[go: up one dir, main page]

EP4061696B1 - Embarcation - Google Patents

Embarcation Download PDF

Info

Publication number
EP4061696B1
EP4061696B1 EP20812412.3A EP20812412A EP4061696B1 EP 4061696 B1 EP4061696 B1 EP 4061696B1 EP 20812412 A EP20812412 A EP 20812412A EP 4061696 B1 EP4061696 B1 EP 4061696B1
Authority
EP
European Patent Office
Prior art keywords
hydrofoil
outrigger
watercraft
main hull
hull
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.)
Active
Application number
EP20812412.3A
Other languages
German (de)
English (en)
Other versions
EP4061696C0 (fr
EP4061696A1 (fr
Inventor
Simon James SCHOFIELD
Paul Jonathan GLIDDON
Jason James KER
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.)
BA Technologies Ltd
Original Assignee
BA Technologies Ltd
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 BA Technologies Ltd filed Critical BA Technologies Ltd
Publication of EP4061696A1 publication Critical patent/EP4061696A1/fr
Application granted granted Critical
Publication of EP4061696C0 publication Critical patent/EP4061696C0/fr
Publication of EP4061696B1 publication Critical patent/EP4061696B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
    • B63B1/121—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising two hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • 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
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B63B39/062—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water the foils being mounted on outriggers or the like, e.g. antidrift hydrofoils for sail boats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members
    • 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
    • B63B2001/102—Proas, or similar twin-hull vessels with one main hull and one smaller hull or floater, interconnected by one or more outrigger beams or the like

