WO2006120317A1 - Bateau multicoques - Google Patents
Bateau multicoques Download PDFInfo
- Publication number
- WO2006120317A1 WO2006120317A1 PCT/FR2006/000980 FR2006000980W WO2006120317A1 WO 2006120317 A1 WO2006120317 A1 WO 2006120317A1 FR 2006000980 W FR2006000980 W FR 2006000980W WO 2006120317 A1 WO2006120317 A1 WO 2006120317A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- boat
- hulls
- horizontal
- shells
- shell
- Prior art date
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
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
- B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
- B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
-
- 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
- B63B2001/126—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 comprising more than three hulls
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/10—Measures concerning design or construction of watercraft hulls
Definitions
- the present invention relates to a multihull boat.
- boats with several parallel hulls are called catamarans.
- Double-hulled boats are called catamarans.
- trimarans three hulls, called trimarans, in which the central hull is longer than the side hulls, these hulls playing in fact much more the role of stabilizing floats that actually hulls.
- the document FR 2 661 652 describes a boat similar to that described in document FR 2 586 001 but which differs from the latter in that the width of each hull increases, continuously, from its front end to its rear end.
- the passage section of the tunnels delimited between the different hulls is reduced from the front to the rear of the boat, the air pressure increases from the front to Panière, improving the lift of the boat, promoting the planing of this, which limits the value of the immersed volume, and therefore allows to obtain good speed performance with reduced motorization.
- the present invention therefore aims to remedy this drawback.
- the technical problem underlying the invention is the realization of a boat comprising at least four parallel hulls that can provide high speed performance using means of propulsion of reduced power, while avoiding the creation of air-water turbulence.
- the invention relates to a multihull boat, comprising at least four parallel hulls, the central hulls being shorter than the side hulls, the front end of each central hull being arranged set back from the front ends of the hulls , characterized in that each shell has a width which increases from its front end to a value between 60 and 70% of its length and then decreases slightly to its rear end, the maximum width of the shells being aligned on a same plane transverse to the boat.
- each tunnel formed between two adjacent hulls is reduced from the front of the boat to a value between 60 and 70% of its length, then increases slightly to the rear of the boat. This results, in operation of the boat, a compression of the air entering the tunnels of the front of the boat up to 60 to 70% of the length of each tunnel, then a slight decompression of the air up to the back of the boat.
- the boat according to the invention thus makes it possible to avoid the appearance of air-water turbulence, even at very high speed.
- the central shells are thinner than the lateral shells, the distance between the median longitudinal axis of two adjacent shells being constant.
- the central tunnel or tunnels are wider than the two outer tunnels. This added to the fact that the maximum width of the hulls is aligned in the same plane transverse to the axis of the boat makes it possible to balance the internal forces of compression of the air in the tunnels. This results in a similar pressure in each tunnel, which improves the aerodynamic lift of the boat.
- the side walls of each shell are substantially inclined from the inside to the outside and from the bottom upwards.
- the bottom of each shell is substantially flat from its front end to a value between 30 and 45% of its length, then has a V-section to its rear end, the bottom of each shell being, in its V part, inclined from the front to the rear and from top to bottom forming with the horizontal an angle between 0.7 and 3 °.
- the V-shaped part of the bottom of each shell forms with the horizontal angle advantageously between 1, 2 and 3.5 °.
- the bottom of each shell is connected to each side wall thereof, by a flat surface of intermediate inclination, forming a chamfer, the height of this inclined surface, decreasing regularly from rear to front depending from the inclination of the bottom until it vanishes at the front end of the hull.
- the hulls are covered by a floor whose downwardly facing face comprises at least a first portion inclined from top to bottom and from front to rear extending from the front of the boat to at substantially half the length of the boat, and at least a second portion inclined from bottom to top and from front to rear.
- the downwardly facing face of the floor comprises, between the first and second inclined portions, at least one substantially horizontal intermediate portion.
