EP0694008B1 - Tragflügelboot mit segeln - Google Patents

Tragflügelboot mit segeln Download PDF

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Publication number
EP0694008B1
EP0694008B1 EP94913156A EP94913156A EP0694008B1 EP 0694008 B1 EP0694008 B1 EP 0694008B1 EP 94913156 A EP94913156 A EP 94913156A EP 94913156 A EP94913156 A EP 94913156A EP 0694008 B1 EP0694008 B1 EP 0694008B1
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EP
European Patent Office
Prior art keywords
hydrofoil
plane
rudder blade
vertical
centre
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EP94913156A
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English (en)
French (fr)
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EP0694008A1 (de
Inventor
André SOURNAT
Alain De Bergh
Alain Thebault
Philippe Perrier
Vincent Lauriot-Prevost
Marc Van Peteghem
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DE BERGH, ALAIN
PERRIER, PHILIPPE
SOURNAT, ANDRE
THEBAULT, ALAIN
Dassault Aviation SA
Architecture Navale MVPVLP
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Dassault Aviation SA
Architecture Navale MVPVLP
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • 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 
    • 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 present invention relates to a sailing hydrofoil of the type having a front assembly comprising at least partially submerged front bearing planes, and a fully submerged rear plane.
  • CROCCO and RICALDONI operated a monoplane device fitted with V-shaped wings piercing the surface.
  • the submerged surface varies automatically depending on the weight and speed, which gives the machine a given heaving characteristic as well as operating stability.
  • This arrangement of V-shaped wings piercing the surface which has been used very widely on so-called first generation hydrofoils, has the defect of giving the wings a tendency to follow the undulations of the swell, which makes such a ship uncomfortable.
  • the swell exceeds hollows by 1.5 m, it is necessary to reduce the speed of the hydrofoil in very significant proportions.
  • US Patents 5,054,410 SCARBOROUGH
  • US 3,789,789 (CLEARY) describe hydrofoils with sail having a partially submerged front plane and a rear plane, and a dynamic compensation device, which means that these hydrofoils are not inherently stable.
  • the rear support plane is completely submerged, and the hydrofoil is not intrinsically stable, the stability being obtained in a purely dynamic manner.
  • the rear support plane is not completely submerged, which means that when operating on foils, it comes to the surface of the water and no longer works as a bearing wing, but as a skate or water ski, imposing a fixed flight altitude at the rear.
  • a hydrofoil with dynamic stabilization is also known from the article by Neil BOSE "Model Tests for a wind-propelled hydrofoil trimaran” published in HIGH-SPEED SURFACE CRAFT vol. 20, No. 10, Oct. 1981, London p28-31.
  • This hydrofoil is equipped with a rear foil which, like the front foils, has a V shape, the tips of the V crossing the surface, which means that it is not completely submerged.
  • the present invention aims to achieve a hydrofoil sail which is intrinsically stable.
  • the basic idea of the invention consists of a known type of hydrofoil with a front assembly comprising front bearing planes which are at least partially submerged, and a fully submerged rear plane, the latter not having therefore, heaving characteristic.
  • the object of the present invention is the recognition of the fact that a particular arrangement of the elements of a sail hydrofoil of this type is capable of ensuring its longitudinal stability, and more particularly a longitudinal stability compatible with heavy swell conditions.
  • condition of stability ensures that, from an equilibrium position, any deviation from this position, any combination of a pitching movement and a heaving movement, produces a variation in the hydrodynamic forces which tends to return the machine to its equilibrium position.
  • the hydrofoil is advantageously of the multihull type, with a central hull and two lateral floats, the front bearing planes being supported by the lateral floats and converging symmetrically in the direction of the central hull.
  • the hydrofoil can then comprise beams connecting the central hull and the lateral floats which are supported by tie rods fixed on the central hull and it includes steps extending from the bow of the central hull to at least the point of fixing of each tie rod to the central shell, said point of attachment of each tie rod being disposed above the base of the step.
