[go: up one dir, main page]

EP0052837A2 - Self righting multiple-hull boat - Google Patents

Self righting multiple-hull boat Download PDF

Info

Publication number
EP0052837A2
EP0052837A2 EP81109651A EP81109651A EP0052837A2 EP 0052837 A2 EP0052837 A2 EP 0052837A2 EP 81109651 A EP81109651 A EP 81109651A EP 81109651 A EP81109651 A EP 81109651A EP 0052837 A2 EP0052837 A2 EP 0052837A2
Authority
EP
European Patent Office
Prior art keywords
float
rotation
multihull
axis
boat
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.)
Granted
Application number
EP81109651A
Other languages
German (de)
French (fr)
Other versions
EP0052837A3 (en
EP0052837B1 (en
Inventor
Roger De Weck
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.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0052837A2 publication Critical patent/EP0052837A2/en
Publication of EP0052837A3 publication Critical patent/EP0052837A3/en
Application granted granted Critical
Publication of EP0052837B1 publication Critical patent/EP0052837B1/en
Expired legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
    • B63C7/003—Righting capsized vessels, e.g. sailing vessels
    • 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
    • B63B1/14—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected resiliently or having means for actively varying hull shape or configuration

Definitions

  • the main object of the present invention is to allow an overturned multihull to recover by its own means. It can also help prevent capsizing and incidentally save space at anchor.
  • Figure 1 shows a schematic cross-section of an embodiment of the invention, applied to a trimaran whose plane of lateral symmetry is indicated by 8.
  • the main hull 1 thereof carries on each edge a stump 2 terminated by an articulation 3 to which is fixed a lateral beam 4 which carries a lateral float 5.
  • the articulation 3 is arranged so that the beam can rotate - relative to the shell 1 - around a substantially axis parallel to the longitudinal axis of the trimaran, that is to say perpendicular to the plane of the drawing. This rotation takes place downward, that is to say in the direction of the arrow, from the normal navigation position sketched in FIG. 1.
  • a hydraulic or mechanical cylinder 6 articulated on the stump on the one hand and on the beam of the other allows to exert the force necessary for rotation.
  • Means (not shown) are provided for filling the float 5 with water and for emptying it, if necessary by overcoming a certain hydrostatic pressure, when the float is submerged.
  • some openings 7a, b, c have been sketched to indicate the presence of the valves and air purges necessary for these operations; and it goes without saying that the controls of these openings must be either automatic or remote-controlled from the main shell 1 for example.
  • the compressed gas pumps and / or tanks used to evacuate the water from the float are obviously designed to operate under the difficult conditions which accompany any capsizing.
  • it may be useful for the filling and evacuation means not to be of the all or nothing type, but to make it possible to dose and interrupt these two operations depending on the conditions, in particular the state of the sea and the momentary position of the boat around its roll axis.
  • Figures 2 - 4 for a trimaran, and 5 - 7 for a catamaran or a prao show boats capsized in a stable position, with the mast down.
  • one or two floats are first folded up by means of the jacks 6 and then filled with water, which leads to the situation in FIGS. 3 and 6, which is obviously not stable but causes a tilting leading to the positions of Figures 4 and 7, respectively.
  • Figures 3 and 6 can also be reached by first opening valves and purges of the float (s) in the inverted position of Figures 2 and 5, and then raising the beams upwards, after closing valves and purges.
  • the solution chosen may vary depending on the efficiency of the cylinders and any pumping means provided.
  • the float 10 in FIG. 3 can be submerged before being erected, which simplifies the pumping operations.
  • the inclination of the beams relative to the mast in Figure 3 is also not absolutely necessary, since under the wind and sea conditions envisaged an exactly vertical orientation of these beams would also achieve an unstable position, when the floats are filled with 'water.
  • Figures 4 and 7 illustrate the stable position reached after tilting due to ballasting of the upright float (s). After fully straightening out by orienting its beams parallel to the mast, the trimaran in Figure 4 can either remain in this stable position despite a relatively low ballast, until the sea becomes manageable again, or empty the floats while folding them back into normal position. For this, it is also enough to empty the floats which will go up by themselves, making the use of cylinders unnecessary.
  • the position floats submerged vertically under the main hull can also be taken preventively if necessary. In addition it can be useful in congested ports, having sufficient depth.
  • the total recovery of the catamaran in Figure 7 is more delicate and may require some synchronization between the emptying of the submerged float and its return to normal position by rotation in the direction of the arrow.
  • This folding must be done relatively quickly, in order to use the very high resistance of the rigging in the water to obtain a positive torque sufficient to initiate the straightening before the mast points below the horizontal.
  • it may be favorable to start the evacuation of the submerged float at the start of the drawdown, or even before; automatic control of the operation could usefully be envisaged in certain cases.
  • the necessary operations can be carried out manually or with simple mechanics on small sports units, but also implemented in very different ways on larger units.
  • the necessary energy can be supplied either by a nitrogen or compressed air tank or by a hand pump, or an electric motor powered by a sealed battery. These means can be supplemented by a heat engine suspended from the gimbal and ensuring the usual easements on board or by compressed gas cartridges.
  • the process control (opening of doors and purges, their closing, action of the jacks, pumping after straightening, folding of the arms) must, if necessary, be able to be carried out by manual commands, in principle valves. It can be triggered automatically by a pendulum, by percussion of a mass, or even by mercury contact bulb, to cite only a few examples.
  • the filling of the lateral floats can be limited by the existence of a longitudinal internal partition.
  • the weight of the lateral floats can, on the contrary, be increased by the existence of daggerboards, or foils.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Toys (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

