WO2020084122A1 - Hull of a high-speed ship, provided with lateral floats comprising steps - Google Patents

Hull of a high-speed ship, provided with lateral floats comprising steps Download PDF

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Publication number
WO2020084122A1
WO2020084122A1 PCT/EP2019/079207 EP2019079207W WO2020084122A1 WO 2020084122 A1 WO2020084122 A1 WO 2020084122A1 EP 2019079207 W EP2019079207 W EP 2019079207W WO 2020084122 A1 WO2020084122 A1 WO 2020084122A1
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WIPO (PCT)
Prior art keywords
hull
float
lateral
central
length
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PCT/EP2019/079207
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French (fr)
Inventor
Gilles Vaton
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Bgvx Innovation - High Speed Vessel (Hsv)
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Publication of WO2020084122A1 publication Critical patent/WO2020084122A1/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
    • B63B1/32—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
    • 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
    • B63B1/20—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface
    • B63B2001/202—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface divided by transverse steps
    • 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
    • B63B2001/387—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes using means for producing a film of air or air bubbles over at least a significant portion of the hull surface
    • 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 the general field of monohulls with aft stabilizers for high speed ships.
  • a field of application of the invention is that of the construction of high speed ships, that is to say greater than 38 knots and even up to 54 knots and beyond, of average length of more than 50 m and capable of carrying passengers and vehicles in particular for civil as well as military uses.
  • Shipbuilding has progressed in the engine section to increase the speed and range of the ships, but has hardly changed in the design of their hulls.
  • the monohull has always prevailed for its simplicity, its lightness and its lift both static and dynamic even if its stability, at least in terms of comfort, is not perfect.
  • the present invention thus relates to lift from a trimaran type hull design.
  • Developments and Achievements of ships with three hulls are essentially known to date in the field of yachting and in particular sailing to beat speed records.
  • the float located downwind of the central hull has practically no function in navigation, the boat then resting on the central float and the lateral float located downwind.
  • trimaran hull designs have also been developed to beat speed records in mechanical propulsion but without the concern of transporting goods or passengers such as the ship described in the Australian patent publication AU 521518.
  • This publication aims at a kind of trimaran comprising three "hydroskis” allowing its displacement on three bearing surfaces arranged in a triangle, one at the front and the other two at the rear and allowing the hull to take off completely, which cannot be extrapolated for a heavy transport vessel such as passengers or vehicles.
  • a ship hull comprising a central main float and two lateral floats of shorter length, situated towards the rear of the central float, connected to the latter by link arms and having submerged fins; the hulls of the three floats are always partly submerged and therefore to be considered, whatever the speed and the weather conditions, as always forming a displacement hull but, according to the invention, of entirely new design: the coefficient of finesse of the three hulls is between 0.25 and 0.35 with a ratio of their length to their width between 12 and 20 and a length ratio of the central hull over the length of the side hulls between 2.5 and 4.5.
  • This hull design with a central float with very large elongation offers a very low resistance to advancement and an effective behavior on short swells such as one meets them in closed or semi-closed seas such as the Mediterranean or the Handle.
  • the transverse stability is ensured by the rear lateral floats which can give the hull a qualification of trimaran when it is in fact rather a "pseudo trimaran".
  • Such aft floats give the vessel, unlike the catamaran, remarkable behavior because of the long period of roll they generate; the roll is moreover controlled by the efficiency of the stabilizing fins, which preferably are mobile and orientable in alternating operation so that it is always in positive incidence, giving a lift always oriented upwards.
  • These immersed stabilizing fins or foils also provide a hydrodynamic lift effect making it possible to contribute to the planing of the rear part of the central hull from a certain speed.
  • the main object of the present invention is to improve the efficiency of a ship's hull having such characteristics.
  • a high-speed ship's hull comprising a central main float and two shorter lateral floats, situated towards the rear of the central float, connected to the latter by link arms and comprising ailerons.
  • the coefficient of fineness of the hulls of the lateral floats and of the central float being between 0.25 and 0.35 with a ratio between the length and the width between 12 and 20 and a ratio between the length of the hull of the float central and the length of the hull of the lateral floats between 2.5 and 4.5
  • the connecting arms being faired in the form of wings creating two ground effect nozzles between the interior interior lateral surfaces emerged from the central float and lateral floats, and the liquid surface on which the hull of the ship moves, and in which, in accordance with the invention, the hull of each lateral float comprises at least one step located between the middle and the rear of the hull and extending laterally over the entire width of said hull in order to reduce the navigation surface and the drag of the
  • the hull according to the invention is remarkable in that the shape of the lateral floats is broken by a transverse shape (i.e. the step) which makes it possible to reduce in section the horizontal continuity of the water lines.
  • This step naturally draws air in the vicinity of the waterline in a way and thus produces a more or less large bubble representing up to about 70% of the wet rear surface.
  • the performance of the hull is thereby improved.
  • the invention thus makes it possible to produce ships capable of transporting passengers and / or freight such as essentially vehicles, at least 50 m in length, capable of sailing at high speed beyond 40 knots (or even of 50/60 knots), whatever the weather conditions and while keeping good stability both in roll and in pitch for one hand, a navigation comfort in particular for the passengers and on the other hand, not too much stress the hull structures which must be simple to manufacture, rigid and resistant.
  • the hull of each lateral float comprises another step situated between the middle and the rear of the hull and extending laterally over the entire width of said hull.
  • each lateral float further comprises air injection means at each step. This air injection blows the rear of the float, further reducing drag, especially in fast navigation.
  • the air injection means at each step may include at least one scoop open towards the front and opening into at least one air flow channel which feeds said step.
  • each scoop preferably opens out forwards at the level of the deck of the lateral floats.
  • the air intake is thus natural thanks to the depression created by the section of the steps and by the flow speed (35 to 65 knots).
  • each step advantageously has a cross section of concave shape in order to increase the water intake.
  • the coefficient of fineness of the hull of the central float is advantageously between 0.34 and 0.34 with a ratio between the length and the width between 15 and 18m for a length of central float between 50 and 150m.
  • the hull further advantageously comprises a rear aerial vertical tail unit and means of propulsion by jet of water leaving the rear part of the lateral and central floats.
  • These water jet propulsion means may further comprise water inlets located in the middle of the hull of the float considered.
  • FIGS. 1 to 3 are schematic views of a ship hull according to the invention, respectively from above, from the side and from the rear;
  • FIG. 4 is an enlarged side view of a lateral float of the hull of Figures 1 to 3;
  • FIG. 5 is a sectional view along V-V of Figure 4.
  • the hull 1 of a ship comprises in particular a central main float 2 and two lateral floats 3 of shorter length, located towards the rear of the central float, and connected to the latter by link arms 4.
  • the hulls of the three floats 2, 3 are always submerged whatever the speed and the weather conditions and ensure navigation while keeping the passenger and / or freight transport bridges almost horizontal.
  • the hulls of the lateral floats 3 include immersed fins 5 (or “foils”) orientable by an angle a equal to approximately 45 ° in the middle position relative to the vertical median plane YY of each lateral float and oriented towards the inside of the hull towards the central float 2.
  • these immersed fins 5 are articulated under each lateral float 3 and can tilt at least between 40 and 50 °.
  • These immersed fins may for example be of a so-called “Vaton” profile, of the type defined by the latter and as manufactured on the Charles HEIDSIEK IV boat in 1994/85.
  • the three floats 2, 3 of the hull always remain at least partially submerged whatever the speed of advancement of the ship and thanks to the various specific means and forms according to the invention ensure navigation in a plane which remains very close to the 'horizontal.
