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
  • B63B1/02—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
  • B63B1/121—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising two hulls
• • 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
  • B63B2001/102—Proas, or similar twin-hull vessels with one main hull and one smaller hull or floater, interconnected by one or more outrigger beams or the like
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
  • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
  • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
  • B63B2043/042—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using outboard booms supporting ballast, other than solid ballast or persons, e.g. carrying water-filled bags

Definitions

• Prao-type vessel whose main hull carries a self-supporting structure forming a counterweight.
• the invention relates to the field of ship design and manufacture. More specifically, the invention relates to multihull type vessels, and in particular prao type vessels, therefore having an asymmetric type configuration.
• multihull boats of monohulls the multihulls comprising by definition several distinct hulls unlike monohull boats which include only one.
• the boats are listed as follows:
• prao asymmetric two-hull vessels
• trimarans three-hulled vessels, generally having a main central hull and two lateral floats connected to the central hull by connecting arms, known under the name trimarans;
• multihull boats have several drawbacks among which:
• the multi-shell structure can be complex, and more stressed in stresses (dispersion of efforts and deformation);
• the habitable space or more generally suitable for hulls is smaller than on an equivalent monohull.
• prao have some specific advantages, including:
• the prao-type vessels can advantageously be used in the context of a surveillance observation, control, intervention or assistance mission.
• the invention aims to provide a prao-type ship whose stability performance is significantly improved compared to conventional prao to perform monitoring missions, control, intervention or assistance in all seas and in particular in stormy seas.
• the invention also aims to provide such a ship that allows to perform long-term missions, especially in that it offers great autonomy.
• a ship having a prao type configuration comprising a main hull and a float connected by at least two connecting arms, characterized in that the main shell carries a self-supporting structure capable of constituting a counterweight and extending in elevation from the main hull to an upper end positioned, in a vertical projection, between the main hull and the float, the carrier structure comprising a base section extending inclined from the main hull and towards the float.
• Such a prao structure according to the invention gives the ship a significantly improved stability compared to the prao of the prior art.
• the self-supporting structure optimizes the "curve GZ" of the ship, which ensures great stability and increases the interest of such a ship, in particular concerning the layout of the main hull, for the installation of any apparatus requiring a good stability to increase their efficiency.
• the self-supporting structure extends from the main hull to a free end, said free end being cantilevered between the main hull and the float and being spaced apart from each connecting arm.
• the self-supporting structure is independent of the connecting arms, being distant from each of the connecting arms.
• the free end, raised in elevation by the self-supporting structure is positioned, seen from above, in a central zone between the connecting arms while being separated from them, and approximately half-way (without this being limiting) between the main hull and the float, being separated from the float.
• the base section extending inclined from the main hull, with its end opposite to the main hull which can:
• the self-supporting structure comprises a section which extends inclined from the main hull and which joins, at its end opposite the main hull, a vertical axis passing through the free end of the self-supporting structure.
• the self-supporting structure itself provides additional equipment installation capacity.
• the self-supporting structure incorporates equipment belonging to the following groups:
• a ship according to the invention can be brought to realize various and varied missions, with or without personnel sailing, this in civil applications (for example scientific) or even military.
• the upper end of the self-supporting structure is positioned in a vertical projection between the connecting arms.
• the freestanding structure provides optimal positions to contribute to the stability of the vessel.
• the main shell carries a mast, behind the self-supporting structure.
• Such a mast can further increase the ability of communication and surveillance at sea of the ship, especially with regard to the roundness of the sea.
• the mast incorporates equipment belonging to the following groups:
• the ship also has one and / or the other of the following characteristics:
• the main hull has, at least over a central part of its length, an upper boss, such a boss on the main hull contributing to the overall stability of the ship, this upper boss being designed to allow a displacement from the center of transverse initial hull of the lively works, towards a superior lateral boss of the dead works at the wide angle;
• the main shell has a line of pins having, at the rear, a line of inflection, which improves the output of the water lines and the propeller shaft exit angle;
• the float has, in the rear part, a line of keels lined by two concavities, which improves its ability to dive and which, therefore, reduces its drag;
• the main hull is made of at least two longitudinal sections secured together and removable, which allows, despite a relatively large ship length, to consider its transport in a single container;
• hybrid propulsion equipment heat engine / electric motor
• a reversal is done through an electric propulsion, which reduces the impact of submerged parts on the autonomy of the ship and to optimize the vessel's ability to evolve without seagoing personnel, including on the high seas.
• FIG. 1 is an overall view and perspective of a ship according to the invention
• FIGS. 2, 3 and 4 are views respectively from above, from the side and from the front of a ship according to the invention
• FIG. 5 is a partial side view, in transparency, of a vessel according to the invention.
• FIGS. 6 and 7 are sectional views of a central part of the main hull of a ship according to the invention, respectively in situation without lodging and in situation with a large lodging;