Le trimaran possède un flotteur (5) fixé à l'extrémité d'une poutrelle (4) articulée sur un axe longitudinal (3), lui-même supporté par un bras (2) qui déborde la coque centrale (1). Un vérin (6) permet la rotation du flotteur autour de l'axe (flèche). Des ouvertures (7a, b, c) sont prévues dans le flotteur pour remplir et évacuer celui-ci. Lorsque le trimaran est chaviré, une rotation d'environ 90° des flotteurs emplis d'eau entraîne le redressement de l'embarcation, dont les flotteurs agissent alors comme une quille lestée. Une vidange des flotteurs et le retour des poutrelles (4) en position sensiblement horizontale permet ensuite la reprise d'une navigation normale.The trimaran has a float (5) fixed to the end of a beam (4) articulated on a longitudinal axis (3), itself supported by an arm (2) which projects beyond the central hull (1). A cylinder (6) allows the rotation of the float around the axis (arrow). Openings (7a, b, c) are provided in the float to fill and evacuate it. When the trimaran is capsized, a rotation of approximately 90 ° of the floats filled with water causes the boat to straighten, whose floats then act like a weighted keel. Emptying the floats and returning the beams (4) to a substantially horizontal position then allows normal navigation to resume.

Description

Les avantages des multicoques pour la navigation à voile ne sont plus à démontrer. Toutefois leur développement est freiné par l'impossibilité pratique de redresser après un chavirage en navigation hauturière, impossibilité parfois admissible en régate, mais toujours inacceptable en croisière. Or la légèreté des constructions modernes, condition première pour exploiter les avantages d'un multicoque, augmente considérablement les risques soit de chavirer latéralement, soit de sancir, par l'avant ou même par l'arrière.The advantages of multihulls for sailing are no longer to be demonstrated. However, their development is hampered by the practical impossibility of straightening after capsizing in offshore navigation, an impossibility that is sometimes admissible in regattas, but always unacceptable when cruising. However, the lightness of modern constructions, a primary condition for exploiting the advantages of a multihull, considerably increases the risks of either capsizing laterally or sancing, from the front or even from the rear.

La présente invention a pour but majeur de permettre à un multicoque retourné de redresser par ses propres moyens. Elle peut par ailleurs permettre de prévenir un chavirage et accessoirement d'économiser de la place au mouillage.The main object of the present invention is to allow an overturned multihull to recover by its own means. It can also help prevent capsizing and incidentally save space at anchor.

A cet effet, l'invention est définie comme il est dit à la revendication 1.To this end, the invention is defined as stated in claim 1.

Ceci permet de remplir un ou plusieurs flotteurs et de les rabattre en une position proche de celle de la quille d'un lesté, assurant ainsi le redressement de l'embarcation après un chavirage et son maintient en une position statiquement stable, flotteur lesté vers le bas et mât vers le haut, aussi longtemps qu'on désire.This allows one or more floats to be filled and folded down in a position close to that of the weighted keel, thus ensuring the righting of the boat after capsizing and its hand holds in a statically stable position, float ballasted down and mast up, as long as desired.

L'invention sera maintenant illustrée par la description de formes d'exécution et le dessin, dans lequel

  • la fig. l représente une coupe latérale schématique de deux réalisations (selon qu'on ignore ou non la coque 1),
  • les fig. 2 à 4 illustrent la suite des opérations de redressage d'un trimaran, et
  • les fig. 5 à 7 les opérations correspondantes pour un catamaran.
The invention will now be illustrated by the description of embodiments and the drawing, in which
  • fig. l represents a schematic side section of two embodiments (depending on whether or not shell 1 is ignored),
  • fig. 2 to 4 illustrate the continuation of the trimaran straightening operations, and
  • fig. 5 to 7 the corresponding operations for a catamaran.