  • the rear plane is advantageously mounted at the lower end of a rudder disposed vertically.
  • the rear plane can be symmetrical on either side of the rudder.
  • the rear plane is mounted on a vertical axis of rotation linked to a trigger system so that it is liable to fade in rotation when it is subjected to a torque greater than a value nominal given.
  • the mounting of the rear plane can be carried out by means of a torsion tube held by a roller, which is capable of being erased by compressing a spring so as to limit the torsional forces to said nominal value.
  • the hydrofoil may also include a device for rotating the rudder comprising a drive lever controlling a movable flap mechanically linked to one end of the rudder opposite its axis of rotation. It may comprise, between the drive lever and the movable flap, a drive device comprising a connecting rod-crank mechanism for lever arm amplification, as well as a torsion tube connecting the connecting rod-crank mechanism or lever training. It may also include a spring box disposed between the drive lever and the rudder, so that the torsion tube only transmits force when the resistant force of the rudder exceeds the setting of the spring box. In this way, when the resistance force of the rudder is less than the setting of the spring box, the drive lever directly drives the rudder, while the connecting rod-crank mechanism of amplification and the movable flap come into action for higher values.
  • a device for rotating the rudder comprising a drive lever controlling a movable flap mechanically linked to one end of the rudder opposite its axis of
  • An advantageous embodiment of the hydrofoil consists in being able to adjust the setting of the plane aft around a horizontal transverse axis so as to choose the attitude and sink conditions of the hydrofoil which allow the best performance to be obtained. This adjustment does not directly contribute to stability since the position of said horizontal plane is usually fixed and is only subject to ad hoc adjustments according to changes in navigation conditions.
  • the hydrofoil can also include a device for lifting the rudder and / or the front carrier planes, which makes it possible to put the hydrofoil in a configuration which is that of a conventional trimaran.
  • the hydrofoil may also include a ballast of water intended to move the center of gravity rearward when sailing at high speed.
  • an advantageous embodiment of the filling system consists of a tube dipping below the surface of the water and the lower orifice of which is oriented towards the front so that the ballast fills automatically under the effect of the dynamic pressure of the water.
  • a submerged tube can fill a tank located 1.30 m above the surface of the water from a speed of 10 knots.
  • an advantageous embodiment of the invention consists in placing this tube inside the rudder so that its lower orifice is located in the lower part of the edge d attack of the saffron, part which is always submerged when the hydrofoil operates by hydrodynamic lift.
  • FIG. 1 represents a diagram of a hydrofoil of the type RHS 160 of the firm CANTIERE NAVAL TECNICA SpA. which has V-shaped front wings 21, a front plane 23 and a vertical support element 22.
  • a rear assembly comprises two wings 24 of vertical support elements 25 and support arms 26.
  • This boat has two diesel engines 29 , a gearbox 30, transmission shafts 28 and propeller propellers 27 located at the base of the reinforcements 25.
  • the presence of V-wings at the front and the 'aft of the hydrofoil has the effect that the submerged surface automatically varies according to the weight and speed, which means that the wings follow the undulations of the swell and that the ship is particularly uncomfortable in heavy seas.
  • a second generation hydrofoil designed by the firm BOEING is represented in FIG. 2.
  • the fore plane 14 is connected to the hull of the ship by a vertical cross member 12 and the aft plane 7 is connected to the hull by a central cross member 16 and two lateral crosspieces 15.
  • the crosspieces 15 are used to control the rear fins.
  • the device comprises a vertical accelerometer 1, a rear junction box 2, a rear drift control 3, a direction control 4, a front junction box, a front drift control 6, a lateral accelerometer 7, probes 8 of wave height detection, an ACS automatic control panel 9, a computer 10, and a position control panel 11. All the supporting planes of such a hydrofoil do not have their own stability, this being only obtained dynamically by the regulation system mentioned above.