  • the connecting arms 4 of the shell according to the invention are faired in the form of wings, thus creating two ground-effect nozzles between the lateral surfaces interior emerged from the central float and the lateral floats, and the liquid surface, on which the hull moves.
  • These wings of the link arms are of relatively small size but of large rope moving at a height between half and a quarter of the average rope above the water.
  • An aerodynamic lift is thus obtained due to the static pressure obtained by slowing the air when passing through these ground effect nozzles formed by the undersides of the wings of the link arms joining the lateral floats to the central float, and the surface of the water, this static pressure increasing with speed.
  • the central float 2 is arranged to receive passengers on specific bridges and vehicles on other bridges (not shown). Other arrangements are of course possible depending on the dimensions of this central float and the use of such a ship. Different visibility windows 6 are of course arranged at least at the level of the decks where the passengers are installed.
  • a navigation and command bridge 7 dominates the entire hull and is preferably fitted on the central float 2 slightly in front of the bow of the lateral floats 3.
  • the central float 2 may include two side pins 8 fixed on the rear part of its hull and has a rear rudder 9 for navigation.
  • the structure of the central hull 1 has a double bottom and at the rear the machinery in which the powertrains are located (typically hydrojets 10 whose ejection nozzles 10a are located at the rear part of the shell).
  • hydrojets 10 typically hydrojets 10 whose ejection nozzles 10a are located at the rear part of the shell.
  • propulsion is thus ensured by at least one hydrojet 10 - and preferably two - coming out of the rear part of the central float, preferably supplemented by another hydrojet located at the rear of each lateral float.
  • the ejection nozzles 10a of these hydrojets are preferably orientable upwards and downwards of the order of 12 ° relative to the horizontal, completing the above effects of the immersed fins of the hull shapes and of the arms to reduce pitch and roll movements.
  • the hydrojets 10 have feed water inlets (not shown) which are situated towards the middle of the hull of the float considered so as not to disturb the flow too much towards the rear part of said hull.
  • feed water inlets not shown
  • such intake openings are preferably positioned at a distance of between 10 and 15% of the value of the length of the hull of the float considered, either upstream or downstream of the separation point of the laminar boundary layer. , and their length opening must be 10 to 15% of the length of the same laminar boundary layer
  • all volumes of unused hulls can be filled with buoyancy foam in sufficient quantity to compensate for the whole weight of the laden ship (such as in the forward volume, the aft volume, all the volumes available between decks in the rest of the hull, as well as those of the link arms 4 and lateral floats 3).
  • Vehicle access to the various bridges is via a rear door 12 (see Figure 3) of known type and passenger access via at least one side door 13 (see Figure 2) located on the central float 2, preferably in front of the bow of the side floats 3.
  • the central float 2 may include retractable bow thrusters (not shown in the figures).
  • the ratio of the volume of submerged hull of the central float 2 to the volume of the circumscribed parallelepiped enveloping said hull has a value between 0.32 and 0.34.
  • the ratio between this length and this width is between 15 and 18 with a hull length of the central float which can be between 50 and 150 m.
  • the width at the master beam at the waterline could be 6 m.
  • the coefficient or finesse coefficient block is preferably between 0.26 and 0.28 with a ratio between their length and their width, as defined above for the central float , between 13 and 17.
  • the ratio between the length of the central float 2 and the length of the lateral floats 3 is between 2.5 and 4.5, and preferably between 2.85 and 4.
  • the rear of the two lateral floats 3 is located at a distance d of between 5 and 20% - and preferably between 10 and 15% - of the value of the length L PP of the hull of the central float, in front of the rear perpendicular of this central float.
  • the longitudinal median planes YY of the lateral hulls of the lateral floats 3 are located at a distance D of between 10 and 15% - and preferably between 12 and 14% - of the value of the length L PP of the hull of the central float 2, on either side of the median plane XX by the latter.
  • the central float 2 comprises a rear aerial vertical tail unit 14 which is provided with a movable turning flap 15 and which constitutes a natural stabilizer by providing a slight support on the side opposite to the apparent wind. A balance is also established between the lift obtained by this empennage, whose support can be controlled by its movable turning flap and that of the surface of the front wall of the central float.
  • the surface of the tail unit 14 is such that its ratio with the lateral surface of the emerged part of the central float 2 is between 0.07 and 0.09, and the surface of the fins submerged 5 relative to the submerged hull surface of the corresponding lateral floats 3 is between 0.025 and 0.030.
  • the orientation of these submerged fins 5 and the ejector nozzle outlets 10a of the water jets 10, is controlled by electrical controls for stabilizing the ship linked to an inertial unit is provided for example by a hydraulic system supported by a pneumatic emergency system which at least puts the nozzles in a horizontal position in the event of a problem.
  • This double cross stabilization between the immersed fins and the nozzles, linked to the inertial unit, allows optimal comfort by controlling the lateral movements parasites knowing that such a system is almost neutral in terms of energy consumption.
  • each lateral float 3 is provided, at the level of its hull 3a, with at least one step 16 situated between the middle and the rear of the hull and extending laterally on the entire width of said hull.
  • step is meant here a recess in the continuity of the hull of the lateral floats.
  • each lateral float 3 is provided with two separate steps 16 which are both located between the middle and the rear of the hull 3a of said float.
  • the shape of the lateral floats 3 is thus "broken" by these transverse shapes (i.e. the steps 16), which makes it possible to reduce in section the horizontal continuity of the water lines and to reduce the drag of the lateral floats.
  • each lateral float 3 further comprises air injection means at the steps 16. This air injection blows the rear of the float thereby further reducing the drag, especially in fast navigation.
  • these air injection means at each step include at least one scoop 17 which is open towards the front and which open into at least one flow channel for air 18 which supplies said step.
  • the scoop 17 is more precisely positioned at the level of the bridge 3b of the lateral floats, towards the front of the latter. They thus make it possible to supply the steps by bringing a large volume of air through the channels 18. The air is drawn in naturally by virtue of the vacuum created by the section of the steps 16 and by the speed d 'flow (from 35 to 65 knots).
  • each step 16 has a cross section of concave shape (and not straight), which increases the water intake.
  • the step 16 which is located furthest forward from the hull of the float is positioned at the level of a submerged fin 19 (or “foil”), so that the channel of air flow 18 which feeds this step leads to this fin 19.

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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)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)

Abstract

The invention relates to a hull (1) of a high-speed ship, comprising a central main float (2) and two, shorter lateral floats (3) which are located towards the rear of the central float and connected thereto by connecting arms, and comprise submerged skegs, the connecting arms being streamlined in the form of wings creating two ground-effect nozzles between each emerged inner lateral surface of the central float and lateral floats and the liquid surface on which the hull of the ship moves, the underside of each lateral float comprising at least one step (16) located between the middle and the rear of the underside and extending laterally across the entire width of said underside in order to reduce, during navigation, the wetted surface and the drag of the hull.

Description

Titre de l'invention  Title of invention
Coque de navire à grande vitesse munie de flotteurs latéraux à marches Arrière-plan de l'invention  Hull of high-speed ship provided with lateral floats with steps Background of the invention
La présente invention se rapporte au domaine général des monocoques à stabilisateurs arrière pour navire à grande vitesse.  The present invention relates to the general field of monohulls with aft stabilizers for high speed ships.