- the first inclined portion of the downwardly facing face of the floor comprises at least a first surface inclined from top to bottom and from front to rear, extended towards the rear by a second inclined surface from top to bottom and from front to rear forming with the horizontal an angle less than that of the first inclined surface.
- the first inclined surface forms with the horizontal an angle between 10.5 and 11 °
- the second inclined surface forms with the horizontal an angle between 1, 5 and 2 °
- the second inclined portion forms with the horizontal an angle of between 1, 5 and
- the boat comprises at the front means for modifying the passage section of the air entering the tunnels delimited by two adjacent hulls and stabilize the boat at high speed, and at the rear means for modifying the passage section of the air leaving the tunnels. These means facilitate the lifting of the boat at low speed, and instead to keep it in contact with water at high speed. This results in a better stability of the boat and an improvement of the conditions of its piloting.
- the means for modifying the passage section of the air entering the tunnels delimited by two adjacent shells comprise a flap mounted longitudinally sliding between the two outer shells, inclined from top to bottom and from rear to front in forming with the horizontal angle less than 16 ° and preferably 7 °, when the flap is in the advanced position.
- the means for modifying the passage section of the air leaving the tunnels delimited by two adjacent shells comprise a rear flap pivotally mounted about a horizontal axis.
- each side hull comprises in its front part and / or in its rear part a ballast intended to receive water serving as ballast in order to adjust the attitude of the boat, whatever its speed.
- a ballast intended to receive water serving as ballast in order to adjust the attitude of the boat, whatever its speed.
- the concentration of weight on the rear especially because of the presence of the engines at the rear, causes the inclination of the bridge from top to bottom and forward in back. Ballasts filled with water compensate for this imbalance.
- the speed of the boat increases and the speed is increased by the air pressure between the hulls, it is possible to empty the ballasts to maintain a constant speed.
- This boat which can comprise for example four hulls, or a larger number of hulls is advantageous given the lift characteristics it has, and which can limit the power of the engine.
- the engine can be achieved using one or more engines, the engine can, for example, be distributed by placing an engine in each shell, which provides perfect security since in If one of the engines fails, the boat can follow its course using the other engines. Depending on the load and the navigation conditions, it is possible or not to use all motors simultaneously.
- This type of boat is equally suitable for pleasure craft, for launching type boats for the transport of passengers or for commercial vessels for the transport of vehicles or containers.
- Figure 1 is a side view.
- Figure 2 is a front view.
- Figure 3 is a view from behind.
- Figure 4 is a view from below showing the profile of the hulls.
- Figure 5 is a longitudinal sectional view along a tunnel delimited between two adjacent shells.
- the boat 2 comprises four parallel hulls, namely two identical central hulls 3 and two identical lateral hulls 4.
- each central shell 3 is shorter and slightly thinner than the lateral hulls 4, and the front end of each central hull 3 is set back with respect to the front ends of the lateral hulls 4, while the rear ends of each shell 3, 4 are arranged in the same plane transverse to the axis of the boat.
- Figure 4 also shows that the distance between the median longitudinal axis E of two adjacent shells is constant.
- Each shell 3, 4 has a width that increases from its front end to a value between 60 and 70% of its length and then reduces slightly to its rear end, the maximum width of the shells 3, 4 being aligned on the same plane F transverse to the axis of the boat.
- each shell 3, 4 are inclined from bottom to top and from the inside to the outside.
- each shell 3, 4 is substantially flat on a little less than half of its length from its front end, then has a V-section to its rear end.
- the inclined surfaces forming the V-shaped part of the bottom of each hull have a height which increases steadily up to the rear of the boat.
- the bottom 7 of each shell 3, 4 is inclined from the front to the back and from top to bottom.
- the bottom 7 of each shell 3, 4 forms with the horizontal an angle between
- each shell is connected to each side wall 5, 6 thereof, by a flat surface 8 of intermediate inclination, forming a chamfer, the height of this inclined surface 8, decreasing regularly by the rear to the front according to the inclination of the bottom 7, until canceling at the front end of the hull.
