EP0300520B1 - Bateau rapide - Google Patents

Bateau rapide Download PDF

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Publication number
EP0300520B1
EP0300520B1 EP88201211A EP88201211A EP0300520B1 EP 0300520 B1 EP0300520 B1 EP 0300520B1 EP 88201211 A EP88201211 A EP 88201211A EP 88201211 A EP88201211 A EP 88201211A EP 0300520 B1 EP0300520 B1 EP 0300520B1
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EP
European Patent Office
Prior art keywords
lateral
watercraft
central body
accordance
annexes
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
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EP88201211A
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German (de)
English (en)
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EP0300520A1 (fr
Inventor
Otto Ranchi
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    • 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

Definitions

  • the invention relates to a fast watercraft with a central body having buckling ribs, the V-shaped bottom ribs becoming flatter from the front to the aft.
  • Floating watercraft are also well known.
  • the increase in the required speeds and thus the machine power to be accommodated has on the one hand led to large, difficult to solve problems of the drive systems with conventional boat shapes and on the other hand to the development of new drive systems for which the conventional shapes are no longer suitable for their accommodation and optimal hydrodynamic use.
  • the invention has for its object to provide a fast watercraft of the type mentioned, which on the one hand has the advantages of a gliding vehicle, but at the same time enables the optimal use of modern drive systems.
  • the invention provides that two mutually symmetrical side bodies, also having buckling ribs, are arranged on the central body, structurally forming a unit with the central body, which begin in the central region of the central body and extend aft at least to the rear, whereby the bottom ribs of the side bodies have the same or less inclination relative to the horizontal than the bottom ribs of the center body in the same vertical plane of the chip, and that the side bodies have a bottom shape with a rise angle gradually changing along the trunk, this rise angle in the central region of the middle body corresponds essentially to the rise angle of the central body there and is essentially 0 ° at the rear end.
  • the large load-bearing surface required for achieving the desired high speeds is achieved in the sliding state.
  • there is a concentration of weights in the rear part of the hull or boat body a large dynamic lift being necessary to overcome the static weight in order to achieve the sliding state, which also requires a large sliding surface.
  • the invention differs from delta shapes used for widening the rear in that the hydrodynamic disadvantages associated therewith do not occur. These consist in the fact that especially in the outer zones of the triangular area, ie the zone within the kink in the ribs, sufficient buoyancy is no longer produced and that strong turbulences arise and thus there is a risk of unstable behavior at high speeds and at sea.
  • the increase in the buoyancy area is achieved by the sensibly balanced addition of two side bodies, which structurally form a unit with the central body.
  • this allows the width of the watercraft to be kept within limits, and on the other hand, the shape of the side body makes it much easier to use the outer zones to generate the necessary dynamic buoyancy.
  • the bottom shape of the side bodies the gradual transition from a rise angle, which corresponds essentially to that of the middle body, to a rise angle of 0 °, i.e. to horizontally arranged bottom end faces of the side bodies, which in this way provide the maximum possible dynamic buoyancy and, in addition, avoid the widening further aft, with the resulting hydrodynamic disadvantages and still positive rise angles.
  • the presence of the side bodies has a favorable effect on the trim of the watercraft, since there is more volume available in the rear area that can support the motors and drive elements.
  • the sliding state occurs earlier with the help of the present invention, because the two side bodies begin to generate the desired additional lift due to their longitudinal inclination even at relatively low speeds.
  • the presence of the side bodies and the optimally balanced shape between the middle body and the side bodies allow the best possible dynamic trim to be achieved at the highest possible speeds, or an exaggeratedly large trim, as is common to many gliders, and the existing performance instead of one big trim by diminishing of the total resistance of the dynamic buoyancy.
  • This shape allows you to influence the shape of the rib area so that the best possible trim results statically and hydrodynamically and that the resulting center of gravity is also optimal.
  • the new boat hull shape according to the invention should not be confused with known shapes from the prior art.
  • US-A-3303809 shows a fuselage shape with side regions which extend over the entire length of the fuselage and do not begin in the central region of the fuselage as in the case of the side bodies according to the invention. Furthermore, the known shape has an angle of the kink with the base line, which has a constant value of 0 °, which is not the case with the subject matter of the invention, in which the two side bodies form an angle of 0 ° only in the rear part.
  • the different shape of the side areas of the fuselage shape of US-A-3303809 compared to the side bodies of the subject matter of the invention lead to completely different properties with regard to the longitudinal and lateral stability during driving maneuvers at high speed and the position of the buoyancy center relative to the center of mass.
