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EP0502963B1 - Coque de bateau - Google Patents

Coque de bateau Download PDF

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Publication number
EP0502963B1
EP0502963B1 EP91900753A EP91900753A EP0502963B1 EP 0502963 B1 EP0502963 B1 EP 0502963B1 EP 91900753 A EP91900753 A EP 91900753A EP 91900753 A EP91900753 A EP 91900753A EP 0502963 B1 EP0502963 B1 EP 0502963B1
Authority
EP
European Patent Office
Prior art keywords
profile
chord
boat hull
longitudinal sectional
sectional profile
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP91900753A
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German (de)
English (en)
Other versions
EP0502963A1 (fr
Inventor
Manfred Raab
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ADVANCES MACHINES Corp AG
Original Assignee
ADVANCES MACHINES Corp AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Publication of EP0502963A1 publication Critical patent/EP0502963A1/fr
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    • 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
    • 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

Definitions

  • the invention relates to a hull according to the preamble of claim 1.
  • Hulls are e.g. known from DE-PS 30 22 966 and FR-PS 515 361; however, these known hulls have a number of disadvantages. Due to the relatively strong profile curvature in the hull according to DE-PS in the front profile area, the flow around the hull is accelerated at this point, which creates a vacuum zone and the hull is "sucked" by the water in this area. One speaks of the "inverted wing effect" which also occurs when it is the underside of an aircraft wing. By reducing the profile curvature in the rear profile area, the flow velocity in this area is reduced compared to the front profile area, which creates an overpressure zone that pushes the rear end of the profile upwards, i.e. out of the water.
  • This DE-PS 30 22 966 describes a hull, in which it is provided that the stern of the unloaded boat does not reach below the horizontal plane of the water level or the underside of the hull tapers tangentially to the horizontal plane of the water level to the rear (i.e., flows tangentially into this) , or that the tendon its position parallel to the water level in the horizontal plane, ie in the plane of the Water level, maintains or does not need a larger angle of attack, since larger angles of attack would lead to greater resistance.
  • the stern of the unloaded boat should not extend significantly below the horizontal level of the water level and means that an existing but not desired insignificant sinking in of the stern of the unloaded boat may be possible due to its weight or any trimming inaccuracies.
  • the indication that the tendon runs essentially parallel to the horizontal plane or the water level means that it is mandatory in the hull according to DE-PS 30 22 966 that the tendon thus has no angle of attack to the water surface.
  • the present invention relates to a boat hull, the stern end point of which in the trimmed state is necessarily below the water surface, depending on the selected angle between the chord and the water level; the extent of immersion is easily calculated from the length of the boat and the tangent of the angle between the tendon and the water level.
  • the boat achieves a sliding state, which, however, is characterized by a higher resistance due to a higher wetted surface and a larger form resistance due to the curvature of the profile in comparison to conventional forms of sliding boat.
  • the suction component caused by the profile curvature in the front profile area is so strong as a result of the horizontal profile flow that a transition to the sliding phase is possible, but significantly more energy is absorbed than if, for example, by reducing the profile curvature and simultaneous employment of the profile, the downward tendencies in The foreship area can be reduced to a level that appears necessary to avoid an excessive inclination or inclination of the hull or boat body at the time when the ship or boat hits its own bow wave, as is the case with the known hull .
  • a boat hull known from DE-C 687 340 has a profile in longitudinal section which is similar to an aircraft wing surface.