Un domaine d'application de l'invention est celui de la construction de navires à grande vitesse, c'est-à-dire supérieure à 38 nœuds et même jusqu'à 54 nœuds et au-delà, de longueur moyenne de plus de 50 m et capables d'embarquer en particulier des passagers et des véhicules pour des utilisations aussi bien civiles que militaires.  A field of application of the invention is that of the construction of high speed ships, that is to say greater than 38 knots and even up to 54 knots and beyond, of average length of more than 50 m and capable of carrying passengers and vehicles in particular for civil as well as military uses.
La construction de navires a progressé dans la partie motorisation pour augmenter la vitesse et le rayon d'action des navires mais n'a pratiquement pas évolué dans le dessin de leur coque. En particulier, le monocoque a toujours prévalu par sa simplicité, sa légèreté et sa portance tant statique que dynamique même si sa stabilité, tout au moins en termes de confort, n’est pas parfaite.  Shipbuilding has progressed in the engine section to increase the speed and range of the ships, but has hardly changed in the design of their hulls. In particular, the monohull has always prevailed for its simplicity, its lightness and its lift both static and dynamic even if its stability, at least in terms of comfort, is not perfect.
Toutefois, depuis quelques années de nombreuses nouvelles conceptions sont étudiées et développées pour détrôner le monocoque avec pour objectif une plus grande vitesse et une meilleure stabilité, et cela tant à la demande des militaires que des armateurs. En effet, ces derniers veulent devenir beaucoup plus compétitifs que les transporteurs aériens en envisageant de diminuer d’au moins de moitié le temps alloué à une traversée transocéanique tout en étant capable de transporter beaucoup plus de passagers que dans un avion gros porteur.  However, in recent years many new designs have been studied and developed to dethrone the monohull with the aim of greater speed and better stability, and this both at the request of the military and shipowners. Indeed, the latter want to become much more competitive than air carriers by considering cutting the time allocated to a transoceanic crossing by at least half while being able to transport many more passengers than in a wide-body aircraft.
Pour obtenir des grandes vitesses (c'est-à-dire supérieures à 38 nœuds), on a ainsi vu se développer différents types de coques utilisant pour certaines uniquement la sustentation hydrostatique comme les monocoques mais en multipliant le nombre de coques tels que les catamarans et les trimarans en particulier. D'autres ont eu recours à la sustentation hydrodynamique grâce à des ailes immergées qui font décoller la coque portante à partir d’une certaine vitesse. Encore d’autres principes ont été développés utilisant en particulier la sustentation aérostatique telle que les navires à coussins d’air.  To obtain high speeds (that is to say greater than 38 knots), we have thus seen the development of different types of hulls using for some only hydrostatic lift such as monohulls but by multiplying the number of hulls such as catamarans and trimarans in particular. Others have used hydrodynamic lift with submerged wings that take off the load-bearing hull from a certain speed. Still other principles have been developed using in particular aerostatic lift such as air cushion ships.
La présente invention concerne ainsi la sustentation à partir d’une conception de coque de type trimaran. Les développements et réalisations des navires à trois coques sont essentiellement connus à ce jour dans le domaine de la plaisance et en particulier de la voile pour battre des records de vitesse. Cependant, dans ce type de conception, le flotteur situé au vent de la coque centrale n'a pratiquement aucune fonction en navigation, le bateau s'appuyant alors sur le flotteur central et le flotteur latéral situé sous le vent. The present invention thus relates to lift from a trimaran type hull design. Developments and Achievements of ships with three hulls are essentially known to date in the field of yachting and in particular sailing to beat speed records. However, in this type of design, the float located downwind of the central hull has practically no function in navigation, the boat then resting on the central float and the lateral float located downwind.
Différentes conceptions de coque de type trimaran ont été également développées pour battre des records de vitesse en propulsion mécanique mais sans souci de transport de marchandises ou de passagers tel que le navire décrit dans la publication de brevet australien AU 521518. Cette publication vise une sorte de trimaran comportant trois « hydroskis » permettant son déplacement sur trois surfaces d'appui disposées en triangle, l'une à l'avant et les deux autres à l'arrière et permettant de faire décoller complètement la coque, ce qui n'est pas extrapolable pour un navire de transport lourd tel que de passagers ou de véhicules.  Different trimaran hull designs have also been developed to beat speed records in mechanical propulsion but without the concern of transporting goods or passengers such as the ship described in the Australian patent publication AU 521518. This publication aims at a kind of trimaran comprising three "hydroskis" allowing its displacement on three bearing surfaces arranged in a triangle, one at the front and the other two at the rear and allowing the hull to take off completely, which cannot be extrapolated for a heavy transport vessel such as passengers or vehicles.
Dans le domaine des transports commerciaux, peu de projets ont été développés. On pourra néanmoins relever les publications de brevet FR 2671775 et FR 2675460 du même déposant, Société Nouvelle des Ateliers et Chantiers du Flavre, décrivant des navires à coques multiples mais dont aucun exemple n'a été réalisé à ce jour pour sans doute des problèmes essentiellement de stabilité et de coût. En effet, il s'agit de coques dont d'une part les supers structures et le flotteur central sont assez conventionnels, mais ne pouvant atteindre que 40 nœuds maximum de vitesse. De plus, ces coques sont assez lourdes et les parties utilisables des supers structures ainsi que le centre de gravité de l'ensemble sont placés très haut au-dessus de l'eau.  In the area of commercial transport, few projects have been developed. However, reference may be made to patent publications FR 2671775 and FR 2675460 by the same applicant, Société Nouvelle des Ateliers et Chantiers du Flavre, describing ships with multiple hulls but of which no example has been produced to date, probably for essentially problems stability and cost. Indeed, these are hulls, on the one hand, the super structures and the central float are fairly conventional, but can only reach a maximum speed of 40 knots. In addition, these hulls are quite heavy and the usable parts of the super structures as well as the center of gravity of the assembly are placed very high above the water.
On connaît également de la publication de brevet WO 99/00291 une coque de navire comportant un flotteur principal central et deux flotteurs latéraux de longueur plus courte, situés vers l'arrière du flotteur central, reliés à celui-ci par des bras de liaison et comportant des ailerons immergés ; les carènes des trois flotteurs sont toujours en partie immergée et donc à considérer, quelles que soient la vitesse et les conditions météorologiques comme formant toujours une coque à déplacement mais, suivant l'invention, de conception entièrement nouvelle : le coefficient de finesse des trois carènes est compris entre 0,25 et 0,35 avec un rapport de leur longueur sur leur largueur compris entre 12 et 20 et un rapport de longueur de la coque centrale sur la longueur des carènes latérales entre 2,5 et 4,5. Also known from patent publication WO 99/00291 is a ship hull comprising a central main float and two lateral floats of shorter length, situated towards the rear of the central float, connected to the latter by link arms and having submerged fins; the hulls of the three floats are always partly submerged and therefore to be considered, whatever the speed and the weather conditions, as always forming a displacement hull but, according to the invention, of entirely new design: the coefficient of finesse of the three hulls is between 0.25 and 0.35 with a ratio of their length to their width between 12 and 20 and a length ratio of the central hull over the length of the side hulls between 2.5 and 4.5.
