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WO2003082662A1 - High-speed marine hull of the trimaran type - Google Patents

High-speed marine hull of the trimaran type Download PDF

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Publication number
WO2003082662A1
WO2003082662A1 PCT/FR2003/001011 FR0301011W WO03082662A1 WO 2003082662 A1 WO2003082662 A1 WO 2003082662A1 FR 0301011 W FR0301011 W FR 0301011W WO 03082662 A1 WO03082662 A1 WO 03082662A1
Authority
WO
WIPO (PCT)
Prior art keywords
hull
perforations
ship
length
floats
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.)
Ceased
Application number
PCT/FR2003/001011
Other languages
French (fr)
Inventor
Gilles Vaton
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.)
TRADING AND INVESTMENT INTERNATIONAL SEAWORLD
Vaton Gilles
Original Assignee
TRADING AND INVESTMENT INTERNATIONAL SEAWORLD
Vaton Gilles
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 TRADING AND INVESTMENT INTERNATIONAL SEAWORLD, Vaton Gilles filed Critical TRADING AND INVESTMENT INTERNATIONAL SEAWORLD
Priority to AU2003258726A priority Critical patent/AU2003258726A1/en
Publication of WO2003082662A1 publication Critical patent/WO2003082662A1/en
Anticipated expiration legal-status Critical
Ceased 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
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/322—Other means for varying the inherent hydrodynamic characteristics of hulls using aerodynamic elements, e.g. aerofoils producing a lifting force
    • 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
    • B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to high-speed ships having a hull of the trimaran type.
  • the technical sector of the invention is the field of shipbuilding and more particularly the manufacture of ship hulls.
  • the present invention relates to ships capable of transporting passengers and / or freight such as essentially vehicles, at least 50 m in length, capable of sailing at high speed beyond 40 knots and even 50 knots, whatever the weather conditions and while keeping a fairly good stability both in roll and in pitch for on the one hand, a navigation comfort in particular for the passengers and on the other hand, not to overstress the hull structures which must be simple to manufacture, rigid and resistant.
  • Vessels of this type have been described in O99 / 00291 (PCT / FR98 / 01340) and the present invention relates to improvements to the vessels described in this prior patent.
  • the present invention therefore relates to a ship hull comprising a central main float and two lateral floats of shorter length, located towards the rear of the central float and connected to the latter by faired connecting arms.
  • a ship hull comprising a central main float and two lateral floats of shorter length, located towards the rear of the central float and connected to the latter by faired connecting arms.
  • the hulls of the three floats are always partly submerged and therefore always to be considered as forming a displacement hull, whatever the speed and the weather conditions.
  • the hulls of said lateral floats include submerged adjustable fins.
  • the coefficient of finesse of each of the three hulls is between 0.25 and 0.35 with a ratio of the length to the width of each one between 9 and 20 and a length ratio of the central hull over the length of the side hulls between 2.5 and 4.5.
  • This basic design as specified below, with a central shell with very large elongation, offers very low resistance to advancement and effective behavior on short swells like those encountered in closed seas or semi-closed such as the Mediterranean or the English Channel.
  • the transverse stability is ensured by the rear floats which can give the hull according to the invention a qualification of trimaran when it is in fact rather a "pseudo trimaran".
  • Such aft floats confer on the ship, unlike the catamaran, remarkable behavior because of the long roll period which they generate.
  • the roll is also controlled by the efficiency of the mobile stabilizing fins in alternating operation so that it is always in positive incidence, giving a lift always oriented upwards.
  • these small aft floats In addition to ensure good transverse stability for a moderate overall width of the hull, while retaining minimum drag and a one-piece structure to this pseudo trimaran assembly, these small aft floats, slightly submerged, have a slenderness of their bow quite significant with a V shape giving a very fine water entry, and a slight rear immersion allowing a very smooth movement and quasutostable with speed.
  • said connecting arms connecting the central float to the lateral floats are faired in the form of airplane wings thus creating two ground effect nozzles between the surfaces lateral interior emerged from the central float and the lateral floats, and the liquid surface, on which the said trimaran hull moves.
  • This form of aircraft wing profile creates a lift which opposes the weight of the boat.
  • These wing-shaped link arms are of relatively small size (D) but of large rope (L) and is located at a height (H) above the water of between half and a quarter of the average rope. .
  • the object of the improvements which are the subject of the present invention is to improve the lift created by said link arms in the form of airplane wings because the inventor observed that, despite the relatively low speed of the ship compared to the speed of an airplane, it nevertheless occurs, as on any airplane wing profile, detachment of the laminar boundary layer of the area on the upper surface profile, ie the upper surface of said link arms. And, conventionally, a turbulent regime results which induces an increase in aerodynamic drag and a decrease in lift.
  • Another object of the present invention is to improve the air intake system necessary for the combustion of the ship's engines, because a problem arises. often poses in high speed ships: the air sucked around the ship being loaded with water can be detrimental to the proper functioning of the engines.
  • the air from the engines is usually sucked in by grids arranged transversely on the hull: thus especially for high-speed ships which therefore raise a lot of water around them.
  • suction grids favor the entry of water and this is all the more accentuated if the wind is lateral; it is then conventionally arranged baffles in the suction lines but despite this and especially under the above conditions, the water ends up arriving in the motors which greatly disrupts the operation of these and even can stop them.
  • a high-speed ship hull comprising a central main float and two shorter lateral floats, located towards the rear of the central float, connected to the latter by link arms, and preferably comprising submerged foils or fins, the hulls of said three floats being always submerged whatever the speed, and said link arms are faired in the form of airplane wings thus creating two ground effect nozzles between the internal lateral surfaces emerged from the central float and the lateral floats, and the liquid surface on which said hull moves: according to the present invention the upper surface of each of said connecting arms comprises perforations and an air suction system, able to create a flow of the order of at least 1,500m 3 / hour per m 2 of perforated surface on each wing-arm, creating a sufficient depression ante to said upper surface of the arms in such a way that the boundary layer of air passing against it remains glued to this surface, said air suction system sucking it through said perforations, from the outside to the inside of said link arms
  • aircraft wing profile is meant an arched profile.
  • upper surface of said link arm means the upper surface of said arched profile.
  • said air sucked in by the suction system is used for the combustion of the engines ensuring the propulsion of the ship and preferably the dimension and the density of the perforations is determined so that the air flow reaching the engines corresponds at the air flow necessary for the operation of these motors.
  • Said connecting arms consist of a structure formed of hollow boxes and, according to the present invention, advantageously, the air is sucked through a device having a suction cavity placed inside a box constituting the structure of said link arm and said suction cavity comprises means making it possible to retain the water sucked with air through said perforations and said cavity and to evacuate it to prevent it from reaching said motors.
  • said means for retaining water comprise a plate inclined towards the external lateral end of said link arms and terminate at said end by a sump comprising a pipe collecting the water below said plate and making it possible to evacuate it.
  • all of said perforations on the surface of said support arms link form a zone extending along the cord of said link arm in the longitudinal direction XX 'of the ship over a distance ranging from 10 to 30%, preferably 15 and 25% of said cord starting from the leading edge of said connecting arm profiled in the shape of an airplane wing and, more preferably, extending in the transverse direction YY 'of said connecting arm over at least three quarters of the transverse width of said connecting arms.
  • the perforation zone being along the cord on a sector corresponding to the start of the separation of the boundary laminar layer on this type of aircraft wing profile, in particular for the aircraft wing profiles adapted to relatively low speeds, especially below 60 knots.
  • said profile in the shape of an airplane wing of said link arm in the longitudinal direction of the ship is of the type either Gôttingen G562 without flap or NACA 6412 with orientable trailing edge flap, these profiles type being known to those skilled in the art in the field of wing profiles.
  • This arched profile of the link arm in the longitudinal direction of the ship is such that the maximum thickness of said profile, that is to say the maximum height in vertical section between upper surface (upper surface) and internal surface (lower surface), is from 20 to 35% of the length of the average rope, which corresponds to a relatively thick leading edge, i.e. rounded with a large radius of curvature. It is understood that the dimensions of said perforations are such that air is sucked in at a speed greater than that of the laminar flow of air flowing on the upper surface.
  • the size and density of the perforations is determined as a function of the air flow rate consumed by said motors, namely that the dimension and the density of the perforations is determined so that the air flow reaching the motors corresponds to the air flow necessary for the operation of said motors.
  • said perforations are cylindrical perforations spaced from 1 to 5 mm and preferably inclined from top to bottom towards the rear with respect to said upper surface by an angle preferably of 30 to 60 °, more preferably of 1 'around 45 °. It will be understood that the inclination of the perforations in the thickness of the sheet metal constituting the upper surface of the wing allows more efficient suction since it reduces the curvature of the lines of the air flows.
  • the trailing edge of said wing profile of said link arms cooperates with a high-lift flap preferably of the Fowler type which makes it possible, in a known manner, to increase the lift of said link arm as in the profiles of the NACA 6412 type cited above and represented by way of example in the attached figures.
  • This high lift component is deployed when significant lift is required, in particular at start-up and when the ship has to cross the critical speed of around 45 knots. The increase in lift allows the hulls to plan more and thus the boat to accelerate up to 60 knots without increasing the engine power.
  • a ship according to the present invention also has the characteristics described in O99 / 00291 and in particular for a ship whose length L PP ( as defined below, of the central float is between 50 and 150m:
  • the fineness coefficient (or "block coefficient") of each of the three hulls defined as the ratio of volume of the submerged hull over the volume of the circumscribed parallelepiped enveloping said hull is between 0.25 and 0.35 with a ratio of the length L pp to the width B of this hull included in 9 and 20, and a ratio of length of the central hull over the length of the lateral hulls included in 2.5 and 4.5, and preferably 2.85 and 4.
  • the coefficient of finesse of the central hull is preferably between 0.32 and 0.34 with a ratio of the length L PPj between perpendicular front and rear of the float, over its width at the mast B at the waterline between 10 and 18 (for a length L pp of 100m the width at the master beam could be 6m);
  • the coefficient of fineness of the hulls of the lateral floats is preferably between 0.26 and 0.28 with a ratio of their length to their width between 9 and 17.
  • the rear of the two lateral floats is located at a distance d between 5 and 20% of the value of the hull length of the central float in front with respect to the rear perpendicular thereof, and the longitudinal median planes YY 'of the hulls of the lateral floats are located at a distance D of between 10 and 15% of the length L pp of the hull of the central float, on either side of the median plane XX' thereof.
  • d is even between 10 and 15% of L pp and D between 12 and 14%.
  • the efficiency and the value of the lift of such wings depends on the speed of the ship: a lift of at least 10% is thus obtained from 40 knots and is even better for speeds of 60 knots), and this lift is improved by about 10% to 20% with perforated wing arms according to the present invention, compared to non-perforated wings.
