NL2023350B1 - Vessel, in particular a yacht, with reduced transom draft - Google Patents

Vessel, in particular a yacht, with reduced transom draft Download PDF

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Publication number
NL2023350B1
NL2023350B1 NL2023350A NL2023350A NL2023350B1 NL 2023350 B1 NL2023350 B1 NL 2023350B1 NL 2023350 A NL2023350 A NL 2023350A NL 2023350 A NL2023350 A NL 2023350A NL 2023350 B1 NL2023350 B1 NL 2023350B1
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NL
Netherlands
Prior art keywords
vessel
hull
propeller
transom
draft
Prior art date
Application number
NL2023350A
Other languages
Dutch (nl)
Inventor
Gerardus Van Der Zanden Petrus
Robert Van Mourik Erik
Van Herk Sjoerd
Original Assignee
Heesen Yachts Builders B V
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 Heesen Yachts Builders B V filed Critical Heesen Yachts Builders B V
Priority to NL2023350A priority Critical patent/NL2023350B1/en
Application granted granted Critical
Publication of NL2023350B1 publication Critical patent/NL2023350B1/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 
    • 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
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/08—Shape of aft part
    • 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
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

The invention relates to a vessel (1), comprising a hull (2), with a forward portion (3), a central portion (4) and an aft portion (5), comprising a transom (6) and a propeller (7) arranged near the transom, the vessel during operation displaying a waterline (8), characterized in that a draft (9) at the transom, being a vertical distance between the lowermost position (10) of the transom and the waterline, is 0.1 - 0.7, preferably 0.2 - 0.5, more preferably around 0.4, times the draft (11) of the vessel, being a vertical distance between the waterline and the lowermost position (12) of the hull. Preferably, the hull has a hard-chine cross-section.