Cette conception de coque avec un flotteur central à très grand allongement, offre une résistance à l'avancement très faible et un comportement efficace sur les houles courtes telles qu'on les rencontre dans les mers fermées ou semi-fermées telle que la Méditerranée ou la Manche. La stabilité transversale est assurée par les flotteurs latéraux arrière qui peuvent donner à la coque une qualification de trimaran alors qu'il s'agit en fait plutôt d'un "pseudo trimaran". De tels flotteurs arrière confèrent au navire, contrairement au catamaran, un comportement remarquable en raison de la grande période de roulis qu'ils engendrent ; le roulis est par ailleurs maîtrisé par l'efficacité des ailerons stabilisateurs, qui de préférence, sont mobiles et orientables en fonctionnement alterné de façon à ce qu'il soit toujours en incidence positive, donnant une portance toujours orientée vers le haut. Ces ailerons stabilisateurs immergés ou foil apportent de plus un effet de sustentation hydrodynamique permettant de concourir au déjaugeage de la partie arrière de la coque centrale à partir d'une certaine vitesse.  This hull design with a central float with very large elongation, offers a very low resistance to advancement and an effective behavior on short swells such as one meets them in closed or semi-closed seas such as the Mediterranean or the Handle. The transverse stability is ensured by the rear lateral floats which can give the hull a qualification of trimaran when it is in fact rather a "pseudo trimaran". Such aft floats give the vessel, unlike the catamaran, remarkable behavior because of the long period of roll they generate; the roll is moreover controlled by the efficiency of the stabilizing fins, which preferably are mobile and orientable in alternating operation so that it is always in positive incidence, giving a lift always oriented upwards. These immersed stabilizing fins or foils also provide a hydrodynamic lift effect making it possible to contribute to the planing of the rear part of the central hull from a certain speed.
Objet et résumé de l'invention Subject and summary of the invention
La présente invention a pour but principal d'améliorer le rendement d'une coque de navire présentant de telles caractéristiques.  The main object of the present invention is to improve the efficiency of a ship's hull having such characteristics.
Ce but est atteint grâce à une coque de navire à grande vitesse comportant un flotteur principal central et deux flotteurs latéraux de longueur plus courte, situés vers l'arrière du flotteur central, reliés à celui- ci par des bras de liaison et comportant des ailerons immergés, le coefficient de finesse des carènes des flotteurs latéraux et du flotteur central étant compris entre 0,25 et 0,35 avec un rapport entre la longueur et la largeur compris entre 12 et 20 et un rapport entre la longueur de la carène du flotteur central et la longueur de la carène des flotteurs latéraux compris entre 2,5 et 4,5, les bras de liaison étant carénés en forme d'ailes créant deux tuyères à effet de sol entre les surfaces latérales intérieures émergées respectives du flotteur central et des flotteurs latéraux, et la surface liquide sur laquelle se déplace la coque du navire, et dans laquelle, conformément à l'invention, la carène de chaque flotteur latéral comprend au moins une marche située entre le milieu et l'arrière de la carène et s'étendant latéralement sur toute la largeur de ladite carène afin de réduire en navigation la surface mouillée et la traînée de la coque. This object is achieved by means of a high-speed ship's hull comprising a central main float and two shorter lateral floats, situated towards the rear of the central float, connected to the latter by link arms and comprising ailerons. immersed, the coefficient of fineness of the hulls of the lateral floats and of the central float being between 0.25 and 0.35 with a ratio between the length and the width between 12 and 20 and a ratio between the length of the hull of the float central and the length of the hull of the lateral floats between 2.5 and 4.5, the connecting arms being faired in the form of wings creating two ground effect nozzles between the interior interior lateral surfaces emerged from the central float and lateral floats, and the liquid surface on which the hull of the ship moves, and in which, in accordance with the invention, the hull of each lateral float comprises at least one step located between the middle and the rear of the hull and extending laterally over the entire width of said hull in order to reduce the navigation surface and the drag of the hull.
La coque selon l'invention est remarquable en ce que la forme des flotteurs latéraux est cassée par une forme transversale (i.e. la marche) qui permet de réduire en section la continuité horizontale des lignes d'eau. Cette marche aspire naturellement de l'air au voisinage de la flottaison d’une manière et produit ainsi une bulle plus ou moins grande représentant jusqu'à environ 70% de la surface arrière mouillée. Il en résulte une réduction en navigation de la surface mouillée des flotteurs, et donc en une baisse de la traînée de la coque (pouvant atteindre 50% pour les flotteurs latéraux). Le rendement de la coque s'en trouve ainsi amélioré.  The hull according to the invention is remarkable in that the shape of the lateral floats is broken by a transverse shape (i.e. the step) which makes it possible to reduce in section the horizontal continuity of the water lines. This step naturally draws air in the vicinity of the waterline in a way and thus produces a more or less large bubble representing up to about 70% of the wet rear surface. This results in a reduction in navigation of the wet surface of the floats, and therefore in a reduction in the drag of the hull (up to 50% for the lateral floats). The performance of the hull is thereby improved.
L'invention permet ainsi de réaliser des navires capables de transporter des passagers et/ou du fret tels qu’essentiellement des véhicules, d’au moins 50 m de long, aptes à naviguer à grande vitesse au- delà de 40 nœuds (voire même de 50/60 nœuds), quelque soient les conditions météorologiques et en gardant une bonne stabilité tant en roulis, qu’en tangage pour d’une part, un confort de navigation en particulier pour les passagers et d’autre part, ne pas trop solliciter les structures de coques qui doivent être simples à fabriquer, rigides et résistantes.  The invention thus makes it possible to produce ships capable of transporting passengers and / or freight such as essentially vehicles, at least 50 m in length, capable of sailing at high speed beyond 40 knots (or even of 50/60 knots), whatever the weather conditions and while keeping good stability both in roll and in pitch for one hand, a navigation comfort in particular for the passengers and on the other hand, not too much stress the hull structures which must be simple to manufacture, rigid and resistant.
De préférence, la carène de chaque flotteur latéral comprend une autre marche située entre le milieu et l'arrière de la carène et s'étendant latéralement sur toute la largeur de ladite carène.  Preferably, the hull of each lateral float comprises another step situated between the middle and the rear of the hull and extending laterally over the entire width of said hull.
De préférence également, chaque flotteur latéral comprend en outre des moyens d'injection d'air au niveau de chaque marche. Cette injection d'air permet de souffler l'arrière du flotteur en réduisant ainsi davantage la traînée, notamment en navigation rapide.  Preferably also, each lateral float further comprises air injection means at each step. This air injection blows the rear of the float, further reducing drag, especially in fast navigation.
Les moyens d'injection d'air au niveau de chaque marche peuvent comprendre au moins une écope ouverte vers l'avant et débouchant dans au moins un canal d'écoulement d'air qui alimente ladite marche.  The air injection means at each step may include at least one scoop open towards the front and opening into at least one air flow channel which feeds said step.
Dans ce cas, chaque écope débouche de préférence vers l'avant au niveau du pont des flotteurs latéraux. L'aspiration de l'air est ainsi naturelle grâce à la dépression créée par la section des marches et par la vitesse d'écoulement (35 à 65 nœuds). In this case, each scoop preferably opens out forwards at the level of the deck of the lateral floats. The air intake is thus natural thanks to the depression created by the section of the steps and by the flow speed (35 to 65 knots).
Par ailleurs, chaque marche présente avantageusement une section droite de forme concave afin d'augmenter l'aspiration d'eau.  Furthermore, each step advantageously has a cross section of concave shape in order to increase the water intake.
Le coefficient de finesse de la carène du flotteur central est avantageusement compris entre 0,34 et 0,34 avec un rapport entre la longueur et la largeur compris entre 15 et 18m pour une longueur de flotteur central comprise entre 50 et 150m.  The coefficient of fineness of the hull of the central float is advantageously between 0.34 and 0.34 with a ratio between the length and the width between 15 and 18m for a length of central float between 50 and 150m.
