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EP0312129A2 - Bateau à voile - Google Patents

Bateau à voile Download PDF

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Publication number
EP0312129A2
EP0312129A2 EP88201328A EP88201328A EP0312129A2 EP 0312129 A2 EP0312129 A2 EP 0312129A2 EP 88201328 A EP88201328 A EP 88201328A EP 88201328 A EP88201328 A EP 88201328A EP 0312129 A2 EP0312129 A2 EP 0312129A2
Authority
EP
European Patent Office
Prior art keywords
frame
float
vessel
floats
stern
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.)
Withdrawn
Application number
EP88201328A
Other languages
German (de)
English (en)
Other versions
EP0312129A3 (fr
Inventor
Jelle Fake Berghoef
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 EP0312129A2 publication Critical patent/EP0312129A2/fr
Publication of EP0312129A3 publication Critical patent/EP0312129A3/fr
Withdrawn legal-status Critical Current

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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
    • B63B1/02—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B15/02—Staying of masts or of other superstructures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements

Definitions

  • the invention relates to a sailing vessel with three hull-shaped floats, of which at least two are adjacent and positioned at a distance from and essentially parallel to each other, and comprising in addition a rigid connecting structure between the floats, steering gear connected to a tiller at the stern, a mast with stays, a sail with an adjustable clew connection in the rear under­side region to a fixed part of the connecting structure, and a taut net stretched between the connecting structure in the stern area and serving as a working surface for the yachtsmen.
  • Sailing vessels of the type described above are known from trimarans. These are sailing vessels that are specially designed to be able to reach high speeds.
  • the hulls are slim and there is little or no accommodation for the crew members, they mostly have only a mainsail and the whole structure and shape is designed for high speed and as low a resistance as possible in the water and through the wind.
  • the yachtsmen are carried on a taut net serving as a working surface that is fixed between the connecting structure of floats.
  • a comparable type of ship which is intended to reach the greatest possible speed are the catamarans, which have two essen­tially parallel slim hulls as floats. They also have mostly only one mainsail.
  • trimarans and catamarans are similarity between trimarans and catamarans.
  • trimarans and catamarans are similarity between trimarans and catamarans.
  • the maximum sideways tilt or list remains very small and is determined by the windward float just coming out of the water and the leeward float being pushed deeper into the water, so that the mast has a maximum possible list of about 20° from the vertical.
  • a disadvantage of the known trimarans and cata­marans as far as they fall into the smaller category that can be taken apart and transported by road on a car is the fact that the floats or hulls are relatively large and heavy. In addition, tacking or giving way is difficult and sometimes impossible because of the very slim shape of the long hulls. These vessels have rudders that are placed immediately behind the hulls and are operated simulta­neously.
  • the object of the invention is therefore to pro­vide a sailing vessel of the type mentioned above that does not have the said disadvantages and that is, in par­ticular, easy to disassemble and transport.
  • the sailing vessel is characterized according to the in­vention in that the third float is positioned as a front float at a fair distance in front of the two adjacent rear floats and on the longitudinal centre line, and in that the plan view of the connecting structure takes the form of an isosceles triangle or isosceles trapezium of which the base forms the stern beam and the equal sides the starboard and the port beams, and the apex or short parallel side forms the junction at the bow, and there being, in the region of the corner joint between the starboard beam and the stern beam, means of attachment to the rear starboard float and similarly on the port side, and in the region of the bow junction for attachment to the front float, and the frame being - when the vessel is ready for sailing - essentially horizontal.
  • the third float is placed between the two outside floats
  • the third float is positioned on the centre line of the vessel at an appreciable distance in front of the two rear floats and the plan view of the connecting structure forms an isosceles triangle or isosceles trapezium.
  • the longitu­dinal stability of the vessel according to the invention is thereby considerably greater than that of catamarans while the lateral stability, for comparable width, is roughly similar to that of catamarans.
  • the front float is pivotably at­tached to the frame and is connected to the tiller so that the vessel can be steered by pivoting the front float.
  • the vessel according to the inven­tion has much shorter floats.
  • this and because of steerability of the front float, giving way in the vessel can be carried out much more easily.
  • the hulls are shaped in a manner known per se so that they will plane at high speed. Consequently lateral friction with the water is slight, such that a preferred embodiment provides each float with a cutwater or keel beam over essentially the whole underwater length of the float. Per se the leeward rear float will be pushed deep into the water during sailing so that the shape of this hull will also contribute inter alia to the directional stability. The planing front float will, however, get its directional primarily stability from the cutwater or keel beam.