Description

Title: Vessel, in particular a yacht, with reduced transom draft Description
FIELD OF THE INVENTION The present invention relates to a vessel, comprising a hull, in particular having a “semi-displacement hull form”, with a forward portion, a central portion and an aft portion, comprising a transom and a propeller arranged near the transom, wherein the vessel displays a waterline during operation.
BACKGROUND OF THE INVENTION A large number of vessels, in particular yachts, make use of a hull form, in particular a so-called “semi-displacement hull form”, in combination with a relatively large propeller. To decrease resistance at higher speeds the hull form has a hard chine cross-section and a large transom immersion, pushing the propeller down. As the propeller is the deepest point under the hull this leads to a relatively large draft, which in turn restricts the operating area of the vessel. In particular when such a vessel is used in relatively shallow waters, such as near the Bahamas, this could lead to severely reduced operability of the vessel.
OBJECT OF THE INVENTION An object of the invention is therefore to provide a vessel, in particular a yacht, more in particular a vessel, such as a yacht, with a semi-displacement hull form, wherein the vessel draft is decreased, such that the operating area of the vessel is maximized.
DESCRIPTION OF THE INVENTION Hereto, the vessel according to the invention is characterized in that a (design) draft at the transom, being a vertical distance between the lowermost position of the transom and the waterline, is 0.1 - 0.7, preferably 0.2 - 0.5, more preferably around
0.4, times the draft of the vessel, being a vertical distance between the waterline and the lowermost position of the hull.
Essentially, the inventors have keenly observed that by reducing the height (draft) of the transom, additional “space” is created for the propeller to be arranged “higher up”, i.e. closer to the waterline. This, however, sounds easier than it actually is: the inventors have also found that by reducing the transom draft too much, relative to the draft of the vessel (as a whole) leads to trim issues (i.e. a larger draft aft than forward, the vessel's longitudinal position is under an angle), which cannot, or hardly, be compensated by changing the hull form at other positions along the hull (for instance by adding or removing hull volume near the central or forward portions).
It should be noted that the above values will change when the keel is taken into account, which is not the case for the above values.
An embodiment relates to an aforementioned vessel, wherein the forward portion of the hull comprises the lowermost position of the hull.
An embodiment relates to an aforementioned vessel, wherein, in a longitudinal direction of the vessel, the propeller is arranged at a position between the transom and the lowermost position of the hull to optimize the flow pattern below the hull.
An embodiment relates to an aforementioned vessel, wherein, in the longitudinal direction, the propeller is arranged closer to the transom than to the lowermost position of the hull, to maximize the benefits received from reducing the transom draft.
An embodiment relates to an aforementioned vessel, wherein, in a vertical direction, the propeller is arranged at a position between the transom and the lowermost position of the hull. Thus, it is (mostly) prevented that the propeller extends (far) below the lowermost position on the hull, leading to the propeller hitting obstacles, such as reefs, first, instead of the generally stronger hull.
An embodiment relates to an aforementioned vessel, wherein the aft portion of the vessel comprises a propeller tunnel to accommodate the propeller, to further reduce the vertical space consumed by the propeller with respect to the hull.
An embodiment relates to an aforementioned vessel, wherein the draft at the transom is about 0.5 - 1.5 m, such as about 0.8 m. The inventors have found that, for some reason, propeller efficiency declines and longitudinal trim of the vessel suffers, when the transom draft is chosen to be smaller. At the same time vessel resistance at lower speed increases to less optimal values when a value larger than 1.5 m is chosen.
An embodiment relates to an aforementioned vessel, wherein the draft of the vessel is 2.0 - 2.5 m, preferably is 2.1 - 2.3 m, more preferably is about (at most) 2.15 m. The inventors have found that the operational area of the vessel generally increases up to the abovementioned vessel draft. Shallower vessel drafts, however, lead to, for instance, reduced usability of the interior, constructional issues, et cetera, i.e. the disadvantages then start outweighing the advantages of the reduced vessel draft. An embodiment relates to an aforementioned vessel, wherein the hull of the vessel has a deadrise angle (at midship) of approximately 10 - 30°, preferably of about 20 -25° such as about 21°. To counteract trim issues, in particular at the aft portion of the vessel, the hull, in particular the aft hull, can be made “fuller” by adding rocker (steeper buttocks) and by decreasing the deadrise angle. This also has a positive effect on vessel resistance, and thus the performance of the vessel. Preferably, a hard- chine hull form (cross-section) is maintained, as such a hull form is easier to build than a hull with round bilges. The inventors have found that, due to the lower resistance, the vessel can even be fitted with smaller engines while maintaining the same maximum speed and range.