De plus, la coque comprend en outre avantageusement un empennage vertical aérien arrière et des moyens de propulsion par jet d'eau sortant de la partie arrière des flotteurs latéraux et central. Ces moyens de propulsion par jet d'eau peuvent comprendre en outre des entrées d'eau situées au milieu de la carène du flotteur considéré. Brève description des dessins  In addition, the hull further advantageously comprises a rear aerial vertical tail unit and means of propulsion by jet of water leaving the rear part of the lateral and central floats. These water jet propulsion means may further comprise water inlets located in the middle of the hull of the float considered. Brief description of the drawings
D'autres caractéristiques et avantages de la présente invention ressortiront de la description faite ci-dessous, en référence aux dessins annexés qui en illustrent un exemple de réalisation dépourvu de tout caractère limitatif. Sur les figures :  Other characteristics and advantages of the present invention will emerge from the description given below, with reference to the appended drawings which illustrate an embodiment thereof devoid of any limiting character. In the figures:
- les figures 1 à 3 sont des vues schématiques d'une coque de navire selon l'invention, respectivement de dessus, de côté et de l'arrière ;  - Figures 1 to 3 are schematic views of a ship hull according to the invention, respectively from above, from the side and from the rear;
- la figure 4 est une vue agrandie et de côté d'un flotteur latéral de la coque des figures 1 à 3 ; et  - Figure 4 is an enlarged side view of a lateral float of the hull of Figures 1 to 3; and
- la figure 5 est une vue en coupe selon V-V de la figure 4.  - Figure 5 is a sectional view along V-V of Figure 4.
Description détaillée de l'invention Detailed description of the invention
Comme représenté sur les figures 1 à 3, la coque 1 de navire selon l'invention comprend notamment un flotteur principal central 2 et deux flotteurs latéraux 3 de longueur plus courte, situés vers l'arrière du flotteur central, et reliés à celui-ci par des bras de liaison 4.  As shown in Figures 1 to 3, the hull 1 of a ship according to the invention comprises in particular a central main float 2 and two lateral floats 3 of shorter length, located towards the rear of the central float, and connected to the latter by link arms 4.
Les carènes des trois flotteurs 2, 3 sont toujours immergés quelle que soit la vitesse et les conditions météorologiques et assurent une navigation en maintenant les ponts de transport de passagers et/ou de fret quasi horizontaux.  The hulls of the three floats 2, 3 are always submerged whatever the speed and the weather conditions and ensure navigation while keeping the passenger and / or freight transport bridges almost horizontal.
A cet effet, comme représenté sur la figure 3, les carènes des flotteurs latéraux 3 comportent des ailerons immergés 5 (ou « foils ») orientables d'un angle a égal à 45° environ en position médiane par rapport au plan médian vertical Y-Y de chaque flotteur latéral et orientés vers l'intérieur de la coque vers le flotteur central 2. To this end, as shown in FIG. 3, the hulls of the lateral floats 3 include immersed fins 5 (or “foils”) orientable by an angle a equal to approximately 45 ° in the middle position relative to the vertical median plane YY of each lateral float and oriented towards the inside of the hull towards the central float 2.
De préférence, ces ailerons immergés 5 sont articulés sous chaque flotteur latéral 3 et peuvent s'incliner au moins entre 40 et 50°. Ces ailerons immergés peuvent être par exemple d'un profil dit « Vaton », de type de ceux définis par ce dernier et tels que fabriqués sur le bateau Charles HEIDSIEK IV en 1994/85.  Preferably, these immersed fins 5 are articulated under each lateral float 3 and can tilt at least between 40 and 50 °. These immersed fins may for example be of a so-called “Vaton” profile, of the type defined by the latter and as manufactured on the Charles HEIDSIEK IV boat in 1994/85.
Les trois flotteurs 2, 3 de la coque restent toujours au moins en partie immergée quelle que soit la vitesse d'avancement du navire et grâce aux différents moyens et formes spécifiques suivant l'invention assurent une navigation dans un plan qui reste très proche de l'horizontal.  The three floats 2, 3 of the hull always remain at least partially submerged whatever the speed of advancement of the ship and thanks to the various specific means and forms according to the invention ensure navigation in a plane which remains very close to the 'horizontal.
Comme décrit dans la publication WO 99/00291 dont le contenu est incorporé ici par référence, les bras de liaison 4 de la coque selon l'invention sont carénés en forme d'ailes, créant ainsi deux tuyères à effet de sol entre les surfaces latérales intérieures émergées du flotteur central et des flotteurs latéraux, et la surface liquide, sur laquelle se déplace la coque.  As described in publication WO 99/00291, the content of which is incorporated here by reference, the connecting arms 4 of the shell according to the invention are faired in the form of wings, thus creating two ground-effect nozzles between the lateral surfaces interior emerged from the central float and the lateral floats, and the liquid surface, on which the hull moves.
Ces ailes des bras de liaison sont de relativement faible envergure mais de corde importante se déplaçant à une hauteur comprise entre un demi et un quart de la corde moyenne au-dessus de l'eau. On obtient ainsi une sustentation aérodynamique due à la pression statique obtenue par ralentissement de l'air au passage dans ces tuyères à effet de sol constituées par le dessous des ailes des bras de liaison rejoignant les flotteurs latéraux au flotteur central, et la surface de l'eau, cette pression statique augmentant avec la vitesse.  These wings of the link arms are of relatively small size but of large rope moving at a height between half and a quarter of the average rope above the water. An aerodynamic lift is thus obtained due to the static pressure obtained by slowing the air when passing through these ground effect nozzles formed by the undersides of the wings of the link arms joining the lateral floats to the central float, and the surface of the water, this static pressure increasing with speed.
Des estimations par calculs ont permis d'évaluer que pour une surface portante de chaque aile de ces bras de liaison de l'ordre de 220 m2, à une vitesse entre 40 et 50 nœuds, on obtient par cet effet de sol une déportance de l'ordre de 50 à 60 tonnes, à l'aide de profil cambré de ces bras en forme d'ailes de type connu Gottingen tel que celui référencé G652 (cambré). La combinaison de cette "hypersustentation" avec la déportance obtenue par les ailerons immergés 5 et solidaires des flotteurs latéraux, qui pour une surface de l'ordre de 6 m2 chacun a une vitesse comprise entre 40 et 50 nœuds, donnent une déportance d'environ 60 tonnes, permet un allégement total obtenu de l'ordre de 20 % de la masse d'un navire ayant un déplacement de 550 tonnes, correspondant aux indications de surface ci-dessus, c'est-à-dire ayant une longueur de l'ordre de 100 m et considéré à mi charge. Estimates by calculations have made it possible to assess that for a bearing surface of each wing of these link arms of the order of 220 m 2 , at a speed between 40 and 50 knots, this ground effect gives a downforce of of the order of 50 to 60 tonnes, using the cambered profile of these arms in the form of wings of known Gottingen type such as that referenced G652 (cambered). The combination of this "high lift" with the downforce obtained by the immersed fins 5 and integral with the lateral floats, which for an area of the order of 6 m 2 each at a speed between 40 and 50 knots, give an importance of approximately 60 tonnes, allows a total reduction obtained in the order of 20% of the mass of a ship with a displacement of 550 tonnes, corresponding to the surface indications above, that is to say having a length of the order of 100 m and considered at half load.