- each side shell 4 and central 3 has at its front end a tapered wall and concave 9 inclined from top to bottom and from front to rear.
- the shape of this front profile improves the cut of the wave, thus avoiding the rebound of the boat on the back of it.
- the various shells 3, 4 are assembled to each other by a floor 10 whose face 11 facing down has a first portion 12 inclined from top to bottom and from front to rear extending from the front of the boat to substantially half the length of the boat, and a second portion 13 inclined from bottom to top and from front to rear.
- the inclined portion 12 has a first surface 14 inclined from top to bottom and from front to rear, forming with the horizontal an angle A of between 10.5 and 11 °, and a second surface 15 inclined from top to bottom. down and from the front to the rear, forming with the horizontal an angle B between
- the second surface 15 is extended rearwardly by an intermediate portion 16 substantially horizontal, thus forming with the horizontal angle C substantially zero.
- the second inclined portion 13 forms with the horizontal an angle D between 1, 5 and 2 °.
- angles A, B, C, D makes it possible to obtain sufficient compression of the air in the various tunnels 17 delimited by the shells, while avoiding an overpressure between the shells at certain speeds such as 40, 45 and 50 nodes.
- the stability of the boat is regulated by a front flap 18 disposed on the front end of the boat, on the side facing upwards of the hull connecting floor, and by a flap rear 19 disposed at the rear end of the boat, on the side facing down the hull connecting floor, the front flap and the rear flap having a width substantially equal to the width of the boat.
- the front flap 18 is inclined from top to bottom and from rear to front and forms with the horizontal angle less than 16 ° and preferably equal
- the front flap 18 is associated with means for adjusting its position intended to slide longitudinally the flap 18 forward so that it comes progressively opposite the entrance of the tunnels 17, as the speed increases. of the boat increases.
- the front flap 18 thus reduces the passage section of the air entering the tunnels, which limits the air compression in high-speed tunnels.
- This adjustment of the position of the front flap 18 also makes it possible to improve the aero-dynamic support on the flap, which prevents the front of the boat from being lifted at a high speed.
- the rear flap 19 is articulated at its front end around a horizontal axis, and is associated with means for adjusting its vertical inclination, for example a jack, in order to close more or less the output of the tunnels 17.
- the flap the front and the rear flap can be controlled in synchronization to facilitate the lifting of the boat at low speed, and conversely to keep it in contact with water at high speed.
- This control in synchronization of the front flap and the rear flap ensures stability of the boat but also facilitates the steering of the boat. It should be noted that at startup, the rear flap is in the low position, it forms with the horizontal an angle substantially equal to 10 °, the opening of the rear flap being progressive up to 40 knots. The speed of 50-52 knots is reached, the tailgate is fully open and the position of the front flap is adjusted automatically according to the tilt of the boat and compression between the hulls.
- Each hull has in its front part a ballast (not shown in the figures) intended to receive ballast water in order to maintain the trim of the boat, the ballast emptying or filling depending on the speed of navigation of the boat .
- each ballast is used primarily for the balancing of the boat, before the departure of the boat or when it returns to port.
- the invention brings a great improvement to the existing technique by providing a design boat simple, offering very high performance, with a reduced power motor.
- the invention is not limited to the sole embodiment of this boat described above by way of example, it embraces on the contrary all variants. This is how the number of hulls could be different.