  • the hydrofoil according to the present invention is in the form of a trimaran having a central hull 40 and two lateral floats 41 and 42 connected to the central hull by beams 37 and 38, which are divide, in the vicinity of the hull 40, into two arms 61 and 63 for the beam 37, and 62 and 64 for the beam 38.
  • the front bearing planes consist of two foils 43 and 44 fixed to the internal edges of the floats 41 and 42 and which are directed towards each other in the direction of the hull central (see also Figure 5b).
  • the rear support plane 46 is a horizontal profile fixed to the lower part of a rudder 45 constituting the rudder of the hydrofoil.
  • the reference 60 designates the cockpit, the references 65 and 66, the spaces located between the arms, respectively 61, 63 and 62, 64.
  • the water line of the hydrofoil at rest has been represented by the reference 50.
  • the front foils 43 and 44 have, from their root, a first trapezoidal part flaring from the floats 41 and 42 to a maximum width portion located approximately at waterline level 50 when the hydrofoil is at rest. Then, the foils are continued downwards by a second trapezoidal part which narrows and are extended by carrying planes of small dimensions or fins 47 and 48 arranged horizontally.
  • These fins 47, 48 advantageously have a cord c 'less than or equal to that (c) of the distal end of the foils 43 and 44 and whose span e is at least three times this rope c', this span e extending in a substantially horizontal direction towards the plane of symmetry of the hydrofoil (see fig. 4 and 5b).
  • the beams 37 and 38 are supported by twin reinforcement arms 51 and 52 situated below the arms 61 to 64 and which are fixed between a part of the hull situated above of the waterline 50 and the distal end relative to the shell of the arms 61 to 64, and so as to clear the spaces 65 and 66.
  • D denotes the horizontal component of the distance between the transverse axis of the rear plane 46 and the heaving center which is located in line with the front foils 43 and 44.
  • r the radius of gyration of the hydrofoil which is defined as the length whose square is equal to the ratio between the moment of inertia of the hydrofoil in a rotation around a transverse axis passing through the center of gravity , and the mass of the hydrofoil.
  • heave focus P designates the point of application of the variations in vertical forces generated by a vertical translational movement of the hydrofoil without variation in speed or attitude from an equilibrium state.
  • F the heaving characteristic which is the ratio between the variation of the resultant of the vertical forces and the length of the vertical displacement which generates this variation. In other words, it is the derivative of the lift of the hydrofoil as a function of its sinking.
  • the heaving characteristic is counted positive for a result of the vertical forces pointing downwards, when the machine undergoes an upward movement.
  • the heaving characteristic F is due solely to the presence of the foils before 43 and 44 and it results from the hitting center P being located in the mean vertical plane of these front foils 43 and 44.
  • the bearing characteristic A of a bearing plane is defined as the ratio between the variation of the result of the vertical forces generated by a rotational movement around a transverse axis and the corresponding angle of rotation expressed in radians. In other words, it is the derivative of lift depending on the base.
  • the incidence characteristic A is counted positive for a variation in the result of vertical forces oriented upwards for a nose-up movement.
  • the front bearing surfaces or foils 43 and 44 have a result of the vertical forces which decrease when the front assembly is subjected to a vertical translation upwards, this result having a characteristic of heaving F positive.
  • the result of the vertical forces increases when said front assembly is subjected to a pitching movement to pitch up.
  • the front assembly has an incidence characteristic A.
  • the rear plane also has an incidence characteristic R, but has a characteristic of zero heave.
  • the condition of stability according to the invention ensures that, from an equilibrium position, any deviation from this position, any combination of a pitching movement and a heaving movement, produces a variation in the hydrodynamic forces which tends to return the machine to its equilibrium position.
  • the rear support plane compensates or overcompensates this phenomenon, and the increase in its lift has the effect of counteracting the nose-up of the front of the hydrofoil, hence limitation by compensation for the pitching effect.
  • the stabilizing effect which it provides is such that the hydrofoil is not led to follow the movements of the swell. This drawback of first generation hydrofoils is therefore avoided.
