EP0483948B1 - Zweirumpfboot - Google Patents

Zweirumpfboot Download PDF

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Publication number
EP0483948B1
EP0483948B1 EP91305389A EP91305389A EP0483948B1 EP 0483948 B1 EP0483948 B1 EP 0483948B1 EP 91305389 A EP91305389 A EP 91305389A EP 91305389 A EP91305389 A EP 91305389A EP 0483948 B1 EP0483948 B1 EP 0483948B1
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EP
European Patent Office
Prior art keywords
catamaran
hulls
water line
height
waves
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
Application number
EP91305389A
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English (en)
French (fr)
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EP0483948A1 (de
Inventor
Hideaki Miyata, (Kashiwanohakoen Danchi 7-15)
Ryoji Michida
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
IHI Corp
Original Assignee
Ishikawajima Harima Heavy Industries Co Ltd
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Filing date
Publication date
Priority claimed from JP29243490A external-priority patent/JP2923535B2/ja
Priority claimed from JP29685490A external-priority patent/JP2929702B2/ja
Application filed by Ishikawajima Harima Heavy Industries Co Ltd filed Critical Ishikawajima Harima Heavy Industries Co Ltd
Publication of EP0483948A1 publication Critical patent/EP0483948A1/de
Application granted granted Critical
Publication of EP0483948B1 publication Critical patent/EP0483948B1/de
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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
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
    • 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
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls

Definitions

  • the present invention relates to catamarans.
  • ships or boats capable of navigating or sailing at high speeds are planing or semi-planing boats, hydrofoils, surface-effect ships or the like which are relatively small and have a low displacement. Due to their shape such high speed ships or boats are subject to substantial water or wave making resistance at low speeds and tend to be influenced by high waves. Because of their requirement of being light, they are not suitable as large ships or vessels. Large vessels are heavy and cannot navigate at high speeds.
  • Displacement type catamarans are known to have a high degree of navigation stability largely uninfluenced even by a beam sea.
  • Figures 1 and 2 are a schematic side view and a schematic front view, respectively of a conventional catamaran which includes a frame 2 which interconnects twin hulls 1a and 1b and which rises gradually to some extent towards the bow. If the frame 2 were to rise too high this would reduce the strength of the hull structure.
  • the height above the water line of the interconnecting frame 2 must be increased over the whole length between the bow and stern.
  • the twin hulls 1a and 1b are almost submerged in the water so as to effect a large displacement (i.e. buoyancy) when sailing at low speed.
  • a considerable resistance would be produced near its last hump and mutual interference of the waves would be produced between the hulls 1a and 1b so that the wave making resistance would increase, thereby rendering high speed impossible.
  • the "last hump" is the point where the wave making resistance becomes a maximum due to the interference of waves produced at the bow and at the stern whilst the vessel is navigating. It is generated where the Froude number is about 0.5.
  • the inventors have therefore conducted extensive studies and experiments with a view to increasing the service rate of a catamaran without substantially increasing its weight and found out that the range of positions at which waves are produced by the hulls along their length during navigation can be specifically defined and consequently if the height above the water line of the interconnecting frame is increased only within that range, the service or navigability rate can be increased without increasing the size and weight of the catamaran. More specifically, the inventors conducted experiments using catamaran models in a tank in order to investigate the height of the waves made by the twin hulls of the model and obtained the experimental data shown in Figure 3. The graph shown in this Figure plots the height of the waves produced against their position expressed as a fraction of the length of the catamaran from stern to bow.
  • This graph indicates that the maximum height of the waves produced on the interconnecting frame 2 along the centre line of the model is about 18cm as indicated by line I; the maximum height of the waves produced on the inside surfaces of the twin hulls is about 10cm as indicated by line II. Furthermore, it was found that the highest waves along the centre line of the model and on the inside surfaces of the twin hulls are produced within a certain range toward the bow, that is to say between points which are 6/10 to 8/10 of the way along the length of the catamaran towards the bow.
  • the inventors have realised that since waves wash over the catamaran when the waves made by it and the natural waves are greater than the spacing between the twin hulls, increasing the height above the water line of the interconnecting frame 2 in the above-mentioned range of 6/10 to 8/10 of the way along the length of the catamaran towards its bow can eliminate the washing over by the waves and thus increase the service rate.
  • a further object of the present invention is to provide a catamaran with increased service or navigability rate whose weight is not substantially increased.
  • FR-A-2514718 describes a catamaran with an interconnecting frame the majority of which is higher above the water level than it is at the bow.
  • the wave making resistance of the catamaran is minimised over a wide range of speeds, that is to say from low speed to high speed.
  • the length of the catamaran is measured in metres and the displacement volume is measured in m3.
  • one cubic metre of water weighs 1000kg, or one metric tonne.
  • the catamaran includes twin hulls which extend parallel to one another and are interconnected by a connecting frame, and a predetermined portion of the connecting frame, offset from the geometrical longitudinal centre of the hulls towards the bow, is of increased height above the water line compared to the remainder of the frame fore and aft of the increased height portion.
  • the predetermined portion preferably lies entirely between 6/10 and 8/10 of the way along the length of the catamaran hulls towards the bow.
  • the central portion may be higher above the water line than its edges, that is to say than the height of the inside portions of the hulls.
  • FIGs 4 and 5 illustrate a catamaran including a main body 11 integrally mounted on twin hulls 12 which extend lengthwise from the bow to the stern such that the entire body is above the full load water line FL.
  • the twin hulls 12 are unusually long to provide an extremely elongated catamaran and the ratio of length L of the catamaran along the water line to its displacement volume V raised to the power 1/3 is within the range of 11 to 15.
  • the full load water line FL extends along the upper portion of the side plates of each hull 12 so that in principle almost all of each hull 12 beneath the main body 11 is submerged in the water.
  • the catamaran of the present invention has a buoyancy competitive or similar to that of the conventional displacement type catamaran referred to above and is inherently stable due to the twin hulls 12.
  • the ratio of the length of the twin hulls 12 along the water line to the displacement volume raised to the power of 1/3 is between 11 to 15, as described above, so that the catamaran can cleave through the waves to suppress the wave making resistance.
  • the catamaran in accordance with the present invention may be classified as a displacement type catamaran, it can navigate at high speeds and the wave making resistance can be suppressed over a wide speed range, that is to say from low to high speeds.
  • Figure 6 shows the results if the experiments conducted to obtain the relationship between L/V 1/3 and EHP (effective horse-power, i.e. the power necessary to propel the vessel) when a 3500 ton catamaran navigated at a speed of 40 knots.
  • both the large and small catamarans can have an EHP lower than 3000 due to the suppressing of the wave making resistance when the ratio L/V 1/3 is between 11 and 15.
  • Figures 7 and 8 illustrate a second embodiment of the present invention in which, based on the distribution of the heights of the waves made by the twin hulls during navigation, which was determined and confirmed by the inventors as shown in Figure 3, a predetermined portion of the interconnecting frame 2 towards the bow at which the height of the waves is highest, is raised from the water line 3 between the twin hulls.
  • a predetermined portion of the interconnecting frame 2 towards the bow at which the height of the waves is highest is raised from the water line 3 between the twin hulls.
  • the portion A situated from 6/10 to 8/10 of the way along the length of the hulls towards the bow is raised in height from the water line 3 between the hulls.
  • the increased height is only slightly greater at that portion where the highest waves occur.
  • the height h of the interconnecting frame 2 from the water line 3 between the hulls is 63cm
  • the increase in weight of the catamaran due to the raised height of the interconnecting frame 2 is negligible.
  • a catamaran service is to be suspended or not may be dependent upon whether its interconnecting frame 2 is struck by waves with a height of 1.25m, or more.
  • the height h of the interconnecting frame 2 from the water line 3 between the twin hulls of a conventional catamaran is at a constant height of 63cm
  • waves do strike against the frame 2 since the height of the waves caused by the hulls is about 18cm at the centre of the portion 7/10ths of the way along the hulls.
  • the above Table shows the service suspension rate when a catamaran about 30m in length makes a ferry service between two predetermined ports.
  • Figures 9 and 10 illustrate a third embodiment of the present invention. Since the experimental results shown in Figure 3 reveal that the waves are especially high along the centre line at positions between 6/10 and 8/10 of the way along the hulls towards the bow and are lower at the corresponding inside surfaces of the twin hulls, the centre line portion C of the predetermined area A is further increased in height.
  • the height of the interconnecting frame 2 from the water line 3 between the hulls is 63cm and the height of the centre line portion C corresponding to the 6/10 - 8/10 section is increased by 25cm so that its height from the water line 3 is 88cm.
  • the height of the inside surfaces 4 of the twin hulls in that section is raised by about 15cm with the peak being at the 8/10 position so that its height from the water line 3 is 78cm. Then, as in the above embodiments, the catamaran can sail even when the wave height is 1.25m so that, as compared with the conventional catamarans, the service rate can be increased.
  • the twin hulls of the catamaran are elongated lengthwise so as to provide an extremely elongated ship and the ratio of length of the catamaran along the water line to the displacement volume raised to the 1/3 power is within a range of 11 to 15.
  • the wave making resistance can be decreased over a wide speed range irrespective of the size of the ship so that the propulsive power is effectively utilised for high speed navigation.
  • the catamaran according to a preferred embodiment of the present invention has an interconnecting frame whose height above the water line is locally raised in that range so that even when the waves are high, the phenomenon of the waves made by the twin hulls striking or beating against the interconnecting frame can be avoided, thereby enhancing the service rate.
  • the centre portion of the interconnecting frame in the above-mentioned range is particularly increased in height above the water line, the service rate can be effectively increased since the waves made by the twin hulls are highest along the centre portion of the catamaran.