  • the longitudinal lines in the side rear areas are straight; the profile line of the middle section runs essentially in the level of the water level, so that one cannot speak of an inclined tendon if one looks at the figures 1, 2 and 3 of this patent specification.
  • Figures 6, 7 and 8 of this patent have sliding steps and are therefore different in terms of type, since profiles according to an aircraft wing surface have no sliding steps.
  • the profile longitudinal cut and in particular also the central cut run straight over large areas and thus at best represent the approximation to an aircraft wing surface having curvatures.
  • a boat hull known from GB-PS 1 025 has a longitudinal hull with two sliding surfaces to which the water is directed from the middle hull.
  • the center line of the fuselage has a completely straight course over a long distance, so that again it cannot be said, or only as a borderline case, of a wing-wing-like profile that has curvatures;
  • this profile does not have a turning point in the longitudinal section, which causes the foredeck to be submerged slightly when sliding or causes the curvature in the stern to slow the flow and causes an increase in pressure in the stern, which lifts the rear of the hull out of the water; this lifting results in a lower driving resistance or lower immersion depth; this reduction in form resistance or frictional resistance makes the boat faster.
  • the sliding surfaces have long straight lines or surfaces; in both types of boat, the principle of the flowed flat plate is the basis for gliding, which principle was dealt with in the introduction to the description; on the other hand, the invention is based on the principle of propelling a boat hull with an underside, which is designed entirely as a sliding surface, faster with less driving force.
  • the basic problem of all gliding vehicles is to be able to lift the stern out of the water while driving; this is either due to shape-related, dynamic buoyancy or through buoyancy aids such as Trim tabs, side wedges etc., possible.
  • the boat hull known from DE-PS is intended in particular for sailing dinghies or yachts, i.e. watercraft without mechanical main drive, and is intended to compensate for customary, tail-heavy trim positions in the area of fast displacement by a bow-heavy trim torque and thus the proportion of shape resistance between displacers in this phase - and gliding is naturally very large, reduce.
  • increases in form resistance should be reduced by a mirror that is immersed too deeply. From this point of view, namely the lowest possible resistance in the border area between displacement and gliding, this known form of boat makes technical sense.
  • the aim of the invention is to increase the buoyancy component in the stern of the hull, in particular the dynamic buoyancy in faster Gliding.
  • the energy requirement for fast gliding should be reduced.
  • the invention has set itself the goal of creating a relatively uncompromising sliding hull with which the transition between displacement and sliding travel can be made as short as possible in terms of time and as little effort as possible in terms of performance.
  • the hull according to the invention has a profile similar to the profile of an aircraft wing, which consists of a clear line with no kinks and discontinuities, such that at each Point of the profile only a clear tangent to the profile curve is possible.
  • the apex of the profile longitudinal cut is located in the front half of the total length of the chord in relation to the end point of the chord of the profile longitudinal cut and the chord forms the angle ⁇ with the horizontal plane defined by the water level when the hull is unloaded or loaded.
  • the stern is free of gliding surfaces; own or flat sliding surfaces are not provided on the hull; Air sliding surfaces under the hull are avoided. The sliding properties are supported if the bow is U-shaped or rounded, or if the bow is designed with frames drawn inwards and upwards.
  • the angle of the chord with the water level can be adjusted either by trimming the unloaded boat (trim weights, chains, feet ballast) or by loading the ship accordingly. If the desired angle is set by trimming the unloaded ship, it should not be changed by the loading or only within the specified limits.
  • the kink-free aircraft profile is largely free of cross-flow and the transverse displacement flow caused by the foredeck leaves the hull laterally free and hydrodynamically unused.
