, ou bien encore en utilisant une combinaison de ces solutions.As seen in connection with Figs. 6 to 8, the hydrodynamic correction forces are obtained by varying the incidence of the upright-foil assembly, or the incidence of the foil itself, or the movement of a curvature flap articulated at the trailing edge of the foil, or even using a combination of these solutions.
Les efforts de correction étant très variables en intensité, en fonction de l'état de la mer, on peut prévoir des ensembles montant-foil additionnels n'entrant en action qu'au-delà d'une certaine force de mer. Un tel ensemble 5*-6' est représenté à la Fig. 9, qui permet d'escamoter le foil 5' par remontée du montant 6'" à l'intérieur du flotteur 2 (représentation en traits fins interrompus) , ou par pivotement latéral vers l'intérieur autour d'une articulation 7' (représentation en traits fins continus) . Quant à l'agencement montant-foil en lui-même, il est de même type que celui de la Fig. 7 ou celui de la Fig. 8. Bien entendu, le dispositif de commande mécanique est alors monté entre le foil, ou le volet à commander, et le montant lui-même. The correction efforts being very variable in intensity, depending on the state of the sea, it is possible to provide additional amount-foil assemblies which only come into action beyond a certain sea force. 5 * -6 'is shown in FIG. 9, which allows the foil to be retracted 5 'by raising the upright 6'" inside the float 2 (representation in fine broken lines), or by lateral pivoting inwards around a hinge 7 ' (representation in continuous thin lines). As for the amount-foil arrangement in itself, it is of the same type as that of FIG. 7 or that of FIG. 8. Of course, the mechanical control device is then mounted between the foil, or the shutter to be controlled, and the upright itself.