Definitions

  • the present invention relates to a watercraft, and in particular an outrigger stabilised watercraft.
  • Watercraft with a catamaran arrangement i.e. with two symmetrical hulls which are joined together
  • a catamaran arrangement i.e. with two symmetrical hulls which are joined together
  • SWATH small waterplane area twin hull
  • such crafts are typically sensitive to changes in loading of the watercraft, for example when being used to transport heavy equipment. This may cause the trim of the craft to be affected, and may make it impractical for such craft to carry large payloads.
  • Monohull boats are known to have improved response to changes in loading.
  • the drag of monohull boats can be reduced by making the hull shape more slender (i.e. increasing its length relative to its width, or beam).
  • Such boats may be provided with an outrigger which is used to stabilise the boat.
  • Such a boat may be known as a "proa" configuration boat.
  • FR 2 978 420 and FR 2 534 874 disclose various arrangements of boats with outriggers.
  • a motorised outrigger stabilised watercraft comprising a main hull extending in a fore-aft direction, a single outrigger arranged to stabilise the main hull, extending substantially parallel to the main hull and spaced laterally from the main hull and at least one hydrofoil mounted at or proximate the stern of the main hull.
  • This may provide good seakeeping, improved response to changes in loading, and low drag, resulting in improved fuel efficiency.
  • the outrigger may also allow a more slender hull to be used, which may also reduce drag, whilst the presence of the outrigger may provide improved static stability even when a slender hull is used.
  • the hydrofoil is dynamically adjustable and arranged to apply a variable force to the main hull. This may provide improved response to changes in loading and improve seakeeping of the watercraft, and allow control of the trim of the watercraft.
  • the outrigger is a small waterplane area hull. This may reduce drag whilst maintaining stability.
  • the outrigger comprises a first portion arranged to be submerged below the waterline during operation. This may provide buoyancy whilst avoiding a large increase in drag.
  • the outrigger comprises a joining portion joining the first portion to the watercraft.
  • the joining portion has a width perpendicular to the fore-aft direction which is less than that of the first portion.
  • the joining portion may also have a length which is shorter in the fore-aft direction than the first portion. This may provide a small waterplane area, which may reduce drag.
  • the outrigger further comprises a second portion arranged to float during operation.
  • the joining portion joins the first portion to the second portion.
  • the watercraft further comprises an arm connecting the second portion to the main hull.
  • the first portion has substantially the same length as the second portion in the fore-aft (or front-rear) direction.
  • the length of the outrigger parallel to the fore-aft direction is between 25% and 80% of the length of the main hull, preferably between 30% and 75% of the length of the main hull.
  • the extent of the outrigger in the fore-aft direction is between the stern and a point 80% of the total length of the main hull forward of the stern.
  • the hydrofoil is mounted aft of the stern.
  • the dynamically adjustable hydrofoil mounted at or proximate the stern of the main hull is arranged to be adjusted such that the hydrofoil supports between 0% and 30% of the total displacement of the vessel, preferably between 0% and 20% of the total displacement of the vessel.
  • the hydrofoil comprises a main hydrofoil body and a trailing edge flap arranged to move relative to the main body to thereby vary the force applied to the main hull. This may provide improved control over the lift produced by the hydrofoil. In some arrangements, more than one trailing edge flap may be provided.
  • the angle of attack of the hydrofoil is adjustable to thereby vary the force applied to the main hull. This may provide improved control over the lift produced by the hydrofoil.
  • the hydrofoil is retractable. This may prevent damage to the hydrofoil when it is not in use and/or during shallow water operation.
  • the width of the hydrofoil is larger than the beam of the main hull.
  • the hydrofoil is further joined to the outrigger. This may increase the lift of the hydrofoil and improve seakeeping.
  • the hydrofoil is arranged to control the trim of the watercraft.
  • the hydrofoil is arranged to compensate for changes in loading of the watercraft.
  • the main hull comprises a plurality of hydrofoils.