  • This design prevents the flow generated by the fore-ship from adversely affecting the behavior of the fore-aisle and the sliding properties of the fore-aft are optimally usable, since the lift in the aft-ship can thus be at least largely caused by the flow running parallel to the ship's longitudinal axis.
  • the longitudinal profile cut has a turning point located at a distance from the bow end profile point of at least 30%, preferably at least 50%, in particular at least 60% of the total chord length.
  • the longitudinal profile cut cuts the chord at least once in the area of the rear half of the chord.
  • buoyant forces of the "obliquely flowed body" as the ship's hull moves aft due to the unloaded or fully loaded state of the watercraft at standstill, i.e. inclined tendon at least of the central longitudinal section profile.
  • These buoyancy forces not only neutralize the bow-heavy trim moment during gliding, but also create an additional, dynamic lift in the bow, so that the wetted surface of the watercraft is reduced to a minimum due to the dynamic, stern-heavy trim that occurs; at the same time, the tail-resisting trim reduces the form resistance during gliding.
  • the profile according to the invention which has a turning point, ends in a rear end point which is located below the water surface.
  • the static trim provided according to the invention (loaded or unloaded at a standstill), that is to say the inclination of the chord of the boat hull, which has a longitudinal section in the shape of an aircraft wing surface, with respect to the water level, which produces a rear load on the hull when the watercraft is unloaded or loaded, which angle in particular is approximately 1.8 ° to 2.2 ° is a very important angle in shipbuilding.
  • the trim position of a fast watercraft is measured to the nearest 100th of a degree and deviations from tenths of a degree are determined and compensated for with the aid of complicated trimming measures and measuring devices.
  • the hull according to the invention has a lower mirror edge which is considerably below the water due to the tendon inclination when the boat is unloaded and / or under load, the immersion depth corresponding to the tangent of the angle of inclination multiplied by the length of the tendon. which for a 5 m long ship is already about 15 cm.
  • Known hulls of aircraft hydrofoil form have trim values which differ considerably from these values according to the invention.
  • the buoyancy component in the stern area is considerable, since the longitudinal profile cut has a turning point in this area and the profile longitudinal cut can even cut the chord and runs above the chord, as a result of which the tunneling effect becomes much stronger and more effective for the desired buoyancy in the stern.
  • the chord of the profile longitudinal section is considerably increased, which results in extremely favorable properties with regard to the gliding properties and energy requirements.
  • FIGS. 1, 2 and 3 show different embodiments of hulls according to the invention
  • FIGS. 4 to 6 show different sectional views
  • the hull 2 has an underwater profile in the central section shown, which is formed by a curved profile section, which is generally designated 8. From the rear profile end point 4 leads up to the water level 3, a section 5 'of the mirror 5.
  • the profile line 8 is extended in the bow area from the front end point 4' of the underwater profile 8, if necessary, handled via the water level 3 in the bow part 2 'advantageously in a steady , continuous profile line; in the stern, the underwater section 5 'extends into the stern line 5 located above the water level 3, advantageously in the form of a straight transition.
  • the chord 1 of the profile 8 runs from the bow end point 4 ', ie the front intersection of the profile 8 with the water level 3, to the rear end point 4 of the chord 1, which is located below the water level 3 and from which at an angle ⁇ - ( Fig.1,7) inclined or perpendicular to Water level trending mirror line 5.5 'is cut.
  • the chord 1 forms an angle ⁇ with the horizontal plane formed by the water level 3, which is between 1 ° and 3 °, preferably about 2 °.
