WO2014068115A1 - Ailes portantes pour embarcation - Google Patents

Ailes portantes pour embarcation Download PDF

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Publication number
WO2014068115A1
WO2014068115A1 PCT/EP2013/072947 EP2013072947W WO2014068115A1 WO 2014068115 A1 WO2014068115 A1 WO 2014068115A1 EP 2013072947 W EP2013072947 W EP 2013072947W WO 2014068115 A1 WO2014068115 A1 WO 2014068115A1
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WO
WIPO (PCT)
Prior art keywords
hydrofoil
section
angle
planing
lift
Prior art date
Application number
PCT/EP2013/072947
Other languages
English (en)
Inventor
Ian James Duncan
Original Assignee
Ian James Duncan
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 Ian James Duncan filed Critical Ian James Duncan
Priority to EP13789752.6A priority Critical patent/EP2914481A1/fr
Priority to AU2013340742A priority patent/AU2013340742C1/en
Priority to US14/439,890 priority patent/US20150291257A1/en
Publication of WO2014068115A1 publication Critical patent/WO2014068115A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V1/00—Air-cushion
    • B60V1/08—Air-cushion wherein the cushion is created during forward movement of the vehicle by ram effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V1/00—Air-cushion
    • B60V1/22—Air-cushion provided with hydrofoils
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V3/00—Land vehicles, waterborne vessels, or aircraft, adapted or modified to travel on air cushions
    • B60V3/06—Waterborne vessels
    • B60V3/065—Waterborne vessels hulls therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/248—Shape, hydrodynamic features, construction of the foil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B71/00—Designing vessels; Predicting their performance
    • B63B71/10—Designing vessels; Predicting their performance using computer simulation, e.g. finite element method [FEM] or computational fluid dynamics [CFD]