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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)
- Adjustment And Processing Of Grains (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Magnetic Bearings And Hydrostatic Bearings (AREA)
- Transplanting Machines (AREA)
- Investigating Or Analysing Biological Materials (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2006245650A AU2006245650A1 (en) | 2005-05-11 | 2006-05-02 | Multi-hull boat |
EP06764582A EP1907272A1 (fr) | 2005-05-11 | 2006-05-02 | Bateau multicoques |
NO20076373A NO20076373L (no) | 2005-05-11 | 2007-12-10 | Flerskrogsbat |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0504733A FR2885593B1 (fr) | 2005-05-11 | 2005-05-11 | Bateau multicoques |
FR05.04733 | 2005-05-11 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006120317A1 true WO2006120317A1 (fr) | 2006-11-16 |
Family
ID=35432713
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2006/000980 WO2006120317A1 (fr) | 2005-05-11 | 2006-05-02 | Bateau multicoques |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1907272A1 (fr) |
AU (1) | AU2006245650A1 (fr) |
FR (1) | FR2885593B1 (fr) |
NO (1) | NO20076373L (fr) |
WO (1) | WO2006120317A1 (fr) |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3307513A (en) * | 1965-10-20 | 1967-03-07 | Joseph H Engleman | Multiple compartment scow |
US3785317A (en) * | 1972-04-10 | 1974-01-15 | J Currey | Boat construction and method |
FR2586001A1 (fr) | 1985-08-07 | 1987-02-13 | Martin Bernard | Bateau a voile a plusieurs coques |
US4708077A (en) * | 1985-04-09 | 1987-11-24 | L'etat Francais Represente Par Le Delegue General Pour L'armement | Hull shapes for surface effect ship with side walls and two modes of operation |
US4762078A (en) * | 1985-05-28 | 1988-08-09 | Palmer Jr John M | Inflatable aquatic vessels |
FR2661652A1 (fr) | 1990-05-07 | 1991-11-08 | Tollet Daniel | Bateau multi-coques. |
US5746146A (en) * | 1996-10-18 | 1998-05-05 | Bixel, Jr.; Charles Gilbert | Surface effect planing pontoon seaplane (SEPPS) |
DE10336547A1 (de) * | 2002-08-07 | 2004-02-26 | Maschinen- Und Antriebstechnik Gmbh & Co. Kg | SWATH-Boot |
-
2005
- 2005-05-11 FR FR0504733A patent/FR2885593B1/fr not_active Expired - Fee Related
-
2006
- 2006-05-02 AU AU2006245650A patent/AU2006245650A1/en not_active Abandoned
- 2006-05-02 EP EP06764582A patent/EP1907272A1/fr not_active Withdrawn
- 2006-05-02 WO PCT/FR2006/000980 patent/WO2006120317A1/fr not_active Application Discontinuation
-
2007
- 2007-12-10 NO NO20076373A patent/NO20076373L/no not_active Application Discontinuation
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3307513A (en) * | 1965-10-20 | 1967-03-07 | Joseph H Engleman | Multiple compartment scow |
US3785317A (en) * | 1972-04-10 | 1974-01-15 | J Currey | Boat construction and method |
US4708077A (en) * | 1985-04-09 | 1987-11-24 | L'etat Francais Represente Par Le Delegue General Pour L'armement | Hull shapes for surface effect ship with side walls and two modes of operation |
US4762078A (en) * | 1985-05-28 | 1988-08-09 | Palmer Jr John M | Inflatable aquatic vessels |
FR2586001A1 (fr) | 1985-08-07 | 1987-02-13 | Martin Bernard | Bateau a voile a plusieurs coques |
FR2661652A1 (fr) | 1990-05-07 | 1991-11-08 | Tollet Daniel | Bateau multi-coques. |
US5746146A (en) * | 1996-10-18 | 1998-05-05 | Bixel, Jr.; Charles Gilbert | Surface effect planing pontoon seaplane (SEPPS) |
DE10336547A1 (de) * | 2002-08-07 | 2004-02-26 | Maschinen- Und Antriebstechnik Gmbh & Co. Kg | SWATH-Boot |
Also Published As
Publication number | Publication date |
---|---|
NO20076373L (no) | 2007-12-10 |
FR2885593B1 (fr) | 2007-06-22 |
FR2885593A1 (fr) | 2006-11-17 |
AU2006245650A1 (en) | 2006-11-16 |
EP1907272A1 (fr) | 2008-04-09 |
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