  • the profile 8 shown in Figure 1 runs from the bow end point 4 'curved to the apex 9 with the greatest chord spacing Y max, then decreases to an inflection point 6, which is located just below the chord 1, cuts the chord 1 in one Scnnitt Vietnamese 7, then runs with a section 8 'above the tendon 1 and then runs cutting, ie not tangent, into the tendon 1 at the end point 4.
  • the desired dynamic lift values are achieved in the stern area of the hull 2, in particular by the curvature of the profile section 8 '.
  • FIG. 3 A similar profile is shown in Figure 3, in which the profile line 8 has another intersection 7 'with the chord 1. In the case of two intersection points 7, 7 ', the rear end region of the profile line 8 runs from below into the end point 4, cutting into the chord 1.
  • Fig.2 shows a profile course, in which the profile 8, starting from the front, in the height of the water level 3 end point 4 'initially thickens to the apex 9, then decreases and has an inflection point 6, from which with simultaneous, further decrease in profile cutting the profile, not tangent in the rear end point 4 of the tendon 1, in which the profile section 5 'joins.
  • the lower edge of the mirror which, insofar as it runs horizontally, coincides with the end point 4 in the drawing, lies when the hull 2 is unloaded with its entire length running transversely to the central section below the water level.
  • the apex 9 of the profile longitudinal section 8 is based on the bow end point 4 'of the chord 1 in a distance range of 20% to 40%, in particular 25% to 35%, of the entire chord length. This measure keeps the so-called “suction" of the bow area of the hull within limits and achieves a balanced driving behavior at the start of the journey. It is expedient if the height Y max of the profile longitudinal section 8 at the apex 9 is less than 20%, preferably less than 15%, of the chord length.
  • Particularly expedient values for the tunneling exist when the height of the section 8 'of the longitudinal section profile 8 above the chord 1 is up to 20%, preferably up to 15%, of the chord length.
  • the longitudinal section profile of the underside of the hull 2 is advantageously continued up to a point 24 via the horizontal plane 3 (water level) with unchanged or only slightly changed curvature.
  • the further course depends on the shape of the bow, for which different shapes are possible.
  • FIGS. 4 and 5 show a predetermined angle, which is shown in FIGS. 4 and 5.
  • the left half of FIG. 4 shows a vertical cross section through a boat hull, in which the profile or chord course of the boat hull 2 according to the invention is restricted to a narrow zone 40 which receives the vertical longitudinal center plane 38. It is therefore only for this zone 40 that the front end point 4 'of the chord 1 is in the horizontal plane 3; the chord 1 is advantageously still inclined at an angle ⁇ to the horizontal plane.
  • the longitudinal profiles of the underside of the hull extending at a greater distance from the longitudinal median plane 38 have the same shape as the longitudinal profile in zone 40, but they have different heights.
  • Your tendons are namely in the surfaces 42, which rise towards the hull sides 44, 46.
  • the surfaces 42 represent planes.
  • the hull sides can have straight frames 44, as shown in FIG. 4 on the left, or curved frames 46, as shown in FIG. 4 on the right.
  • the kink lines 48 form straight lines that run parallel to the vertical longitudinal center plane 38 of the hull.
  • Fig. 6 Further entangled, multiple kinked surface arrangements are shown in Fig. 6.
  • the characteristic curves shown there represent the areas 42 in which the respective tendons 1 of the vertical longitudinal section profiles of the underside of the hull lie.
  • Line A is kinked twice, namely at 48 and 50.
  • Line B is also kinked twice and runs from the vertical longitudinal median plane 38 first weakly and then more upwards and outside of the kink line 50 either upwards or downwards.
  • Line C shows a surface 42 which initially runs slightly downwards from the vertical longitudinal center plane 38 and upwards outside the bend line 48.
  • Line D is similar to line C, but has a second fold line 50 and can take three different directions beyond this fold line.