  • the hull shape shown there has a flat kink and a recessed area along the full length of the two side edges, these areas coming first at their stern-near portions near the bottom of the hull, but one from this maintain a certain distance, as can be seen in particular from FIGS. 3 and 6.
  • These side areas are not comparable to the side bodies of the subject matter of the invention, the hull shape shown is ultimately only a modification of a known V-hull and is basically not a new hull shape.
  • GB-A-2098136 shows a boat hull in which wedge-shaped heels protrude from the bottom in the stern section, which bring about an additional buoyancy of the hull bottom.
  • the invention makes it possible to optimize the seaworthiness, which is essentially achieved by the shape in the bow of the central body, while the weight distribution and the static and dynamic stability can be optimized via the moments of inertia of the water lines and the existing performance with the aid of the side bodies instead of creating a large trim by reducing the overall resistance, the increase in dynamic buoyancy is harnessed.
  • the center body is a bent frame with a gradually increasing inclination of the bottom, the angle of inclination of the frames in the bottom area always being greater than 0 °
  • the two side bodies which begin approximately in the middle of the length of the watercraft, have one Buckling line, which is different from that of the central body, and rib angle, ie Aufkimmungswinkel, the two parts that gradually decrease from a maximum value at the point of entry to the value 0 ° at the aft end.
  • the side bodies can be finished with the same transom as the center body, but also protrude beyond it.
  • the side bodies are also designed so that their bottom is positioned in the longitudinal direction with respect to the horizontal base line at an angle which gives them the known function of jamming wedges. This angle of attack can be constant in the longitudinal direction or can also change continuously with a constant tendency.
  • the lowest points of the side body are always above the lowest point of the middle body.
  • the center body is also designed so that its side walls above the fold line and behind the sharpened shape of the fore ship remain parallel to the median plane and parallel to each other, while the sharpened form of the entrance body also have sidewalls that are parallel to the median plane and to those following the sharpened shape of their entry of the middle body remain.
  • the design according to the invention has the advantage of the greatest possible adaptability to the hydrodynamic and structural conditions through the combination of the shaped elements.
  • the fast watercraft according to the invention has a center body 11, to which two mutually symmetrical side bodies 12 are attached, for example from the middle of the ship from aft.
  • the draft under the swimming water line 14 is denoted by T.
  • the center body 11 has a tip 17 and merges with the frame 6, for example, into an area with side boundaries or side walls 19 running parallel to one another and vertically.
  • the center body 11 has buckling ribs, the bottom ribs 15a, 15b, 15c, 15d, 15e, 15f, 15g, 15h and 15i having a decreasing inclination from the front to the aft.
  • the foremost frame 8 has an inclination of approximately 50 ° relative to the swimming water line 14, the inclination of the last middle-body base frame 15i to the horizontal is approximately 10 °.
  • the kink line 22 of the frames of the middle body 11 begins at the tip 17 very far above the swimming water line 14 and then approaches the aft ship with a slight convex curvature upwards to the swimming water line 14 which intersects the kink line 22 in the region of the beginning of the side body 12, to then curve slightly below the swimming water line 14 in the opposite direction to the stern 23 of the watercraft, where it ends near the keel 24.
  • the side boundaries 19 of the center body 11 are in particular in the area where the side body 12 are attached to the center body 11, vertically and parallel to one another.
  • the side bodies 12 also have an articulated frame shape, the bottom ribs 13a, 13b, 13c, 13d and 13e initially running at the same angle as the middle body bottom ribs 15e, 15f, 15g, but then in the region of the middle body bottom ribs 15h and 15i (Fig. 3, 4) are flatter than the central body bottom ribs.
  • the kink line 20 of the side body 12 begins approximately in the middle of the ship at a vertical kink line 21, along which the side body 12 begins to project laterally from the center body 11.
  • the side bodies 12 are completely symmetrical to the longitudinal plane 18 (FIG. 2).
  • V-frame In the area of the tip 17 there is a pronounced V-frame, which extends well beyond the swimming water line 14.
  • the V-frame shape of the central body 11 steadily flattens, so that the kink lines 22 steadily approach the swimming water line 14.
  • the side bodies 12 jump aft from the vertical and parallel side boundaries 19 of the center body 11 at the vertical kink line 21 at an angle of approximately 30 ° and then pass over a rounded area 12 'in the rear half of the side body 12 in an area 12 ⁇ where the side walls of the side body 12 to the rear 23 run parallel to each other.
  • the bottom ribs 13e of the side body 12 are oriented practically horizontally and form an angle of approximately 170 ° with the bottom ribs 15i of the central body 11.
  • the inclinations of the bottom ribs 15 of the middle body and the side body 12 approach each other more and more; in a certain area of the aft ship, for example from frame 2 to approximately frame 3 (Fig. 4), the inclinations match, so that a uniform bottom frame 13c, 15g or 13b, 15f (Fig. 5) in a single common plane arises.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Earth Drilling (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (21)