La figure 1 montre une demi-coupe transversale schématique d'une forme de réalisation de l'invention, appliquée à un trimaran dont le plan de symétrie latérale est indiqué par 8. La coque principale 1 de celui-ci porte de chaque bord un moignon 2 terminé par une articulation 3 à laquelle est fixée une poutrelle latérale 4 qui porte un flotteur latéral 5. L'articulation 3 est agencée de manière à ce que la poutrelle puisse tourner - par rapport à la coque 1 - autour d'un axe sensiblement parallèle à l'axe longitudinal du trimaran, c'est-à-dire perpendiculaire au plan du dessin. Cette rotation a lieu vers le bas, c'est-à-dire dans le sens de la flèche, à partir de la position de navigation normale esquissée dans la figure 1. Un vérin hydraulique ou mécanique 6 articulé sur le moignon d'une part et sur la poutrelle de l'autre permet d'exercer la force nécessaire à la rotation. Des moyens (non représentés) sont prévus pour remplir le flotteur 5 d'eau et pour le vider, au besoin en surmontant une certaine pression hydrostatique, lorsque le flotteur est submergé. Dans la figure 1, quelques ouvertures 7a,b,c ont été esquissées pour indiquer la présence des vannes et purges d'air nécessaires à ces opérations; et il va de soi que les commandes de ces ouvertures doivent être soit automatiques soit télécommandées à partir de la coque principale 1 par exemple. De même les pompes et/ou réservoirs de gaz comprimé servant à évacuer l'eau du flotteur sont évidemment prévus pour fonctionner dans les conditions difficiles qui accompagnent tout chavirage. De plus, il peut être utile que les moyens tant de remplissage que d'évacuation ne soient pas du type tout ou rien, mais permettent de doser et d'interrompre ces deux opérations en fonction des conditions, en particulier de l'état de la mer et de la position momentanée de l'embarcation autour de son axe de roulis.Figure 1 shows a schematic cross-section of an embodiment of the invention, applied to a trimaran whose plane of lateral symmetry is indicated by 8. The main hull 1 thereof carries on each edge a stump 2 terminated by an articulation 3 to which is fixed a lateral beam 4 which carries a lateral float 5. The articulation 3 is arranged so that the beam can rotate - relative to the shell 1 - around a substantially axis parallel to the longitudinal axis of the trimaran, that is to say perpendicular to the plane of the drawing. This rotation takes place downward, that is to say in the direction of the arrow, from the normal navigation position sketched in FIG. 1. A hydraulic or mechanical cylinder 6 articulated on the stump on the one hand and on the beam of the other allows to exert the force necessary for rotation. Means (not shown) are provided for filling the float 5 with water and for emptying it, if necessary by overcoming a certain hydrostatic pressure, when the float is submerged. In Figure 1, some openings 7a, b, c have been sketched to indicate the presence of the valves and air purges necessary for these operations; and it goes without saying that the controls of these openings must be either automatic or remote-controlled from the main shell 1 for example. Likewise, the compressed gas pumps and / or tanks used to evacuate the water from the float are obviously designed to operate under the difficult conditions which accompany any capsizing. In addition, it may be useful for the filling and evacuation means not to be of the all or nothing type, but to make it possible to dose and interrupt these two operations depending on the conditions, in particular the state of the sea and the momentary position of the boat around its roll axis.

Pour obtenir une forme d'exécution valable pour un catamaran, il suffit de supprimer la coque centrale 1 de la figure 1 et de placer l'axe de symétrie du restant de la figure en 9. Le moignon 2 se raccordera alors à un moignon symétrique pour former la plate-forme centrale du catamaran, sur laquelle est emplanté le mât. Les étais maintenant ce dernier seront toujours frappés sur des parties non articulées, c'est-à-dire en général sur les moignons, que ceux-ci forment la plate-forme centrale ou non. Dans tous les cas il est possible de ne prévoir l'articulation 3 que d'un bord, simplification essentiellement indiquée pour les catamarans et les praos, ainsi qu'il ressort des figures 5 - 7 décrites ci-dessous, où seule une articulation est utilisée pour le redressement. Le gréement pourra alors être étayé sur toute la partie rigide de l'embarcation, y compris la ou les poutrelles non articulées, et seul le flotteur solidaire d'une poutrelle articulée comportera des moyens pour le submerger et le vidanger.To obtain a valid embodiment for a catamaran, it suffices to delete the central hull 1 of FIG. 1 and to place the axis of symmetry of the remainder of the figure at 9. The stump 2 will then be connected to a symmetrical stump to form the central platform of the catamaran, on which the mast is installed. The stays now the latter will always be struck on non-articulated parts, that is to say in general on the stumps, whether these form the central platform or not. In all cases it is possible to provide the articulation 3 only with one edge, a simplification essentially indicated for catamarans and praos, as is apparent from FIGS. 5 - 7 described below, where only one articulation is used for straightening. The rigging can then be supported on the entire rigid part of the boat, including the non-articulated beam (s), and only the float secured to an articulated beam include means to submerge and drain it.