An embodiment thus relates to an aforementioned vessel, wherein the aft portion of the hull has a hard-chine cross-section.
An embodiment thus also relates to an aforementioned vessel, wherein a buttock angle of the hull is approximately 1 - 10°, preferably is about 5°, to make the hull “fuller”, in particular near the aft portion, but not so much as to push the propeller down again, negating the positive effects of reduced transom draft.
BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be explained hereafter with reference to exemplary embodiments of a vessel according to the invention and with reference to the drawings. Therein: Figure 1 schematically shows a side view of an exemplary embodiment of a vessel according to the invention; Figure 2 schematically shows a side view of an exemplary embodiment of a vessel according to the invention with buttocks; and
Figure 3 schematically shows a cross-section of an exemplary embodiment of a vessel according to the invention with a decreased deadrise angle.
DETAILED DESCRIPTION Figures 1 - 3 will be discussed in conjunction. Figure 1 shows a vessel 1, such as a yacht, comprising a hull 2, for instance having a semi-displacement hull form (in fact, only the hull 2 is shown for clarity). The hull 2 has a forward portion 3, a central portion 4 and an aft portion 5. The overall length L of the vessel 1 is for instance 30 — 60 m. A height H of the hull 2 may for instance amount to 3.5 - 4.5 m, preferably amounts to 3.9 - 4 m, such as 3.95 m. Each hull portion 3, 4, 5 may have a length in longitudinal direction X of for instance about 1/3 L, although it is of course conceivable that the forward portion 3 has a length of for example up to 1/4 L - 1/3 L. The central portion 4 may for instance have a length of 1/4 L - 1/2 L. The aft portion 5 may have a length of for example 1/4 L - 1/3 L. Preferably, the vessel 1 is designed to have the waterline 8 at a position at about 0.4 - 0.6 times (about halfway) the hull height H.
The vessel 1 comprises a transom 6 and a propeller 7 arranged near the transom 6. The vessel 1 displays a waterline 8 during operation. According to the invention, a draft 9 at the transom 6, being a vertical distance between the lowermost position 10 of the transom 6 and the waterline 8, is 0.1 - 0.7, preferably 0.2 - 0.5, more preferably around 0.4, times the draft 11 of the vessel 1, being a vertical distance between the waterline 8 and the lowermost position 12 of the hull 2. The propeller 7 may have a propeller diameter of for instance 1.2 - 1.8 m.
Preferably, the forward portion 3 of the hull 2 comprises the lowermost position 12 of the hull 2. The lowermost position 12 of the hull 2 preferably is positioned at a longitudinal distance of approximately 2/3 L - 4/5 L, measured from the transom 6.
In a longitudinal direction X of the vessel 1, the propeller 7 is preferably arranged at a position between the transom 6 and the lowermost position 12 of the hull 2. In the longitudinal direction X, the propeller 7 is preferably arranged closer to the transom 6 than to the lowermost position 12 of the hull 2, such as at a longitudinal distance of at most 1/25 L — 1/10 L, such as around 1/20 L, from the transom 6. In a vertical direction Y, the propeller 7 is preferably arranged at a position between the transom 6 and the lowermost position 12 of the hull, and preferably again closer to the transom 6 than the lowermost position 12, such as at a vertical distance of at most 1/4
- 3/4 times, for instance about 1/2 times, the vertical distance between the lowermost point 10 of the transom 6 and the lowermost position 12 of the hull 2. The aft portion 5 of the vessel 1 may comprises a propeller tunnel 13 to accommodate the propeller 7 and to further position the propeller 7 towards the 5 waterline 8. Preferably, the draft 9 at the transom 6 is about 0.5 - 1.5 m, such as about 0.8 m.
The draft 11 of the vessel 1is 2.0 - 2.5 m, preferably is 2.1 - 2.3 m, more preferably is about (at most) 2.15 m.
As shown in figure 3, the hull 2 of the vessel 1 preferably has a deadrise angle (a) of approximately 10 - 30°, preferably of about 20 - 25° such as about 21°. The aft portion 5 of the hull 2 preferably has a hard-chine cross-section.
As shown in figure 2, a buttock angle (B) of the hull 2 is approximately 1 - 10°, preferably is about 5°. It should be clear that the description above is intended to illustrate the operation of preferred embodiments of the invention, and not to reduce the scope of protection of the invention.
Starting from the above description, many embodiments will be conceivable to the skilled person within the inventive concept and scope of protection of the present invention as defined by the appended claims.
LIST OF REFERENCE NUMERALS
1. Vessel
2. Hull
3. Forward portion
4. Central portion
5. Aft portion
6. Transom
7. Propeller
8. Waterline
9. Transom draft
10. Lowermost position of the transom
11. Vessel draft
12. Lowermost position of the hull
13. Propeller tunnel
14. Transom height X = longitudinal direction of the vessel Y = vertical direction L = vessel length H = hull height a = deadrise angle B = buttock angle