1. Bateau rapide comprenant un corps central à bouchains vifs dont les couples de fond en forme V vont en s'aplatissant de la proue vers la poupe, caractérisé en ce que deux corps latéraux (12) sont adjoints au corps central (11), lesdits corps latéraux étant mutuellement symétriques, présentant également des bouchains vifs et constituant avec le corps central une unité structurelle, les corps latéraux commençant dans la région centrale du corps central (11) et s'étendant en direction de l'arrière au moins jusqu'à la poupe, les couples de fond (13a à 13e) des corps latéraux ayant par rapport à l'horizontale une inclinaison égale ou inférieure à celle des couples de fond (15e à 15i) du corps central dans le même plan de couple vertical, et en ce que les corps latéraux présentent une forme de fond dont l'angle d'acculement varie graduellement le long de la coque, cet angle d'acculement correspondant essentiellement à l'angle d'acculement du corps central dans la région centrale du corps central et étant essentiellement égal à 0° à l'extrémité de poupe.
2. Bateau selon la revendication 1, caractérisé en ce que le corps central et les corps latéraux ont une forme autant que possible parallèle à l'axe central, de même que leurs délimitations latérales sont mutuellement parallèles.
3. Bateau selon la revendication 1 ou 2, caractérisé en ce que le corps central (11) comprend à la suite de la partie de poupe (17) effilée, et en particulier dans la région des corps latéraux (12), des délimitations latérales (19) s'étendant parallèlement entre elles et parallèlement au plan longitudinal du bateau (18).
4. Bateau selon l'une des revendications précédentes, caractérisé en ce que la ligne de bouchain (20) des corps latéraux (12) fait saillie des délimitations latérales, de préférence verticales dans cette zone, sous un angle de préférence de 15 à 40°, en particulier d'environ 25 à 30° et se transforme en un arrondi dans la partie la plus large.
5. Bateau selon la revendication 4, caractérisé en ce que les corps latéraux (12) rejoignent la délimitation latérale verticale (19) du corps central (11) selon une ligne de rupture verticale (21).
6. Bateau selon l'une des revendications précédentes, caractérisé en ce que les couples de fond (13b à 13e) des corps latéraux passent sans dénivellation dans les couples de fond (15f à 15i) du corps central au moins sur la plus grande partie de la longueur des corps latéraux (12).
7. Bateau selon la revendication 6, caractérisé en ce que les couples de fond (13a) des corps latéraux sont séparés des couples de fond (15e) du corps central uniquement dans la partie avant des corps latéraux (12) par un gradin (16) de préférence vertical et sont situés légèrement au-dessus de ceux-ci.
8. Bateau selon la revendication 6 ou 7, caractérisé en ce que le gradin (16) diminue constamment depuis l'avant vers l'arrière et disparaît dans la région centrale du corps central.
9. Bateau selon l'une des revendications 6 à 8, caractérisé en ce que l'inclinaison des couples de fond (13a à 13c); (15e à 15g) des corps latéraux (12) et du corps central (11) est égale au début, et en direction de l'arrière l'inclinaison des couples de fond (13d, 13e) des corps latéraux par rapport à l'horizontale est inférieure à celle des couples de fond (15h, 15i) du corps central.
10. Bateau selon la revendication 9, caractérisé en ce que l'inclinaison des couples de fond (13e) des corps latéraux devient égale à zéro à la poupe.
11. Bateau selon la revendication 9 et 10, caractérisé en ce que la différence entre les inclinaisons des couples de fond (13d, 13e) des corps latéraux et des couples de fond (15h, 15i) du corps central est au maximum de 20° et de préférence de 10 à 15°.
12. Bateau selon l'une des revendications précédentes, caractérisé en ce que l'inclinaison des couples de fond (15e) du corps central par rapport à l'horizontale dans la région du début des corps latéraux (12) est de 10 à 45° et en particulier environ 30°.
13. Bateau selon l'une des revendications précédentes, caractérisé en ce que l'inclinaison des couples de fond (15i) du corps central à la poupe est de 10 à 45°.
14. Bateau selon l'une des revendications précédentes, caractérisé en ce que la ligne de bouchain (22) des couples de fond (22) du corps central dans la région de la proue s'étend depuis un point situé nettement au-dessus de la ligne de flottaison (14) à l'extrémité avant (17) constamment de façon inclinée vers le bas afin de couper la ligne de flottaison dans la région du début des corps latéraux (12) sous un angle de préférence de 15 à 25°, en particulier d'environ 15°.
15. Bateau selon la revendication 14, caractérisé en ce que la ligne de bouchain (22) fait un angle de 10 à 20° par rapport à l'horizontale dans la toute la zone de proue.
16. Bateau selon la revendication 15, caractérisé en ce que la ligne de bouchain (22) est incurvée de manière convexe légèrement vers le haut dans la zone de proue.
17. Bateau selon l'une des revendications précédentes, caractérisé en ce que les couples de fond (15a, 15b) du corps central ont une inclinaison de 45 à 60° par rapport à l'horizontale par rapport à la zone de proue.
18. Bateau selon l'une des revendications précédentes, caractérisé en ce que les lignes de bouchains (20, 22) dans la zone arrière s'étendent depuis un point situé à la hauteur de la ligne de flottaison (14) approximativement au centre du bateau et en direction de la poupe (23) de manière inclinée vers le bas ou deviennent parallèles à l'horizontale.
19. Bateau selon la revendication 18, caractérisé en ce que les lignes de bouchains (20, 22) dans la zone arrière du bateau sont incurvées de manière convexe légèrement vers le bas ou sont rectilignes.
20. Bateau selon l'une des revendications 16 à 19, caractérisé en ce que la ligne de bouchain (22) des couples de fond du corps central présente un point d'inflexion à partir du centre du bateau vers le début des corps latéraux (12), ou s'étend en ligne droite à partir de cette zone.
21. Bateau selon l'une des revendications précédentes, caractérisé en ce que la largeur maximale de chaque corps latéral (12) est de 25 à 50% et en particulier environ 35% de la largeur maximale du corps central (11).
EP88201211A 1987-05-25 1988-05-25 Bateau rapide Expired - Lifetime EP0300520B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873717548 DE3717548A1 (de) 1987-05-25 1987-05-25 Schnelles wasserfahrzeug
DE3717548 1987-05-25