Claims

REVENDICATIONS
1) Navire comportant une coque centrale (1) assurant la portance, à laquelle sont reliés des flotteurs latéraux (2) par l'intermédiaire de liaisons (3) disposées au-dessus de la ligne de flottaison, caractérisé en ce que les flotteurs latéraux (2) sont agencés de manière à être très peu ou non immergés lors du déplacement en charge, et en ce que chaque flotteur (2) porte par l'intermédiaire d'un montant (6) une aile ou foil (5) destinée à être immergée, ainsi que des moyens pour en faire varier la portance, lesquels moyens sont commandés à partir d'une centrale détectant les mouvements du navire pour que les portances des foils immergés (5) s'opposent aux mouvements de roulis.1) Vessel comprising a central hull (1) providing lift, to which lateral floats (2) are connected by means of links (3) arranged above the waterline, characterized in that the lateral floats (2) are arranged so as to be very little or not submerged when moving under load, and in that each float (2) carries, via an upright (6), a wing or foil (5) intended to be submerged, as well as means for varying its lift, which means are controlled from a central unit detecting the movements of the ship so that the liftings of the submerged foils (5) oppose the roll movements.
2) Navire selon la revendication 1, caractérisé en ce que les foils (5) sont pilotés par ladite centrale pour que leurs portances s'opposent en outre aux mouvements verticaux ou mouvements en pilonnement. 3) Navire selon la revendication 1 ou 2, caractérisé en ce que le fond de chaque flotteur latéral (2) comporte un décrochement (4) se prolongeant vers l'arrière, afin de limiter l'extension de leur surface mouillée lorsqu'ils touchent la mer. 4) Navire selon l'une des revendications l à 3, caractérisé en ce que les ensembles montant-foil ont une configuration en T inversé.2) Ship according to claim 1, characterized in that the foils (5) are piloted by said central so that their liftings also oppose vertical movements or heaving movements. 3) Ship according to claim 1 or 2, characterized in that the bottom of each lateral float (2) has a recess (4) extending rearward, in order to limit the extension of their wet surface when they touch sea. 4) Ship according to one of claims l to 3, characterized in that the upright-foil assemblies have an inverted T configuration.
5) Navire selon l'une des revendications l à 3, caractérisé en ce que les ensembles montant-foil ont une configuration en Y inversé.5) Vessel according to one of claims l to 3, characterized in that the upright-foil assemblies have an inverted Y configuration.
6) Navire selon l'une des revendications l à 5, caractérisé en ce que dans les ensembles montant-foil, le foil (5) est fixé rigidement à la base du montant (6) , lequel est articulé autour d'un axe transversal (7) solidaire du flotteur (2) et actionné en pivotement par un dispositif mécanique (9) .6) Ship according to one of claims l to 5, characterized in that in the upright-foil assemblies, the foil (5) is rigidly fixed to the base of the upright (6), which is articulated around a transverse axis (7) integral with the float (2) and pivotally actuated by a mechanical device (9).
7) Navire selon la revendication 6, caractérisé en ce qu'entre le montant (6) ou le flotteur (2) d'une part, et le dispositif mécanique (9) d'autre part, il est prévu un élément de moindre résistance ou fusible, calculé pour céder en cas de contraintes extérieures dépassant les contraintes hydrodynamiques normales.7) Ship according to claim 6, characterized in that between the upright (6) or the float (2) on the one hand, and the mechanical device (9) on the other hand, there is provided an element of least resistance or fuse, calculated to fail in the event of external stresses exceeding normal hydrodynamic stresses.
8) Navire selon l'une des revendications l à 5, caractérisé en ce que dans les ensembles montant-foil, le foil (5) est articulé autour d'un axe transversal (10) situé à la base du montant (6) , et actionné en pivotement autour de cet axe par un dispositif mécanique (9). 9) Navire selon l'une des revendications l à 5, caractérisé en ce que dans les ensembles montant-foil, le foil (5) est fixé rigidement à la base du montant (6) , et en ce qu'un volet (11) , articulé le long du bord de fuite du foil (5), est orientable par l'intermédiaire d'un dispositif mécanique (9) .8) Ship according to one of claims l to 5, characterized in that in the upright-foil assemblies, the foil (5) is articulated around a transverse axis (10) located at the base of the upright (6), and actuated in pivoting around this axis by a mechanical device (9). 9) Ship according to one of claims l to 5, characterized in that in the upright-foil assemblies, the foil (5) is rigidly fixed to the base of the upright (6), and in that a flap (11 ), articulated along the trailing edge of the foil (5), is orientable by means of a mechanical device (9).
10) Navire selon l'une des revendications l à 9, caractérisé en ce que les flotteurs latéraux (2) comportent au moins un ensemble montant-foil additionnel agencé de manière à permettre l'escamotage du foil (5') par remontée du montant (6') dans le flotteur (2) ou par pivotement latéral vers l'intérieur.10) Ship according to one of claims l to 9, characterized in that the lateral floats (2) comprise at least one additional upright-foil assembly arranged so as to allow the retraction of the foil (5 ') by raising the upright (6 ') in the float (2) or by lateral pivoting inwards.
11) Navire selon l'une des revendications l à 10, caractérisé en ce que un ou plusieurs ballasts (12) sont prévus dans la coque centrale (1) . 12) Navire selon l'une des revendications l à 11, caractérisé en ce que des ballasts sont prévus dans les flotteurs latéraux (2) . 11) Ship according to one of claims l to 10, characterized in that one or more ballasts (12) are provided in the central hull (1). 12) Ship according to one of claims l to 11, characterized in that ballasts are provided in the side floats (2).
PCT/FR1992/001213 1991-12-24 1992-12-21 Single-hull vessel provided with a transverse stabilizer device WO1993012970A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
NO93932995A NO932995L (en) 1991-12-24 1993-08-23 EQUIPMENT VEHICLE EQUIPPED WITH A TRANSFER STABILIZER

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9116346A FR2685281B1 (en) 1991-12-24 1991-12-24 MONOCOQUE VESSEL PROVIDED WITH A TRANSVERSE STABILIZATION DEVICE.
FR91/16346 1991-12-24

Publications (1)

Publication Number Publication Date
WO1993012970A1 true WO1993012970A1 (en) 1993-07-08