  • front bearing planes having a heaving characteristic as well as nose up, and a rear plane having only a nose up characteristic made it possible to define conditions of stability which could not have been obtained with d '' other known configurations.
  • the size of the rear foil 46 is limited to the higher values by the drag it produces and the resulting consequences for the performance of the boat.
  • hydrodynamic characteristics of wings submerged or semi-submerged or crossing the surface of the water can be determined by known means, in particular by measurements in the hull basin on models on a reduced scale or not, by computer flow calculations, by force measurements on a prototype.
  • S.F. HOERNER entitled “Resistance to advancement in fluids” published in 1965 by Gautier-Villard in Paris.
  • the evaluation of the mass, of the position of the center of gravity of the moments of inertia of the hydrofoil can also be carried out by known methods.
  • the invention does not relate to a particular type of carrier planes, but a relative arrangement of said carrier planes between themselves and especially with respect to the center of gravity of the machine, which ensures that the balancing of the mass of the hydrofoil and propulsion efforts by hydrodynamic lift efforts is stable and allows the hydrofoil to remain in a state of equilibrium without a regulation system.
  • An advantageous embodiment of the hydrofoil consists in being able to adjust the setting of the rear plane around a transverse horizontal axis so as to choose the attitude and sink conditions of the hydrofoil which allow the best performance to be obtained .
  • This adjustment does not directly contribute to stability since the position of said horizontal plane is usually fixed and is only subject to ad hoc adjustments according to changes in navigation conditions.
  • the hydrofoil is composed of a set of two carrier planes 43 and 44 located symmetrically with respect to the plane of symmetry of the craft and called “front foils” and a rear carrier plane 46 completely submerged and called “rear foil” .
  • the radius of gyration r of the machine in running order around the pitch axis is 2.1 m.
  • the mass of the machine in running order is 400 kg.
  • the rear foil being adjustable in incidence by the pilot of the craft, the incidence b is independent of the attitude a of the craft but it must be considered that their instantaneous variations are identical.
  • the condition is therefore satisfied in the two immersion cases, for any value of the base a.
  • the numerical value of the term C decreases when the immersion increases. In other words, and this is valid in all cases, if the condition is satisfied for the maximum immersion (that is to say during the planing) it is always satisfied whatever the immersion and therefore the speed of the machine.
  • the condition is not satisfied.
  • the dynamic behavior of the beam assembly 37, 38 and main foils 43, 44 is very sensitive to the stiffness in bending and torsion of this beam (see fig. 4)
  • the solution chosen consists of using this beam 37, 38, on each side of the main hull 40, by two fittings support 57, 58 at the level of the hull 40 and two tie rods 51, 52 taken up just above the water line 50.
  • This attachment principle has the disadvantage that, if these tie rods 51, 52 come into contact with water, there is significant braking. It is therefore little used on classic multihulls but is, on the other hand, well suited to the hydrofoil which takes its hull out of the water at high speed and can therefore keep the tie rods 51 and 52 out of contact with water, except if the sea is very rough, conditions in which these dangerous brakes, which are likely to result, are dangerous.
  • the shell 40 has, on either side, steps 53 and 54, substantially horizontal.
  • the arms 51 and 52 for holding the beams 37 and 38 are fixed to the shell 40 at points 57 and 58 which are arranged above the planes of the steps 53 and 54 and protected by the steps 55, 56.
  • steps 53 and 54 deflect the sea packets from the support fittings 57 and 58, which prevents the insertion forces of the hydrofoil which are likely to brake suddenly and to destabilize it.
  • the principle of the T-shaped rear support plane 46 can cause an instant stability problem at high speed in rough seas.
  • the speed increases the hull 40 rises more and more above the surface of the water, and the rear support plane 46 is likely to approach it dangerously.
  • the lift force which it is able to exert when it is sufficiently submerged may suddenly disappear.