  • FIG. 6 On the right side of FIG. 6, embodiments are shown in which the surfaces 42, in which the tendons 1 of the profiles of the underside of the boat are located, are curved. These curved surfaces 42 have straight (advantageously inclined) surface lines which run parallel to the vertical longitudinal central plane 38 of the hull. For the sake of simplicity, the curved surfaces 42 are shown without reference to the horizontal plane of the water level 3.
  • FIG. 7 shows a bottom view of the hull 2 illustrated in FIG. 2, the supporting surfaces of which are swept to the rear.
  • the vertical longitudinal median plane 38 of the hull coincides with the horizontal plane 3 and is drawn in FIG. 7 as a straight line, under which the associated profile longitudinal section 8 is dash-dotted and the chord 1, which is set at an angle, is shown in broken lines.
  • the apex 9 is located in the perpendicular transverse plane 52 at a distance Y max from the chord 1.
  • the underside of the hull lying below the water level has a shorter profile longitudinal section 8 with a shorter chord 1 than the profile longitudinal section in the center plane 38; also the Vertex 9 'has a smaller maximum value Y max, which is located in the transverse plane 60, which is located further to the stern than the transverse plane 52.
  • the reason for this is that the bow end points 4', 4 'of the profile lines 8 or tendons 1st lie on a degree (curve) inclined at an angle of 90 ° ⁇ v to the central plane 38 or alternatively in a plane (curved surface) 74, so that external profiles are reduced in a similar scale.
  • the underside of the hull 2 below the water level has an even shorter profile 8 with the apex 9 ⁇ , whose Y max is smaller than that of the apex 9 ' .
  • the apex 9 ⁇ lies in a transverse plane 66, which is closer to the rear than the transverse plane 60.
  • the three apexes 9, 9 ', 9 ⁇ thus lie in a vertical plane (curved surface) 51 which, with the transverse plane 52, forms the angle ⁇ includes.
  • the following profile longitudinal sections 8 or chords 1 and / or the angle ⁇ with the horizontal plane 3 from the outside to the following profile lines are shortened, taking into account the laws of similarity, or are reduced. Even if the angle of the tendon 1 can decrease towards the outside, it does not reach the value 0 °.
  • An important value for the sweep of the profile or for the similarity are the angles ⁇ and ⁇ v , which the surfaces 51 and 74 enclose with transverse planes to the longitudinal direction of the boat.
  • the hull 2 has a rear 70 at the stern, which can be inclined at an angle ⁇ H to the vertical longitudinal center plane 38, as indicated by the two angles ⁇ H in FIG.
  • While surface 51 is a plane in the embodiment of FIG. 7, there is also the possibility of making it run kinked or curved. This means that the end points 4 ', 4 ⁇ or the vertices 9,9', 9 ⁇ have a kinked or curved connecting line.
  • the profile lines in the longitudinal planes eg 38, 54, 62
  • the absolute values of the profile or chord length and the crown thickness Y max smaller towards the side of the boat.
  • the tendons 1 are in the same horizontal plane, the bottom of the boat can rise outwards. This effect can be increased by that the tendons are arranged in the planes 42 according to FIGS. 4 and 6 instead of at the same altitude.
  • chord lengths of the profile lines of the underside of the hull decrease from the inside to the outside to zero in point 4 '' '.
  • the front end points of the profiles lie on a vertical plane 74 which intersects the plane 51 (with the vertices) in the rear 70 at point 4 '' '.
  • an angle ⁇ of more than 1.3 ° there is only one upper limit for design reasons. Angles ⁇ of 1.7 ° to 3 ° are advantageous. Angles ⁇ of less than 1.3 ° were found to be of little advantage. Very good results were achieved with angles between 1.5 ° and 2.5 °.
  • the boat hulls according to the invention are advantageously used for motor-driven, fast gliding vehicles.
  • the boat hulls can be used for vehicles with one or more hulls (catamarans).
  • a general formula for the curve profile (f (x)) of a profile longitudinal section according to the invention is given below: where m should be an even number and indicates half the number of nodes.
  • Support points are understood to mean the respective abscissa values along the boat, the associated ordinate values of which are empirically determined or specified and thus determine the course of the curve.