  • the vertical load on the front float during sailing can be relatively small, for which purpose the front float can be provided with a retractable centreboard.
  • the two rear floats are attached to the frame so that they can pivot around a vertical axis through the attachment point and are con­nected by linking means, such as steel wires and guide rollers, to the tiller such that they remain essentially parallel to each other at all positions of the rudder.
  • the directional stability of the vessel when heeling over to a great extent is found to be improved if, according to a further embodiment, the front float is similarly attached to the frame so that it can pivot around a vertical axis through the attachment point and that, for automatic course compenstation when the vessel is heeled over to a great extent, a prestressed elastic component, such as a spring, is positioned between the rear of the front float and both the starboard beam and the port beam, which components always urge the front float into a central position with respect to the vessel, all this such that the front float can make an angle of up to about ⁇ 10° with respect to the centre line of the frame. In this way the course will be automatically compensated when, if the vessel is heeling over to a great extent, the front float were to have an increasing ten­dency to plunge itself deeper into the water.
  • a prestressed elastic component such as a spring
  • the floats are relatively small com­pared with the hulls of catamarans and trimarans and have to be able to sail over rough water, they have a com­pletely closed construction and, for reinforcement and for safety, can be completely foam-filled in a known manner with, for example, hard closed-cell polyurethane foam.
  • the aluminium tubes or profiles from which the frame can be constructed all of which can be similarly foam-filled to achieve additional buoyancy when capsized and through which safety is also improved.
  • the mast is mostly positioned near the centre of the vessel's length in order to achieve a favourable pressure point for the forces of the wind with respect to the movement of the hulls through the water, according to a preferred embodi­ment of the invention the same is achieved in that the foot of the mast is placed in the frame in the region of the bow junction and the mast leans back at an angle of between about 25° and 35° from the vertical, preferably at an angle of about 30°. Consequently the pressure point of the sail lies approximately in the area occupied by the yachtsmen.
  • the sail is characterized according to the invention by lacking of a rigid boom and by having a free or loose underside.
  • the clew is attached to the rear bottom corner of the sail, which point lies nearly in a vertical plane through the stern beam of the frame when the sail is spanned amidships. Consequently the sail is stretched backwards as well as downwards.
  • a rail or pas­sage for a guide eye or guide block for the clew is pro­vided and this extends over the whole length (or width) of the stern beam of the frame.
  • all means of attachment between the frame and the floats are provided with easily detachable structures and that the frame itself is constructed of essentially straight beams and small corner connectors, which are similarly linked together with easily detachable attachment devices, such as mortise and tenon constructions and/or retaining clamps.
  • the vessel can therefore be completely disassembled or assembled in a short space of time.
  • FIG. 1 depicts the complete sailing vessel.
  • the major components are a starboard rear float 2, a port rear float 3, a central front float 4, an connecting frame 5, which is triangular in plan view, a mast with stays 7, a sail 8 and a steering mechanism 9.
  • the three floats 2,3, and 4 are essentially iden­tical to each other. They have the shape of small ship's hulls of the type that plane at higher speed, so that the hulls consequently have a somewhat V-shaped flat bottom 21, 31, 41. To achieve sufficient displacement of water when submerged to a greater extent, the sides of the hull 22, etc. are virtually vertical, so that the vessel is of the split rib type. To increase directional stability, particularly when the sailing vessel planes at high speeds, all the floats are fitted with a cutwater or keel beam 23 etc. The floats have a closed deck and, for safety and strengthening, are completely foam filled with a hard polyurethane foam with closed cells.
  • the front tubular stub 24 serves in the front float 4, where it takes the form of the tubular stub 44, as the only means of attachment to the frame 5. This will be elaborated later.
  • the two rear floats 2 and 3 each have a second tubular stub 25, 35 which serves as a second point of attachment to the frame 5. All the floats are therefore completely closed.
  • the front float 4 will easily plane and, as will be described later, serves to steer the sailing vessel, it may be advantageous to provide the front float 4 with a retractable centreboard known per se which is pivotable on a schematically shown hinge pin 47 and can be retracted into a per se known centreboard case (not shown) completely within the hull of the float and on the other hand thrust straight down to improve appreciably the di­rectional stability, particularly during planing, and as a result to prevent veering to leeward.