Definitions

  • This invention relates to a new form of hydrofoils for high-speed marine craft.
  • the hydrofoils are configured such that they provide both high lift coefficients and high ratios of lift to drag over a wide range of craft speeds, whether running submerged in close proximity to the free surface of the water at lower speeds or planing thereon at higher speeds.
  • the invention has particular application to the use of high speed catamarans and other surface craft which can benefit from the greatly reduced power consumption and improved ride and handling provided.
  • the hydrofoils may pass through the four defined states of shallow immersion, planing, skating and ground effect with increasing speed.
  • the displacement Froude number Pny is given by the following expression:
  • V is the velocity of the craft
  • ⁇ is the volume of water displaced by the hull when it is at rest
  • g is the rate of acceleration due to gravity ⁇ all in consistent units
  • a number of prior art technologies have addressed the issue of the application of hydrofoils to high speed craft but few have achieved commercial success .
  • a number of craft with surface-piercing hydrofoils have been successfully operated, particularly in inland lakes and waterways typically achieving about 38knots and a displacement Froude number of around 3.0.
  • a relatively small number of craft with deeply submerged foils have been operated . Details of such craft are disclosed in US4159690 and US5404830. Such craft tend to have optimum ride comfort but suffer from a a limited speed range and demonstrate a considerable 'hump' at on-to- foil speeds . They are also relatively complex and require special lifting arrangements and protection systems .
  • Such craft tend to have ride qualities intermediate between surface-piercing hydrofoils and deeply-submerged hydrofoils and to give improved performance, particularly in the 30/40 knot range and to demonstrate lift/drag ratios in the 8:1 to 11. ⁇ 1 range. Above this speed the lift/drag ratio tends to increase substantially as the hydrofoils get closer to the water surface and as the cavitation number falls away.
  • the primary object of this invention is to provide means which enable a significant increase in top speed
  • the hydrofoils comprise controllable flaps to control the craft trim and roll attitude. Preferred examples of the new hydrofoils will now be described with reference to the accompanying drawings .
  • Figure 1 shows the variation of the lift coefficient of typical sub-cavitating hydrofoil sections designed for operation at a depth below the water level operating at a constant angle of attack at varying depth of submergence ;
  • Figure 2 shows the variation of the lift coefficient of cavitating hydrofoil section operating at a constant angle of attack at varying depth of submergence
  • Figure 3 shows the variation of the ratio of the lift coefficient at various depth/chord ratios relative to the lift coefficients at infinite depth of typical hydrofoil sections
  • Figure 4 shows the variation of the chord Froude Number F c with craft speed for a hydrofoil section of unit chord
  • Figure 5 shows the variation of the lift/drag ratios with the lift coefficient based on the span of planing hydrofoils of aspect ratios varying between 2.5 and 12 operating at a constant angle of attack and with varying camber;
  • Figure 6 shows the variation of the lift/drag ratios with the lift coefficient of planing hydrofoils of aspect ratios of 5 and 10 having constant section operating at varying angles of attack;
  • Figure 7 shows a typical variation of the lift coefficient and the lift drag ratio for a planing hydrofoil at varying angles of sweep back of the 50% chord line;
  • Figure 8 shows the variation of the lift coefficient for typical planing hydrofoils of rectangular platform at various small angle of dihedral
  • Figure 9 shows the variation of the lift coefficient and the lift drag ratio for typical planing hydrofoils of rectangular platform at various deflections of a 10% trailing edge flap
  • Figure 10 shows a planform view of a hydrofoil with swept- back leading and trailing edges and a taper ratio fitted with trailing edge flaps;
  • Figure 11 shows a frontal view of a hydrofoil with dihedral
  • Figure 12 shows a side view of prismatic planing surfaces of a hydrofoil with swept-back leading and trailing edges and with dihedral ;
  • Figure 13 shows a planform view of a hydrofoil with swept- back leading and trailing edges and a taper ratio fitted with trailing edge flaps with an alternative trailing edge profile
  • Figure 14 shows a planform view of a rectangular hydrofoil fitted with trailing edge flaps
  • Figure 15 shows a frontal view of a planing hydrofoil without dihedral and with a supporting strut fitted to a catamaran hull .
  • the figure includes a sectional view of the water flow around the hydrofoil and adj acent hull profiles;
  • Figure 16 shows a frontal view of a planing hydrofoil with dihedral fitted to a catamaran hull in which the local deadrise angle of the hulls is similar to the dihedral angle of the hydrofoil.
  • the figure includes a sectional view of the water flow around the hydrofoil and adj acent hull profiles ;
  • Figure 17 shows a frontal view of a planing hydrofoil with dihedral fitted to a catamaran hull in which the local deadrise angle of the hulls is similar to the dihedral angle of the hydrofoil in which the hydrofoil is fitted with struts such that it lies below the hulls.
  • the figure includes a sectional view of the water flow around the hydrofoil and adjacent hull profiles;
  • Figure 18 shows a frontal view of a planing hydrofoil with dihedral fitted to a catamaran hull in which the local deadrise angle of the hulls is similar to the dihedral angle of the hydrofoil in which the hydrofoil extends over the full width of the catamaran hulls and is fitted with struts such that it lies below the hulls.
  • the figure includes a sectional view of the water flow around the hydrofoil and adjacent hull profiles ;
  • Figure 19 shows an underside isometric view of a preferred embodiment of a planing hydrofoil with trailing edge flaps fitted to a hull with two forward sponsons have a step immediately aft of the hydrofoil ;