  • the outrigger further comprises at least one hydrofoil. This may provide improved control over roll of the watercraft.
  • the hydrofoil located on the outrigger is dynamically adjustable and arranged to apply a variable force to the outrigger. This may allow the roll response of the watercraft to be adjusted.
  • the hydrofoil located on the outrigger is located at or proximate the stern of the first portion.
  • the hydrofoil located on the outrigger extends toward the main hull.
  • the hydrofoil located on the outrigger is arranged to control roll of the watercraft.
  • the main hull supports 70% or more of the total static displacement of the watercraft, preferably 70% to 95% of the total static displacement of the watercraft.
  • the outrigger supports 30% or less of the total static displacement of the watercraft, preferably 5% to 30% of the total static displacement of the watercraft.
  • the watercraft further comprises a control system arranged to dynamically adjust the hydrofoil.
  • the control system may optionally comprise an inertial measurement unit.
  • the watercraft further comprises a motorised propulsion device arranged to propel the watercraft, wherein the motorised propulsion device is positioned forward of the hydrofoil in the fore-aft direction.
  • the present invention relates to an outrigger stabilised watercraft.
  • the watercraft comprises a main hull 10 and an outrigger 11.
  • the main hull 10 extends in a fore-aft direction, and the outrigger 11 extends substantially parallel to this direction, spaced laterally (i.e. separated in a direction perpendicular to the fore-aft direction) from the main hull 10.
  • the outrigger 11 is a single outrigger. That is, the watercraft has only one outrigger and does not have a second outrigger, as in the case of a trimaran.
  • the main hull 10 and the outrigger 11 are joined by an arm 17.
  • the watercraft further comprises a hydrofoil 12 mounted at or proximate the stern of the main hull 10, as shown in Figure 2 .
  • the hydrofoil 12 is submerged (i.e. below the waterline) so that flow around the hydrofoil causes a resultant lift force, which is in turn transmitted to the main hull 10.
  • the watercraft (and thus the main hull) may be used in a displacement mode, a semi-planing mode, or a fully planing mode, and may transition between these modes, depending, for example, on the speed of the vessel.
  • the hydrofoil is shown as mounted aft of the stern (i.e. aft of the transom, or the rear-most part of the main hull 10).
  • the hydrofoil 12 (which may be referred to as the main hull hydrofoil 12) may also be located at a position near, but not at the rear-most part, (i.e. the stem) of the main hull 10.
  • the hydrofoil may be located at a position in the rear 25% of the main hull 10.
  • the point at which the hydrofoil is mounted i.e.
  • the hydrofoil 12 may be mounted to the main hull 10 using struts, which may extend vertically downwards, or at a different angle to the vertical.
  • the outrigger has the form of a conventional displacement hull, in which the lower part of the outrigger hull is submerged, and the upper part of the outrigger hull is above the waterline.
  • the hull of the outrigger 11 can be considered to act like a small displacement hull, being smaller than the main hull 10.
  • other arrangements of outrigger 11 are possible, such as the arrangement shown in Figures 7-12 .
  • the outrigger 11 has the form of a small waterplane area hull.
  • the small waterplane area hull comprises a first portion 13 which is completely submerged during operation. This portion may be known as a "submarine" portion.
  • the small waterplane area hull may further comprise a joining portion 14 joining the first portion to the rest of the watercraft.
  • the joining portion 14 is a thin joining portion, having a width in the beamwise direction (i.e. the horizontal direction perpendicular to the fore-aft direction) that is smaller than that of the first portion 13. That is, in the view shown in Figure 12 , the width of the joining portion 14 is less than that of the first portion 13.
  • the joining portion may also have a length which is shorter in the fore-aft direction than the first portion. In some arrangements, the length of the joining portion may vary with height.
  • the thin joining portion is at the waterline, which provides a small cross sectional area at the waterline. This provides the "small waterplane area" of this hull type.
  • the small waterplane area hull further comprises a second portion 15 which is above the waterline, and may float (during operation).