L'opération de redressement sera maintenant décrite à l'aide des figures 2 - 4 pour un trimaran, et 5 - 7 pour un catamaran ou un prao. Les figures 2 et 5 montrent des embarcations chavirées en position stable, avec le mât vers le bas. Pour redresser, un ou deux flotteurs sont d'abord rabattus vers le haut au moyen des vérins 6 puis remplis d'eau, ce qui conduit à la situation des figures 3 et6, qui n'est évidemment pas stable mais provoque un basculement conduisant aux positions des figures 4 et 7, respectivement.The recovery operation will now be described using Figures 2 - 4 for a trimaran, and 5 - 7 for a catamaran or a prao. Figures 2 and 5 show boats capsized in a stable position, with the mast down. To straighten, one or two floats are first folded up by means of the jacks 6 and then filled with water, which leads to the situation in FIGS. 3 and 6, which is obviously not stable but causes a tilting leading to the positions of Figures 4 and 7, respectively.

Il est à remarquer que les positions des figures 3 et 6 peuvent également être atteintes en ouvrant d'abord vannes et purges du ou des flotteurs dans la position retournée des figures 2 et 5, et en dressant ensuite les poutrelles vers le haut, après fermeture des vannes et purges. La solution choisie pourra varier en fonction de l'efficacité des vérins et des éventuels moyens de pompage prévus.It should be noted that the positions of Figures 3 and 6 can also be reached by first opening valves and purges of the float (s) in the inverted position of Figures 2 and 5, and then raising the beams upwards, after closing valves and purges. The solution chosen may vary depending on the efficiency of the cylinders and any pumping means provided.

En particulier le flotteur 10 de la figure 3 peut être submergé avant d'être dressé, ce qui simplifie les opérations de pompage. L'inclinaison des poutrelles par rapport au mât dans la figure 3 n'est également pas absolument nécessaire, puisque dans les conditions de vent et de mer envisagées une orientation exactement verticale de ces poutrelles réaliserait également une position instable, lorsque les flotteurs sont remplis d'eau. Les figures 4 et 7 illustrent la position stable atteinte après le basculement dû au lestage du ou des flotteurs dressés. Après s'être totalement redressé en orientant ses poutrelles parallèlement au mât, le trimaran de la figure 4 peut soit rester dans cette position stable malgré un lestage relativement faible, jusqu'à ce que la mer redevienne maniable, soit vidanger les flotteurs tout en les rabattant en position normale. Pour cela, il suffit d'ailleurs de vider les flotteurs qui remonteront d'eux-même, rendant inutile l'utilisation des vérins.In particular, the float 10 in FIG. 3 can be submerged before being erected, which simplifies the pumping operations. The inclination of the beams relative to the mast in Figure 3 is also not absolutely necessary, since under the wind and sea conditions envisaged an exactly vertical orientation of these beams would also achieve an unstable position, when the floats are filled with 'water. Figures 4 and 7 illustrate the stable position reached after tilting due to ballasting of the upright float (s). After fully straightening out by orienting its beams parallel to the mast, the trimaran in Figure 4 can either remain in this stable position despite a relatively low ballast, until the sea becomes manageable again, or empty the floats while folding them back into normal position. For this, it is also enough to empty the floats which will go up by themselves, making the use of cylinders unnecessary.

La position flotteurs submergés verticalement sous la coque principale peut d'ailleurs être prise préventivement s'il y a lieu. De plus elle peut être utile dans les ports encombrés, ayant une profondeur suffisante.The position floats submerged vertically under the main hull can also be taken preventively if necessary. In addition it can be useful in congested ports, having sufficient depth.