• FIG. 8 is a sectional view of a float of a ship according to the invention.
• FIG. 9 is a view of the assembly of two sections of the main hull of a ship according to the invention.
• FIGS. 10 to 13 are "GZ" curves obtained with a ship according to the invention.
• a ship according to the invention has a configuration of the prao type, and comprises a main hull 1 and a float 2 connected by at least two connecting arms 3.
• the hull carries a self-supporting structure 4, able to constitute a counterweight.
• the self-supporting structure 4 extends in elevation from the main hull 1, to an upper end 40 positioned, in a vertical projection, between the main hull and the floats, and preferentially , also between the connecting arms 3.
• This freestanding structure includes:
• a base section 41 extending inclined from the main hull and towards the float;
• a terminal section 43 carried by the intermediate platform 42, and extending vertically.
• the self-supporting structure extends from the main shell to a free end formed by the upper end 40, this free end (so the upper end) being cantilevered between the main shell and the float, and being separated from each link arm.
• the self-supporting structure is independent of each link arm, being separated therefrom.
• the self-supporting structure is connected to the connecting arms via the main hull. It should be noted, however, that the self-supporting structure extends from the main hull via the inclined base section which is in no way directly connected (in the driveline of the ship) to the link arm.
• the platform performs a counter weight function, performing a lever arm of the entire Prao-type vessel. In addition, it serves as a receptacle for various embedded systems superstructure.
• the section allows to elevate some embedded systems superstructure of the ship, allowing operation and / or optimal detection.
• the main hull and the float are made of a composite material, with sandwich structures, made using an infusion process.
• the sandwich structure comprises:
• the construction of the main hull and the float can be achieved using female mold, the outer surface of the hull being molded to obtain a smooth surface on the outside and reduce the weight of the finishing surfaces.
• the vessel also has the following equipment:
• the vessel may have the following preferred dimensions: - length overall: main hull: between 19 m and 20 m, preferentially 19.81 m;
• - Float length of the main hull between 17 m and 18 m, preferably 17.7 m;
• the main hull flotation width between 0.7 m and 0.9 m, preferably 0.82 m;
• float length of water between 5.5 m and 6.5 m, preferably 6 m;
• the ship embeds a direct-drive hybrid propulsion equipment 13, with a reversal occurring through electric propulsion.
• the line of shafts 110 carrying the helix 11 has an inclination of 8 ° relative to the horizontal.
• the main hull 1 of the ship carries a mast 5 behind the self-supporting structure 4.
• this mast 5 extends from the main hull, inclined towards the float and towards the rear of the ship, with its free end 50 positioned, in vertical projection, between the main hull and the float.
• the mast may carry equipment among those listed below:
• the self-supporting structure 4 integrates important equipment in the following group:
• the main shell 1 has, as shown in Figure 6, at least on a central portion of its length, indicated L1 in Figure 3, an upper boss 14, in this case bi-lateral.
• this boss offers an additional stability volume at large angles of deposits, and also allows, on the side float, to dispose of the technical equipment, which can allow to shift the center of gravity to the maximum of this side.
• the main shell 1 has, at least on a central portion of its length, a cross section having a three-lobed shape, including a base lobe 140, surmounted by the upper boss 14 , the upper boss comprising two upper lateral lobes 141 symmetrically distributed on either side of the base lobe.
• the upper lateral lobes 141 are dimensioned with respect to the base lobe 140 so that, in the case of a significant deposit illustrated in FIG. 7, causing a displacement of the initial transverse center of the live works, the center of the carene in the situation illustrated in Figure 7 are inscribed in the corresponding lateral upper lobe 141.
• the transverse initial keel center of the moving works moves towards the upper lateral lobe of the dead works at the wide angle.
• the keel line 15 of the main hull has an inflection 150 in the rear part to improve the exit of the water lines and to improve the exit angle of propeller shafts. (about 8 ° as mentioned previously).
• the float meanwhile, has a shape inspired by the traditional forms of prao, that is to say, very curved on the front and in V.
• the float has, at the rear, a keel line 20 bordered by two concavities 21.
• the main hull is made of at least two longitudinal sections 16, 17 that are releasably connected to one another.
• the removable assembly of the longitudinal sections of the shell is of the conical fitting type, with a tie-rod system in the longitudinal axis of the drum. According to this assembly, the end portions 160 and 170, respectively, of the sections 16 and 17 form bolting bulkheads.
• the wetting is advantageously from the rear, which allows to offer the advantage of being simple to install compared to a wetting from the front, especially with an inverted bow configuration.
• the wetting weight is more centered and has less influence on pitch.
• Figures 9 to 12 show "GZ" curves obtained with a ship according to the invention.
• Figures 9 and 10 are curves called "large angles", in a light load situation.
• Figure 9 is a GZ max curve of 309 mm at 4.5 ° heel.
• FIG. 10 is a GZ max curve of 3135 mm at 21.3 ° of heel.
• Curves 11 and 12 are "wide angle" curves in a situation of heavy loading.
• FIG. 12 is a GZ max curve of 2241 mm at 41 ° of heel.
• the stability bump of the main hull plays its role fully, guaranteeing a positive stability up to 105 °.

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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)
• Toys (AREA)
• Jib Cranes (AREA)
• Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Applications Claiming Priority (2)

Publications (2)

Family

ID=51830438

Family Applications (1)

Country Status (3)

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Family Cites Families (4)

• 2014
  • 2014-07-02 FR FR1456308A patent/FR3023256B1/fr not_active Expired - Fee Related
• 2015
  • 2015-06-30 EP EP15759837.6A patent/EP3194258B1/de not_active Not-in-force
  • 2015-06-30 WO PCT/FR2015/051780 patent/WO2016001567A2/fr not_active Ceased

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