Le flotteur central 2 est aménagé pour recevoir des passagers sur des ponts spécifiques et des véhicules sur d'autres ponts (non représentés). D'autres aménagements sont bien sûr possibles en fonction des dimensions de ce flotteur central et de l'utilisation d'un tel navire. Différents hublots de visibilité 6 sont bien sûr disposés au moins au niveau des ponts où sont installés les passagers. Une passerelle 7 de navigation et de commandement domine l'ensemble de la coque et est de préférence aménagée sur le flotteur central 2 légèrement en avant de l'étrave des flotteurs latéraux 3.  The central float 2 is arranged to receive passengers on specific bridges and vehicles on other bridges (not shown). Other arrangements are of course possible depending on the dimensions of this central float and the use of such a ship. Different visibility windows 6 are of course arranged at least at the level of the decks where the passengers are installed. A navigation and command bridge 7 dominates the entire hull and is preferably fitted on the central float 2 slightly in front of the bow of the lateral floats 3.
Comme représenté sur la figure 3, le flotteur central 2 peut comporter deux quilles latérales 8 fixes sur la partie arrière de sa carène et comporte un gouvernail arrière 9 de navigation.  As shown in Figure 3, the central float 2 may include two side pins 8 fixed on the rear part of its hull and has a rear rudder 9 for navigation.
En dessous des ponts, la structure de la coque centrale 1 comporte un double fond et à l'arrière la machinerie dans laquelle sont situés les groupes motopropulseurs (typiquement des hydrojets 10 dont les tuyères d'éjection 10a sont situées à la partie arrière de la coque). Pour obtenir une poussée suffisante permettant d'atteindre des vitesses d'au moins 40 à 50 nœuds, la propulsion est ainsi assurée par au moins un hydrojet 10 - et de préférence deux - sortant de la partie arrière du flotteur central, complété de préférence par un autre hydrojet situé à l'arrière de chaque flotteur latéral.  Below the decks, the structure of the central hull 1 has a double bottom and at the rear the machinery in which the powertrains are located (typically hydrojets 10 whose ejection nozzles 10a are located at the rear part of the shell). To obtain sufficient thrust to reach speeds of at least 40 to 50 knots, propulsion is thus ensured by at least one hydrojet 10 - and preferably two - coming out of the rear part of the central float, preferably supplemented by another hydrojet located at the rear of each lateral float.
Les tuyères d'éjection 10a de ces hydrojets sont de préférence orientables vers le haut et vers le bas de l'ordre de 12° par rapport à l'horizontale, complétant les effets ci-dessus des ailerons immergés des formes de carène et des bras de liaison afin de réduire les mouvements de tangage et de roulis.  The ejection nozzles 10a of these hydrojets are preferably orientable upwards and downwards of the order of 12 ° relative to the horizontal, completing the above effects of the immersed fins of the hull shapes and of the arms to reduce pitch and roll movements.
Les hydrojets 10 ont des entrées d'eau d'alimentation (non représentées) qui sont situées vers le milieu de la carène du flotteur considéré afin ne pas trop perturber l'écoulement vers la partie arrière de ladite carène. Ainsi, de telles bouches d'admission sont de préférence positionnées à une distance comprise entre 10 et 15 % de la valeur de la longueur de la carène du flotteur considéré, soit en amont, soit en aval du point de décollement de la couche limite laminaire, et leur longueur d'ouverture doit être de 10 à 15 % de la longueur de cette même couche limite laminaire The hydrojets 10 have feed water inlets (not shown) which are situated towards the middle of the hull of the float considered so as not to disturb the flow too much towards the rear part of said hull. Thus, such intake openings are preferably positioned at a distance of between 10 and 15% of the value of the length of the hull of the float considered, either upstream or downstream of the separation point of the laminar boundary layer. , and their length opening must be 10 to 15% of the length of the same laminar boundary layer
Pour assurer une réserve de flottabilité telle que même en cas de déchirure de la coque provoquant l'envahissement par l'eau de certains volumes de transport et de tout le double fond l'ensemble de la coque puisse rester en flottabilité, tous les volumes de coque non utilisés peuvent être remplis d'une mousse de flottabilité en quantité suffisante pour compenser l'ensemble du poids du navire en charge (tels que dans le volume avant, le volume arrière, l'ensemble des volumes disponibles entre les ponts dans le reste de la coque, ainsi que ceux des bras de liaison 4 et des flotteurs latéraux 3).  To ensure a buoyancy reserve such that even in the event of a tear in the hull causing water to invade certain transport volumes and the entire double bottom, the entire hull can remain in buoyancy, all volumes of unused hulls can be filled with buoyancy foam in sufficient quantity to compensate for the whole weight of the laden ship (such as in the forward volume, the aft volume, all the volumes available between decks in the rest of the hull, as well as those of the link arms 4 and lateral floats 3).
L'accès des véhicules aux différents ponts s'effectue par une porte arrière 12 (voir figure 3) de type connu et l'accès des passagers par au moins une porte latérale 13 (voir figure 2) située sur le flotteur central 2, de préférence en avant de l'étrave des flotteurs latéraux 3.  Vehicle access to the various bridges is via a rear door 12 (see Figure 3) of known type and passenger access via at least one side door 13 (see Figure 2) located on the central float 2, preferably in front of the bow of the side floats 3.
Pour faciliter les manœuvres dans les ports, le flotteur central 2 peut comporter des propulseurs d'étrave rétractables (non représentés sur les figures).  To facilitate maneuvering in ports, the central float 2 may include retractable bow thrusters (not shown in the figures).
Compte tenu des caractéristiques de finesse recherchée pour l'ensemble des flotteurs et de leurs dispositions spécifiques selon l'invention l’invention, le rapport du volume de carène immergée du flotteur central 2 au volume du parallélépipède circonscrit enveloppant ladite carène, appelé le bloc coefficient, a une valeur comprise entre 0,32 et 0,34.  Given the characteristics of finesse sought for all the floats and their specific arrangements according to the invention, the ratio of the volume of submerged hull of the central float 2 to the volume of the circumscribed parallelepiped enveloping said hull, called the coefficient block , has a value between 0.32 and 0.34.
En considérant la longueur LPP entre perpendiculaires avant et arrière du flotteur central 2 et sa largeur au maître bau à la flottaison, le rapport entre cette longueur et cette largeur est compris entre 15 et 18 avec une longueur de carène du flotteur central qui peut être comprise entre 50 et 150 m. Ainsi, par exemple, pour une longueur entre perpendiculaires LPP de 100 m, la largeur au maître bau à la flottaison pourrait être de 6 m. By considering the length L PP between perpendicular front and rear of the central float 2 and its width at the master bau at the waterline, the ratio between this length and this width is between 15 and 18 with a hull length of the central float which can be between 50 and 150 m. Thus, for example, for a length between perpendiculars L PP of 100 m, the width at the master beam at the waterline could be 6 m.
En ce qui concerne la carène des flotteurs latéraux 3, le bloc coefficient ou coefficient de finesse est compris de préférence entre 0,26 et 0,28 avec un rapport entre leur longueur et leur largeur, tel que définis ci-dessus pour le flotteur central, compris entre 13 et 17. Le rapport entre la longueur du flotteur central 2 et la longueur des flotteurs latéraux 3 est compris entre 2,5 et 4,5, et de préférence entre 2,85 et 4. With regard to the hull of the lateral floats 3, the coefficient or finesse coefficient block is preferably between 0.26 and 0.28 with a ratio between their length and their width, as defined above for the central float , between 13 and 17. The ratio between the length of the central float 2 and the length of the lateral floats 3 is between 2.5 and 4.5, and preferably between 2.85 and 4.