Le redressement total du catamaran de la figure 7 est plus délicat et peut exiger une certaine synchronisation entre la vidange du flotteur submergé et sa remise en position normale par rotation dans le sens de la flèche. Ce rabattement doit se faire relativement vite, afin d'utiliser la très grande résistance du gréement dans l'eau pour obtenir un couple positif suffisant à amorcer le redressement avant que le mât ne pointe sous l'horizontale. A cet effet, il peut être favorable de commencer l'évacuation du flotteur submergé au début du rabattement, ou même avant; une commande automatique de l'opération pourrait être utilement envisagée dans certains cas.The total recovery of the catamaran in Figure 7 is more delicate and may require some synchronization between the emptying of the submerged float and its return to normal position by rotation in the direction of the arrow. This folding must be done relatively quickly, in order to use the very high resistance of the rigging in the water to obtain a positive torque sufficient to initiate the straightening before the mast points below the horizontal. For this purpose, it may be favorable to start the evacuation of the submerged float at the start of the drawdown, or even before; automatic control of the operation could usefully be envisaged in certain cases.

En général, les opérations nécessaires peuvent être réalisées manuellement ou avec une mécanique simple sur de petites unités de sport, mais également mises en oeuvre de façons très diverses sur de plus grosses unités. L'énergie nécessaire peut être fournie soit par un réservoir d'azote ou d'air comprimé soit encore par une pompe à main, ou un moteur électrique alimenté par une batterie étanche. Ces moyens peuvent être complétés par un moteur thermique suspendu à la cardan et assurant les servitudes habituelles du bord ou par des cartouches de gaz comprimé.In general, the necessary operations can be carried out manually or with simple mechanics on small sports units, but also implemented in very different ways on larger units. The necessary energy can be supplied either by a nitrogen or compressed air tank or by a hand pump, or an electric motor powered by a sealed battery. These means can be supplemented by a heat engine suspended from the gimbal and ensuring the usual easements on board or by compressed gas cartridges.

La commande de processus (ouverture des portes et purges, leur fermeture, action des vérins, pompage après redressement, repli des bras) doit au besoin pouvoir être effectuée par des commandes manuelles, en principe des vannes. Elle peut être déclenchée automatiquement par un pendule, par percussion d'une masse, ou encore par ampoule contact à mercure, pour ne citer que quelques exemples.The process control (opening of doors and purges, their closing, action of the jacks, pumping after straightening, folding of the arms) must, if necessary, be able to be carried out by manual commands, in principle valves. It can be triggered automatically by a pendulum, by percussion of a mass, or even by mercury contact bulb, to cite only a few examples.

Toute la partie énergie et commande du processus est enfermée dans la carène centrale, dans un compartiment étanche renforcé, accessible de l'intérieur ainsi que par une trappe étanche ouvrant dans le fond de la carène, ouvrable de l'extérieur et déjà obligatoire pour les trimarans de haute mer.All the energy and control part of the process is enclosed in the central hull, in a reinforced waterproof compartment, accessible from the inside as well as by a waterproof hatch opening in the bottom of the hull, openable from the outside and already compulsory for high seas trimarans.

Le remplissage des flotteurs latéraux peut être limité par l'existence d'une cloison interne longitudinale. Le poids des flotteurs latéraux peut être, au contraire, augmenté par l'existence de dérives, ou foils.The filling of the lateral floats can be limited by the existence of a longitudinal internal partition. The weight of the lateral floats can, on the contrary, be increased by the existence of daggerboards, or foils.

Claims (9)