  • Figure 20 shows an isometric view the hydrofoil of the preferred embodiment of Figure 21 in which the surface area of the hydrofoil in contact with the water surface at in the condition at which it becomes fully planing is shown;
  • Figure 21 shows an isometric view the hydrofoil of the preferred embodiment of Figure 21 in which the surface area of the hydrofoil in contact with the water surface at the design condition is shown;
  • Figure 22 shows an underside isometric view of a preferred embodiment of a forward planing hydrofoil fitted to a hull with two forward sponsons have a step immediately aft of the hydrofoil which also comprises two aft planing hydrofoils;
  • Figure 23 shows a preferred section for a planing hydrofoil with indications as to the water surface under various operating conditions ;
  • Figure 24 shows an alternative section for a planing hydrofoil
  • Figure 25 shows the pressure distribution around a preferred hydrofoil section operating deeply immersed in water or air
  • Figure 26 shows the pressure distribution around a preferred hydrofoil section operating in ground effect.
  • Figure 27 shows the lift generated by particular hydrofoils comprising the section of Figure 26 operating in ground effect mode .
  • curves 1 show a rapid reduction in lift coefficient for sub-cavitating sections as the hydrofoil nears the water surface .
  • the lift/drag ration also falls away due to the an increasing effect of the friction drag. Initially this reduction is quite slow, but as the value of d/c approaches 0.25 the reduction in the lift/drag ratio becomes increasingly marked.
  • Curve 11 shows the variance of the lift coefficient with the depth/chord ratio for an efficient hydrodynamic section with a slightly concave under surface .
  • Curve 12 shows the variance for a more classic aerofoil section which a slightly convex under surface . The difference is due to the increasing reliance on the pressure distribution on the lower surface as a cavitation bubble increasingly grows on the upper surface which becomes fully ventilated at some point. Both sections have a 2D lift coefficient of 0.63 when deeply immersed.
  • V is the velocity of the craft
  • C is the chord of the hydrofoil section
  • g is the rate of acceleration due to gravity ⁇ all in consistent units
  • Line 4 of Figure 4 shows the variation of F c with craft speed for a chord of one metre from which it can be seen that a significant reduction in lift coefficient is to be expected as the hydrofoil section approached the surface, particularly in the range of speeds from 5 to 10 m/sec at which a high lift coefficient may be required to get a craft foil borne. It will be evident from Figures 1, 2, 2 and 4 that the design of a suitable section is highly dependent on the range of immersion depth intended, particularly if operation within the range of immersion depths between 0.5 and zero is expected.
  • Figure 5 shows the rapid improvement in the lift/drag ratio as the aspect ratio is improved. It also shows that the camber and associated value of the lift coefficient based on span must be carefully selected to lie within a desired range of lift/drag values.
  • Figure 6 shows values of CL and the lift/drag ratio for hydrofoils having aspect ratios or 5 and 10 with the same section with the lift coefficient varied by changing the angle of attack. These curves show the importance of maintaining an optimum angle of attack with the performance dropping away rapidly as the angle of attack is increased.
  • the aspect ratio is equally of key importance.
  • line 6 shows the variation in the lift coefficient for a typical planing hydrofoils with varying angles of sweep back at 50% chord.
  • the 50% chord point is taken as the centre of sections adapted to such hydrofoils typically have centres of pressure at around 50% of the chord.
  • Preferred sections for use in this invention typically have a centre of pressure at around 75% or even further back in the design condition.
  • Line 6 shows the variation of the lift/drag ratio for the same hydrofoil . This Figure shows that no significant difference in the lift coefficient is to be expected at sweep back angles below 35degrees and that no reduction in the lift/drag ratio is to be expected at sweep-back angles below 45 degrees.
  • a planform view of a hydrofoil 20 having both sweep back and a taper ratio is shown.
  • the hydrofoil has a leading edge 201, a trailing edge 202 and tips 203. It also has a span b, a root chord C R and a tip chord C R and a fully wetted area S.
  • the geometric aspect ratio A for the fully wetted hydrofoil is given by the expression:
  • TR CT/CR Hydrofoil 20 preferentially embodies trailing edge flaps
  • the preferred trailing edge 202 is arranged to be generally normal to the centreline 204 as it crosses the centreline .
  • An alternative straight trailing edge form is shown in Figure 13.
  • the centreline of Figure 10 results in smoother flow conditions which is particularly important if the flow would otherwise impinge on an after hull body or if an additional hydrofoil or other lifting surface is fitted aft of hydrofoil 20.
  • a spray root is formed at the intersection of the waterplane and the hydrofoil under-surface .
  • Such spray- root defines the forward edge of the pressure surface and by consequence defines the forward end of the wetted chord.
  • the spray root line is approximately straight and is shown by line 208 at an angle ⁇ to the centreline 204
  • ⁇ is the angle in radians between the spray root line and the centre line in plan view for prismatic planing surfaces
  • ⁇ is the angle of attack in radians
  • ⁇ is the dihedral angle in radians
  • the spray root line becomes curved as shown by line 209.
  • approximate expressions are available for the computation of such lines it is generally sufficient to compute the straight line and prior to computing a more precise geometry using computational fluid dynamics tools.
  • the hydrofoil 20 is shown having a lower surface 206 which is generally wetted in both planing and non-planing conditions and an upper surface 207 which is generally wetted in the submerged condition but generally dry in the planing condition.
