WO1988001244A1 - Trimaran - Google Patents

Trimaran Download PDF

Info

Publication number
WO1988001244A1
WO1988001244A1 PCT/DE1987/000357 DE8700357W WO8801244A1 WO 1988001244 A1 WO1988001244 A1 WO 1988001244A1 DE 8700357 W DE8700357 W DE 8700357W WO 8801244 A1 WO8801244 A1 WO 8801244A1
Authority
WO
WIPO (PCT)
Prior art keywords
trimaran
hulls
hull
rudder
trimaran according
Prior art date
Application number
PCT/DE1987/000357
Other languages
German (de)
English (en)
Inventor
Michael Meister
Siegfried Holzbaur
Harald Falderbaum
Original Assignee
Michael Meister
Siegfried Holzbaur
Harald Falderbaum
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 Michael Meister, Siegfried Holzbaur, Harald Falderbaum filed Critical Michael Meister
Publication of WO1988001244A1 publication Critical patent/WO1988001244A1/fr

Links

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
    • B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B7/00—Collapsible, foldable, inflatable or like vessels
    • B63B7/02—Collapsible, foldable, inflatable or like vessels comprising only rigid parts

Definitions

  • the invention is based on a trimaran according to the preamble of the main claim.
  • Trimarans are known in which the outer hulls are connected to the central hull via cross members, which can either be removed or swiveled, so that the outer hull can be placed close to the central hull, particularly for transport.
  • the trimaran has the disadvantage that it has a relatively wide width and therefore requires a lot of berth if the outer hulls cannot be moved to the center hull.
  • these known crossmember arrangements are complex and expensive and cannot prevent the three boat hulls from being interlaced with each other under greater stress, which not only affects maneuverability, but also has dangers such as fatigue breaks or unexpected and unpredictable effects in moving water.
  • This width problem of the trimaran occurs particularly when transporting overland, in which a certain width may not be exceeded according to the road vehicle.
  • the total weight of the trimaran also plays a role for this overland transport, but also for water operations a crucial role.
  • the weight proportion of the total trimaran is disadvantageously disproportionately high due to the complex cross member connection.
  • Another disadvantage is that the time required for detachable trimarans of this type for detachment or for the assembly of the three hulls is very high.
  • the three hulls are connected to each other via a trapezoid, which is arranged at a distance above the hulls, whereby apart from the bulky and also relatively unstable design, the sailing person sits very high and thus the sailing movement, especially the tree movement, is in the way.
  • the trimaran according to the invention with the characterizing features of the main claim has the advantage that the 3 hulls can be separated and reassembled extremely quickly and easily with a minimum of weight of the cross member connection and an optimum of stability.
  • the material used for the cross member connection namely pipes of different diameters, are inexpensively available as semi-finished products and do not require expensive processing for the use according to the invention.
  • a major advantage is that the trimaran according to the invention after disassembly to a relative narrow package can be bundled together, although the tubular trusses have a length that corresponds to the width of the trimaran in the assembled state. These tubes can then be accommodated in the longitudinal direction in this package for transport in a manner known per se.
  • a simple plug connection can be used as a bolt through which the three hulls are coupled to one another via the pipe / socket connection, namely in the form of bolts which traverse the socket and the inserted pipe.
  • the parts must also be tightened only after inserting the pipe crossbars into the sleeves in the cross holes provided
  • Threaded bolts are screwed, not only preventing the sleeve and pipe from pulling apart, but also mutually twisting. When dismantling, only the threaded bolts have to be removed in order to disassemble the trimaran again in the simplest way.
  • An eye can advantageously be arranged on the bolt head as a fastening point for the shrouds.
  • the trimaran according to the invention is so light and in a disassembled, bundled state that it can be transported on a roof rack of a motor vehicle even with a hull length of 4 to 5 meters.
  • the torsional stiffness of the assembled due to the type of connection Trimarans has decisive advantages for maneuverability as well as for its durability under dynamic continuous load.