  • the ship according to the present invention has submerged stabilizing fins integral with the lateral floats also called “foils”.
  • these "foils” give a downforce of around 60 tonnes: this gives total relief of around 20% of the mass of a ship with a displacement of 550 tonnes, corresponding to the surface indications above, that is to say having a length of the order of 100m and considered at half load.
  • the propulsion is ensured by at least one jet of water and preferably two, leaving the rear part of the central float, supplemented with preferably by another water jet propellant or "hydrojet" located at the rear of each lateral float, ie a preferential total of four; the ejection nozzles of these water jets are preferably orientable upwards and downwards of the order of 12 ° relative to the horizontal, supplementing the above effects of the immersed fins or "foils", hull shapes and link arms in order to reduce pitch and roll movements: for this purpose, the movements of said nozzles and said fins or foils are controlled with control linked to an inertial unit; to ensure and maintain such high speeds, due to the significant drag of the aerial parts at these speeds of more than 40 knots, 1 aerodynamics of aerial elements, that is to say super structures or dead works of the hull, is optimum, giving among other things, rounded shapes at the front ends of the hull parts concerned
  • the central float comprises a rear aerial vertical tail unit, fitted with a movable flap and constituting a natural stabilizer, by providing a slight support on the side opposite to the apparent wind; a balance is also established between the lift obtained by this rear spoiler, the support of which can be controlled by its movable turning flap and that of the surface of the front wall of the central float;
  • the hull of the ship according to the invention has, when stationary, a slightly negative corresponding to a slight pricking of its bow. It will be noted that conventional and known displacement ships always sink from behind when one wants to exceed 45 knots of speed: thus when rearing up, they cannot in fact exceed this speed by 45 knots.
  • the ship according to the present invention may also include fans located at the front of the arm wings and on either side of the central hull, such as two fans per side, in order to increase the apparent wind and therefore improve the lift of the wings- link arms.
  • the result is a hull design with aft stabilizers, or so-called pseudotrimaran hull, of high-speed ships allowing to reach the indicated speeds and to exceed 30 to 35 knots of current ships in normal navigation, to reduce part of the hydrodynamic resistance and thus allow speeds of the order of 50 to 60 knots (100 to 115 km / h) with still reasonable powers (35,000 horsepower for a ship according to the dimensions indicated below).
  • self-stability is created which allows to gain around 15 to 25 knots with relatively little additional power; in any event, the drag of the hull according to the invention does not increase, at these speeds above 30/35 knots, like the speed cube as is the case for other ships .
  • this pseudotrimaran hull of a high-speed ship has a relatively low height on the water compared to the trimaran hulls known to date: indeed, for a central hull length of 100 m and more, the overall height over the water thereof is at most 10 m, with a height of the connecting arms above the water between 3 and 6 m and an overall width for example of 30 to 40 m.
  • Such a hull makes it possible to transport passengers in a comfort that can be considered equivalent to that of an airplane, and of vehicles and / or containers loaded in the hold of the single central float by a rear access closed by any door. of known design and which can be very simple. It is noted in fact that only the volume emerged from the central float is fitted out for the transport of passengers and freight, the rest of the volumes being made up of watertight compartments, most of which can be filled with cell foam. closed in sufficient quantity to compensate for the whole weight of the laden ship, ensuring
  • the structure of the central float can be oversized and thanks to a biconical shape provides the ship beam with significant rigidity so that there is no alternating stress, which allows to consider at least 25 years of service : in fact the biconical shape is characterized by a larger cross-section in the longitudinal middle of the float than at its front and rear ends; the thickness of the hull plating can be, without greatly penalizing the total displacement, of the order of three times the prescriptions of the classification bodies, which is necessary due to the high speeds achieved and which is possible thanks to the particular concept of the ship according to the invention reducing the surfaces of the plating of the hull.
  • this vessel can be carried out in a very simple or even rustic way with a mixed structure and easy to form planking.
  • the material chosen can be aluminum and for sizes from 120 to 150 m steel or a mixed combination of steel and aluminum.
  • FIG. 1 is a top view of a trimaran hull of a following ship the invention.
  • Figure 2 is a side view of the profile of the hull of a ship according to the invention.
  • FIG. 3A is a rear view of a hull of a ship according to the invention.
  • Figure 3B is a rear view in median section transverse of a hull of a ship according to the present invention.
  • FIGS. 4A to 4C are views in median longitudinal section of a link arm according to the prior art (FIG. 4A), with perforations and high lift flaps in the retracted position (FIG.
  • FIG. 5A the perforations are shown in plan view
  • FIG. 5B the perforations in vertical section in the sheet metal constituting the upper surface of the link arm.
  • Figure 6 is a top view of a connecting arm according to the invention.
  • the hulls of said lateral floats 2 ⁇ , 2 2 include immersed fins, or "foils", orientable 3 ⁇ , 3 2 with an alpha angle equal to approximately 45 ° in the middle position relative to the vertical median plane YY 'of each float 2 ⁇ , 2 2 and oriented towards the inside of the hull towards the central float 1: they are preferably articulated under each lateral float 2 and can tilt at least between 40 and 50 °; these stabilizing fins or "foils” can for example be of a so-called Vaton profile, of the type defined by the latter and as manufactured on the Charles HEIDSIEK IV boat in 1994 and to which any person skilled in the art can thus have access.
  • immersed fins, or "foils” orientable 3 ⁇ , 3 2 with an alpha angle equal to approximately 45 ° in the middle position relative to the vertical median plane YY 'of each float 2 ⁇ , 2 2 and oriented towards the inside of the hull towards the central float 1: they
  • floats 1 and 2 always remain at least partially submerged whatever the speed of advancement of said vessel and thanks to the various specific means and forms according to the invention ensure navigation in a plane which remains very close to the horizontal; the central float is designed to receive passengers on specific bridges and vehicles on other bridges; other arrangements are of course possible depending on the dimensions of this central hull and the use of such a vessel.
  • a navigation and command bridge overlooks the entire hull and is preferably fitted on the central float 1 2 slightly in front of the bow of the lateral floats 2.
  • the arm of connection 5 faired in the shape of a wing profile, for example of the NACA 6412 type. This faired shape makes it possible to create a lift which opposes the weight of the boat.
  • microperforations 20 have therefore been produced on the upper surface of the arms 5.
  • the zone 26 of the microperforations is between 15% (L x ) and 25% (L 2 ) of the chord (L) of the wing, starting from the leading edge 5 ⁇ . This corresponds to the start of separation of the boundary layer.
  • Each link arm comprises structural boxes made up of metal beams, only three of which 28, 29 and 30 are shown in dotted lines in FIGS. 3B, 4 and 6,
  • a device comprising a suction cavity 22.
  • This device is designed to allow the water passing through the perforations 20 to flow along a plate 24 inclined in slope from the central hull 1 to the corresponding lateral float 2 lr 2 2 in the transverse direction YY 'to flow into a sump 25 communicating 25 ⁇ to the underside of the link arm.
  • a pipe 21 ensures the circulation of the air sucked through the microperforations 20 from the suction cavity 22 above the plate. 24 as far as the motor 17 which comprises means for aspirating the air.
  • the sump 25, 25 ⁇ takes the form of a gutter itself slightly inclined in the longitudinal direction XX 'to allow better evacuation of one water.
  • the area of the perforations 26 may preferably form a parallelogram, the two longitudinal sides of which are parallel to the line of leading edge 5 ⁇ of the link arm.
  • FIG. 4C shows the high-lift flap 27 of the "Fowler" type in the deployed position: the flap is moved back from its folded position shown in FIG. 4B under the underside of the bearing wing of the link arm; it is at the same time inclined at an angle of 15 to 20 ° relative to the horizontal, which makes it possible to combine the effects of curvature, of slot 32 between the trailing edge 5 2 of the wing and the flap 27 which reactivates the flow, and the surface variation effect, which then increases the lift of the arm in question.
  • FIGS. 5A and 5B show the cylindrical microperforations 20 forming the area 26.
  • Each perforation 20 can be 1.6 mm in diameter, or approximately 2 mm 2 in area.
  • the density of the perforations corresponds in the present example to a regular spacing between the perforations of 9.2 mm.
  • This density was calculated so that the air flow sucked through the perforations corresponds to the air flow consumed by way of example by a 8200 kW motor increased by 30% to take into account the pressure losses along the suction ducts 21 for a total of approximately 60,000 m 3 / hour: this corresponds to a flow rate of air sucked through the perforations of approximately 16 m3 / s; taking a preferential speed of 100 km / h in the suction sections, these represent in the present example a suction surface of approximately 0.55 m 2 for a drilling surface of the order of 30 m 2 .
  • the flow rate per m 2 of drilling surface in zone 26 is then in this example approximately 2000 m 3 / hour, and by bringing the perforations 20 together and / or by increasing their diameter we could obtain a flow rate of 5 or 6000 m 3 / hour and even 7,000 m 3 / hour.
  • the distribution and the diameter of the perforations must be such that they are not too small to avoid clogging, neither too large, nor too close together, so as not to create problems of resistance of the structure.
  • a person skilled in the art is able to thus define such perforations to obtain the flow rate or the pressure difference necessary according to the present invention, that is to say between 1,500 m 3 / hour and 7,000 m 3 / hour per m 2 of area of zone 26, and preferably from 2,000 to 6,000 m 3 / hour, which gives a total flow of 60,000 m 3 / hour (i.e. 16 m 3 / second) to 200,000 m 3 / hour (i.e. 55 m 3 / second) over an area of 30 to 60 m 2 of drilling in order to supply 1 to 3 motors of 8,200 kW for example (these powers are precisely those necessary for a vessel according to the dimensions indicated below).
  • the central hull 1 can comprise two lateral skittles 8 fixed on the rear part of its hull li and comprises a rear rudder 9 for navigation.
  • the structure of the central hull 1 has a double bottom 18 and at the rear the machinery 17 in which the powertrains are located, which can be hydrojets of water whose nozzles 10 are located at the rear part of the hull.
  • Such propulsion by hydrojets can be carried out by four thrusters 10, one of which is located on each lateral float 2 and two on the central hull 1 with feed water inlets 11 situated laterally towards the middle of the hull of the float considered so as not to not too much disturb the flow towards the rear part of said hull: thus such intake openings 11 are preferably positioned at a distance between 10 to 15% of the value of the length of the hull of the hull considered, ie upstream, or downstream of the separation point of the laminar boundary layer, and their opening length must be 10 to 15% of the length of this same laminar boundary layer.
  • central float 1 may include retractable bow thrusters not shown in the attached figures.
  • the surface of the tail 4 is such that its relationship with the lateral surface of the emerged part 12 of the central float 1 is understood between 0.07 and 0.09, and the surface of the fins, or "foil", stabilizers 3 relative to the immersed hull surface of the corresponding floats 2 is between 0.025 and 0.030.
  • the orientation of the foils or ailerons 3 and of the nozzle outlets 10 is controlled by electrical controls for stabilizing the ship linked to an inertial unit is provided for example by a hydraulic system supported by a pneumatic emergency system which at least removes the nozzles 10 in a horizontal position in the event of a problem.
  • This double cross stabilization between the foils or ailerons and the nozzles, linked to the inertial unit, allows optimal comfort by controlling the parasitic lateral movements knowing that such a system is almost neutral in terms of energy consumption.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
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Abstract