1. Multicoque, caractérisé par au moins une articulation reliant au moins un flotteur au reste de l'embarcation de manière à permettre la rotation du flotteur autour d'un axe orienté dans la direction longitudinale de l'embarcation, par des moyens pour remplir au moins partiellement le flotteur d'eau ainsi que pour ensuite évacuer celle-ci même lorsque le flotteur est submergé, et par des moyens pour créer un couple provoquant la rotation du flotteur autour de l'axe.1. Multihull, characterized by at least one articulation connecting at least one float to the rest of the boat so as to allow the rotation of the float around an axis oriented in the longitudinal direction of the boat, by means for filling at less partially the water float as well as to then evacuate it even when the float is submerged, and by means to create a torque causing the rotation of the float around the axis. 2. Multicoque selon la revendication 1, caractérisé en ce que les moyens de remplissage sont prévus pour pomper de l'eau dans le flotteur lorsque celui-ci surplombe le plan d'eau d'une hauteur égale à sa distance de l'axe.2. Multihull according to claim 1, characterized in that the filling means are provided for pumping water into the float when the latter overhangs the water level by a height equal to its distance from the axis. 3. Multicoque selon la revendication 1, caractérisé en ce que les moyens pour créer un couple comportent au moins un vérin suffisamment puissant pour élever le flotteur partiellement rempli au-dessus du plan d'eau, par rotation autour de l'axe.3. Multihull according to claim 1, characterized in that the means for creating a torque comprise at least one jack powerful enough to raise the partially filled float above the water, by rotation about the axis. 4. Multicoque selon une des revendications précédentes, caractérisé en ce que l'angle de rotation couvre au moins 70°.4. Multihull according to one of the preceding claims, characterized in that the angle of rotation covers at least 70 °. 5. Multicoque selon une des revendications précédentes, caractérisé en ce que l'angle de rotation couvre plus de 90°.5. Multihull according to one of the preceding claims, characterized in that the angle of rotation covers more than 90 °. 6. Multicoque selon une des revendications précédentes, caractérisé en ce qu'il possède un plan de symétrie longitudinal, et deux axes placés de part et d'autre de ce plan.6. Multihull according to one of the preceding claims, characterized in that it has a longitudinal plane of symmetry, and two axes placed on one side and other of this plan. 7. Trimaran selon la revendication 6, caractérisé en ce que les axes prennent appui sur des supports débordant la coque centrale.7. Trimaran according to claim 6, characterized in that the axes bear on supports projecting from the central hull. 8. Multicoque selon une des revendications précédentes, caractérisé par une commande électrique déclenchant automatiquement une séquence de remplissage, de rotation et de vidange d'un ou de plusieurs flotteurs lorsque l'embarcation se trouve en position retournée.8. Multihull according to one of the preceding claims, characterized by an electric control automatically triggering a sequence of filling, rotation and emptying of one or more floats when the boat is in the inverted position. 9. Multicoque selon une des revendications précédentes, caractérisé par une réserve de gaz comprimé destinée à livrer l'énergie nécessaire à la rotation et à l'évacuation.9. Multihull according to one of the preceding claims, characterized by a reserve of compressed gas intended to deliver the energy required for rotation and evacuation.
EP81109651A 1980-11-24 1981-11-12 Self righting multiple-hull boat Expired EP0052837B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH8671/80 1980-11-24
CH867180A CH637889A5 (en) 1980-11-24 1980-11-24 SELF-RECTIFIING MULTIHULL.

Publications (3)

Publication Number Publication Date
EP0052837A2 true EP0052837A2 (en) 1982-06-02
EP0052837A3 EP0052837A3 (en) 1982-12-08
EP0052837B1 EP0052837B1 (en) 1985-09-04

Family

ID=4343333

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81109651A Expired EP0052837B1 (en) 1980-11-24 1981-11-12 Self righting multiple-hull boat

Country Status (5)

Country Link
US (1) US4441445A (en)
EP (1) EP0052837B1 (en)
CA (1) CA1187343A (en)
CH (1) CH637889A5 (en)
DE (2) DE52837T1 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1985002157A1 (en) * 1983-11-11 1985-05-23 Terry Clifford Ings Submersible water craft
AU569919B2 (en) * 1983-11-11 1988-02-25 Ings, T.C. Submersible water craft
EP0367909A1 (en) * 1988-11-11 1990-05-16 Giuseppe Tomasi Safety and stability device for motorboats in a storm
AT509948B1 (en) * 2010-06-14 2015-08-15 Oliver Dr Kormann WATERCRAFT
CN111619725A (en) * 2020-04-22 2020-09-04 北京航天控制仪器研究所 Three-body measuring boat with side sheet body capable of automatically lifting