  • a design of the above-mentioned invention which is also to be regarded as an independent invention, consists in the displacement of each outer hull being greater than half the displacement of the middle hull, regardless of the fact that all three hulls dip into the water level as soon as the keel lines of the three hulls are almost the same Have draft. This is achieved primarily by a slim design of the outer hulls.
  • the outer hulls only serve as side floats, while the middle hull takes over the inflated buoyancy (displacement).
  • the travel resistance of the outer hulls in these known trimarans is relatively low, the travel resistance of the center hull is correspondingly high.
  • the total resistance is made up of three
  • the buoyancy of each outer hull is selected so that it weighs the entire trimaran and. that the crew can carry.
  • the addition of the advantages, namely low weight, more favorable distribution of the buoyancy over the three hulls with a correspondingly better slenderness of the hulls and the high connection rigidity lead to an optimized vehicle for high speeds with good maneuverability.
  • An embodiment of the invention can also be influenced here by the fact that namely, the stern and / or bow sections of the outer hulls, which are naturally mirror-symmetrical to one another, converge with respect to the center hull, so that they adapt to the streamline.
  • An advantageous embodiment of the invention to be assigned to the overland transport and especially the transport on a roof rack of a motor vehicle is that the mutually facing walls of the outer hulls have inaugurations running in the longitudinal and transverse directions, which correspond to the outer curvatures of the center fuselage facing them, so that when all are placed against one another three hulls (partly on the head) for example on the roof rack of a motor vehicle volume compensation is available.
  • the area between the center hull and the outer hull has a walkable bridge part.
  • a stable surface can be created between the hulls at least in sections, which consists either of stable solid material or of elastic or textile material which has a corresponding stiffening frame.
  • the crossbeams can be guided through corresponding transverse openings in these bridge parts and these bridge parts can rest laterally on corresponding shoulders of the hulls. In this way, these bridge parts can also serve as spacers between the hulls.
  • End section of the bridge section pointing in the direction of travel on the bow side is curved like a surfboard, the end faces of this bridge section falling back from the center hull to the outer hulls, and advantageously the cross-sectional profile and the end faces of the bridge section being able to be taken up or taken over by the adjoining surface sections of the center hull and the outer hulls.
  • a high static and dynamic with increasing speed is achieved with little resistance to the water, so that the boat is hardly braked when immersed, for example in waves, but above all is not catapulted. Flushing of the deck and bridge parts can be largely prevented by a water channel (breakwater) that is largely parallel to the end face in the deck surface and also serves as a stiffening cross member of the deck, with downward scoops provided for drainage in the water channel.
  • the center hull has a cockpit trough between two sleeves and / or on the bow side, namely in front of the front
  • Socket a foredeck hatch While the Cockpitwe .ne has the particular advantage that the user can sit on the bridge parts with smaller trimarans according to the invention and put his legs in this cockpit tub, the somewhat larger trimarans can be used to hold the foredeck hatch to accommodate a passenger or a pilot man.
  • the foredeck hatch can be closed and used as storage space, an advantage that also applies to the outer hulls, namely that because of the larger volumes of these outer hulls compared to known trimarans, storage space is also gained in corresponding hatches there.
  • the center hull has a rowing device which can be swiveled up by means of a detachable hinge arranged transversely to the direction of travel and parallel to the water level at the rear.
  • a detachable hinge arranged transversely to the direction of travel and parallel to the water level at the rear.
  • the rudder device can swing up so as not to get caught on the ground.
  • the device can consist of a hull part forming the ship's stern, in which the rudder shaft is guided in a continuous bushing (koker), on which the tiller and the rudder blade are arranged on the one hand.
  • a rope or a flexible train (rubber or spring tension) can be used to swing up, so that the rudder can be pulled up from the cockpit or swung up automatically against the flexible train.
  • a largely horizontal depth fin can be arranged on the rudder itself, through which the rudder is pulled into a vertical position.