L'arrière des deux flotteurs latéraux 3 est situé à une distance d comprise entre 5 et 20 % - et de préférence entre 10 et 15% - de la valeur de la longueur LPP de la carène du flotteur central, en avant par rapport à la perpendiculaire arrière de ce flotteur central. The rear of the two lateral floats 3 is located at a distance d of between 5 and 20% - and preferably between 10 and 15% - of the value of the length L PP of the hull of the central float, in front of the rear perpendicular of this central float.
Les plans médians Y-Y longitudinaux des carènes latérales des flotteurs latéraux 3 sont situés à une distance D comprise entre 10 et 15% - et de préférence entre 12 et 14% - de la valeur de la longueur LPP de la carène du flotteur central 2, de part et d'autre du plan médian X-X par celle-ci. The longitudinal median planes YY of the lateral hulls of the lateral floats 3 are located at a distance D of between 10 and 15% - and preferably between 12 and 14% - of the value of the length L PP of the hull of the central float 2, on either side of the median plane XX by the latter.
On notera que l'ensemble des valeurs et des fourchettes des dimensions indiquées ci-dessus est valable pour toute longueur LPP du flotteur central entre perpendiculaires comprise entre 50 et 150 m. It will be noted that all the values and ranges of the dimensions indicated above are valid for any length L PP of the central float between perpendiculars between 50 and 150 m.
Le flotteur central 2 comporte un empennage vertical aérien arrière 14 qui est doté d'un volet mobile de braquage 15 et qui constitue un stabilisateur naturel en fournissant un léger appui du côté opposé au vent apparent. Un équilibre s'établit également entre la portance obtenue par cet empennage, dont on pourra contrôler l'appui grâce à son volet mobile de braquage et celle de la surface de la muraille avant du flotteur central.  The central float 2 comprises a rear aerial vertical tail unit 14 which is provided with a movable turning flap 15 and which constitutes a natural stabilizer by providing a slight support on the side opposite to the apparent wind. A balance is also established between the lift obtained by this empennage, whose support can be controlled by its movable turning flap and that of the surface of the front wall of the central float.
Pour les dimensions de coque mentionnées ci-dessus, la surface de l'empennage 14 est telle que son rapport avec la surface latérale de la partie émergée du flotteur central 2 est comprise entre 0,07 et 0,09, et la surface des ailerons immergés 5 par rapport à la surface de carène immergée des flotteurs latéraux 3 correspondant est comprise entre 0,025 et 0,030.  For the hull dimensions mentioned above, the surface of the tail unit 14 is such that its ratio with the lateral surface of the emerged part of the central float 2 is between 0.07 and 0.09, and the surface of the fins submerged 5 relative to the submerged hull surface of the corresponding lateral floats 3 is between 0.025 and 0.030.
L'orientation de ces des ailerons immergés 5 et des sorties de tuyères d'éjection 10a des hydrojets d'eau 10, est pilotée par des commandes électriques de stabilisation du navire liées à une centrale inertielle est assurée par exemple par un système hydraulique soutenu par un système pneumatique de secours qui remet au moins les tuyères en position horizontale en cas de problème. Cette double stabilisation croisée entre les ailerons immergés et les tuyères, liée à la centrale inertielle, permet un confort optimal par le contrôle des mouvements latéraux parasites sachant qu'un tel système est quasi neutre en termes de consommation d'énergie. The orientation of these submerged fins 5 and the ejector nozzle outlets 10a of the water jets 10, is controlled by electrical controls for stabilizing the ship linked to an inertial unit is provided for example by a hydraulic system supported by a pneumatic emergency system which at least puts the nozzles in a horizontal position in the event of a problem. This double cross stabilization between the immersed fins and the nozzles, linked to the inertial unit, allows optimal comfort by controlling the lateral movements parasites knowing that such a system is almost neutral in terms of energy consumption.
Selon l'invention, comme représenté sur la figure 4, chaque flotteur latéral 3 est muni, au niveau de sa carène 3a, d'au moins une marche 16 située entre le milieu et l'arrière de la carène et s'étendant latéralement sur toute la largeur de ladite carène. Par « marche », on entend ici un décrochement dans la continuité de la carène des flotteurs latéraux.  According to the invention, as shown in FIG. 4, each lateral float 3 is provided, at the level of its hull 3a, with at least one step 16 situated between the middle and the rear of the hull and extending laterally on the entire width of said hull. By "step" is meant here a recess in the continuity of the hull of the lateral floats.
Sur l'exemple de la figure 4, chaque flotteur latéral 3 est muni de deux marches distinctes 16 qui sont toutes les deux situées entre le milieu et l'arrière de la carène 3a dudit flotteur.  In the example of FIG. 4, each lateral float 3 is provided with two separate steps 16 which are both located between the middle and the rear of the hull 3a of said float.
La forme des flotteurs latéraux 3 se trouve ainsi « cassée » par ces formes transversales (i.e. les marches 16), ce qui permet de réduire en section la continuité horizontale des lignes d'eau et de réduire la traînée des flotteurs latéraux.  The shape of the lateral floats 3 is thus "broken" by these transverse shapes (i.e. the steps 16), which makes it possible to reduce in section the horizontal continuity of the water lines and to reduce the drag of the lateral floats.
De préférence, chaque flotteur latéral 3 comprend en outre des moyens d'injection d'air au niveau des marches 16. Cette injection d'air permet de souffler l'arrière du flotteur en réduisant ainsi davantage la traînée, notamment en navigation rapide.  Preferably, each lateral float 3 further comprises air injection means at the steps 16. This air injection blows the rear of the float thereby further reducing the drag, especially in fast navigation.
Dans l'exemple de réalisation de la figure 4, ces moyens d'injection d'air au niveau de chaque marche comprennent au moins une écope 17 qui est ouverte vers l'avant et qui débouchent dans au moins un canal d'écoulement d'air 18 qui alimente ladite marche.  In the embodiment of FIG. 4, these air injection means at each step include at least one scoop 17 which is open towards the front and which open into at least one flow channel for air 18 which supplies said step.
L'écope 17 est plus précisément positionnée au niveau au niveau du pont 3b des flotteurs latéraux, vers l'avant de ces derniers. Elles permettent ainsi d'alimenter les marches en amenant un grand volume d'air par les canaux 18. L'aspiration de l'air s'effectue de manière naturelle grâce à la dépression créée par la section des marches 16 et par la vitesse d'écoulement (de 35 à 65 nœuds).  The scoop 17 is more precisely positioned at the level of the bridge 3b of the lateral floats, towards the front of the latter. They thus make it possible to supply the steps by bringing a large volume of air through the channels 18. The air is drawn in naturally by virtue of the vacuum created by the section of the steps 16 and by the speed d 'flow (from 35 to 65 knots).
De préférence également, comme représenté sur la figure 5, chaque marche 16 présente une section droite de forme concave (et non rectiligne), ce qui permet d'augmenter l'aspiration d'eau.  Also preferably, as shown in Figure 5, each step 16 has a cross section of concave shape (and not straight), which increases the water intake.
Par ailleurs, comme représenté sur la figure 4, la marche 16 qui est située la plus en avant de la carène du flotteur est positionnée au niveau d'un aileron immergé 19 (ou « foil »), de sorte que le canal d'écoulement d'air 18 qui alimente cette marche débouche au niveau de cet aileron 19. Furthermore, as shown in FIG. 4, the step 16 which is located furthest forward from the hull of the float is positioned at the level of a submerged fin 19 (or “foil”), so that the channel of air flow 18 which feeds this step leads to this fin 19.