The invention relates to marine construction technology, in particular to the production of marine hulls and to a high-speed marine hull, comprising a main central float (1) and two lateral floats (2) of shorter length, arranged towards the rear of the central float (1) and connected thereto by means of connecting arms (5). The undersides of the three floats (1, 2) are always immersed, whatever the speed. The connecting arms (5) are streamlined with the form of aeroplane wings, such as to form two channels (6) with a ground effect between the exposed lateral internal surfaces of the central float (1) and the lateral floats (2) and the surface of the liquid (71) across which said hull is moving. According to the invention, the upper surfaces of said arms comprise perforations (20) and a means (21) for intake of air, which permits an intake of air through said perforations from the outside to the inside of said connecting arms (5).

Description

COQUE DE NAVIRE A GRANDE VITESSE DU TYPE TRIMARAN TRIMARAN TYPE HIGH SPEED SHIP HULL

La présente invention concerne des navires à grande vitesse ayant une coque du type trimaran Le secteur technique de 1 ' invention est le domaine de la construction navale et plus particulièrement de la fabrication des coques de navires .The present invention relates to high-speed ships having a hull of the trimaran type. The technical sector of the invention is the field of shipbuilding and more particularly the manufacture of ship hulls.

Plus particulièrement la présente invention concerne des navires capables de transporter des passagers et/ou du fret tels qu'essentiellement des véhicules, d'au moins 50m de long, aptes à naviguer à grande vitesse au delà de 40 nœuds et même de 50 nœuds, quelque soient les conditions météorologiques et en gardant une assez bonne stabilité tant en roulis, qu'en tangage pour d'une part, un confort de navigation en particulier pour les passagers et d'autre part, ne pas trop solliciter les structures de coques qui doivent être simples à fabriquer, rigides et résistantes.More particularly, the present invention relates to ships capable of transporting passengers and / or freight such as essentially vehicles, at least 50 m in length, capable of sailing at high speed beyond 40 knots and even 50 knots, whatever the weather conditions and while keeping a fairly good stability both in roll and in pitch for on the one hand, a navigation comfort in particular for the passengers and on the other hand, not to overstress the hull structures which must be simple to manufacture, rigid and resistant.

Des navires de ce type ont été décrits dans O99/00291 (PCT/FR98/01340) et la présente invention concerne des perfectionnements aux navires décrits dans ce brevet antérieur.Vessels of this type have been described in O99 / 00291 (PCT / FR98 / 01340) and the present invention relates to improvements to the vessels described in this prior patent.

Plus particulièrement la présente invention concerne donc une coque de navire comportant un flotteur principal central et deux flotteurs latéraux de longueur plus courte, situés vers l'arrière du flotteur central et reliés à celui-ci par des bras de liaison carénés. Suivant l'invention décrite dans WO99/00291 (PCT/FR98/01340) les carènes des trois flotteurs sont toujours en partie immergée et donc à considérer toujours comme formant une coque à déplacement, quelque soit la vitesse et les conditions météorologiques. Les carènes desdits flotteurs latéraux comportent des ailerons immergés orientables. Et, le coefficient de finesse de chacune des trois carènes est compris entre 0,25 et 0,35 avec un rapport de la longueur sur la largueur de chacune compris entre 9 et 20 et un rapport de longueur de la coque centrale sur la longueur des carènes latérales entre 2,5 et 4,5. Cette conception de base, telle que précisée ci- après, avec une coque centrale à très grand allongement, offre une résistance à l'avancement très faible et un comportement efficace sur les houles courtes comme celles que l'on rencontre dans les mers fermées ou semi-fermées telle que la Méditerranée ou la Manche. La stabilité transversale est assurée par les flotteurs arrières qui peuvent donner à la coque suivant l'invention une qualification de trimaran alors qu'il s'agit en fait plutôt d'un "pseudo trimaran". De tels flotteurs arrières, tels que définis par leurs caractéristiques précisées ci-après, confèrent au navire, contrairement au catamaran, un comportement remarquable en raison de la grande période de roulis qu'ils engendrent. Le roulis est par ailleurs maîtrisé par l'efficacité des ailerons stabilisateurs mobiles en fonctionnement alterné de façon à ce qu'il soit toujours en incidence positive, donnant une portance toujours orientée vers le haut.More particularly the present invention therefore relates to a ship hull comprising a central main float and two lateral floats of shorter length, located towards the rear of the central float and connected to the latter by faired connecting arms. According to the invention described in WO99 / 00291 (PCT / FR98 / 01340) the hulls of the three floats are always partly submerged and therefore always to be considered as forming a displacement hull, whatever the speed and the weather conditions. The hulls of said lateral floats include submerged adjustable fins. And, the coefficient of finesse of each of the three hulls is between 0.25 and 0.35 with a ratio of the length to the width of each one between 9 and 20 and a length ratio of the central hull over the length of the side hulls between 2.5 and 4.5. This basic design, as specified below, with a central shell with very large elongation, offers very low resistance to advancement and effective behavior on short swells like those encountered in closed seas or semi-closed such as the Mediterranean or the English Channel. The transverse stability is ensured by the rear floats which can give the hull according to the invention a qualification of trimaran when it is in fact rather a "pseudo trimaran". Such aft floats, as defined by their characteristics specified below, confer on the ship, unlike the catamaran, remarkable behavior because of the long roll period which they generate. The roll is also controlled by the efficiency of the mobile stabilizing fins in alternating operation so that it is always in positive incidence, giving a lift always oriented upwards.

De plus pour assurer une bonne stabilité transversale pour une largeur hors tout de la coque modérée, tout en conservant une traînée minimale ainsi qu'une structure monobloc à cet ensemble pseudo trimaran, ces petits flotteurs arrières, légèrement immergés, ont un élancement de leur étrave assez important avec une forme en V donnant une entrée d'eau très fine, et une légère immersion arrière permettant un mouvement très doux et quasiautostable avec la vitesse.In addition to ensure good transverse stability for a moderate overall width of the hull, while retaining minimum drag and a one-piece structure to this pseudo trimaran assembly, these small aft floats, slightly submerged, have a slenderness of their bow quite significant with a V shape giving a very fine water entry, and a slight rear immersion allowing a very smooth movement and quasutostable with speed.

En ce qui concerne le tangage celui-ci est minimisé par une forme également en V étroit de l'etrave du flotteur central, donnant une finesse d'entrée dans l'eau et peu d'élancement, qui concourent à qualifier la coque de "perce-vague" ; la position arrière des flotteurs tend également à casser rapidement toute amorce de tangage dans la houle.With regard to pitching, this is minimized by an equally narrow V-shape of the bow of the central float, giving a finesse of entry into the water and little slenderness, which help to qualify the hull as " wave piercer "; the rear position of the floats tends also to quickly break any pitch initiation in the swell.