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Claims (19)

  1. Coque de bateau, pour embarcations de glissement rapides, dont le dessous, réalisé en totalité comme une surface de glisssement, a un profil, au moins dans une coupe longitudinale passant par le plan médian ou parallèle à ce plan, qui est semblable au profil de la face inférieure d'une aile portante d'avion possédant des courbures, le point culminant de la coupe longitudinale du profil étant situé, par rapport au point extrême côté proue de la corde de la coupe longitudinale du profil, dans la moitié avant de la longueur de corde totale et le point extrême côté poupe du profil étant situé au point extrême inférieur de la poupe ou du tableau sous la surface de l'eau, caractérisée en ce que la corde (1) de la coupe longitudinale du profil (8), qui est dépourvue de brisures ou de solutions de continuité ou forme une coupe longitudinale de profil de virure, renferme avec le plan horizontal défini par la surface de l'eau (3) un angle (α) de 1,3° à 4°, de préférence de 1,5° à 2,5°, en particulier de 1,8° à 2,2°, quand la coque (2) est chargée et l'assiette est réglée, ou quand la coque (2) n'est pas chargée et l'assiette est réglée, que la coupe longitudinale du profil (8) possède un point d'inversion de courbure (6) situé entre le point culminant (9) et le point extrême arrière du profil (4) à une distance du point extrême du profil côté proue (4′) correspondant à au moins 30%, de préférence au moins 50% et en particulier au moins 60% de la longueur de corde totale, et que l'écoulement de refoulement s'effectuant transversalement et provoqué par l'avant de l'embarcation, c'est-à-dire la vague d'étrave, quitte latéralement l'avant de l'embarcation librement et inutilisé hydrodynamiquement.
  2. Coque de bateau selon la revendication 1, caractérisée en ce que la coupe longitudinale du profil (8) coupe la corde (1) au moins une fois dans la zone de la moitié de corde (1) située du côté de la poupe.
  3. Coque de bateau selon la revendication 1 ou 2, caractérisée en ce que le bord inférieur du tableau est situé sur toute sa longueur sous la surface de l'eau (3) quand la coque (2) n'est pas chargée.
  4. Coque de bateau selon une des revendications 1 à 3, caractérisée en ce que la hauteur de la coupe longitudinale du profil (8) au-dessous de la corde (1), dans une zone partant du point extrême côté poupe (4) de la corde (1) jusqu'à environ 20% à 40%, de préférence 20% à 30%, de la longueur de corde totale, est ramenée, par rapport à la hauteur de profil de la coupe longitudinale du profil au point culminant (9), à moins de 30% de cette hauteur de profil, de préférence moins de 20% et en particulier moins de 15%, et rejoint d'en bas, par une intersection, le point extrême (4) de la corde (1), situé au-dessous de la surface de l'eau (3).
  5. Coque de bateau selon une des revendications 1 à 4, caractérisée en ce qu'aussi bien la corde (1) de la coupe longitudinale du profil (8) passant par le plan longitudinal médian, vertical, que quelques cordes, de préférence toutes les cordes de coupes longitudinales du profil passant par des plans parallèles à ce plan médian, sont inclinées d'un angle (α) sur le plan horizontal défini par la surface de l'eau (3).
  6. Coque de bateau selon une des revendications 1 à 4, caractérisée en ce que seulement la corde du profil en coupe longitudinale (8) passant par le plan longitudinal médian, vertical, ou les cordes se trouvant à faible distance à côté d'elle, sont inclinées de l'angle (α) sur le plan horizontal défini par la surface de l'eau (3).