  • a dihedral angle ⁇ is defined by the inclination of the under lifting surface 206 to the horizontal.
  • a hydrofoil 20 with a simple rectangular planform is shown with a span b and a chord C is shown with one or more trailing edge flaps 205.
  • a catamaran hull 30 is shown with a hydrofoil 20 without dihderal .
  • the hydrodoil 20 is attached to the inner walls 3013 of the hulls 301a and 301b such that the lower face of hydrofoil 20 is approximately aligned to the inner edges of the two hull surfaces 3012.
  • a strut 211 may be required to stiffen hydrofoil 20.
  • a tunnel is defined by the inside walls 3013 of the hulls, the under face of the bridge structure 302 and the water surface 40
  • the lower surfaces 3012 of hulls 301a, 301b are arranged with a deadrise angle ⁇ ⁇ .
  • a catamaran hull 30 is shown similar to that of Figure 15 together with a hydrofoil 20 with a dihderal angle ⁇ .
  • the hydrodoil 20 is attached to the inner walls 3013 of the hulls 301a and 301b such that the lower face of hydrofoil 20 is approximately aligned to the inner edges of the two hull surfaces 3012.
  • a tunnel is defined by the inside walls 3013 of the hulls, the under face of the bridge structure 302 and the water surface 40
  • the lower surfaces 3012 of hulls 301a, 301b are arranged with a deadrise angle ⁇ ⁇ similar to the dihedral angle for the hydrofoil 20 At sufficient speed the spray root angle for the hydrofoil and the hulls will be similar and will generally result in improved flow conditions and a significant increase in the effective aspect ratio will result.
  • the spray jet 402 will be directed upwards and the sides of the hull 3011 will tend to form some form of fence or tip further improving the hydrodynamic efficiency of the lifting surfaces.
  • the water surface at the hydrofoil will thus be represented by line 401 and patterns 402.
  • a catamaran hull 30 is shown similar to that of Figure 16 together with a hydrofoil 20 with a dihedral angle ⁇ .
  • the hydrofoil 20 is attached to the inner walls 3013 of the hulls 301a and 301b my means of fences or struts 212.
  • a tunnel is defined by the inside walls 3013 of the hulls, the under face of the bridge structure 302 and the water surface 40
  • the lower surfaces 3012 of hulls 301a, 301b are arranged with a deadrise angle ⁇ ⁇ similar to the dihedral angle for the hydrofoil 20.
  • the hydrofoil is arranged below the bottom extremity of the hulls 301a ? 301b which will consequently ride clear of the water at sufficient speed.
  • the hydrofoil foil area S and/or the aspect ratio of the hydrofoil will be reduced due to the reduced span.
  • the spray jet 402 will be directed upwards and the sides of the fences or struts 212 will tend to form some form of fence or tip which may make up some of the deficiency due to the lower aspect ratio of the hydrofoil 20.
  • the hydrofoil 20 will be more deeply immersed such that by reference to Figure 1 it can be seen that it will generate more lift, however, once planing its performance can be expected to be inferior to a full width hydrofoil .
  • the water surface at the hydrofoil will thus be represented by line 401 and patterns 402.
  • a catamaran hull 30 is shown similar to that of Figure 17 together with a hydrofoil 20 with a dihedral angle ⁇ .
  • the hydrofoil 20 is attached to the outer walls 3011 of the hulls 301a and 301b my means of fences or struts 212.
  • a tunnel is defined by the inside walls 3013 of the hulls, the under face of the bridge structure 302 and the water surface 40
  • the lower surfaces 3012 of hulls 301a, 301b are arranged with a deadrise angle ⁇ ⁇ similar to the dihedral angle for the hydrofoil 20.
  • the hydrofoil is arranged below the bottom extremity of the hulls 301a, 301b which will consequently ride clear of the water at sufficient speed.
  • the hydrofoil 20 can be arranged with increased span qnd will have improved performance.
  • the spray jet 402 will be directed upwards and the sides of the fences or struts 212 will tend to form some form of fence or tip to further increase the hydrodynatnic efficiency.
  • the hydrofoil 20 will be more deeply immersed such that by reference to Figure 1 it can be seen that it will generate more lift. It will also have improved performance compared to the other arrangements in the planing configuration due to the continuous hydrofoil.
  • the water surface at the hydrofoil will thus be represented by line 401 and patterns 402.
  • a craft hull 30 is shown with forward sponsons 401a, 401b.
  • a full width flapped hydrofoil according to the present invention straddles the two sponsons.
  • This preferred embodiment is in accordance with Figure 16,
  • a hydrofoil 20 of Figure 19 is shown at the point at which it starts to plane in Figure 20.
  • the whole under face 23 of the hydrofoil shown shaded is wetted and subject to a generally upwards positive pressure.
  • Figure 21 shows the same hydrofoil at higher design speed such that the wetted surface 23 is now of smaller area.
  • the span remains generally constant such that the aspect ratio of the planing surface is increased.
  • Figure 21 also shows a preferred arrangement in which the ratio of the wetted chord at the tip to the wetted chord at the centre of the hydrofoil is in the range of 15% to 75% in the design condition and preferentially under all normal high speed operating conditions. This is due to the fact that the drag coefficient rises substantially outside this range.
  • a craft 30 comprising forward sponsons 301a, 301b stepped at 309 comprises both a front hydrofoil 20 and rear hydrofoils 206a, 206b according to the present invention.
  • Propulsion units 215 are provided aft of the rear hydrofoils. At a design speed only an aft portion of the front and rear hydrofoils will be wetted as shown in Figure 21. It will be evident that unlike a planing hull operating in a seaway, the overall surface area which may be expected to come into contact with the water is limited to the area of the hydrofoils and the forward sponsons so that slamming forces are relatively limited.