Pour compléter cette conception de base, lesdits bras de liaison reliant le flotteur central aux flotteurs latéraux, suivant l'invention décrite dans WO99/00291, sont carénés en forme d'ailes d'avion créant ainsi deux tuyères à effet de sol entre les surfaces latérales intérieures émergées du flotteur central et des flotteurs latéraux, et la surface liquide, sur laquelle se déplace ladite coque trimaran. Cette forme de profil d'aile d'avion permet de créer une portance qui s'oppose au poids du bateau. Ces bras de liaison en forme d'ailes sont de relativement faible envergure (D) mais de corde importante (L) et se situe à une hauteur (H) au dessus de l'eau comprise entre un demi et un quart de la corde moyenne. On obtient ainsi une sustentation aérodynamique due à la pression dynamique obtenue par ralentissement de l'air au passage dans ces sortes de tuyères constituées par le dessous des ailes des bras de liaison rejoignant les flotteurs à la coque centrale, et la surface de l'eau. Cette pression dynamique augmente avec la vitesse.To complete this basic design, said connecting arms connecting the central float to the lateral floats, according to the invention described in WO99 / 00291, are faired in the form of airplane wings thus creating two ground effect nozzles between the surfaces lateral interior emerged from the central float and the lateral floats, and the liquid surface, on which the said trimaran hull moves. This form of aircraft wing profile creates a lift which opposes the weight of the boat. These wing-shaped link arms are of relatively small size (D) but of large rope (L) and is located at a height (H) above the water of between half and a quarter of the average rope. . An aerodynamic lift is thus obtained due to the dynamic pressure obtained by slowing the air passing through these kinds of nozzles constituted by the underside of the wings of the link arms joining the floats to the central hull, and the surface of the water. . This dynamic pressure increases with speed.

Le but des perfectionnements objet de la présente invention est d'améliorer la portance créée par lesdits bras de liaison en forme d'ailes d'avion car l'inventeur a observé que, en dépit de la vitesse relativement faible du navire par rapport à la vitesse d'un avion, il se produit néanmoins, comme sur n'importe quel profil d'aile d'avion, un décollement de la couche limite laminaire de l'aire sur le profil extrados, c'est à dire la surface supérieure dudit bras de liaison. Et, classiquement, un régime turbulent en résulte qui induit une augmentation de la traînée aérodynamique et une diminution de la portance .The object of the improvements which are the subject of the present invention is to improve the lift created by said link arms in the form of airplane wings because the inventor observed that, despite the relatively low speed of the ship compared to the speed of an airplane, it nevertheless occurs, as on any airplane wing profile, detachment of the laminar boundary layer of the area on the upper surface profile, ie the upper surface of said link arms. And, conventionally, a turbulent regime results which induces an increase in aerodynamic drag and a decrease in lift.

Un autre but de la présente invention est d'améliorer le système d'aspiration de l'air nécessaire à la combustion des moteurs du navire, car un problème se pose souvent dans les navires à grande vitesse : l'air aspiré autour du navire étant chargé en eau peut être néfaste au bon fonctionnement des moteurs. En effet sur tous les navires à coques traditionnelles l'air des moteurs est aspiré habituellement par des grilles disposées transversalement sur la coque : ainsi surtout pour des navires à grande vitesse qui soulèvent donc beaucoup d'eau autour d'eux une telle disposition de ces grilles d'aspiration favorisent l'entrée l'eau et cela est d'autant plus accentué si le vent est latéral ; il est alors classiquement disposé des chicanes dans les conduites d'aspiration mais malgré cela et surtout dans les conditions ci-dessus, l'eau finit par arriver dans les moteurs ce qui perturbe énormément le fonctionnement de ceux-ci et même peut les arrêter.Another object of the present invention is to improve the air intake system necessary for the combustion of the ship's engines, because a problem arises. often poses in high speed ships: the air sucked around the ship being loaded with water can be detrimental to the proper functioning of the engines. In fact, on all ships with traditional hulls, the air from the engines is usually sucked in by grids arranged transversely on the hull: thus especially for high-speed ships which therefore raise a lot of water around them. suction grids favor the entry of water and this is all the more accentuated if the wind is lateral; it is then conventionally arranged baffles in the suction lines but despite this and especially under the above conditions, the water ends up arriving in the motors which greatly disrupts the operation of these and even can stop them.

Pour répondre aux problèmes ci-dessus on définit une coque de navire à grande vitesse comportant un flotteur principal central et deux flotteurs latéraux de longueur plus courte, situés vers l'arrière du flotteur central, reliés à celui-ci par des bras de liaison, et de préférence comportant des foils ou ailerons immergés, les carènes desdits trois flotteurs étant toujours immergées quelle que soit la vitesse, et les dits bras de liaison sont carénés en forme d'ailes d'avion créant ainsi deux tuyères à effet de sol entre les surfaces latérales intérieures émergées du flotteur central et des flotteurs latéraux, et la surface liquide sur laquelle se déplace ladite coque : selon la présente invention la surface supérieure de chacun desdits bras de liaison comporte des perforations et un système d'aspiration de l'air, aptes à créer un débit de l'ordre d'au moins 1 500m3/heure par m2 de surface perforée sur chaque aile-bras, créant une dépression suffisante à ladite surface supérieure des bras de telle façon que la couche limite de l'air passant contre celle-ci reste collée à cette surface, ledit système d'aspiration de l'air aspirant celui-ci à travers lesdites perforations, de l'extérieur vers l'intérieur desdits bras de liaison.To respond to the above problems, a high-speed ship hull is defined comprising a central main float and two shorter lateral floats, located towards the rear of the central float, connected to the latter by link arms, and preferably comprising submerged foils or fins, the hulls of said three floats being always submerged whatever the speed, and said link arms are faired in the form of airplane wings thus creating two ground effect nozzles between the internal lateral surfaces emerged from the central float and the lateral floats, and the liquid surface on which said hull moves: according to the present invention the upper surface of each of said connecting arms comprises perforations and an air suction system, able to create a flow of the order of at least 1,500m 3 / hour per m 2 of perforated surface on each wing-arm, creating a sufficient depression ante to said upper surface of the arms in such a way that the boundary layer of air passing against it remains glued to this surface, said air suction system sucking it through said perforations, from the outside to the inside of said link arms.

Par "profil d'aile d'avion", on entend un profil cambré. Par "surface supérieure dudit bras de liaison", on entend la surface extrados dudit profil cambré.By "aircraft wing profile" is meant an arched profile. By "upper surface of said link arm" means the upper surface of said arched profile.

Le fait d'aspirer de l'air au niveau des zones où se produit le décollement de la couche laminaire limite entraîne un recollement de la couche laminaire limite du flux d'air et partant une diminution de la traînée aérodynamique de l'aile et une augmentation de sa portance comme il sera explicité ci-après.The fact of sucking in air at the zones where the delamination of the boundary laminar layer takes place results in a reattachment of the boundary laminar layer of the air flow and therefore a reduction in the aerodynamic drag of the wing and a increase in its lift as will be explained below.

Dans un mode de réalisation préférentielle ledit air aspiré par le système d'aspiration est utilisé pour la combustion des moteurs assurant la propulsion du navire et de préférence la dimension et la densité des perforations est déterminée pour que le débit d'air atteignant les moteurs correspond au débit d'air nécessaire au fonctionnement de ces moteurs.In a preferred embodiment said air sucked in by the suction system is used for the combustion of the engines ensuring the propulsion of the ship and preferably the dimension and the density of the perforations is determined so that the air flow reaching the engines corresponds at the air flow necessary for the operation of these motors.

Lesdits bras de liaison sont constitués par une structure formée de caissons creux et, selon la présente invention, avantageusement, l'air est aspiré à travers un dispositif présentant une cavité d'aspiration placé à l'intérieur d'un caisson constitutif de la structure dudit bras de liaison et ladite cavité d'aspiration comporte des moyens permettant de retenir l'eau aspirée avec l'air à travers lesdites perforations et ladite cavité et de l'évacuer pour l'empêcher d'atteindre lesdits moteurs.Said connecting arms consist of a structure formed of hollow boxes and, according to the present invention, advantageously, the air is sucked through a device having a suction cavity placed inside a box constituting the structure of said link arm and said suction cavity comprises means making it possible to retain the water sucked with air through said perforations and said cavity and to evacuate it to prevent it from reaching said motors.

De façon avantageuse, lesdits moyens permettant de retenir l'eau comportent une plaque inclinée vers l'extrémité latérale extérieure desdits bras de liaison et se terminent à ladite extrémité par un puisard comprenant une canalisation recueillant l'eau en contrebas de ladite plaque et permettant de l'évacuer. Dans un mode préféré de réalisation, l'ensemble desdites perforations à la surface desdits bras de liaison forment une zone s ' étendant le long de la corde dudit bras de liaison dans la direction longitudinale XX' du navire sur une distance allant de 10 à 30% de préférence de 15 et 25% de ladite corde en partant du bord d'attaque dudit bras de liaison profilé en forme d'aile d'avion et, de préférence encore, s 'étendant dans la direction transversale YY' dudit bras de liaison sur au moins les trois quarts de la largeur transversale desdits bras de liaison. Ainsi définie, la zone de perforation étant le long de la corde sur un secteur correspondant au début du décollement de la couche laminaire limite sur ce type de profil d'aile d'avion notamment pour les profils d'aile d'avion adaptés aux relativement basses vitesses, notamment inférieures à 60 nœuds.Advantageously, said means for retaining water comprise a plate inclined towards the external lateral end of said link arms and terminate at said end by a sump comprising a pipe collecting the water below said plate and making it possible to evacuate it. In a preferred embodiment, all of said perforations on the surface of said support arms link form a zone extending along the cord of said link arm in the longitudinal direction XX 'of the ship over a distance ranging from 10 to 30%, preferably 15 and 25% of said cord starting from the leading edge of said connecting arm profiled in the shape of an airplane wing and, more preferably, extending in the transverse direction YY 'of said connecting arm over at least three quarters of the transverse width of said connecting arms. Thus defined, the perforation zone being along the cord on a sector corresponding to the start of the separation of the boundary laminar layer on this type of aircraft wing profile, in particular for the aircraft wing profiles adapted to relatively low speeds, especially below 60 knots.