  • a retractable centreboard known per se which is pivotable on a schematically shown hinge pin 47 and can be retracted into a per se known centreboard case (not shown) completely within the hull of the float and on the other hand thrust straight down to improve appreciably the di­rectional stability, particularly during planing, and as a result to prevent veering to leeward.
  • the three floats 2, 3 and 4 are connected to each other by a single connecting frame 5 which lies approxi­mately in the horizontal plane.
  • This frame 5 is carried above the surface of the water by the floats and is the carrier for the mast with sail as well as the crew or yachtsmen. It is composed, as shown in Fig. 2 in particu­lar, of a starboard beam 51 and a port beam 52 and a stern beam 53. In plane view the frame forms an isosceles tri­angle or an isosceles trapezium of which the short paral­lel side near the bow of the vessel is very short. With an eye to easy transportability when dissassembled, the frame 5 is constructed of separate parts.
  • the frame 5 is built up of two straight beams 51, 52 which form the starboard and port beams respectively and a separate straight stern beam 53. They are linked together at both corners at the base of the triangle, that is, at the stern beam 53, by separate corner pieces 54. These are attached to the beams in a known manner with, for example, the schematically shown mortise and tenon joints and are secured with clamping bolts.
  • the starboard and port beams 51 and 52 are attached to each other at the bow by two clamping plates which will be described later with Fig 4.
  • there is a connecting beam 55 positioned at about 1/3 of the length in front of the stern beam 53 and parallel to it, the means of attachment to the side beams 51 and 52 not being further specified.
  • the connecting beam 55 stiffens on the one hand the frame to a considerable extent because the long starboard and port beams 51 and 52 are strutted against each other, and the connecting beam 55 further­more forms, together with the stern beam 53 and the rear portions of the side beams 51 and 52, the trapezium-­shaped portion of the frame in which the net 56 is strung which serves as a working surface for the yachtsmen in a known manner.
  • the front attachment stubs 24 and 34 of the rear floats 2 and 3 are attached to the starboard and port beams 51 and 52 re­spectively by clamps 57 shown schematically, while the rear tubular stubs 25 and 35 are attached close to the ends of the stern beam 53.
  • the mast 7 is attached at its bottom by means of a bolt joint to the front end of the frame 5 at location 59.
  • the staying of the mast obviously has its supporting points on the frame.
  • the rear stays of the mast are attached to the starboard beam 51 at location 57 in a not further specified known manner and similarly at location 58 to the port beam. Since the rear or side stays can exert large forces at locations 57 and 58, which forces are directed essentially perpendicularly to the frame 5 and hence to the frame beams 51 and 52, it may be advantageous to stay the beams at these points with an unspecified means of staying such as, for example, is used for a mast with the aid of a steel cable which is held at a distance by a spreader.
  • the mast 7 of the vessel according to the inven­tion leans backwards in an unusually steep fashion at an angle of about 30°. This achieves the result that with a reasonably short length of mast, which promotes stability, a relatively large sail area can nevertheless be accommo­dated for the benefit of the fast speed of the vessel.
  • the mast is provided with an integral mast rail 71 in the usual manner in which the leading edge of the sail can be taken up.
  • the mast can be split at 72 in a manner known per se and not specified further in order to facilitate transport. In a similarly known manner, and in particular when it is split at 72, the mast can be stiffened with the aid of a stretcher 73 and a stay 74.
  • the forestay 75 grips close to the split 72 when the traditional stay construction is chosen with steel cables which hold up the mast in three directions in a statically determined man­ner.
  • both side stays 76 and 77 are then required which stays grip the starboard and port beams 51 and 52 at the locations 57 and 58 respectively already mentioned.
  • the mast is stayed in the usual manner with only one characteristic difference from the masts of known fast sailing vessels, namely the large angle of inclination ⁇ to the rear.
  • these stays run upwards in an unusual manner from the points of attachment 57, 58 on the side beams 51, 52 and lean backwards at an angle of 5° to 10°.
  • a float 78 is attached to the top of the mast in the usual manner. Because the sailing vessel according to the invention must be able to sail rapidly and an appreciable to strong wind force is, in general, required for this, sailing will mostly have to be done with one or more of the crew hanging in a trapeze in order to keep the vessel as upright as possible.
  • a suchlike trapeze is attached to the mast with a steel wire 79, shown schematically, at the same point close to the split 72. Trapeze cables are obviously situated in a known man­ner both on the starboard and on the port side and they can be doubled up if both the helmsman and a crew member use a trapeze.
  • FIG. 8 is a schematic representation of the sail through the form of which the pressure point of the wind force will lie roughly above the cross member 55 of the frame 5 so that the the load from the wind and of the crew will be well distributed over both the rear floats and the single front float.