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2500804A1 (en) * 1981-02-27 1982-09-03 Priam Doizi Patrice TRIMARAN SELF-STABLE
US4651666A (en) * 1984-10-31 1987-03-24 Lake John A Multi-hull sailboat righter
US4610212A (en) * 1985-10-11 1986-09-09 Petrovich Enrique G Fast self righting catamaran
CA1289819C (en) * 1987-02-10 1991-10-01 Wayne B. Wenstob Self-righting monohull vessel
US5050517A (en) * 1988-10-21 1991-09-24 Yamaha Hatsudoke Kabushiki Kaisha Small sized jet propulsion boat
US5060591A (en) * 1990-04-23 1991-10-29 Richard Ciavarra Sailboat
US5277142A (en) * 1991-11-01 1994-01-11 Connor Dennis P Variable-beam catamaran
US5540170A (en) * 1994-08-17 1996-07-30 Purdy; Peter K. Multi-hull marine vessel with retractable outer hulls
US5636585A (en) * 1995-10-20 1997-06-10 Schulz; Walter A. Sailboat with hydrofoil members
US5937777A (en) * 1995-12-16 1999-08-17 Mission Yachts Plc Monohull water-borne craft
US6029595A (en) * 1998-12-11 2000-02-29 Bachmann; Helmuth G. External water ballast container for sailboats
FR2808251B1 (en) 2000-04-28 2002-09-13 Pierre Bouyssou VARIABLE WHEELBASE TRIMARAN
FR2825677B1 (en) * 2001-06-12 2003-09-05 Francois Riche RECTIFIABLE TRIMARAN SAILING BOAT WITH PENDULUM BALLAST FLOATS
DE10216194A1 (en) * 2001-09-15 2003-04-10 Bodo Frieske Support brackets for boat stabilization
FR2858593B1 (en) * 2003-08-05 2005-09-30 Francois Riche TRIMARAN AUTO RETRACTABLE SAILBOAT
CA2501341C (en) * 2004-04-02 2011-01-11 Oue Turundusteave Conversion kit for all terrain vehicle
US20060254486A1 (en) * 2005-05-12 2006-11-16 Ashdown Glynn R Winged hull for a watercraft
AU2007231696B2 (en) * 2006-10-30 2013-06-20 Barry May Vessel
CN102060083A (en) * 2010-12-26 2011-05-18 广州中船龙穴造船有限公司 Catamaran structure
DE102011007934A1 (en) 2011-01-03 2012-07-05 Oliver Schwan Spinnaker boom for e.g. sports catamaran, has spars rotatably articulated at end relative to hulls of boat and connected together at another end, where mounting arrangement is provided in connecting region for neck of headsail
EP2915734B1 (en) * 2014-03-03 2019-10-30 FUTURA Yacht Systems EuB GmbH & Co. KG Multi-hull water craft with equaliser link for reducing the load on a bearing
WO2015158400A1 (en) * 2014-04-18 2015-10-22 Arena Kelly Canting water ballast for monohull sailing vessels
WO2019200473A1 (en) 2018-04-17 2019-10-24 Open Ocean Robotics Inc. Self-righting trimaran

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3304898A (en) * 1964-03-30 1967-02-21 Joseph D Sainte-Claire Ship controls
CH581557A5 (en) * 1975-01-14 1976-11-15 Brauch Klaus Trimaran capsizing correction system - has floats mounted on swinging arms to lift hull clear of water to prevent overturning
FR2359024A1 (en) * 1976-07-21 1978-02-17 Raymond Serge Multi hull vessel self-righting system - has hull on one side filled with water and emptied after passing dead centre
US4223621A (en) * 1978-05-19 1980-09-23 Herman Berger Multihull sailing vessel having means for righting capsized vessels incorporated therein

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1709219A (en) * 1927-10-12 1929-04-16 Hille Carl Sailboat
US3099912A (en) * 1955-10-21 1963-08-06 Kerr Mc Gee Oil Ind Inc Submersible barge for submarine operations
US3137263A (en) * 1963-04-29 1964-06-16 Joseph D Sainte-Claire Ballast means for ships and the like
US3541987A (en) * 1968-09-26 1970-11-24 William Barkley Water vehicle with elevated deck
US3981259A (en) * 1975-07-07 1976-09-21 Harper Jr William H Catamaran with extensible hulls
NL170940C (en) * 1977-01-20 1983-01-17 Varitrac Ag STABILIZATION DEVICE FOR A CRANE WITH UNDERWATER HULLS.
US4159006A (en) * 1977-06-27 1979-06-26 Thurston John W Multihull vessels
US4297961A (en) * 1979-12-31 1981-11-03 Weaver Shipyard And Drydock, Inc. Outrigger-stabilized floating crane system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3304898A (en) * 1964-03-30 1967-02-21 Joseph D Sainte-Claire Ship controls
CH581557A5 (en) * 1975-01-14 1976-11-15 Brauch Klaus Trimaran capsizing correction system - has floats mounted on swinging arms to lift hull clear of water to prevent overturning
FR2359024A1 (en) * 1976-07-21 1978-02-17 Raymond Serge Multi hull vessel self-righting system - has hull on one side filled with water and emptied after passing dead centre
US4223621A (en) * 1978-05-19 1980-09-23 Herman Berger Multihull sailing vessel having means for righting capsized vessels incorporated therein