  • the second portion 15 may come into contact with the water, and thus float, producing a righting moment, when the boat is at a large heel (i.e. list) angle. Such a large heel angle may occur due to wave motion, or during a turn in the direction which causes the main hull 10 to roll towards the outrigger 11.
  • the second portion is joined to the first portion by the joining portion, and the second portion may be joined to the rest of the watercraft by the arm 17. It will also be understood that the second portion 15 may be omitted. When the second portion 15 is omitted, the joining portion 14 may be joined directly to the arm 17.
  • the first portion 13 of the outrigger and the second portion 15 of the outrigger may have substantially the same length as each other in the front-rear direction.
  • the lengths of the first portion 13 and the second portion 15 may be different to each other.
  • the first portion 13 may be longer than the second portion 15.
  • small waterplane area hulls are typically used in vessels with a small waterplane area twin hull (SWATH) configuration, with two hulls of this type joined together.
  • SWATH small waterplane area twin hull
  • the present invention provides arrangements in which only the outrigger 11 has a small waterplane area hull, and the main hull 10 has a different hull form.
  • the configuration of the arrangement of outrigger stabilised watercraft shown in Figures 7-12 has an outrigger 11 with a small waterplane area hull configuration, and a main hull 10 with a conventional hull.
  • a conventional hull 10 such as a displacement hull, a semi-displacement/semi-planing hull, or a planing hull
  • a small waterplane area outrigger may give particularly good stability and seakeeping, for example in rough water conditions, whilst allowing changes in loading (e.g. from cargo) to be accommodated without the trim or efficiency of the vessel being compromised.
  • this configuration when combined with the hydrofoil 12 mounted at or proximate the stern of the main hull 10, may give particularly good seakeeping due to the effect of the hydrofoil, whilst at the same time reducing fuel consumption due to the reduced drag associated with a small waterplane area hull outrigger.
  • the use of an outrigger may allow the main hull to be longer than that of a conventional catamaran for a given construction area (i.e. amount of material used in the construction) or deck area, which may in turn reduce resistance and improve seakeeping.
  • the main hull 10 may have a slender hull shape.
  • the outrigger 11 and hydrofoil 12 may allow the use of main hull shapes which, due to their slenderness (which can be measured by the ratio of length to displacement or length to beam) would otherwise be unstable and impractical to use. That is, the outrigger 11 and hydrofoil arrangement of the present invention may allow the reduced drag that such slender hull shapes provide, whilst providing increased stability and improved seakeeping.
  • the hydrofoil 12 may be dynamically adjustable.
  • the position of the hydrofoil when submerged in the water may be varied, such that it applies a variable force to the main hull 10.
  • This may allow yet improved seakeeping, and may allow the trim of the boat to be actively controlled, in response to, for example, changes in water conditions (e.g. waves) and/or changes in loading of the boat due to, for example, the cargo being carried.
  • the main hull hydrofoil 12 may typically support between 0% and 30% of the total displacement (i.e. weight of the vessel), and preferably between 0% and 20% of the total displacement of the vessel. It will be understood that, when a dynamically adjustable hydrofoil 12 is used, the proportion of the displacement of the vessel supported by the hydrofoil (i.e. the force applied to the main hull 10 by the hydrofoil 12) may vary as the hydrofoil is dynamically adjusted. In some circumstances, the hydrofoil 12 may also provide a negative lift. For example, in some arrangements, the hydrofoil 12 at the stern of the main hull 10 may typically support between -30% and 30% of the total displacement, depending on the water conditions.
  • the hydrofoil 12 may comprise a main hydrofoil body and a trailing edge flap arranged to move relative to the main hydrofoil body.
  • the main hydrofoil may be fixed.
  • the trailing edge flap may be moved relative to the main body to provide dynamic adjustment of the force applied to the main hull 10 by the hydrofoil 12.
  • multiple trailing edge flaps may be used on the hydrofoil 12 along its length (i.e. along the span of the hydrofoil). This may provide improved control over the force applied by the hydrofoil and thus over the displacement of the vessel carried by the hydrofoil 12, by allowing the lift produced by the hydrofoil to be varied along its span. In particular this may allow roll and trim to be independently controlled.