En effet plus particulièrement, selon la présente invention ledit profil en forme d'aile d'avion dudit bras de liaison dans la direction longitudinale du navire est du type soit Gôttingen G562 sans volet soit NACA 6412 avec volet de bord de fuite orientable, ces profils type étant connus par l'homme du métier dans le domaine des profils d'ailes. Ce profil cambré du bras de liaison dans la direction longitudinale du navire est tel que l'épaisseur maximum dudit profil c'est à dire la hauteur maximum en coupe verticale entre surface supérieure (extrados) et surface intérieure (intrados) , est de 20 à 35% de la longueur de la corde moyenne, ce qui correspond à un bord d'attaque relativement épais c'est à dire arrondi avec un grand rayon de courbure . On comprend que les dimensions desdites perforations sont telles que l'air soit aspiré à une vitesse supérieure à celle du flux laminaire d'air s ' écoulant en surface extrados .In fact, more particularly, according to the present invention, said profile in the shape of an airplane wing of said link arm in the longitudinal direction of the ship is of the type either Gôttingen G562 without flap or NACA 6412 with orientable trailing edge flap, these profiles type being known to those skilled in the art in the field of wing profiles. This arched profile of the link arm in the longitudinal direction of the ship is such that the maximum thickness of said profile, that is to say the maximum height in vertical section between upper surface (upper surface) and internal surface (lower surface), is from 20 to 35% of the length of the average rope, which corresponds to a relatively thick leading edge, i.e. rounded with a large radius of curvature. It is understood that the dimensions of said perforations are such that air is sucked in at a speed greater than that of the laminar flow of air flowing on the upper surface.

De préférence, la dimension et la densité des perforations est déterminée en fonction du débit d'air consommé par lesdits moteurs, à savoir que la dimension et la densité des perforations est déterminée pour que le débit d'air atteignant les moteurs corresponde au débit d'air nécessaire au fonctionnement desdits moteurs.Preferably, the size and density of the perforations is determined as a function of the air flow rate consumed by said motors, namely that the dimension and the density of the perforations is determined so that the air flow reaching the motors corresponds to the air flow necessary for the operation of said motors.

Avantageusement, les dites perforations sont des perforations cylindriques espacées de 1 à 5 mm et de préférence inclinées de haut en bas vers l'arrière par rapport à ladite surface supérieure d'un angle de préférence de 30 à 60°, de préférence encore de l'ordre de 45°. On comprend que l'inclinaison des perforations dans l'épaisseur de la tôle constituant la surface supérieure de l'aile permet une aspiration plus efficace car elle diminue la courbure des lignes des flux d'air.Advantageously, said perforations are cylindrical perforations spaced from 1 to 5 mm and preferably inclined from top to bottom towards the rear with respect to said upper surface by an angle preferably of 30 to 60 °, more preferably of 1 'around 45 °. It will be understood that the inclination of the perforations in the thickness of the sheet metal constituting the upper surface of the wing allows more efficient suction since it reduces the curvature of the lines of the air flows.

Selon un autre aspect de la présente invention, le bord de fuite dudit profil d'aile desdits bras de liaison coopère avec un volet hypersustentateur de préférence du type Fowler qui permet d'une manière connue d'augmenter la portance dudit bras de liaison comme dans les profils de type NACA 6412 cité ci-dessus et représenté à titre d'exemple dans les figures jointes. Ce volet hypersustentateur est déployé lorsque une portance importante est nécessaire en particulier au démarrage et lorsque le navire doit franchir la vitesse critique de 45 nœuds environ. L'augmentation de la portance permet aux coques de déjauger davantage et ainsi au bateau d'accélérer jusqu'à 60 nœuds sans augmentation de la puissance motrice.According to another aspect of the present invention, the trailing edge of said wing profile of said link arms cooperates with a high-lift flap preferably of the Fowler type which makes it possible, in a known manner, to increase the lift of said link arm as in the profiles of the NACA 6412 type cited above and represented by way of example in the attached figures. This high lift component is deployed when significant lift is required, in particular at start-up and when the ship has to cross the critical speed of around 45 knots. The increase in lift allows the hulls to plan more and thus the boat to accelerate up to 60 knots without increasing the engine power.

Un navire selon la présente invention présente également des caractéristiques décrites dans O99/00291 et en particulier pour un navire dont la longueur LPP( telle que définie ci-dessous, du flotteur central est comprise entre 50 et 150m :A ship according to the present invention also has the characteristics described in O99 / 00291 and in particular for a ship whose length L PP ( as defined below, of the central float is between 50 and 150m:

- ledit volet hypersustentateur permet d'augmenter la portance dudit bras de liaison d'au moins 20% lorsque ledit volet est déployé, - le coefficient de finesse (ou "bloc coefficient") de chacune des trois carènes, défini comme le rapport du volume de la carène immergée sur le volume du parallélépipède circonscrit enveloppant ladite carène, est compris entre 0,25 et 0,35 avec un rapport de la longueur Lpp sur la largeur B de cette carène compris en 9 et 20, et un rapport de longueur de la carène centrale sur la longueur des carènes latérales compris en 2,5 et 4,5, et de préférence 2,85 et 4.- said high lift flap makes it possible to increase the lift of said link arm by at least 20% when said flap is deployed, - the fineness coefficient (or "block coefficient") of each of the three hulls, defined as the ratio of volume of the submerged hull over the volume of the circumscribed parallelepiped enveloping said hull is between 0.25 and 0.35 with a ratio of the length L pp to the width B of this hull included in 9 and 20, and a ratio of length of the central hull over the length of the lateral hulls included in 2.5 and 4.5, and preferably 2.85 and 4.

- le coefficient de finesse de la carène centrale est compris de préférence entre 0,32 et 0,34 avec un rapport de la longueur LPPj entre perpendiculaires avant et arrière du flotteur, sur sa largeur au maître-bau B à la flottaison entre 10 et 18 (pour une longueur Lpp de 100m la largeur au maître-bau pourrait être de 6m) ; le coefficient de finesse des carènes des flotteurs latéraux est de préférence compris entre 0,26 et 0,28 avec un rapport de leur longueur sur leur largeur entre 9 et 17.- the coefficient of finesse of the central hull is preferably between 0.32 and 0.34 with a ratio of the length L PPj between perpendicular front and rear of the float, over its width at the mast B at the waterline between 10 and 18 (for a length L pp of 100m the width at the master beam could be 6m); the coefficient of fineness of the hulls of the lateral floats is preferably between 0.26 and 0.28 with a ratio of their length to their width between 9 and 17.

- l'arrière des deux flotteurs latéraux est situé à une distance d comprise entre 5 et 20% de la valeur de la longueur de la carène du flotteur central en avant par rapport à la perpendiculaire arrière de celui-ci, et les plans médians longitudinaux YY' des carènes des flotteurs latéraux sont situés à une distance D comprise entre 10 et 15% de la longueur Lpp de la carène du flotteur central, de part et d'autre du plan médian XX' de celui- ci. De préférence d est même compris entre 10 et 15% de Lpp et D entre 12 et 14%.- the rear of the two lateral floats is located at a distance d between 5 and 20% of the value of the hull length of the central float in front with respect to the rear perpendicular thereof, and the longitudinal median planes YY 'of the hulls of the lateral floats are located at a distance D of between 10 and 15% of the length L pp of the hull of the central float, on either side of the median plane XX' thereof. Preferably d is even between 10 and 15% of L pp and D between 12 and 14%.

Des estimations par calculs ont permis d'évaluer que pour une surface portante de chaque aile de ces bras de liaison de l'ordre de 220m2, à une vitesse entre 40 et 50 nœuds, on obtient par cet effet de sol, et à l'aide du profil cambré de ces bras en forme d'ailes, une portance totale de l'ordre d'au moins 10% de la masse du navireEstimates by calculations have made it possible to evaluate that for a bearing surface of each wing of these link arms of the order of 220m 2 , at a speed between 40 and 50 knots, this ground effect is obtained, and at l using the arched profile of these wing-shaped arms, a total lift of the order of at least 10% of the mass of the ship

(l'efficacité et la valeur de la portance de telles ailes est fonction de la vitesse du navire : une portance de l'ordre d'au moins 10% est ainsi obtenue à partir de 40 nœuds et est encore meilleure pour des vitesses de 60 nœuds), et cette portance est améliorée d'environ 10% à 20% avec des bras-ailes perforées suivant la présente invention, par rapport à des ailes non perforées.(the efficiency and the value of the lift of such wings depends on the speed of the ship: a lift of at least 10% is thus obtained from 40 knots and is even better for speeds of 60 knots), and this lift is improved by about 10% to 20% with perforated wing arms according to the present invention, compared to non-perforated wings.

De plus, d'autres caractéristiques des navires suivant l'invention décrits dans WO99/00291 et selon la présente invention complètent celles présentées ci-dessus et apportent des avantages complémentaires à savoir :In addition, other characteristics of the ships according to the invention described in WO99 / 00291 and according to the present invention supplement those presented above and provide additional advantages, namely:

- le navire selon la présente invention présente des ailerons stabilisateurs immergés solidaires des flotteurs latéraux également appelés "foils". Pour une surface de l'ordre de 6m2 chacun, à une vitesse comprise entre 40 et 50 nœuds, ces "foils" donnent une déportance d'environ 60 tonnes : on obtient ainsi un allégement total de l'ordre de 20% de la masse d'un navire ayant un déplacement de 550 tonnes, correspondant aux indications de surface ci- dessus, c'est-à-dire ayant une longueur de l'ordre de 100m et considéré à mi charge.- The ship according to the present invention has submerged stabilizing fins integral with the lateral floats also called "foils". For a surface area of around 6m 2 each, at a speed of between 40 and 50 knots, these "foils" give a downforce of around 60 tonnes: this gives total relief of around 20% of the mass of a ship with a displacement of 550 tonnes, corresponding to the surface indications above, that is to say having a length of the order of 100m and considered at half load.