Publications (2)

Publication Number Publication Date
EP0300520A1 EP0300520A1 (fr) 1989-01-25
EP0300520B1 true EP0300520B1 (fr) 1991-07-31

Family

ID=6328341

Family Applications (2)

Application Number Title Priority Date Filing Date
EP88201211A Expired - Lifetime EP0300520B1 (fr) 1987-05-25 1988-05-25 Bateau rapide
EP88904961A Pending EP0317606A1 (fr) 1987-05-25 1988-05-25 Bateau rapide

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP88904961A Pending EP0317606A1 (fr) 1987-05-25 1988-05-25 Bateau rapide

Country Status (4)

Country Link
US (1) US5199366A (fr)
EP (2) EP0300520B1 (fr)
DE (2) DE3717548A1 (fr)
WO (1) WO1988009283A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0502963B1 (fr) * 1989-11-27 1994-06-01 Advances Machines Corporation Aktiengesellschaft Coque de bateau
GB9325762D0 (en) * 1993-12-16 1994-02-23 Paragon Mann Ltd Boat
JPH07309289A (ja) * 1994-05-16 1995-11-28 Yamaha Motor Co Ltd 水ジェット推進艇
GB2313344B (en) * 1996-05-23 1999-08-25 Compass Group Limited Watercraft
US20060254486A1 (en) * 2005-05-12 2006-11-16 Ashdown Glynn R Winged hull for a watercraft
RU2723200C1 (ru) * 2019-12-09 2020-06-09 Геннадий Алексеевич Павлов Корпус глиссирующего судна

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2634698A (en) * 1941-04-21 1953-04-14 Beckerbat Ab High-speed motor boat
US2544599A (en) * 1947-06-28 1951-03-06 Keelen Festus Aeneas Rowboat safety pontoon
US3303809A (en) * 1965-10-12 1967-02-14 Leroy W Ross Boat hull
AU444598B2 (en) * 1969-07-04 1974-01-14 Frederick Carroll William Boat hull
US3808999A (en) * 1973-01-08 1974-05-07 R Peterson Boat hull construction to provide stern lift
GB2098136A (en) * 1981-05-07 1982-11-17 Anderson Ian Lindsay Variable configuration hull
US4909176A (en) * 1988-10-21 1990-03-20 Yamaha Hatsudoki Kabushiki Kaisha Small sized jet propulsion boat

Also Published As

Publication number Publication date
WO1988009283A1 (fr) 1988-12-01
DE3863991D1 (de) 1991-09-05
EP0300520A1 (fr) 1989-01-25
US5199366A (en) 1993-04-06
EP0317606A1 (fr) 1989-05-31
DE3717548A1 (de) 1988-12-15

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