  • a rearview mirror can be attached to the hinge of the central trunk instead of the rudder pivoting part, to which a motor is screwed.
  • the boat can be provided with water spraying devices and the like.
  • FIG. 1 shows the first variant, namely as a sailing boat;
  • Figure 2 shows the second variant as a motor boat.
  • Fig. 4 shows a cross section through all three hulls
  • Fig. 5 shows a longitudinal section through the middle trunk.
  • the trimaran according to the invention consists of a central hull 1 and two outer hulls 2 which are connected to one another by tubular cross members 3, bridge parts being arranged between the hulls, namely bow bridge parts 4 and intermediate parts 5.
  • the center hull has a cockpit trough 6 and a foredeck hatch 7. Hatches can also be provided in the outer hulls, but these are not shown in detail. While the cockpit trough 6 serves the boat user either as a seat recess or at least for receiving the feet when the boat user is sitting on the deck of the center hull or in the intermediate part.
  • the foredeck hatch 7, on the other hand, can either be used by a passenger, a pilot man or as storage space.
  • a molded spherical trough is present in the central fuselage, in which a mast 9 is arranged, the rest of the usual rigging being then provided.
  • a rudder device 12 is pivotally articulated via a hinge 11, on which a rudder 14 can be actuated via a tiller 15 via a stub shaft 13 (koker).
  • This rowing device can be pivoted according to the arrow 16 shown up to the water level.
  • a fin 17 is then provided on the rudder 14 and extends largely horizontally.
  • FIG. 2 shows the motorboat variant in which an outboard motor 18 is coupled instead of the rudder device 12, with which the boat is steered at the same time.
  • the bridge parts spanning splash protection panes 19 are provided, as well as protective grilles 21 on the outer hulls and backrests 22 on the rear side. Otherwise, the basic construction of the trimaran, like the first variant, is without
  • Fig. 3 the bridge part is shown in longitudinal section, namely with the front bow bridge part 4 with end face 23, which has a surfboard-like cross section and the intermediate part 5, which is attached to the tubular cross members 3.
  • a water channel 24 is also provided, to which a type of breakwater 25 connects and which is drained downwards via scoops 26. If waves thus strike the end face 23, they are caught by this breakwater and dewatered in the channel 24 via the scoops 26.
  • the tubular traverses 3 go over the entire trimaran width.
  • tube bushings 27 are fixedly arranged, through which the tubes 3 are inserted.
  • Threaded bolts 28, through the corresponding bores of the sleeve 27 and the tubular cross-member 3, on the one hand achieve a torsional strength between the sleeve 27 and the tubular cross-member 3 and, in addition, anchoring in the longitudinal direction of the tubular cross-members 3.
  • the central position of the central body 1 is achieved by determines the bridge parts 4, 5 by supporting them laterally on parallel surfaces 29 of the hulls.
  • the intermediate part 5 is threaded at the front and rear of the tubular crossbars, which are inserted through corresponding openings and lie laterally on a shoulder 31 of the hulls.
  • the bow bridge part 4 on the other hand, can be seen in FIG. 1 and is fixed by pins 32, which are arranged in corresponding bores in this parallel surface 29 and in the opposite end surface 33 of the part. 4 can be seen from the dash-dotted representation of how the wall 34 of the outer fuselage 2 facing the central fuselage 1 is curved inwards, so as to be better adapted to the outer curvature of the central fuselage.
  • the rudder part 12 is pivotally mounted on the hinge 11.
  • the rudder part 12 is held in the "working position" by an elastic band 35, so that when the rudder 14 comes up, the rudder part 12 swings away flexibly around the hinge 11.
  • a cable 36 can additionally serve, which can be operated comfortably by the boat user from the cockpit trough 6.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Un trimaran comprend des coques extérieures (2) reliées de façon amovible par des entretoises à la coque centrale (1). Les entretoises sont formées de traverses tubulaires (3) qui s'étendent sur les trois coques (1, 2) et sont montées de façon amovible mais rigide dans des manchons (27) fixés sur les coques qui traversent entièrement la coque centrale (1) et au moins partiellement les couqes extérieures (2). La distance entre au moins les coques extérieures (2) est déterminée par des verrous (28) qui s'engagent dans les traverses (3).
PCT/DE1987/000357 1986-08-18 1987-08-13 Trimaran WO1988001244A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP3627945.5 1986-08-18
DE19863627945 DE3627945A1 (de) 1986-08-18 1986-08-18 Trimaran