  • this type of balance is only to be used under certain navigation conditions, there is provided at the rear of the boat a ballast 80 fed by a retractable refueling pole 81 so as to be able to empty and fill with water by sea, ballast 80 which makes it possible to avoid compromising the performance of the boat at low speed.
  • ballasting is known per se but has not so far been associated with the conditions of stability of a rear support plane. More particularly, since the value of the term C of the stability condition increases with speed, the rearward displacement of the center of gravity G at high speed does not have any drawback as long as C remains positive.
  • an advantageous embodiment of the filling system consists of a tube dipping below the surface of the water and the lower orifice of which is oriented towards the front so that the ballast fills automatically under the effect of the dynamic pressure of the water.
  • a submerged tube makes it possible to fill a tank disposed at 1.30 m above the surface of the water from a speed of 10 knots.
  • an embodiment advantageous of the invention consists in placing this tube inside the rudder so that its lower orifice is located in the lower part of the leading edge of the rudder, part which is always submerged when the hydrofoil is operating by lift hydrodynamic.
  • the step structure 53 and 54 plays, in addition to the role of fairing of the arm fixing fittings 51, 52 the role of an additional lift by dynamic lift effect and by an effect of 'increase in hull volume.
  • the rudder assembly 45-aft carrier 46 is normally fixed to the transom of the boat by four fasteners A with quick dismantling, a horizontal axis of articulation B allowing the lifting. After dismantling the fasteners A, this lifting can be carried out by pulling on a balancine B ', the locking in the high position being able to be ensured by two connecting rods D arranged in V. At low speed, the assembly is raised and an annex rudder small time is set up on the transom.
  • a mechanism for erasing the rear carrier plane 46 in the event of its engagement in a ropeway or any other obstacle. This erasure takes place around a vertical axis of rotation E.
  • the rear support plane 46 is held in position by a friction trigger system linked to the rear support plane 46 by a tube F '(torsion tube).
  • this system comprises a cam G 'kept in rotation by a roller H which is erased by compressing one or more springs I limiting the torsional forces to the chosen values.
  • the return to the axis is obtained by the natural rotational stability of the rear carrier plane 46 which is due to the symmetry of its nominal position which is stable due to hydrodynamic forces, or else manually, by acting on the cam G if the boat speed is insufficient.
  • the device also includes a rudder assistance system allowing it to be maneuvered beyond a given effort threshold.
  • the helm or the autopilot drives the rudder 45-rear carrier 46 around its vertical axis O via a connecting rod J attacking a free lever K in rotation about the axis O.
  • This lever K drives in rotation the rudder 45 via a spring box L.
  • the resistant force of the rudder 45 is less than the setting of the spring box L, the drive is carried out directly.
  • the resistant force of the rudder exceeds the setting of the spring box, a differential moment appears between the lever K and the rudder 45.
  • This rotation is transmitted to a flap V situated vertically at the lower rear end of the rudder 45 and above the bearing plane 46, by means of a torsion tube P.
  • This moment of rotation is amplified in the ratio of the lever arm produced by a rod-crank system NQ. This results in a deflection of the flap V which is articulated on the rudder 45 and rotates it so as to cancel the differential moment between the lever K and the rudder 45, which constitutes a controlled mechanical system.
  • the main foils 43, 44 which are articulated on the respective main beams 37 and 38, are supported on a breaker strut 73, 74.
  • the operation of this strut is ensured by a hydraulic cylinder 71, 72 which rests on a fitting attached to the foil main as well as on one of the uprights of the strut.
  • the end 47, 48 of the main foils 43, 44 is housed in the spaces 65 and 66 (see fig. 4).
  • the rear support plane which remains completely submerged under normal navigation conditions, has a support plane whose two outer arms 46, 46 ′ form a V directed downwards, at an angle a for example equal to 10 °.
  • the V shape directed downwards of the two arms 46, 46 ′ aims to avoid a sudden disappearance of the lift of the carrier plane 46 ′ when it accidentally crosses the surface of the water.
  • it is completely submerged and has no heaving characteristic.