  • the foot 81 of the sail In order to keep the centre of gravity as low as possible, the foot 81 of the sail is positioned very low and in fact immediately above the net 56. In order to prevent accidents to the crew with such a low positioning of the foot 81, the foot hangs like so called baggy trousers so that there is no rigid boom.
  • sail battens 86 are used in a known manner in the sail which battens run with the direction of the wind.
  • the clew 83 has to consequently grip at the rearmost lowest corner 82 of the sail and is shown schematically in the drawing as being triply anchored through the blocks 84 and 85.
  • Fig. 1 the sail is drawn in the centre position in which ob­viously no sailing is done. If the sail is positioned some way out to port or starboard when sailing close to the wind, then the corner of the sail 82 deviates not only across but also forwards, so that the direction in which the clew 83 acts on the sail is directed more to the rear, so that the lower part 81 can be pulled appreciably straight.
  • the block 85 will have to be able to slide with the aid of a guide eye or guide block, which is shown schematically, along a guide rail or run-over 62 which extends over the whole length or width of the stern beam 53.
  • a guide eye or guide block which is shown schematically, along a guide rail or run-over 62 which extends over the whole length or width of the stern beam 53.
  • Per se known structures can be used for this, although for the vessel according to the invention the length of the guide rail or run-over is appreciably greater than for known vessels.
  • Fig. 3 shows schematically a similar vessel to that in Fig. 1 and 2. This diagram, however, illustrates in which way the sail can be enlarged by about one quarter or one third of the area so that sufficiently fast sailing is possible even in less strong wind.
  • a butterfly sail known per se is used, of which the curved upper part of the trailing edge is held in the correct position by one or more additional sail battens 88, of which one is shown.
  • an alternative embodiment of the staying is shown, in this case an em­bodiment in which the side stays 76, 77 made of steel wire are replaced by supports 89 stiffened against buck­ling.
  • Fig. 4 is a schematic diagram of the attachment of the front float to the starboard and port frame beams 51 and 52 near the point at which they join at the bow of the vessel.
  • the tubular stub 44 is anchored in the float.
  • the front float which for steering is pivotable around a vertical centre line with respect to the frame 5
  • there is no rear tubu­lar stub 25 in the front float 4 such as is used in the rear floats 2 and 3. Because the front float 4 is connec­ted to the vessel only by the tubular stub 44, this tubu­lar stub should be sufficiently robust.
  • tubular stub 44 extends upwards for some distance and is sur­rounded by a plastic bearing liner 64, made for example from nylon.
  • the tubular stub 44 is closed off at its top end with a robust plate 65 in which a bolt can be screwed which is rotatably placed in a cap 66 that closes off the bearing bush 67 on the upper side, which bearing bush sur­rounds the bearing liner.
  • the bearing bush 67 is welded to a top plate 68 and a bottom plate 69 which extend sideways and can be fixed with schematically shown bolts to the starboard and port side beams 51 and 52. In order to pre­vent shifting schematically shown retaining pins can be pushed through the clamping positions on the side beams 51 and 52.
  • a steering structure 9 is shown schematically in Fig. 5.
  • the frame 5 is shown schematically in thin lines and the front float 4.
  • the tiller 91 is shown pivotable around a vertical axis 92 and is drawn with a deflection to the left, which for the usual ships means that the vessel is making a turn to starboard. This means that the front float 4 must change the course to starboard.
  • the pivoting axis 92 of the tiller 91 is pivotably attached in an unspecified manner in the middle of the stern beam 53. In a manner comparable to a normal rudder arm 93 extends backwards to which a starboard steel cable 94 and a port steel cable 95 are connected.
  • Fig. 5 shows a plan view of a vessel according to the invention with rear steering by means of the two pivotable rear floats 2 and 2. They are pivotably attached to the frame at the locations 24 and 34 with a structure which is in principle similar to that according to Fig. 4. longer and slimmer floats are used. With the aid of a steel cable 94, 95, run over pulleys 96 attached to the rear of the floats, and attached to the stern beam 53 at the locations 97, 98 respectively, the floats are steered essentially parallel to each other by the tiller 91, 93. In order that the steel cables 94, 95 remain tensioned, the floats are connected to each other at their fronts with a steel cable 99.
  • the front float can similarly pivot around a vertical axis 44 and is connected via springs 100 from its rear with the starboard beam 51 and the port beam 52 respectively at the locations 102.
  • the springs are attached to the float at the locations 101. The springs try to bring back or keep the float at the centre position with respect to frame. Automatic course correction is achieved with said construction.
  • An additional advantage is that all the floats are thus completely identical.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Revetment (AREA)
EP88201328A 1987-09-24 1988-06-27 Bateau à voile Withdrawn EP0312129A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL8702287 1987-09-24
NL8702287A NL8702287A (nl) 1987-09-24 1987-09-24 Zeilvaartuig.