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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)
  • Pens And Brushes (AREA)

Claims (4)

  1. Zweirumpfboot mit einem Hauptkörper, der von zwei Rümpfen getragen ist,
    dadurch gekennzeichnet,
    daß die Länge (L) des Zweirumpfbootes an seiner Wasserlinie (FL) gemessen in Metern, und sein Verdrängungsvolumen (V), gemessen in m³, durch die Formel

    D/V 1/3 = 11 bis 15
    Figure imgb0004

    gegeben sind.
  2. Zweirumpfboot nach Anspruch 1 mit zwei Rümpfen, die zueinander parallel vorgesehen sind und die mittels eines Verbindungsrahmens miteinander verbunden sind, wobei ein vorgegebener Abschnitt (A) des Verbindungsrahmens (2) eine vergrößerte Höhe über der Wasserlinie aufweist,
    dadurch gekennzeichnet,
    daß der Abschnitt (A) gegen das geometrische Längszentrum der beiden Bootsrümpfe zum Bug hin versetzt ist und im Vergleich mit den verbleibenden Teilen des Rahmens vor und hinter dem eine vergrößerte Höhe aufweisenden Abschnitt eine größere Höhe über der Wasserlinie (FL) aufweist.
  3. Zweirumpfboot nach Anspruch 2,
    dadurch gekennzeichnet,
    daß der vorgegebene Abschnitt (A) vollständig zwischen 6/10 und 8/10 der Länge der Bootsrümpfe in Richtung zum Bug gesehen liegt.
  4. Zweirumpfboot nach Anspruch 2 oder 3,
    dadurch gekennzeichnet,
    daß der Verbindungsrahmen (2) im Abschnitt (A) an seinem Querzentrum (C) über der Wasserlinie (FL) höher ist als an seinen Seitenrändern.
EP91305389A 1990-10-30 1991-06-14 Zweirumpfboot Expired - Lifetime EP0483948B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP292434/90 1990-10-30
JP29243490A JP2923535B2 (ja) 1990-10-30 1990-10-30 双胴船
JP296854/90 1990-11-01
JP29685490A JP2929702B2 (ja) 1990-11-01 1990-11-01 双胴船

Publications (2)

Publication Number Publication Date
EP0483948A1 EP0483948A1 (de) 1992-05-06
EP0483948B1 true EP0483948B1 (de) 1995-01-11

Family

ID=26558984

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91305389A Expired - Lifetime EP0483948B1 (de) 1990-10-30 1991-06-14 Zweirumpfboot

Country Status (5)

Country Link
EP (1) EP0483948B1 (de)
KR (1) KR0132563B1 (de)
AU (1) AU639792B2 (de)
DE (1) DE69106670T2 (de)
NO (1) NO912295L (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2295586B (en) * 1994-12-01 1999-02-24 Anthony Hugh Orr Means by which to reduce resistance of non-planing catamarans,trimarans and slender integrated catamarans

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3221697A (en) * 1962-08-04 1965-12-07 Allegretti Pier Luigi Boats with two or more hulls
CH380568A (fr) * 1962-09-12 1964-07-31 Carrosserie Torsa Schallbetter Bateau et utilisation de ce bateau
US3937164A (en) * 1974-11-20 1976-02-10 Austin Aeromarine, Inc. High speed water craft apparatus
FR2514718B1 (fr) * 1981-10-15 1985-06-07 Edel Const Nautiques Coque pour voilier de plaisance du type catamaran
FR2534873A1 (fr) * 1982-10-22 1984-04-27 Peyre Xavier Bateau de type catamaran
GB8713767D0 (en) * 1987-06-12 1987-07-15 Manor Y Hydrofoil

Also Published As

Publication number Publication date
EP0483948A1 (de) 1992-05-06
NO912295D0 (no) 1991-06-13
KR0132563B1 (ko) 1998-04-11
DE69106670D1 (de) 1995-02-23
AU7839791A (en) 1992-05-07
KR920007888A (ko) 1992-05-27
AU639792B2 (en) 1993-08-05
DE69106670T2 (de) 1995-05-18
NO912295L (no) 1992-05-04

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