  • FIG. 9a there is shown a vertical fin 100 directed vertically and disposed at the lower end of the front foils 43, 44 at the birth of the horizontal fins 47, 48.
  • These vertical fins 100 have the function of allowing self- laterally stabilize the hydrofoil at high speed, when the front foils are very little submerged.

Claims (17)

  1. Tragflügelboot mit Segeln, das eine vordere Einheit mit vorderen Trägerflossen, die zumindest teilweise eingetaucht sind, und eine hintere Flosse aufweist, die vollständig eingetaucht ist und aus diesem Grunde keine Stampfeigenschaften zeigt, wobei die vorderen Trägerflossen (43, 44) so sind, daß die Resultante der vertikalen Kräfte sich:
    - verkleinert, wenn diese vordere Einheit einer vertikalen Verschiebung nach oben unterworfen wird, wobei diese Resultante eine Stampfeigenschaft F hat,
    - vergrößert, wenn diese vordere Einheit einer aufbäumenden Stampfbewegung unterworfen wird mit einer Anstellungseigenschaft A, dadurch gekennzeichnet, daß die hintere Flosse (46) so ist, daß sie eine Anstelleigenschaft R derart aufweist, die der folgenden Beziehung genügt: R (d-g) - Ag + F (g 2 +r 2 ) > 0
    Figure imgb0015
    wobei d die horizontale Komponente der Entfernung zwischen der hinteren Flosse (46) und dem Stampfmittelpunkt der vorderen Einheit bezeichnet,
    g die Entfernung zwischen dem Schwerpunkt des Tragflügelboots und dem Stampfmittelpunkt der vorderen Einheit bezeichnet,
    und r den Radius der Rotation des Tragflügelboots bezeichnet.
  2. Tragflügelboot nach Anspruch 1, dadurch gekennzeichnet, daß es vom Typ mit mehreren Rümpfen ist mit einem mittleren Rumpf (40) und zwei seitlichen Schwimmern (41, 42), wobei die vorderen Flossenträger (43, 44) durch die seitlichen Schwimmer (41, 42) getragen sind und symmetrisch in Richtung des mittleren Rumpfes (40) zusammenlaufen.
  3. Tragflügelboot nach Anspruch 2, dadurch gekennzeichnet, daß es Träger (37, 38) aufweist, die den mittleren Rumpf (40) und die seitlichen Schwimmer (41, 42) verbinden und die durch Zugbänder (51, 52) abgestützt sind, die am mittleren Rumpf (40) befestigt sind, und dadurch, daß es Stufen (53, 54) aufweist, die sich vom Bug des mittleren Rumpfs bis mindestens zu dem Befestigungspunkt (57, 58) von jedem Zugband (51, 52) am mittleren Rumpf (40) erstrecken, wobei dieser Befestigungspunkt (57, 48) jedes Zugbandes (51, 52) oberhalb der Stufen (53, 54) angeordnet ist.
  4. Tragflügelboot nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die hintere Flosse (46) an dem unteren Ende eines vertikal angeordneten Ruderblatts (45) montiert und auf beiden Seiten des Ruderblatts (45) symmetrisch ist.
  5. Tragflügelboot nach Anspruch 4, dadurch gekennzeichnet, daß die hintere Flosse (46) auf einer vertikalen Rotationsachse (E) montiert ist, die mit einem Auslösesystem (G', H, I) derart verbunden ist, daß es geeignet ist, sich in Rotation zurückzustellen, wenn es einem Moment unterworfen ist, das größer als ein gegebener Nominalwert ist.
  6. Tragflügelboot nach Anspruch 5, dadurch gekennzeichnet, daß der Aufbau mit Hilfe eines Torsionsrohres (F) bewirkt ist, das durch eine Rolle (H) gehalten ist, die geeignet ist, sich zurückzustellen, indem sie eine Feder (I) derart komprimiert, daß sie die Torsionskräfte auf den Nominalwert begrenzt.