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1985002157A1 (en) * 1983-11-11 1985-05-23 Terry Clifford Ings Submersible water craft
AU569919B2 (en) * 1983-11-11 1988-02-25 Ings, T.C. Submersible water craft
EP0367909A1 (en) * 1988-11-11 1990-05-16 Giuseppe Tomasi Safety and stability device for motorboats in a storm
WO1990005085A1 (en) * 1988-11-11 1990-05-17 Giuseppe Tomasi Stabilising and safety system for motor vessels in stormy seas
AT509948B1 (en) * 2010-06-14 2015-08-15 Oliver Dr Kormann WATERCRAFT
CN111619725A (en) * 2020-04-22 2020-09-04 北京航天控制仪器研究所 Three-body measuring boat with side sheet body capable of automatically lifting
CN111619725B (en) * 2020-04-22 2021-07-13 北京航天控制仪器研究所 Three-body measuring boat with side sheet body capable of automatically lifting

Also Published As

Publication number Publication date
US4441445A (en) 1984-04-10
CA1187343A (en) 1985-05-21
EP0052837A3 (en) 1982-12-08
CH637889A5 (en) 1983-08-31
EP0052837B1 (en) 1985-09-04
DE52837T1 (en) 1983-02-03
DE3172157D1 (en) 1985-10-10

Similar Documents

Publication Publication Date Title
EP0052837B1 (en) Self righting multiple-hull boat
EP0153248B1 (en) Ship's davit for launching and supporting an object, e.g. a lifeboat
EP0527897B1 (en) Multi-hull sailing vessel
CA1051677A (en) Immersion process for twin compartment off-shore weighted structure
FR2863579A1 (en) AGGREGATED PNEUMATIC BOAT FOR LOADING / UNLOADING AND TRANSPORTING FLOATING LOADS
FR2852063A1 (en) WIND ENERGY CAPTURE SYSTEM
FR2500804A1 (en) TRIMARAN SELF-STABLE
FR2481223A1 (en) Trimaran hull for marine vessel - has floats joined by bridge fitted with ailerons having hinge for either lifting or retracting it to hull
EP3053822A1 (en) Boat stabilisation device
FR2747989A1 (en) METHOD AND FLOATING BODY FOR LIFTING A MARINE PLATFORM
FR2551420A1 (en) Multihull which is rightable after capsizing by folding the connection arms upwards
EP1578661A1 (en) Installation for the recovery of a polluting fluid contained in at least one transverse section of the tanks of a sunken vessel
WO1991013799A1 (en) Barge et container supports mounted on submersible carrying and propulsive elements
FR2549801A1 (en) Device for launching small lifesaving craft provided aboard ships and installations which do or do not float.
FR2601644A1 (en) Equipment for righting multihull craft in the capsized position
SU1054189A1 (en) Gravity arrangement for storing and positioning the mooring fender of a ship
FR2912723A1 (en) Articulating, displacement controlling and locking device for hull of e.g. barge, has hole to guide hull axle between unlocked and locked positions, where hulls are immobilized in locked position and pivot around axle in unlocked position
FR2612475A1 (en) Device for propulsion on an air cushion for a floating craft including, at the front, a jet engine and, at its middle, an assembly made up of sails, extensible mast and keel which can be adjusted by means of flaps
FR2637559A1 (en) Braking and righting device for multi-hull craft
EP4116182A1 (en) Ship and system adapted to collecting remote and mobile wind power
FR2515135A1 (en) Outrigger for righting and refloating trimaran - has dischargeable ballast float and inflatable balloon on mast top
CH458966A (en) Diving boat
FR2577195A1 (en) Sailing boat equipped with a list-compensating keel
EP2328798A1 (en) Harbour equipment for parking harboured ships
FR2807006A1 (en) Movable keels, for increasing power and reducing drag of sailboat, are articulated to hull connection which enables keel to leave water and be acted on by wind

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Designated state(s): BE DE FR GB IT LU NL SE

ITCL It: translation for ep claims filed

Representative=s name: BARZANO' E ZANARDO MILANO S.P.A.

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

TCNL Nl: translation of patent claims filed
AK Designated contracting states

Designated state(s): BE DE FR GB IT LU NL SE

DET De: translation of patent claims
17P Request for examination filed

Effective date: 19830527

EL Fr: translation of claims filed
ITF It: translation for a ep patent filed
GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Designated state(s): BE DE FR GB IT LU NL SE

REF Corresponds to:

Ref document number: 3172157

Country of ref document: DE

Date of ref document: 19851010

ET Fr: translation filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19851130

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 19861130

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Effective date: 19871113

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Effective date: 19871130

BERE Be: lapsed

Owner name: DE WECK ROGER

Effective date: 19871130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Effective date: 19880601

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee
GBPC Gb: european patent ceased through non-payment of renewal fee
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19880729

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Effective date: 19880802

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19881118

EUG Se: european patent has lapsed

Ref document number: 81109651.0

Effective date: 19880913