- pour obtenir une poussée suffisante permettant d'atteindre de telles vitesses d'au moins 40 à 50 nœuds, la propulsion est assurée par au moins un jet d'eau et de préférence deux, sortant de la partie arrière du flotteur central, complété de préférence par un autre propulseur par jet d'eau ou "hydrojet" situé à l'arrière de chaque flotteur latéral, soit donc un total préférentiel de quatre ; les tuyères d'éjection de ces jets d'eau sont de préférence orientables vers le haut et vers le bas de l'ordre de 12° par rapport à l'horizontale, complétant les effets ci-dessus des ailerons immergés ou "foils", des formes de carène et des bras de liaison afin de réduire les mouvements de tangage et de roulis : on asservit pour cela les mouvements desdites tuyères et desdits ailerons ou foils avec un pilotage lié à une centrale inertielle ; pour assurer et maintenir de telles vitesses élevées, du fait de la traînée importante des parties aériennes à ces vitesses de plus de 40 nœuds, 1 ' aérodynamisme des éléments aériens, c'est-à-dire des super structures ou œuvres mortes de la coque, est optimum, en donnant entre autres, des formes arrondies aux extrémités avant des parties de coque concernée comme pour un fuselage d'avion ; l'ensemble de ces œuvres mortes n'a aucune protubérance, ni arête pour obtenir un coefficient de traînée minimal face au vent. De plus le flotteur central comporte un empennage vertical aérien arrière, doté d'un volet mobile et constituant un stabilisateur naturel, en fournissant un léger appui du côté opposé au vent apparent ; un équilibre s'établit également entre la portance obtenue par cet aileron arrière, dont on pourra contrôler l'appui grâce à son volet mobile de braquage et celle de la surface de la muraille avant du flotteur central ;- to obtain sufficient thrust to reach such speeds of at least 40 to 50 knots, the propulsion is ensured by at least one jet of water and preferably two, leaving the rear part of the central float, supplemented with preferably by another water jet propellant or "hydrojet" located at the rear of each lateral float, ie a preferential total of four; the ejection nozzles of these water jets are preferably orientable upwards and downwards of the order of 12 ° relative to the horizontal, supplementing the above effects of the immersed fins or "foils", hull shapes and link arms in order to reduce pitch and roll movements: for this purpose, the movements of said nozzles and said fins or foils are controlled with control linked to an inertial unit; to ensure and maintain such high speeds, due to the significant drag of the aerial parts at these speeds of more than 40 knots, 1 aerodynamics of aerial elements, that is to say super structures or dead works of the hull, is optimum, giving among other things, rounded shapes at the front ends of the hull parts concerned as for an airplane fuselage ; all of these dead works have no protuberance or edges to obtain a minimum drag coefficient facing the wind. In addition, the central float comprises a rear aerial vertical tail unit, fitted with a movable flap and constituting a natural stabilizer, by providing a slight support on the side opposite to the apparent wind; a balance is also established between the lift obtained by this rear spoiler, the support of which can be controlled by its movable turning flap and that of the surface of the front wall of the central float;

- afin de donner au navire, à une vitesse supérieure à 45 nœuds, une assiette horizontale et une longueur de flottaison maximale assurant une consommation d'énergie minimale, la coque du navire suivant l'invention a, à l'arrêt, une assiette légèrement négative correspondant à un léger piquage de son étrave. On notera que les navires classiques et connus à déplacement s'enfoncent toujours de l'arrière quand on veut dépasser les 45 nœuds de vitesse : ainsi en se cabrant, ils ne peuvent pas en fait dépasser cette vitesse de 45 nœuds. La combinaison des appuis des flotteurs arrière latéraux, des ailerons immergés et des ailes portantes des bras support empêche un tel enfoncement et cabrage, concourt même donc à soulever l'arrière et maintient en conséquence le navire horizontal dans ces lignes même à 45 nœuds, lui permettant alors de dépasser cette vitesse ; le navire selon la présente invention peut également comporter des ventilateurs situés à l'avant des ailes bras et de part et d'autre de la coque centrale, tels que deux ventilateurs par côté, afin d'augmenter le vent apparent et donc d'améliorer la portance des ailes- bras de liaison.- in order to give the ship, at a speed greater than 45 knots, a horizontal attitude and a maximum water length ensuring minimum energy consumption, the hull of the ship according to the invention has, when stationary, a slightly negative corresponding to a slight pricking of its bow. It will be noted that conventional and known displacement ships always sink from behind when one wants to exceed 45 knots of speed: thus when rearing up, they cannot in fact exceed this speed by 45 knots. The combination of the supports of the lateral rear floats, the submerged fins and the bearing wings of the support arms prevents such a sinking and nose-up, even contributes to lifting the stern and consequently keeps the ship horizontal in these lines even at 45 knots, it then allowing this speed to be exceeded; the ship according to the present invention may also include fans located at the front of the arm wings and on either side of the central hull, such as two fans per side, in order to increase the apparent wind and therefore improve the lift of the wings- link arms.

Le résultat est une conception de coque à stabilisateurs arrières, ou dite coque pseudotrimaran, de navire à grande vitesse permettant d'atteindre les vitesses indiquées et dépasser les 30 à 35 nœuds des navires actuels en navigation normale, de diminuer une partie de la résistance hydrodynamique et ainsi de permettre des vitesses de l'ordre de 50 à 60 nœuds (100 à 115 km/h) avec des puissances encore raisonnables (35.000 chevaux pour un navire suivant les dimensions indiquées ci-après) . D'une certaine manière, à partir de 35 nœuds environ, grâce à la configuration particulière de la coque, il se crée une auto stabilité qui permet de gagner 15 à 25 nœuds environ avec relativement peu de puissance supplémentaire ; en tout état de cause, la traînée de la coque suivant l'invention, n'augmente pas, à ces vitesses au-dessus de 30/35 nœuds, comme le cube de la vitesse comme c'est le cas pour d'autres navires.The result is a hull design with aft stabilizers, or so-called pseudotrimaran hull, of high-speed ships allowing to reach the indicated speeds and to exceed 30 to 35 knots of current ships in normal navigation, to reduce part of the hydrodynamic resistance and thus allow speeds of the order of 50 to 60 knots (100 to 115 km / h) with still reasonable powers (35,000 horsepower for a ship according to the dimensions indicated below). In a way, from around 35 knots, thanks to the particular configuration of the hull, self-stability is created which allows to gain around 15 to 25 knots with relatively little additional power; in any event, the drag of the hull according to the invention does not increase, at these speeds above 30/35 knots, like the speed cube as is the case for other ships .

De plus, cette coque pseudotrimaran de navire à grande vitesse a une hauteur sur l'eau assez faible par rapport aux coques trimaran connues à ce jour : en effet, pour une longueur de coque centrale de 100 m et plus, la hauteur hors tout sur l'eau de celle-ci est au maximum de 10 m, avec une hauteur des bras de liaison au dessus de 1 ' eau entre 3 et 6 m et une largeur hors tout par exemple de 30 à 40 m.In addition, this pseudotrimaran hull of a high-speed ship has a relatively low height on the water compared to the trimaran hulls known to date: indeed, for a central hull length of 100 m and more, the overall height over the water thereof is at most 10 m, with a height of the connecting arms above the water between 3 and 6 m and an overall width for example of 30 to 40 m.

Une telle coque permet de transporter des passagers dans un confort que 1 ' on peut considérer comme équivalent à celui d'un avion, et des véhicules et/ou des containers chargés dans la soute du seul flotteur central par un accès arrière fermé par toute porte de conception connue et qui peut être très simple. Il est a noté en effet que seul le volume émergé du flotteur central est aménagé pour le transport des passagers et du fret, le reste des volumes étant constitués de compartiments étanches, dont la plupart peuvent être remplis de mousse à cellules fermées en quantité suffisante pour compenser l'ensemble du poids du navire en charge, garantissantSuch a hull makes it possible to transport passengers in a comfort that can be considered equivalent to that of an airplane, and of vehicles and / or containers loaded in the hold of the single central float by a rear access closed by any door. of known design and which can be very simple. It is noted in fact that only the volume emerged from the central float is fitted out for the transport of passengers and freight, the rest of the volumes being made up of watertight compartments, most of which can be filled with cell foam. closed in sufficient quantity to compensate for the whole weight of the laden ship, ensuring

• 1 ' insubmersibilité même en cas de déchirure de la coque.• 1 unsinkability even in case of tearing of the hull.

De plus la structure du flotteur central peut être surdimensionnée et grâce à une forme biconique assure à la poutre navire une rigidité importante de sorte qu'il n'y a pas de contrainte alternée, ce qui permet d'envisager au moins 25 ans de service : en effet la forme biconique est caractérisée par une section en coupe plus importante au milieu longitudinal du flotteur qu'en ses extrémités avant et arrière ; l'épaisseur des bordés de coque peut être, sans trop pénaliser le déplacement total, de l'ordre du triple des prescriptions des organismes de classification, ce qui est nécessaire du fait des grandes vitesses atteintes et qui est possible grâce au concept particulier du navire suivant l'invention réduisant les surfaces des bordés de la carène .In addition the structure of the central float can be oversized and thanks to a biconical shape provides the ship beam with significant rigidity so that there is no alternating stress, which allows to consider at least 25 years of service : in fact the biconical shape is characterized by a larger cross-section in the longitudinal middle of the float than at its front and rear ends; the thickness of the hull plating can be, without greatly penalizing the total displacement, of the order of three times the prescriptions of the classification bodies, which is necessary due to the high speeds achieved and which is possible thanks to the particular concept of the ship according to the invention reducing the surfaces of the plating of the hull.