  7. Coque de bateau selon une des revendications 1 à 6, caractérisée en ce que les cordes de coupes longitudinales du profil situées en dehors du plan longitudinal médian, sont contenues, à différentes positions en hauteur, dans des surfaces (A, B, C, D; 42) qui montent, vers les côtés de la coque, jusqu'au-dessus du plan horizontal (3), lesdites surfaces étant brisées ou courbes et les lignes de brisure ou les génératrices formant des droites orientées parallèlement au plan longitudinal médian et vertical (38) de la coque (2).
  8. Coque de bateau selon une des revendications 1 à 7, caractérisée en ce que les points extrêmes côté proue (4′, 4˝) et les points culminants (9, 9′, 9˝) de coupes longitudinales du profil (54, 62) passant à différentes distances du plan longitudinal médian et vertical (38) de la coque (2), sont situés chaque fois sur une ligne droite, brisée ou courbe (51, 74) qui renferme un angle aigu (φ, φv) avec un plan transversal vertical de la coque (2).
  9. Coque de bateau selon une des revendications 1 à 8, caractérisée en ce que le point culminant (9) de la coupe longitudinale du profil (8) est situé dans une zone qui part du point extrême côté proue (4′) de la corde (1) et s'étend sur 20% à 40%, en particulier 25% à 35% de la longueur de corde totale.
  10. Coque de bateau selon une des revendications 1 à 9, caractérisée en ce que la hauteur de la coupe longitudinale du profil (8) au point culminant (9) est inférieure à 25%, de préférence à 20% et en particulier à 15% de la longueur de corde totale.
  11. Coque de bateau selon une des revendications 1 à 10, caractérisée en ce que le segment (8′) de profil, en coupe longitudinale (8), situé au-dessus de la corde (1), présente une hauteur inférieure à 20%, de préférence à 15% de la hauteur de la coupe longitudinale du profil (8) au point culminant (9).
  12. Coque de bateau selon une des revendications 2 à 11, caractérisée en ce que la coupe longitudinale du profil (8) se raccorde d'en haut par une intersection au point extrême côté poupe (4) de la corde (1).
  13. Coque de bateau selon une des revendications 1 à 12, caractérisée en ce que, à partir de la coupe longitudinale du profil (8) passant par le plan médian (38), les coupes longitudinales du profil (8) ou les cordes (1) et/ou les angles (α) de coupes longitudinales du profil qui lui font suite vers l'extérieur, sont raccourcis respectivement diminués en conformité avec les lois de la similitude.
  14. Coque de bateau selon une des revendications 1 à 13, caractérisée en ce que le point d'inversion (6) de la coupe longitudinale du profil (8) et le point d'intersection (7) de la coupe longitudinale du profil (8) et de la corde (1) sont situés à une distance l'un de l'autre qui est inférieure à 30%, de préférence à 15% de la longueur de corde totale ou coïncident essentiellement le cas échéant.
  15. Coque de bateau selon une des revendications 1 à 14, caractérisée en ce que la surface de glissement, conformée comme la face inférieure d'une aile d'avion sans brisure, est réalisée pour être exempte d'écoulements transversaux.
  16. Coque de bateau selon une des revendications 1 à 15, caractérisée en ce qu'elle est réalisée sans redans de glissement.
  17. Coque de bateau selon une des revendications 1 à 16, caractérisée en ce que l'arrière de l'embarcation, en particulier dans des coupes parallèles à la ligne médiane et perpendiculaires à la surface de l'eau, est exempt de surfaces de glissement planes.
  18. Coque de bateau selon une des revendications 1 à 17, caractérisée en ce que l'avant de l'embarcation est réalisé en forme de couples en U ou de couples ronds.
  19. Coque de bateau selon une des revendications 1 à 18, caractérisée en ce que l'avant de l'embarcation est réalisé avec des couples infléchis en haut vers l'intérieur.
EP91900753A 1989-11-27 1990-11-27 Coque de bateau Expired - Lifetime EP0502963B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT2713/89 1989-11-27
AT271389 1989-11-27
PCT/EP1990/002028 WO1991008137A1 (fr) 1989-11-27 1990-11-27 Coque de bateau