  • the angle of attack of the hydrofoil 12 itself may be variable.
  • the position (or angle) of the hydrofoil when submerged may be varied such that the force applied to the main hull 10 by the hydrofoil 12 changes.
  • the hydrofoil 12 may be arranged so that it can move to a position out of the water when the vessel is in the water.
  • the hydrofoil may be arranged to rotate aft about a pivot point such that it is lifted out of the water.
  • the hydrofoil may also be retractable into the main hull 10 or to a position near the main hull. In the retracted position the foil may preferably still be below the waterline, though a retracted position at or above the waterline is possible. This may allow the boat to be operated in shallow water even if the water depth is such that the hydrofoil cannot be used. This may also allow the hydrofoil to be protected when not in use (e.g. when the boat is berthed, moored or otherwise stored).
  • the span of the hydrofoil 12 (i.e. the width as shown in Figure 12 ) may be larger than the beam (i.e. the width) of the main hull 10. This may provide improved control over stability.
  • the hydrofoil 12 extends inboard of the main hull toward the outrigger. It will be understood that the hydrofoil may alternatively or additionally extend outboard of the main hull 10 (i.e. in a direction away from the outrigger 11, and to the left in the view shown in Figures 6 and 12 ).
  • the hydrofoil 12 may extend from the main hull 10 to the outrigger, and be joined to the outrigger 11. In other words, the hydrofoil 12 may span between the main hull 10 and outrigger 11.
  • a plurality of hydrofoils may be mounted on the main hull.
  • each hydrofoil may be used in any of the arrangements described above.
  • a plurality of hydrofoils may be mounted at or proximate the stern of the main hull.
  • the hydrofoils may be mounted in the beamwise direction, with each hydrofoil being separately controllable (i.e. dynamically adjustable).
  • the outrigger may also comprise a hydrofoil 16. That is, as well as the hydrofoil 12 provided on the main hull, a separate hydrofoil 16 (i.e. an outrigger hydrofoil) may be provided on the outrigger 11.
  • the outrigger hydrofoil 16 may be located at any suitable location on the outrigger. In some arrangements, the outrigger hydrofoil 16 may be located at or proximate the stern of the outrigger 11. In other arrangements, the outrigger hydrofoil may be located at or proximate the midships position of, or the centre of gravity of, the watercraft. This may provide improved roll control of the watercraft.
  • the angle of attack of the outrigger hydrofoil 16 may be controllable so as to vary the force applied to the outrigger by the outrigger hydrofoil 16, and/or one or more trailing edge flaps may be provided on the outrigger hydrofoil 16.
  • the arrangement in Figure 13 in which the hydrofoil 12 is also connected to the outrigger 11 may also be considered as a main hull hydrofoil 12 and an outrigger hydrofoil 16 which are joined together.
  • main hull hydrofoil 12 extends to the outrigger 11
  • the outrigger hydrofoil 16 extends to the main hull 10, such that there are two full width hydrofoils spanning between the main hull 10 and the outrigger 11.
  • one of either of the main hull hydrofoil 12 and the outrigger hydrofoil 16 may span the full width of the vessel (and thus join the outrigger or main hull respectively), and the other may span only part of the width of the vessel, and not be joined to another component.
  • additional hydrofoils may be added such that there are three or more hydrofoils. Such additional hydrofoils may be mounted to the main hull 10, the outrigger 11, or span between both the main hull and the outrigger.
  • the outrigger hydrofoil 16 may be of any suitable configuration. In the arrangements shown in Figure 12 , the outrigger hydrofoil 16 is located inboard of the outrigger 11. That is, the span of the outrigger hydrofoil 16 extends from the first portion of the outrigger 15 toward to main hull 10 in the beamwise direction. However, it will be understood that the hydrofoil outrigger 16 may also be provided on the outboard side of the outrigger 11 (i.e. extending in a direction away from the main hull 10). The outrigger hydrofoil 16 may provide improved control over the attitude of the watercraft, in particular, the balance (roll) of the watercraft and the heave amplitude of the outrigger. In arrangements where the outrigger hydrofoil 16 extends and is joined to the main hull, the outrigger foil may carry some of the main hull weight, reducing the resistance of the vessel.