Claims

REVENDICATIONS
1. Coque (1) de navire à grande vitesse comportant un flotteur principal central (2) et deux flotteurs latéraux (3) de longueur plus courte, situés vers l'arrière du flotteur central, reliés à celui-ci par des bras de liaison (4) et comportant des ailerons immergés (5), le coefficient de finesse des carènes des flotteurs latéraux et du flotteur central étant compris entre 0,25 et 0,35 avec un rapport entre la longueur et la largeur compris entre 12 et 20 et un rapport entre la longueur de la carène du flotteur central et la longueur de la carène des flotteurs latéraux compris entre 2,5 et 4,5, les bras de liaison étant carénés en forme d'ailes créant deux tuyères à effet de sol entre les surfaces latérales intérieures émergées respectives du flotteur central et des flotteurs latéraux, et la surface liquide sur laquelle se déplace la coque du navire, caractérisée en ce que la carène (3a) de chaque flotteur latéral (3) comprend au moins une marche (16) située entre le milieu et l'arrière de la carène et s'étendant latéralement sur toute la largeur de ladite carène afin de réduire en navigation la surface mouillée et la traînée de la coque. 1. Hull (1) of a high-speed ship comprising a central main float (2) and two lateral floats (3) of shorter length, situated towards the rear of the central float, connected to the latter by link arms (4) and comprising immersed fins (5), the coefficient of fineness of the hulls of the side floats and of the central float being between 0.25 and 0.35 with a ratio between the length and the width between 12 and 20 and a ratio between the hull length of the central float and the hull length of the lateral floats between 2.5 and 4.5, the connecting arms being faired in the form of wings creating two ground effect nozzles between the respective emerged interior lateral surfaces of the central float and the lateral floats, and the liquid surface on which the hull of the ship moves, characterized in that the hull (3a) of each lateral float (3) comprises at least one step (16) located e between the middle and the rear of the hull and extending laterally over the entire width of the said hull in order to reduce the navigation surface and the drag of the hull.
2. Coque selon la revendication 1, dans laquelle la carène de chaque flotteur latéral (3) comprend une autre marche (16) située entre le milieu et l'arrière de la carène (3a) et s'étendant latéralement sur toute la largeur de ladite carène. 2. Hull according to claim 1, in which the hull of each lateral float (3) comprises another step (16) situated between the middle and the rear of the hull (3a) and extending laterally over the entire width of said hull.
3. Coque selon l'une des revendications 1 et 2, dans laquelle chaque flotteur latéral (3) comprend en outre des moyens d'injection d'air au niveau de chaque marche. 3. Hull according to one of claims 1 and 2, wherein each lateral float (3) further comprises air injection means at each step.
4. Coque selon la revendication 3, dans laquelle les moyens d'injection d'air au niveau de chaque marche comprennent au moins une écope (17) ouverte vers l'avant et débouchant dans au moins un canal d'écoulement d'air (18) qui alimente ladite marche. 4. Hull according to claim 3, wherein the air injection means at each step comprise at least one scoop (17) open towards the front and opening into at least one air flow channel ( 18) which feeds said market.
5. Coque selon la revendication 4, dans laquelle chaque écope (17) débouche vers l'avant au niveau du pont des flotteurs latéraux. 5. Hull according to claim 4, wherein each scoop (17) opens forward at the level of the deck of the lateral floats.
6. Coque selon l'une quelconque des revendications 1 à 5, dans laquelle chaque marche (16) présente une section droite de forme concave afin d'augmenter l'aspiration d'eau. 6. Hull according to any one of claims 1 to 5, wherein each step (16) has a cross section of concave shape in order to increase the water intake.
7. Coque selon l'une quelconque des revendications 1 à 6, dans laquelle le coefficient de finesse de la carène du flotteur central est compris entre 0,32 et 0,34 avec un rapport entre la longueur et la largeur compris entre 15 et 18 pour une longueur de flotteur central comprise entre 50 et 150m. 7. Hull according to any one of claims 1 to 6, in which the coefficient of fineness of the hull of the central float is between 0.32 and 0.34 with a ratio between the length and the width between 15 and 18 for a central float length between 50 and 150m.
8. Coque selon l'une quelconque des revendications 1 à 7, comprenant en outre un empennage vertical aérien arrière (14). 8. Hull according to any one of claims 1 to 7, further comprising a rear aerial vertical tail (14).
9. Coque selon l'une quelconque des revendications 1 à 8, comprenant en outre des moyens (10) de propulsion par jet d'eau sortant de la partie arrière du flotteur central. 9. Hull according to any one of claims 1 to 8, further comprising means (10) of water jet propulsion leaving the rear part of the central float.
10. Coque selon la revendication 9, dans laquelle les moyens (10) de propulsion par jet d'eau comprennent en outre des entrées d'eau situées au milieu de la carène du flotteur considéré. 10. Hull according to claim 9, wherein the means (10) of water jet propulsion further comprise water inlets located in the middle of the hull of the float considered.
PCT/EP2019/079207 2018-10-25 2019-10-25 Hull of a high-speed ship, provided with lateral floats comprising steps WO2020084122A1 (en)

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FR1859849A FR3087744A1 (en) 2018-10-25 2018-10-25 HIGH-SPEED SHIP HULL WITH SIDE MARKET FLOATS
FR1859849 2018-10-25

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190902173A (en) * 1909-01-29 1909-07-01 Linton Chorley Hope Improvements in or connected with High Speed Vessels.
FR506836A (en) * 1919-12-01 1920-08-31 Marcel Jean Mallet Hydroplane with curved surface and relaxation surface
US4231314A (en) * 1978-02-17 1980-11-04 Michael Peters Hydroplane boat
AU521518B2 (en) 1978-06-20 1982-04-08 Williams, Margery G. Marine vehicle
FR2671775A1 (en) 1991-01-18 1992-07-24 Havre Chantiers Multiple-hulled ship
FR2675460A1 (en) 1991-04-17 1992-10-23 Havre Chantiers Displacement vessel with a number of hulls with a limited transverse righting moment
FR2765180A1 (en) * 1997-06-25 1998-12-31 Gilles Vaton MONO HULL WITH REAR STABILIZERS FOR HIGH SPEED VESSELS
US20160244127A1 (en) * 2014-11-07 2016-08-25 John Joseph GAZZA Marine vessel hull with a longitudinally vented transverse step

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190902173A (en) * 1909-01-29 1909-07-01 Linton Chorley Hope Improvements in or connected with High Speed Vessels.
FR506836A (en) * 1919-12-01 1920-08-31 Marcel Jean Mallet Hydroplane with curved surface and relaxation surface
US4231314A (en) * 1978-02-17 1980-11-04 Michael Peters Hydroplane boat
AU521518B2 (en) 1978-06-20 1982-04-08 Williams, Margery G. Marine vehicle
FR2671775A1 (en) 1991-01-18 1992-07-24 Havre Chantiers Multiple-hulled ship
FR2675460A1 (en) 1991-04-17 1992-10-23 Havre Chantiers Displacement vessel with a number of hulls with a limited transverse righting moment
FR2765180A1 (en) * 1997-06-25 1998-12-31 Gilles Vaton MONO HULL WITH REAR STABILIZERS FOR HIGH SPEED VESSELS
WO1999000291A1 (en) 1997-06-25 1999-01-07 Largillier, Bernard Monohull with rear stabilisers for high speed ship
US20160244127A1 (en) * 2014-11-07 2016-08-25 John Joseph GAZZA Marine vessel hull with a longitudinally vented transverse step

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