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ID=9420668

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Application Number Title Priority Date Filing Date
PCT/FR1992/001213 WO1993012970A1 (en) 1991-12-24 1992-12-21 Single-hull vessel provided with a transverse stabilizer device

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EP (1) EP0572649A1 (en)
FR (1) FR2685281B1 (en)
WO (1) WO1993012970A1 (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2716664A1 (en) * 1994-02-25 1995-09-01 Havre Chantiers Stabiliser for vertical movements and accelerations of e.g. marine craft
US6729258B1 (en) * 1998-08-04 2004-05-04 John Theodore Fuglsang Marine vessel for passengers, vehicular traffic or freight
WO2010139016A1 (en) * 2009-06-03 2010-12-09 Austal Ships Pty Ltd Trimaran motion damping
US20130081565A1 (en) * 2010-06-14 2013-04-04 Oliver Kormann Trimaran having a pivotable outrigger

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2727668B1 (en) * 1994-12-01 1999-12-17 Marquis Antoine ORIENTABLE STABILIZATION SHUTTER FOR SAILING BOAT

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US3179078A (en) * 1962-12-04 1965-04-20 John R Popkin Dual hydrofoil mechanism for sailboats
US3286673A (en) * 1965-06-21 1966-11-22 Henry W Nason Hydrofoil stabilizing means for watercraft
FR2149162A5 (en) * 1971-07-30 1973-03-23 Blade Hulls Inc
GB2020294A (en) * 1978-01-07 1979-11-14 Barton Abrasives Ltd Ballasting
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US3179078A (en) * 1962-12-04 1965-04-20 John R Popkin Dual hydrofoil mechanism for sailboats
US3286673A (en) * 1965-06-21 1966-11-22 Henry W Nason Hydrofoil stabilizing means for watercraft
FR2149162A5 (en) * 1971-07-30 1973-03-23 Blade Hulls Inc
GB1581625A (en) * 1977-03-22 1980-12-17 Walker J G Hydrofoil sailing vessel
GB2020294A (en) * 1978-01-07 1979-11-14 Barton Abrasives Ltd Ballasting

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2716664A1 (en) * 1994-02-25 1995-09-01 Havre Chantiers Stabiliser for vertical movements and accelerations of e.g. marine craft
US6729258B1 (en) * 1998-08-04 2004-05-04 John Theodore Fuglsang Marine vessel for passengers, vehicular traffic or freight
WO2010139016A1 (en) * 2009-06-03 2010-12-09 Austal Ships Pty Ltd Trimaran motion damping
KR20120038432A (en) * 2009-06-03 2012-04-23 오스탈 쉽스 프로프라이어터리 리미티드 Trimaran motion damping
CN102574568A (en) * 2009-06-03 2012-07-11 奥斯塔船舶有限公司 Trimaran motion damping
JP2012528753A (en) * 2009-06-03 2012-11-15 オースタル・シップス・プロプライエタリー・リミテッド Trimaran motion damping
US8707880B2 (en) 2009-06-03 2014-04-29 Austal Ships Pty Ltd. Trimaran motion damping
AU2010256353B2 (en) * 2009-06-03 2016-07-07 Austal Ships Pty Ltd Trimaran motion damping
AU2010256353C1 (en) * 2009-06-03 2016-10-06 Austal Ships Pty Ltd Trimaran motion damping
KR101664374B1 (en) 2009-06-03 2016-10-10 오스탈 쉽스 프로프라이어터리 리미티드 Trimaran motion damping
US20130081565A1 (en) * 2010-06-14 2013-04-04 Oliver Kormann Trimaran having a pivotable outrigger
US10173750B2 (en) * 2010-06-14 2019-01-08 Oliver Kormann Trimaran having a pivotable outrigger

Also Published As

Publication number Publication date
FR2685281A1 (en) 1993-06-25
FR2685281B1 (en) 1998-06-26
EP0572649A1 (en) 1993-12-08

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