Publications (1)

Publication Number Publication Date
WO1988001244A1 true WO1988001244A1 (fr) 1988-02-25

Family

ID=6307614

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1987/000357 WO1988001244A1 (fr) 1986-08-18 1987-08-13 Trimaran

Country Status (3)

Country Link
AU (1) AU7788187A (fr)
DE (1) DE3627945A1 (fr)
WO (1) WO1988001244A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2674210A1 (fr) * 1991-03-19 1992-09-25 Neyrinck Marc Coque d'embarcation a geometrie variable.

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10347803A1 (de) * 2003-10-10 2005-06-30 Schönwälder, Joachim, Dipl.-Ing. Konvertibler Trimaran: Umwandelbares Dreirumpf-Segelfahrzeug
AT509946B1 (de) * 2010-06-14 2015-08-15 Oliver Dr Kormann Wasserfahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1233247A (fr) * 1959-07-29 1960-10-12 Bateau à double coque à système d'accouplement démontable
FR2167232A5 (fr) * 1972-01-11 1973-08-24 Plisson Ets
FR2277717A1 (fr) * 1974-07-08 1976-02-06 Davy Duncan Trimaran
GB1522310A (en) * 1975-11-13 1978-08-23 Farrier I Multi-hulled boats

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7307205U (de) * 1973-06-07 Fehr H Doppelrumpfboot
DE2129005A1 (de) * 1971-06-11 1972-12-28 Maffei G Von Wasserfahrzeug
DE2152930B1 (de) * 1971-10-23 1973-03-15 Felix 6000 Frankfurt Woehlk Wasserfahrzeug mit drei Schwimmkörpern
DE2352908A1 (de) * 1973-10-22 1975-04-30 Wolfram Kowalewski Sportsegelboot
DE2649577A1 (de) * 1976-10-29 1978-05-03 Manfred Mailer Wasserfahrzeug
DE2907518C2 (de) * 1979-02-26 1982-11-18 Klaus Dipl. Ing. 8032 Gräfelfing Enzmann Katamaran
DE3242935A1 (de) * 1982-11-20 1984-05-24 Klaus Dipl. Ing. 8032 Gräfelfing Enzmann Mehrruempfiges boot
EP0148961A1 (fr) * 1983-12-20 1985-07-24 Alberto Binecchio Bateau à voile à coques multiples
DE3410722A1 (de) * 1984-03-23 1985-10-03 Harald 2000 Hamburg Heinbockel Doppelrumpfsegelbrett

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1233247A (fr) * 1959-07-29 1960-10-12 Bateau à double coque à système d'accouplement démontable
FR2167232A5 (fr) * 1972-01-11 1973-08-24 Plisson Ets
FR2277717A1 (fr) * 1974-07-08 1976-02-06 Davy Duncan Trimaran
GB1522310A (en) * 1975-11-13 1978-08-23 Farrier I Multi-hulled boats

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2674210A1 (fr) * 1991-03-19 1992-09-25 Neyrinck Marc Coque d'embarcation a geometrie variable.
WO1992016405A1 (fr) * 1991-03-19 1992-10-01 Francois, Denis Coque d'embarcation a geometrie variable

Also Published As

Publication number Publication date
AU7788187A (en) 1988-03-08
DE3627945A1 (de) 1988-03-03

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