Publications (2)

Publication Number Publication Date
EP0312129A2 true EP0312129A2 (fr) 1989-04-19
EP0312129A3 EP0312129A3 (fr) 1989-09-27

Family

ID=19850664

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88201328A Withdrawn EP0312129A3 (fr) 1987-09-24 1988-06-27 Bateau à voile

Country Status (3)

Country Link
EP (1) EP0312129A3 (fr)
AU (1) AU1855988A (fr)
NL (1) NL8702287A (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5355817A (en) * 1993-09-29 1994-10-18 Schrems James M Sail boat
GB2343417A (en) * 1998-11-05 2000-05-10 Francis Norman Potter Triangular vessel with low structural stresses in waves
CN111483577A (zh) * 2020-05-15 2020-08-04 上海海洋大学 一种全海深作业型无人潜水器

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113428333B (zh) * 2021-07-14 2022-05-17 哈尔滨工程大学 一种全海况长航程无人帆船用伸缩帆

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3112725A (en) * 1960-11-15 1963-12-03 Malrose Le Roy Sailboat
US3141435A (en) * 1962-10-02 1964-07-21 Jr Merritt L Moffitt Sailing catamaran
US3212109A (en) * 1959-04-22 1965-10-19 Alfred I Roman Water craft
EP0004796A2 (fr) * 1978-04-11 1979-10-17 Bernd Heinrich Navire multi-coques
FR2457212A1 (fr) * 1979-05-23 1980-12-19 Mourgue Pascal Membrure pour engin a voile, et engin a voile correspondant
FR2579557A1 (fr) * 1985-03-29 1986-10-03 Guillerm Herve Mat inclinable et reglable pour tous types de bateaux et engins mus par le vent

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3212109A (en) * 1959-04-22 1965-10-19 Alfred I Roman Water craft
US3112725A (en) * 1960-11-15 1963-12-03 Malrose Le Roy Sailboat
US3141435A (en) * 1962-10-02 1964-07-21 Jr Merritt L Moffitt Sailing catamaran
EP0004796A2 (fr) * 1978-04-11 1979-10-17 Bernd Heinrich Navire multi-coques
FR2457212A1 (fr) * 1979-05-23 1980-12-19 Mourgue Pascal Membrure pour engin a voile, et engin a voile correspondant
FR2579557A1 (fr) * 1985-03-29 1986-10-03 Guillerm Herve Mat inclinable et reglable pour tous types de bateaux et engins mus par le vent

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5355817A (en) * 1993-09-29 1994-10-18 Schrems James M Sail boat
GB2343417A (en) * 1998-11-05 2000-05-10 Francis Norman Potter Triangular vessel with low structural stresses in waves
GB2343417B (en) * 1998-11-05 2002-04-24 Francis Norman Potter Triangular vessel with low structural stresses in waves
CN111483577A (zh) * 2020-05-15 2020-08-04 上海海洋大学 一种全海深作业型无人潜水器

Also Published As

Publication number Publication date
EP0312129A3 (fr) 1989-09-27
NL8702287A (nl) 1989-04-17
AU1855988A (en) 1989-04-06

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