  • one or both of the hydrofoils 12, 16 may have an anhedral or dihedral arrangement. That is, the span of the hydrofoil may not be horizontal when in use, but rather be at an angle to the horizontal. In the case of a dihedral arrangement, the hydrofoil may have two parts which slope upward, and in the case of an anhedral arrangement, the hydrofoil may have two parts which slope downward.
  • the watercraft may further comprise a control system arranged to provide dynamic control of the position of the hydrofoil 12, and where present, the outrigger hydrofoil 16.
  • the angle of attack of the hydrofoil(s) may be controlled by the control system, and/or the angle of a trailing edge flap on one or more of the hydrofoil(s) may be controlled by the control system.
  • the control may be optimised so as to control at least one of the trim of the watercraft, rotational motions of the boat (i.e. pitch, roll and yaw), translational motions of the boat (heave, sway and surge), and/or to compensate for changes in loading of the watercraft.
  • the control system may be arranged to provide the control above automatically and/or in response to an input by a user.
  • the control system may use an inertial measurement unit in order to measure the state of the vessel, and command the hydrofoils accordingly.
  • the control system may use, for example, at least one of rudder angle, input steering angle, yaw angle from the inertial measurement unit, and velocity (e.g. from a GPS unit) in order to command the hydrofoils.
  • the upper surface of the arm 17 may be arranged so that it forms part of the deck of the vessel. For example, it may be continuous with the deck of the main hull. This may allow a larger usable deck space, providing for increased vessel capacity.
  • the outrigger 11 may be of any suitable length, but is typically between 25% and 80% of the length of the main hull 10, and preferably between 30% and 75% of the length of the main hull 10.
  • the outrigger may be positioned so that it is located between the stern of the main hull 10 and a point 80% of the total length of the main hull 10 forward of the stern.
  • the static displacement (i.e. weight) of the watercraft is carried by the main hull and the outrigger.
  • the main hull supports 70% or more of the total static displacement of the watercraft, and preferably 70% to 95% of the total static displacement.
  • the outrigger may support 30% or less of the total static displacement of the watercraft, and preferably 5% to 30% of the total static displacement.
  • the proportions of the total static displacement carried by the main hull and the outrigger are not fixed, and may vary due to loading conditions (which may change due to changes in external load such as cargo, due to the use of fuel and stores, and due to the movement of the crew) and dynamically when the craft is travelling through water.
  • the watercraft is a motorised watercraft (i.e. a powerboat).
  • the watercraft may be predominantly propelled by any suitable motorised propulsion system.
  • one or more propellers, water jets or pod drives may be located on the main hull 10, in any suitable configuration.
  • the type of propulsion system and location thereof may be chosen to take account of the position of the main hull hydrofoil 12 such that the hydrofoil and propulsion unit do not interfere with each other.
  • the propulsion system (and in particular, a propulsion device thereof) is positioned forward of the hydrofoil in the fore-aft direction, or level with the hydrofoil in the fore-aft direction. It will be appreciated that other arrangements with different relative positions of propulsion device and hydrofoil are also possible.
  • an additional propulsion unit may be provided on the outrigger.
  • the propulsion unit on the outrigger may use any known suitable propulsion system.
  • the additional propulsion unit may be used to provide extra propulsive force to propel the watercraft, and/or to provide additional manoeuvring capability (e.g. to act as a bow thruster).
  • the watercraft according to the present invention has been described as a monohull watercraft which is stabilised by an outrigger. However, it will be understood that the watercraft could also be considered to be an "asymmetric catamaran", with the main hull 10 and the outrigger 11 forming two hulls of a catamaran. It will be understood that the watercraft of the present invention incorporates the advantages of both monohull watercraft (which can readily accommodate changes in loading), and multi-hull watercraft, which may have improved seakeeping characteristics and reduced drag.