La construction de ce navire peut être réalisée d'une manière très simple voir même rustique avec une structure mixte et des bordés faciles à former. Pour des réalisations de navires de 50 à 115 m le matériau choisi pourra être de l'aluminium et pour les tailles de 120 à 150 m l'acier ou une combinaison mixte d'acier et d ' aluminium.The construction of this vessel can be carried out in a very simple or even rustic way with a mixed structure and easy to form planking. For ship constructions from 50 to 115 m the material chosen can be aluminum and for sizes from 120 to 150 m steel or a mixed combination of steel and aluminum.

D'autres caractéristiques et avantages de la présente invention apparaîtront à la lumière de la description détaillée qui va suivre et en référence aux figures 1 à 6 dans lesquelles : La figure 1 est une vue du dessus d'une coque trimaran d'un navire suivant l'invention.Other characteristics and advantages of the present invention will appear in the light of the detailed description which follows and with reference to FIGS. 1 to 6 in which: FIG. 1 is a top view of a trimaran hull of a following ship the invention.

La figure 2 est une vue latéral du profil de la coque d'un navire selon l'invention.Figure 2 is a side view of the profile of the hull of a ship according to the invention.

La figure 3A est une vue arrière d'une coque d'un navire suivant l'invention.FIG. 3A is a rear view of a hull of a ship according to the invention.

La figure 3B est une vue arrière en coupe médiane transversale d'une coque d'un navire suivant la présente invention.Figure 3B is a rear view in median section transverse of a hull of a ship according to the present invention.

Les figures 4A à 4C sont des vues en coupe longitudinale médiane d'un bras de liaison selon la technique antérieure (figure 4A) , avec perforations et volets hypersustentateurs en position rétractée (figureFIGS. 4A to 4C are views in median longitudinal section of a link arm according to the prior art (FIG. 4A), with perforations and high lift flaps in the retracted position (FIG.

4B) et avec volet hypersustentateur déployé (figure 4C) .4B) and with the raised lift flap (Figure 4C).

Sur la figure 5A, on a représenté les perforations en vue de dessus, et sur la figure 5B, les perforations en coupe verticale dans la tôle constitutive de la surface supérieure du bras de liaison.In FIG. 5A, the perforations are shown in plan view, and in FIG. 5B, the perforations in vertical section in the sheet metal constituting the upper surface of the link arm.

La figure 6 est une vue de dessus d'un bras de liaison suivant l'invention.Figure 6 is a top view of a connecting arm according to the invention.

L'ensemble de ces figures représente donc une coque pseudotrimaran de navire 7 à grande vitesse comportant d'une manière connue un flotteur central 1 et deux flotteurs latéraux 2l t 22 de longueur plus courte situés vers l'arrière du flotteur central 1 et reliés à celui-ci par des bras de liaison 5 ; les carènes des trois flotteurs 1, 2**., 22 sont toujours immergés quelque soit la vitesse et les conditions météorologiques et assurent une navigation en maintenant les ponts de transport de passagers et/ou de fret quasi horizontaux.All of these figures therefore represent a pseudotrimaran hull of a high-speed ship 7 comprising, in a known manner, a central float 1 and two lateral floats 2 lt 2 2 of shorter length located towards the rear of the central float 1 and connected to this by link arms 5; the hulls of the three floats 1, 2 ** . , 2 2 are always submerged whatever the speed and weather conditions and ensure navigation while keeping the passenger and / or freight transport bridges almost horizontal.

Les carènes desdits flotteurs latéraux 2λ , 22 comportent des ailerons immergés, ou "foils", orientables 3χ, 32 d'un angle alpha égal à 45° environ en position médiane par rapport au plan médian vertical YY ' de chaque flotteur 2ι, 22 et orientés vers l'intérieur de la coque vers le flotteur central 1 : ils sont de préférence articulés sous chaque flotteur 2 latéraux et peuvent s'incliner au moins entre 40 et 50° ; ces ailerons stabilisateurs ou "foils" peuvent être par exemple d'un profil dit Vaton, de type de ceux définis par ce dernier et tels que fabriqués sur le bateau Charles HEIDSIEK IV en 1994 et auquel tout homme du métier peut avoir ainsi accès . Ces trois flotteurs 1 et 2 restent toujours au moins en partie immergés quelle que soit la vitesse d'avancement dudit navire et grâce aux différents moyens et formes spécifiques suivant l'invention assurent une navigation dans un plan qui reste très proche de l'horizontale ; le flotteur central est aménagé pour recevoir des passagers sur des ponts spécifiques et des véhicules sur d'autres ponts ; d'autres aménagements sont bien sûr possibles en fonction des dimensions de cette coque centrale et de l'utilisation d'un tel navire. Une passerelle de navigation et de commandement domine l'ensemble de la coque et est de préférence aménagée sur le flotteur central 12 légèrement en avant de l'etrave des flotteurs latéraux 2. Sur les figures 4A à 4C, on a représenté le bras de liaison 5 caréné en forme de profil d'aile, par exemple du type NACA 6412. Cette forme carénée permet de créer une portance qui s'oppose au poids du bateau. Comme sur n'importe quel profil d'aile, un décollement de la couche limite se produit (figure 4A) avec des régimes de turbulences 31 qui induisent une plus forte traînée et une portance moindre. Sur ce type de profil d'aile le décollement de la couche limite se produit à partir de Lx = 15% de la longueur de la corde (L) à partir du bord d'attaque 5χ.The hulls of said lateral floats 2 λ , 2 2 include immersed fins, or "foils", orientable 3χ, 3 2 with an alpha angle equal to approximately 45 ° in the middle position relative to the vertical median plane YY 'of each float 2ι , 2 2 and oriented towards the inside of the hull towards the central float 1: they are preferably articulated under each lateral float 2 and can tilt at least between 40 and 50 °; these stabilizing fins or "foils" can for example be of a so-called Vaton profile, of the type defined by the latter and as manufactured on the Charles HEIDSIEK IV boat in 1994 and to which any person skilled in the art can thus have access. These three floats 1 and 2 always remain at least partially submerged whatever the speed of advancement of said vessel and thanks to the various specific means and forms according to the invention ensure navigation in a plane which remains very close to the horizontal; the central float is designed to receive passengers on specific bridges and vehicles on other bridges; other arrangements are of course possible depending on the dimensions of this central hull and the use of such a vessel. A navigation and command bridge overlooks the entire hull and is preferably fitted on the central float 1 2 slightly in front of the bow of the lateral floats 2. In FIGS. 4A to 4C, the arm of connection 5 faired in the shape of a wing profile, for example of the NACA 6412 type. This faired shape makes it possible to create a lift which opposes the weight of the boat. As on any wing profile, delamination of the boundary layer occurs (Figure 4A) with turbulence regimes 31 which induce greater drag and less lift. On this type of wing profile the separation of the boundary layer occurs from L x = 15% of the length of the rope (L) from the leading edge 5χ.

Pour améliorer la portance, selon la présente invention, on aspire suffisamment d'air au niveau de ce décollement pour permettre le recollement de la couche limite (-figures 4B et 4C) ce qui entraîne une diminution de la traînée de l'aile et une augmentation de la portance. Cet air ainsi aspiré est de préférence utilisé et même peut être celui nécessaire à la combustion des moteurs principaux.To improve the lift, according to the present invention, sufficient air is sucked at this detachment to allow the bonding of the boundary layer (-figures 4B and 4C) which results in a decrease in the drag of the wing and a increased lift. This air thus sucked in is preferably used and even may be that necessary for the combustion of the main engines.

Selon la présente invention telle que représentée sur les figures 4B, 4C, 3B, 5 et 6, on a donc réalisé des microperforations 20 sur la surface supérieure des bras de liaison 5. La zone 26 des microperforations se trouve entre 15% (Lx) et 25% (L2) de la corde (L) de l'aile en partant du bord d'attaque 5χ. Cela correspond au secteur de début de décollement de la couche limite. Chaque bras de liaison comporte des caissons structuraux constitués de longerons métalliques dont trois seulement 28, 29 et 30 sont représentés en pointillé sur les figures 3B, 4 et 6,According to the present invention as shown in FIGS. 4B, 4C, 3B, 5 and 6, microperforations 20 have therefore been produced on the upper surface of the arms 5. The zone 26 of the microperforations is between 15% (L x ) and 25% (L 2 ) of the chord (L) of the wing, starting from the leading edge 5χ. This corresponds to the start of separation of the boundary layer. Each link arm comprises structural boxes made up of metal beams, only three of which 28, 29 and 30 are shown in dotted lines in FIGS. 3B, 4 and 6,

Dans le caisson, correspondant à la zone 26 des micro perforations, est placé un dispositif comprenant une cavité d'aspiration 22. Ce dispositif est conçu pour permettre à l'eau qui passe par les perforations 20 de s'écouler le long d'une plaque 24 inclinée en pente depuis la coque centrale 1 vers le flotteur latéral correspondant 2l r 22 dans la direction transversale YY' pour s'écouler dans un puisard 25 communiquant 25ι vers le dessous du bras de liaison. Ainsi l'eau est empêchée d'être entraînée avec l'air aspiré vers le moteur 17. Une canalisation 21, assure la circulation de l'air aspiré à travers les microperforations 20 depuis la cavité d'aspiration 22 au-dessus de la plaque 24 jusque vers le moteur 17 lequel comprend des moyens d'aspiration de 1 ' air.In the box, corresponding to the zone 26 of the micro perforations, is placed a device comprising a suction cavity 22. This device is designed to allow the water passing through the perforations 20 to flow along a plate 24 inclined in slope from the central hull 1 to the corresponding lateral float 2 lr 2 2 in the transverse direction YY 'to flow into a sump 25 communicating 25ι to the underside of the link arm. Thus water is prevented from being entrained with the air sucked towards the motor 17. A pipe 21 ensures the circulation of the air sucked through the microperforations 20 from the suction cavity 22 above the plate. 24 as far as the motor 17 which comprises means for aspirating the air.