  7. Tragflügelboot nach einem der Ansprüche 4 bis 6, dadurch gekennzeichnet, daß es eine Einrichtung aufweist, um das Ruderblatt (45) in Rotation um eine vertikale Achse zu versetzen, die einen Antriebshebel (K) aufweist, der eine Klappe steuert, die mechanisch mit einem Ende des Ruderblatts (45) verbunden ist, das seiner Rotationsachse gegenüberliegt.
  8. Tragflügelboot nach Anspruch 7, dadurch gekennzeichnet, daß es zwischen dem Antriebshebel (K) und der beweglichen Klappe (V) eine Antriebseinrichtung umfaßt, die einen Pleuel-Kurbel-Verstärkungsmechanismus (N, Q) des Hebelarmes aufweist, wie auch ein Torsionsrohr (P), das den Pleuel-Kurbel-Mechanismus (N, Q) mit dem Antriebshebel (K) verbindet.
  9. Tragflügelboot nach Anspruch 8, dadurch gekennzeichnet, daß es einen Federkasten (L) aufweist, der zwischen dem Antriebshebel (K) angeordnet ist und der von der Art ist, daß das Torsionsrohr (P) Kraft nur weiterleitet, wenn die Kraft, die gegen das Ruderblatt (45) wirkt, an der Nullstellung des Federkastens (L) vorbeiläuft.
  10. Tragflügelboot nach einem der Ansprüche 2 bis 9, dadurch gekennzeichnet, daß sich die vorderen Flossenträger (43, 44) über horizontale Flügelspitzen (47, 48) verlängern, die eine Dicke (c') haben, die kleiner oder gleich derjenigen des äußeren Endes des vorderen Flossenträgers (43, 44) ist und eine Spannweite (e) mindestens gleich dreimal ihrer Dicke (c').
  11. Tragflügelboot nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß der hintere Flossenträger (46) in Rotation um eine horizontale Querachse regelbar ist.
  12. Tragflügelboot nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß es eine Einrichtung zum Anheben des Ruderblatts (45) und/oder der vorderen Trägerflossen (43, 44) aufweist.
  13. Tragflügelboot nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß es einen Wasserballast (80) aufweist, der geeignet ist, den Schwerpunkt (G) nach hinten zu verlagern, wenn das Tragflügelboot mit erhöhter Geschwindigkeit fährt.
  14. Tragflügelboot nach Anspruch 13, dadurch gekennzeichnet, daß der Wasserballast (80) automatisch mit Wasser versorgt wird durch ein Rohr, das unter die Wasseroberfläche gesenkt ist und dessen Ende nach vorne gerichtet ist.
  15. Tragflügelboot nach Anspruch 14, dadurch gekennzeichnet, daß das Versorgungsrohr des Wasserballasts (80) im Innern des Ruderblattes angeordnet ist und seine untere Düse im unteren, niedrigen Teil des Angriffsrandes dieses Ruderblatts angeordnet hat.
  16. Tragflügelboot nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß der hintere Flossenträger 2 seitliche Arme (46, 46') aufweist, die ein V bilden, das nach unten geneigt ist.
  17. Tragflügelboot nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die vorderen Flossenträger (43, 44) an einem unteren Ende eine vertikale Flügelspitze (100) aufweisen, die dazu bestimmt ist, eine seitliche Selbststabilisierung bei erhöhter Geschwindigkeit zu erlauben.
EP94913156A 1993-04-13 1994-04-12 Tragflügelboot mit segeln Expired - Lifetime EP0694008B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9304310 1993-04-13
FR9304310A FR2703975B1 (fr) 1993-04-13 1993-04-13 Hydroptere a voile.