Publications (2)

Publication Number Publication Date
EP0502963A1 EP0502963A1 (fr) 1992-09-16
EP0502963B1 true EP0502963B1 (fr) 1994-06-01

Family

ID=3539133

Family Applications (1)

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EP91900753A Expired - Lifetime EP0502963B1 (fr) 1989-11-27 1990-11-27 Coque de bateau

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US (1) US5499593A (fr)
EP (1) EP0502963B1 (fr)
JP (1) JPH05504115A (fr)
KR (1) KR0183951B1 (fr)
AT (1) ATE106338T1 (fr)
AU (1) AU644836B2 (fr)
BR (1) BR9007873A (fr)
CA (1) CA2069751C (fr)
DE (1) DE59005965D1 (fr)
FI (1) FI103568B1 (fr)
HU (1) HU217260B (fr)
NO (1) NO178180C (fr)
WO (1) WO1991008137A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9325762D0 (en) * 1993-12-16 1994-02-23 Paragon Mann Ltd Boat
AT406143B (de) * 1997-10-16 2000-02-25 Eder Theodor Schiffskörper
KR20000025585A (ko) * 1998-10-13 2000-05-06 이해규 선박의 문풀부 저항 저감 장치
JP3490392B2 (ja) * 2000-11-22 2004-01-26 株式会社川崎造船 トランサムスターン型船尾形状
US7040874B1 (en) * 2004-11-18 2006-05-09 Honeywell International, Inc. Integrated turbocharger lubricant filter system
US20060254486A1 (en) * 2005-05-12 2006-11-16 Ashdown Glynn R Winged hull for a watercraft
US10518842B1 (en) * 2018-11-15 2019-12-31 James H. Kyle Boat hull
CN113955037B (zh) * 2021-11-23 2024-05-28 中国舰船研究设计中心 一种带导流罩的调查船艏部及附体线型集成设计方法

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US912814A (en) * 1908-05-06 1909-02-16 George Ronstrom Clifford Hydroplane vessel.
FR507556A (fr) * 1914-07-10 1920-09-18 Villard Ghislaine Bateau glisseur hydroplane à hélice aérienne
FR515361A (fr) * 1920-05-05 1921-03-31 Clement Galvin Coque pour hydroglisseur
US1505113A (en) * 1922-10-30 1924-08-19 Gidley Boat Company Ltd Motor boat
FR689792A (fr) * 1930-02-12 1930-09-11 Chris Smith & Sons Boat Compan Canot automobile
DE687340C (de) * 1937-08-01 1940-01-27 Gotthard Sachsenberg Zentralge Wasserfahrzeug
DE872018C (de) * 1941-02-18 1953-03-30 Hans Jastram Rumpfform fuer flach gehende Wasserfahrzeuge mit Heckantrieb und Schabloneneinrichtung zur Herstellung derselben
GB1025454A (en) * 1964-02-07 1966-04-06 Edward James Wilkins Improved hull for power driven boats
US3342032A (en) * 1966-06-29 1967-09-19 Clifford B Cox Jet propulsion means for a boat
DE3022966C2 (de) * 1980-06-19 1986-07-17 Paul Dr. 1000 Berlin Mader Bootskörper, insbesondere für eine Segeljolle
JPH0643002B2 (ja) * 1986-02-17 1994-06-08 株式会社森精機製作所 Ｎｃ旋盤
DE3717548A1 (de) * 1987-05-25 1988-12-15 Internaval Trust Reg Schnelles wasserfahrzeug
AU610661B2 (en) * 1987-11-11 1991-05-23 Mitsui Engineering & Shipbuilding Co., Ltd. Glide boat

Also Published As

Publication number Publication date
FI103568B (fi) 1999-07-30
EP0502963A1 (fr) 1992-09-16
NO922093L (no) 1992-07-01
NO922093D0 (no) 1992-05-26
HU217260B (hu) 1999-12-28
ATE106338T1 (de) 1994-06-15
AU6965291A (en) 1991-06-26
NO178180C (no) 1996-02-07
NO178180B (no) 1995-10-30
FI922394A0 (fi) 1992-05-26
CA2069751C (fr) 1998-10-06
FI103568B1 (fi) 1999-07-30
JPH05504115A (ja) 1993-07-01
FI922394A (fi) 1992-05-26
CA2069751A1 (fr) 1991-05-28
HUT66052A (en) 1994-09-28
KR0183951B1 (ko) 1999-05-01
AU644836B2 (en) 1993-12-23
DE59005965D1 (de) 1994-07-07
US5499593A (en) 1996-03-19
WO1991008137A1 (fr) 1991-06-13
BR9007873A (pt) 1992-08-25
HU9201654D0 (en) 1992-09-28
KR920703384A (ko) 1992-12-17

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