Landscapes

  • 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)
  • Jib Cranes (AREA)

Claims (15)

  1. Bateau stabilisé par stabilisateur comprenant :
    une coque principale (10) s'étendant dans une direction avant-arrière ;
    un stabilisateur unique (11) agencé pour stabiliser la coque principale, s'étendant sensiblement parallèlement à la coque principale et espacé latéralement de la coque principale ; et
    au moins un hydroptère (12) situé au niveau ou à proximité de la poupe de la coque principale,
    caractérisé en ce que le stabilisateur comprend :
    une première partie (13) agencée pour être immergée sous la ligne de flottaison pendant le fonctionnement ;
    une partie de jonction (14) joignant la première partie au bateau, la partie de jonction ayant une largeur perpendiculaire à la direction avant-arrière qui est inférieure à celle de la première partie ; et
    une seconde partie (15) agencée pour flotter pendant le fonctionnement, la partie de jonction joignant la première partie à la seconde partie ; et
    dans lequel l'angle d'attaque de l'hydroptère est réglable dynamiquement et conçu pour appliquer une force variable à la coque principale.
  2. Bateau selon la revendication 1, dans lequel le stabilisateur (11) est une petite coque d'hydravion.
  3. Bateau selon la revendication 1 ou 2, comprenant en outre un bras (17) reliant le stabilisateur à la coque principale.
  4. Bateau selon l'une quelconque des revendications précédentes, dans lequel la première partie (13) a sensiblement la même longueur que la seconde partie (15) dans la direction avant-arrière.
  5. Bateau selon l'une quelconque des revendications précédentes, dans lequel la longueur du stabilisateur (11) parallèle à la direction avant-arrière est comprise entre 25 % et 80 % de la longueur de la coque principale, de préférence entre 30 % et 75 % de la longueur de la coque principale.
  6. Bateau selon l'une quelconque des revendications précédentes, dans lequel l'étendue du stabilisateur (11) dans la direction avant-arrière se situe entre la poupe et un point situé à 80 % de la longueur totale de la coque principale en avant de la poupe.
  7. Bateau selon l'une quelconque des revendications précédentes, dans lequel l'hydroptère (12) est monté à l'arrière de la poupe.
  8. Bateau selon l'une quelconque des revendications précédentes, dans lequel l'hydroptère réglable dynamiquement (12) monté au niveau ou à proximité de la poupe de la coque principale est agencé pour être ajusté de telle sorte que l'hydroptère supporte entre 0 % et 30 % du déplacement total du bateau, de préférence entre 0% et 20% du déplacement total du bateau.
  9. Bateau selon l'une quelconque des revendications précédentes, dans lequel l'hydroptère (12) comprend un corps principal d'hydroptère et un volet de bord de fuite agencé pour se déplacer par rapport au corps principal pour ainsi faire varier la force appliquée à la coque principale.
  10. Bateau selon l'une quelconque des revendications précédentes, dans lequel au moins l'un des éléments suivants est présent :
    l'hydroptère est rétractable ;
    l'envergure de l'hydroptère est plus grande que la largeur de la coque principale ;
    l'hydroptère est en outre relié au stabilisateur ;
    l'hydroptère est agencé pour contrôler l'assiette du bateau et/ou pour compenser les changements de charge du bateau ; et
    la coque principale comprend une pluralité d'hydroptères.
  11. Bateau selon l'une quelconque des revendications précédentes, dans lequel le stabilisateur comprend en outre au moins un hydroptère (16) ;
    éventuellement, l'hydroptère (16) situé sur le stabilisateur est réglable dynamiquement et agencé pour appliquer une force variable au stabilisateur.
  12. Bateau selon la revendication 11, dans lequel l'hydroptère situé sur le stabilisateur est situé au niveau ou à proximité de la poupe de la première partie ; et/ou
    l'hydroptère situé sur le stabilisateur s'étendant vers la coque principale et/ou l'hydroptère situé sur le stabilisateur étant agencé pour contrôler le roulis du bateau.
  13. Bateau selon l'une quelconque des revendications précédentes, dans lequel la coque principale supporte 70 % ou plus du déplacement statique total du bateau, de préférence 70 % à 95 % du déplacement statique total du bateau.
  14. Bateau selon l'une quelconque des revendications précédentes, dans lequel le stabilisateur supporte 30 % ou moins du déplacement statique total du bateau, de préférence 5 % à 30 % du déplacement statique total du bateau.
  15. Bateau selon l'une quelconque des revendications précédentes, comprenant en outre :
    un système de commande conçu pour ajuster dynamiquement l'hydroptère ; et/ou un un dispositif de propulsion motorisé conçu pour propulser le bateau, le dispositif de propulsion motorisé étant positionné en avant de l'hydroptère dans la direction avant-arrière.
EP20812412.3A 2019-11-20 2020-11-19 Embarcation Active EP4061696B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1916898.8A GB2589844B (en) 2019-11-20 2019-11-20 Watercraft
PCT/GB2020/052957 WO2021099791A1 (fr) 2019-11-20 2020-11-19 Embarcation

Publications (3)

Publication Number Publication Date
EP4061696A1 EP4061696A1 (fr) 2022-09-28
EP4061696C0 EP4061696C0 (fr) 2024-11-06
EP4061696B1 true EP4061696B1 (fr) 2024-11-06

Family

ID=69063156

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20812412.3A Active EP4061696B1 (fr) 2019-11-20 2020-11-19 Embarcation

Country Status (9)

Country Link
US (1) US20220411020A1 (fr)
EP (1) EP4061696B1 (fr)
JP (1) JP2023502696A (fr)
KR (1) KR20220103160A (fr)
CN (1) CN114829243A (fr)
ES (1) ES2993122T3 (fr)
GB (1) GB2589844B (fr)
TW (1) TW202128498A (fr)
WO (1) WO2021099791A1 (fr)