  • a preferred hydrofoil section demonstrates improved lift and lift/drag ratios compared to existing sections .
  • the hydrofoil section 20 comprises a leading edge 201, a trailing edge 202, a lower surface 206 and an upper surface 207 and preferentially comprises a trailing edge flap with a pivot 205a.
  • the lower surface 206 comprises a generally straight forward section 206a, a cambered "belly" section 206b, a pocketed concave section 206c and a downwards inclined trailing edge section 206d.
  • hydrofoil 20 is fully submerged at a depth d below the undisturbed water surface 403.
  • the undisturbed water surface is shown immediately ahead of the leading edge of the hydrofoil the flow of the water past the hydrofoil will actually influence the water level some way ahead of the leading edge and a long way aft of the trailing edge.
  • the disturbed water level is shown pictorially at 4031.
  • the planing speed the leading edge will break through the surface and a spray jet with an associated spray root will become established at point 410 just behind the leading edge 201 of the section corresponding to a water surface 404.
  • the effective planing chord of the hydrofoil is shown as C.
  • the surface area required to generate the required lift will reduce.
  • the water surface will be situated at 405 and the corresponding spray root will be located at point 411 corresponding to an effective chord C E .
  • the speed is further increased to some design speed corresponding to a design displacement the water surface will be situated at 406 and the corresponding spray root at point 412
  • the chord will reduce to C DBS -
  • the ratio Cms/C largely determines the ratio between the design speed and the planing speed for the hydrofoil.
  • This chord ratio is shown as about 50% in Figure 23, but can be arranged to be of the order of 25% or less. Assuming a constant lift coefficient this lower ratio results in a speed ratio of about 2.0 between the planing speed and the design speed Assuming a typical displacement Froude number of 2.4 for the planing condition the resulting design value of F nV will be 4.8.
  • the incoming water surface 405 largely misses the underbelly 206b of hydrofoil 20 and a spray jet is created just forward of the trailing edge 202.
  • a pressurised mixture of air, water and water vapour is created in the under pocket 206c.
  • the chord is not substantially reduced from the value C DES but the pressure reduces such as to decrease both the lift coefficient and the drag coefficient .
  • the lift/drag ratio becomes extremely high due to the almost equal areas over which the pressure acts in the sense of the longitudinal axis .
  • the gaseous mixture reduces the skin friction such that the craft effectively skates on a gas/water film.
  • the hydrofoil acts increasingly as a high aspect ratio airfoil under ground effect at virtually zero height with the high pressure under the section depressing the water surface .
  • the lift/drag ratio could increase to 250 and the lift coefficient to 1.3 for the new section and with hydrofoils according to the present invention.
  • an alternative preferred hydrofoil section also demonstrates improved lift and lift/drag ratios compared to existing sections.
  • the hydrofoil section 20 comprises a leading edge 201, a trailing edge 202, a lower surface 206 and an upper surface 207 and preferentially comprises a trailing edge flap with a pivot 205a.
  • the lower surface 206 comprises a generally straight forward section 206a and a downwards inclined trailing edge section 206d.
  • the hydrofoil 20 of Figure 24 is fully submerged at slow speeds.
  • a spray jet with an associated spray root becomes established at point 410 just behind the leading edge 201 of the section corresponding to a water surface 404.
  • the effective planing chord of the hydrofoil is shown as C.
  • the surface area required to generate the required lift will reduce.
  • the water surface will be situated at 405 and the corresponding spray root will be located at point 411 corresponding to an effective chord C E .
  • the effective chord will continue to decrease .
  • this new section when used for a planing hydrofoil the chord reduces as the hydrofoil rides up over the water surface.
  • the spray root angle and angle of attack continue fit the expression for the spray root angle, the span will remain wetted and the aspect ratio will increase in the proportion to the reduction in the effective chord.
  • the new section of Figure 24 results in an increase in aspect ratio with increasing speed, there is little variation in either the section lift coefficient or the section lift/drag ratio as both the angle of attack and the maximum camber remain sensibly constant such that the reduction in drag or hull resistance will still be generally as indicated in Figure 5, but will be less advantageous that results for a hydrofoil using the section of Figure 23. None-the-less the fact that the section of Figure 24 exhibits no minimum value for the effective chord CE can be beneficial in certain circumstances .
  • FIG 25 a pressure distribution around the section of Figure 23 is shown at deep immersion. This shows a relatively high negative pressure coefficient of between about 0.6 and 0.8 extending over a large majority of the upper surface and an high positive pressure coefficient extending over a large majority of the lower surface .
  • a pressure distribution for the section of Figure 24 is shown for a condition in which the section is just fully airborne, riding over the top of the water surface.
  • the negative pressure over the top of the section is reduced to between about 0.25 and 0.45 extending over a large majority of the upper surface and an exceptionally high positive pressure coefficient approaching 1.0 extending over virtually the whole of the lower surface.
  • the lift coefficient for a typical hydrofoil is around 1.37 and the lift/drag ratio is well in excess of 200.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transportation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Hydraulic Turbines (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