Claims (10)

CONCLUSIESCONCLUSIONS 1. Vaartuig (1), omvattend een romp (2), met een voorste gedeelte (3), een centraal gedeelte (4) en een achterste gedeelte (5), omvattend een achtersteven (6) en een schroef (7) aangebracht nabij de achtersteven, waarbij het vaartuig tijdens bedrijf een waterlijn (8) laat zien, met het kenmerk dat een diepgang (9) bij de achtersteven, zijnde een verticale afstand tussen de laagste positie (10) van de achtersteven en de waterlijn 0,1 — 0,7, bij voorkeur 0,2 — 0,5, bij grotere voorkeur rond 0,4 maal de diepgang (11) van het vaartuig, zijnde een verticale afstand tussen de waterlijn en de laagste positie (12) van de romp (2), is, waarbij de diepgang van het vaartuig 2,0 — 2,5 m, bij voorkeur 2,1 — 2,3 m, bij grotere voorkeur ongeveer 2,15 m is.A vessel (1), comprising a hull (2), with a forward portion (3), a central portion (4) and a rear portion (5), comprising a stern (6) and a propeller (7) arranged near the stern, whereby the vessel during operation shows a waterline (8), characterized in that a draft (9) at the stern, being a vertical distance between the lowest position (10) of the stern and the waterline 0,1 - 0.7, preferably 0.2 - 0.5, more preferably around 0.4 times the draft (11) of the vessel, being a vertical distance between the waterline and the lowest position (12) of the hull (2 ), wherein the draft of the vessel is 2.0-2.5m, preferably 2.1-2.3m, more preferably about 2.15m. 2. Vaartuig volgens conclusie 1, waarbij het voorste gedeelte van de romp de laagste positie van de romp omvat.The vessel of claim 1, wherein the forward portion of the hull comprises the lowest position of the hull. 3. Vaartuig volgens conclusie 1 of 2, waarbij, in een lengterichting (X) van het vaartuig, de schroef is aangebracht op een positie tussen de achtersteven en de laagste positie van de romp.Vessel according to claim 1 or 2, wherein, in a longitudinal direction (X) of the vessel, the propeller is arranged at a position between the stern and the lowest position of the hull. 4. Vaartuig volgens conclusie 3, waarbij, in de lengterichting, de schroef dichterbij de achtersteven dan de laagste positie van de romp is aangebracht.Vessel according to claim 3, wherein, in the longitudinal direction, the propeller is arranged closer to the stern than the lowest position of the hull. 5. Vaartuig volgens een van de voorgaande conclusies, waarbij, in een verticale richting (Y), de schroef is aangebracht op een positie tussen de achtersteven en de laagste positie van de romp.Craft according to any one of the preceding claims, wherein, in a vertical direction (Y), the propeller is arranged at a position between the stern and the lowest position of the hull. 6. Vaartuig volgens een van de voorgaande conclusies, waarbij het achterste gedeelte van het vaartuig een schroeftunnel (13) omvat om de schroef in onder te brengen.Vessel according to any of the preceding claims, wherein the aft portion of the vessel comprises a propeller tunnel (13) for housing the propeller. 7. Vaartuig volgens een van de voorgaande conclusies, waarbij de diepgang bij de achtersteven ongeveer 0,5 — 1,5 m, zoals ongeveer 0,8 m is.Vessel according to any of the preceding claims, wherein the draft at the stern is about 0.5-1.5m, such as about 0.8m. 8. Vaartuig volgens een van de voorgaande conclusies, waarbij de romp van het vaartuig een vlaktillingshoek (a) van ongeveer 10 - 30°, bij voorkeur ongeveer 20 - 25°, zoals ongeveer 21° heeft.Vessel according to any of the preceding claims, wherein the hull of the vessel has a planar angle (α) of about 10 - 30 °, preferably about 20 - 25 °, such as about 21 °. 9. Vaartuig volgens een van de voorgaande conclusies, waarbij het achterste gedeelte van de romp een scherpe kim-dwarsdoorsnede heeft.Craft according to any of the preceding claims, wherein the aft portion of the hull has a sharp bilge cross-section. 10. Vaartuig volgens een van de voorgaande conclusies,, waarbij een “buttock’-hoek (B) van de romp ongeveer 1 - 10°, bij voorkeur ongeveer 5° is.Craft according to any of the preceding claims, wherein a buttock angle (B) of the hull is about 1 - 10 °, preferably about 5 °.
NL2023350A 2019-06-20 2019-06-20 Vessel, in particular a yacht, with reduced transom draft NL2023350B1 (en)

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NL2023350A NL2023350B1 (en) 2019-06-20 2019-06-20 Vessel, in particular a yacht, with reduced transom draft

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1505113A (en) * 1922-10-30 1924-08-19 Gidley Boat Company Ltd Motor boat
US4383828A (en) * 1979-03-23 1983-05-17 Wynne James R Power boat with extended propeller pocket
WO1991005695A1 (en) * 1989-10-11 1991-05-02 Thornycroft, Giles & Co., Inc. Monohull fast sealift or semi-planing monohull ship
WO2011126358A1 (en) * 2010-04-06 2011-10-13 Van Oossanen & Associates B.V. Round-bilge hull form with bulbous bow, spray rails and dynamic trim control for high speed
RU2527244C1 (en) * 2013-04-19 2014-08-27 Открытое акционерное общество Конструкторское бюро по проектированию судов "Вымпел" Aft end of two-shaft vessel

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1505113A (en) * 1922-10-30 1924-08-19 Gidley Boat Company Ltd Motor boat
US4383828A (en) * 1979-03-23 1983-05-17 Wynne James R Power boat with extended propeller pocket
WO1991005695A1 (en) * 1989-10-11 1991-05-02 Thornycroft, Giles & Co., Inc. Monohull fast sealift or semi-planing monohull ship
WO2011126358A1 (en) * 2010-04-06 2011-10-13 Van Oossanen & Associates B.V. Round-bilge hull form with bulbous bow, spray rails and dynamic trim control for high speed
RU2527244C1 (en) * 2013-04-19 2014-08-27 Открытое акционерное общество Конструкторское бюро по проектированию судов "Вымпел" Aft end of two-shaft vessel

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