PCT/FR1994/000404 WO1994023989A2 (fr) 1993-04-13 1994-04-12 Hydroptere a voile

Publications (2)

Publication Number Publication Date
EP0694008A1 EP0694008A1 (de) 1996-01-31
EP0694008B1 true EP0694008B1 (de) 1997-01-02

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Application Number Title Priority Date Filing Date
EP94913156A Expired - Lifetime EP0694008B1 (de) 1993-04-13 1994-04-12 Tragflügelboot mit segeln

Country Status (7)

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US (1) US5673641A (de)
EP (1) EP0694008B1 (de)
AU (1) AU680245B2 (de)
DE (1) DE69401350T2 (de)
FR (1) FR2703975B1 (de)
NZ (1) NZ265077A (de)
WO (1) WO1994023989A2 (de)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
LV11603B (en) * 1996-08-19 1997-04-20 Eglajs Aldis Sailboat-trimaran with hydrofoil
AUPP502598A0 (en) * 1998-08-04 1998-08-27 North West Bay Ships Pty. Limited Trimaran construction
FR2787758B1 (fr) 1998-12-29 2001-02-02 Patrick Coulombel Quintamaran: bateau multicoque a cinq coques, propulsion a la voile ou au moteur
FR2888560B1 (fr) 2005-07-12 2007-10-12 Richard Sorrentino Bateau multicoque a grande vitesse
US7520238B2 (en) * 2006-09-25 2009-04-21 Robert Michael Patterson Boat stabilizer
EP1908679A3 (de) * 2007-12-04 2008-07-23 Jean Psarofagis Doppelrumpf-Segelboot mit Stützflügeln und entsprechende Navigationsmethode
SI23103A (sl) * 2009-07-09 2011-01-31 Tomaž ZORE Naprava za premikanje po vodi in/ali po zraku in/ali po kopnem
FR2956088B1 (fr) * 2010-02-05 2012-06-08 Philippe Perrier Vehicule a hydrofoil.
IT1403578B1 (it) 2011-02-01 2013-10-31 Brizzolara Dispositivo natante
US8720354B2 (en) * 2011-06-22 2014-05-13 Hobie Cat Co. Quadfoiler
US9475559B2 (en) 2013-07-03 2016-10-25 Hobie Cat Company Foot operated propulsion system for watercraft
US20220212756A1 (en) * 2019-04-06 2022-07-07 Boundary Layer Technologies Inc. Retractable hydrofoil on vessel

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DE358888C (de) * 1919-02-09 1922-09-16 Paul Hirschfelder Vorrichtung zum Ausschleusen von festen Bestandteilen aus Luft- und Gaskanaelen
US2890672A (en) * 1957-05-01 1959-06-16 Jr Harold Boericke Watercraft hydrofoil device
FR1456080A (fr) * 1965-09-09 1966-10-21 Application de l'aile marine à la navigation à voile
GB1348698A (en) * 1971-05-17 1974-03-20 Holtom G H Sailing hydrofoil craft
US3789789A (en) * 1972-03-23 1974-02-05 J Cleary Hydrofoil sailing craft
US4100876A (en) * 1977-05-18 1978-07-18 The Boeing Company Hydrofoil fixed strut steering control
DE3831468A1 (de) * 1988-09-16 1990-03-22 Messerschmitt Boelkow Blohm Segelyacht
US5113775A (en) * 1989-05-01 1992-05-19 Imhoff Robert W Aero hydrofoil sail boat
US5054410A (en) * 1989-12-27 1991-10-08 Scarborough Greer T Hydrofoil sailboat with control system
FR2659287A1 (fr) * 1990-03-09 1991-09-13 Launay Claude Vehicule nautique type trimarant.

Also Published As

Publication number Publication date
DE69401350T2 (de) 1997-04-30
AU6541394A (en) 1994-11-08
US5673641A (en) 1997-10-07
EP0694008A1 (de) 1996-01-31
DE69401350D1 (de) 1997-02-13
FR2703975B1 (fr) 1995-06-30
WO1994023989A3 (fr) 1994-12-08
NZ265077A (en) 1997-09-22
WO1994023989A2 (fr) 1994-10-27
AU680245B2 (en) 1997-07-24
FR2703975A1 (fr) 1994-10-21

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