L'invention concerne une aile portante (20) destinée à être montée sur un navire de surface à grande vitesse et destinée à fonctionner au moins aux vitesses les plus élevées, le bord de fuite (202) restant sensiblement complètement mouillé quelle que soit la vitesse de l'embarcation lors du fonctionnement dans des conditions calmes.
PCT/EP2013/072947 2012-11-02 2013-11-04 Ailes portantes pour embarcation WO2014068115A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP13789752.6A EP2914481A1 (fr) 2012-11-02 2013-11-04 Ailes portantes pour embarcation
AU2013340742A AU2013340742C1 (en) 2012-11-02 2013-11-04 Planing hydrofoils for marine craft
US14/439,890 US20150291257A1 (en) 2012-11-02 2013-11-04 Planing hydrofoils for marine craft

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1219778.6A GB2518341A (en) 2012-11-02 2012-11-02 Planing hydrofoils for marine craft
GB1219778.6 2012-11-02

Publications (1)

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WO2014068115A1 true WO2014068115A1 (fr) 2014-05-08

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US (1) US20150291257A1 (fr)
EP (1) EP2914481A1 (fr)
AU (1) AU2013340742C1 (fr)
GB (1) GB2518341A (fr)
WO (1) WO2014068115A1 (fr)

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

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EP0094673A2 (fr) 1982-05-19 1983-11-23 Gerdsen, Hans Gerd, Dipl.-Ing. Arrangement des ailes portantes pour catamaran
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WO2008007249A2 (fr) 2006-06-13 2008-01-17 Cape Advanced Engineering (Proprietary) Limited Navire multicoques à ailes portantes
US20110155033A1 (en) * 2008-03-28 2011-06-30 Jonathan Sebastian Howes Improved Ventilated Hydrofoils for Watercraft

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US20150291257A1 (en) 2015-10-15
AU2013340742C1 (en) 2018-06-21
GB2518341A (en) 2015-03-25
AU2013340742A1 (en) 2015-06-18
AU2013340742B2 (en) 2018-03-01
EP2914481A1 (fr) 2015-09-09
GB201219778D0 (en) 2012-12-19

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