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3286673A (en) * 1965-06-21 1966-11-22 Henry W Nason Hydrofoil stabilizing means for watercraft
FR1594395A (fr) * 1968-12-10 1970-06-01 Bateau à voile à ailes aquatiques
FR2534874B1 (fr) * 1982-10-22 1986-12-19 Manche Atel Chantiers Navire de type " prao "
GB2213446A (en) * 1987-12-09 1989-08-16 James Labouchere A wind propelled craft
JP4220759B2 (ja) * 2002-11-11 2009-02-04 三菱重工業株式会社 浮体の動揺低減装置及びこれを備えた浮体
CN2759935Y (zh) * 2004-12-20 2006-02-22 武汉理工大学 一种适合在浅水中使用的双体船
FR2890040B1 (fr) * 2005-08-26 2007-10-05 Dcn Sa Coque de navire comportant au moins un flotteur
CN101708767B (zh) * 2009-12-17 2012-05-09 哈尔滨工程大学 小水线面船水翼和柱翼舵多功能控制装置
FR2978420B1 (fr) * 2011-07-29 2015-03-06 Ocea Engin flottant rapide a propulsion eolienne
FR2995278A1 (fr) * 2012-09-11 2014-03-14 Normandie Const Mec Navire a deux flotteurs de type catamaran asymetrique
FR3023256B1 (fr) * 2014-07-02 2018-01-05 Sea Proven Navire de type prao, dont la coque principale porte une structure autoportante formant contrepoids
CN106627981A (zh) * 2017-01-17 2017-05-10 上海佳豪船海工程研究设计有限公司 高耐波性多指标优化大型商用不对称双体船
TR201715230U5 (tr) * 2017-10-09 2019-04-22 Mehmet Nevres Uelgen Tekneler i̇çi̇n tri̇m stabi̇li̇zatör görevi̇nden hi̇drofoi̇le dönüşen açilir-kapanir su alti kanadi
FR3077056A1 (fr) * 2018-01-25 2019-07-26 Thibaud Hersart De La Villemarque Trimaran asymetrique

Also Published As

Publication number Publication date
JP2023502696A (ja) 2023-01-25
WO2021099791A1 (fr) 2021-05-27
US20220411020A1 (en) 2022-12-29
EP4061696C0 (fr) 2024-11-06
ES2993122T3 (en) 2024-12-23
CN114829243A (zh) 2022-07-29
TW202128498A (zh) 2021-08-01
KR20220103160A (ko) 2022-07-21
GB2589844B (en) 2022-04-27
EP4061696A1 (fr) 2022-09-28
GB2589844A (en) 2021-06-16
GB201916898D0 (en) 2020-01-01

Similar Documents

Publication Publication Date Title
EP0862531B1 (fr) Embarcation monocoque
US10875606B2 (en) Powerboat
US6311635B1 (en) Monohull having stern stabilizers for a high speed ship
US5404830A (en) Finned boat hull
US8955451B2 (en) Foil structure for providing buoyancy and lift
US4748929A (en) Planing catamaran
AU3861789A (en) Improved hull construction for a swath vessel
EP3395667B1 (fr) Corps de stabilisation pour navire à voile/voile et moteur à quille monobloc
US5794558A (en) Mid foil SWAS
US4986204A (en) Oscillationless semisubmerged high-speed vessel
US5645008A (en) Mid foil SWAS
WO1997010988A1 (fr) Batiments marins
US7207285B2 (en) Variable hybrid catamaran air cushion ship
EP0855984B1 (fr) Trimaran a ailes portantes
EP4061696B1 (fr) Embarcation
RU2165865C1 (ru) Глиссирующее судно
JPH0130316Y2 (fr)
JP2502918Y2 (ja) 超高速複合支持型船舶
JP2502917Y2 (ja) 複合支持型超高速船
JPH0583437B2 (fr)

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

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

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

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

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

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20220520

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
RAP3 Party data changed (applicant data changed or rights of an application transferred)

Owner name: BA TECHNOLOGIES LIMITED

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

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

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20240528

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

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

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602020040956

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2993122

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20241223

U01 Request for unitary effect filed

Effective date: 20241119

U07 Unitary effect registered

Designated state(s): AT BE BG DE DK EE FI FR IT LT LU LV MT NL PT RO SE SI

Effective date: 20241125

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20241128

Year of fee payment: 5

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20241227

Year of fee payment: 5

U20 Renewal fee paid [unitary effect]

Year of fee payment: 5

Effective date: 20241220