Le puisard 25, 25ι prend la forme d'une gouttière elle-même légèrement inclinée dans la direction longitudinale XX' pour permettre une meilleure évacuation de 1 ' eau .The sump 25, 25ι takes the form of a gutter itself slightly inclined in the longitudinal direction XX 'to allow better evacuation of one water.

Telle que représentée sur la figure 6, la zone des perforations 26 peut former de préférence un parallélogramme dont les deux côtés longitudinaux sont parallèles à la ligne de bord d'attaque 5χ du bras de liaison.As shown in FIG. 6, the area of the perforations 26 may preferably form a parallelogram, the two longitudinal sides of which are parallel to the line of leading edge 5χ of the link arm.

Sur la figure 4C on a représenté le volet hypersustentateur 27 de type "Fowler" en position déployée : le volet est reculé depuis sa position replié représenté sur la figure 4B sous la face intrados de l'aile portante du bras de liaison ; il est en même temps incliné selon un angle de 15 à 20° par rapport à l'horizontale, ce qui permet de combiner les effets de courbure, de fente 32 entre le bord de fuite 52 de l'aile et le volet 27 qui réactive l'écoulement, et l'effet de variation de surface, ce qui augmente alors la portance du bras considéré.FIG. 4C shows the high-lift flap 27 of the "Fowler" type in the deployed position: the flap is moved back from its folded position shown in FIG. 4B under the underside of the bearing wing of the link arm; it is at the same time inclined at an angle of 15 to 20 ° relative to the horizontal, which makes it possible to combine the effects of curvature, of slot 32 between the trailing edge 5 2 of the wing and the flap 27 which reactivates the flow, and the surface variation effect, which then increases the lift of the arm in question.

Sur les figures 5A et 5B, on a représenté les microperforations cylindriques 20 formant la zone 26. Chaque perforation 20 peut être de 1,6 mm de diamètre soit d'environ 2 mm2 de surface. La densité des perforations correspond dans le présent exemple à un espacement régulier entre les perforations de 9,2 mm. Cette densité a été calculée pour que le débit d'air aspiré à travers les perforations corresponde au débit d'air consommé à titre d'exemple par un moteur de 8200 kW augmenté de 30% pour prendre en compte les pertes de charge le long des conduits d'aspiration 21 soit un total de 60 000 m3/heure environ : ceci correspond à un débit d'air aspiré à travers les perforations de 16 m3/s environ ; en prenant une vitesse préférentielle de 100km/h dans les sections d'aspiration, celles-ci représentent dans le présent exemple une surface d'aspiration de 0,55m2 environ pour une surface de perçage de l'ordre de 30m2. Le débit par m2 de surface de perçage dans la zone 26 est alors dans cet exemple de 2 000 m3/heure environ, et en rapprochant les perforations 20 et/ou en augmentant leur diamètre on pourrait obtenir un débit de 5 ou 6 000 m3/heure et même 7 000 m3/heure.FIGS. 5A and 5B show the cylindrical microperforations 20 forming the area 26. Each perforation 20 can be 1.6 mm in diameter, or approximately 2 mm 2 in area. The density of the perforations corresponds in the present example to a regular spacing between the perforations of 9.2 mm. This density was calculated so that the air flow sucked through the perforations corresponds to the air flow consumed by way of example by a 8200 kW motor increased by 30% to take into account the pressure losses along the suction ducts 21 for a total of approximately 60,000 m 3 / hour: this corresponds to a flow rate of air sucked through the perforations of approximately 16 m3 / s; taking a preferential speed of 100 km / h in the suction sections, these represent in the present example a suction surface of approximately 0.55 m 2 for a drilling surface of the order of 30 m 2 . The flow rate per m 2 of drilling surface in zone 26 is then in this example approximately 2000 m 3 / hour, and by bringing the perforations 20 together and / or by increasing their diameter we could obtain a flow rate of 5 or 6000 m 3 / hour and even 7,000 m 3 / hour.

En fait la répartition et le diamètre des perforations doit être tels que celles-ci ne soient pas trop petites pour éviter de se boucher ni trop importants, ni trop rapprochés, pour ne pas créer des problèmes de résistance de la structure. L'homme du métier est à même de définir ainsi de telles perforations pour obtenir le débit ou la différence de pression nécessaire suivant la présente invention, soit entre 1 500 m3/heure et 7 000 m3/heure par m2 de surface de la zone 26, et de préférence de 2 000 à 6 000 m3/heure, ce qui permet d'obtenir un débit total de 60 000 m3/heure (soit 16 m3/seconde) à 200 000 m3/heure (soit 55 m3/seconde) sur une surface de 30 à 60 m2 de perçage afin d'alimenter de 1 à 3 moteurs de 8 200 kW par exemple (ces puissances sont justement celles nécessaires pour un navire suivant les dimensions indiquées ci-après) .In fact the distribution and the diameter of the perforations must be such that they are not too small to avoid clogging, neither too large, nor too close together, so as not to create problems of resistance of the structure. A person skilled in the art is able to thus define such perforations to obtain the flow rate or the pressure difference necessary according to the present invention, that is to say between 1,500 m 3 / hour and 7,000 m 3 / hour per m 2 of area of zone 26, and preferably from 2,000 to 6,000 m 3 / hour, which gives a total flow of 60,000 m 3 / hour (i.e. 16 m 3 / second) to 200,000 m 3 / hour (i.e. 55 m 3 / second) over an area of 30 to 60 m 2 of drilling in order to supply 1 to 3 motors of 8,200 kW for example (these powers are precisely those necessary for a vessel according to the dimensions indicated below).

Sur la figure 5B, on a représenté les perforations 20, vues en coupe, à travers une tôle de 8mm d'épaisseur selon une inclinaison de 45° par rapport à l'horizontale. La coque centrale 1 peut comporter deux quilles latérales 8 fixes sur la partie arrière de sa carène li et comporte un gouvernail arrière 9 de navigation. En dessous des ponts 13, la structure de la coque centrale 1 comporte un double fond 18 et à l'arrière la machinerie 17 dans laquelle sont situés les groupes motopropulseurs, qui peuvent être des hydrojets d'eau dont les tuyères 10 sont situées à la partie arrière de la coque.In FIG. 5B, the perforations 20 are shown, seen in section, through a sheet 8mm thick at an inclination of 45 ° relative to the horizontal. The central hull 1 can comprise two lateral skittles 8 fixed on the rear part of its hull li and comprises a rear rudder 9 for navigation. Below the decks 13, the structure of the central hull 1 has a double bottom 18 and at the rear the machinery 17 in which the powertrains are located, which can be hydrojets of water whose nozzles 10 are located at the rear part of the hull.

Une telle propulsion par hydrojets peut être réalisée par quatre propulseurs 10 dont un situé sur chaque flotteur latéral 2 et deux sur la coque centrale 1 avec des entrées d'eau d'alimentation 11 situés latéralement vers le milieu de la carène du flotteur considéré afin ne pas trop perturber l'écoulement vers la partie arrière de ladite carène : ainsi de telles bouches d'admission 11 sont de préférence positionnées à une distance comprise entre 10 à 15% de la valeur de la longueur de la carène de la coque considérée, soit en amont, soit en aval du point de décollement de la couche limite laminaire, et leur longueur d'ouverture doit être de 10 à 15% de la longueur de cette même couche limite laminaire.Such propulsion by hydrojets can be carried out by four thrusters 10, one of which is located on each lateral float 2 and two on the central hull 1 with feed water inlets 11 situated laterally towards the middle of the hull of the float considered so as not to not too much disturb the flow towards the rear part of said hull: thus such intake openings 11 are preferably positioned at a distance between 10 to 15% of the value of the length of the hull of the hull considered, ie upstream, or downstream of the separation point of the laminar boundary layer, and their opening length must be 10 to 15% of the length of this same laminar boundary layer.

De plus pour faciliter les manœuvres dans les ports, le flotteur central 1 peut comporter des propulseurs d'étrave rétractables non représentés sur les figures jointes .In addition to facilitate maneuvers in ports, the central float 1 may include retractable bow thrusters not shown in the attached figures.

Pour des dimensions de coque correspondant à celles données précédemment avec un flotteur central de longueur Lpp entre 50 et 150m, la surface de l'empennage 4 est telle que son rapport avec la surface latérale de la partie émergée 12 du flotteur central 1 est comprise entre 0,07 et 0,09, et la surface des ailerons, ou "foil", stabilisateurs 3 par rapport à la surface de carène immergée des flotteurs 2 correspondant est comprise entre 0,025 et 0,030.For hull dimensions corresponding to those given above with a central float of length L pp between 50 and 150 m, the surface of the tail 4 is such that its relationship with the lateral surface of the emerged part 12 of the central float 1 is understood between 0.07 and 0.09, and the surface of the fins, or "foil", stabilizers 3 relative to the immersed hull surface of the corresponding floats 2 is between 0.025 and 0.030.

L'orientation des foils ou ailerons 3 et des sorties de tuyères 10, est pilotée par des commandes électriques de stabilisation du navire liées à une centrale inertielle est assurée par exemple par un système hydraulique soutenu par un système pneumatique de secours qui remet au moins les tuyères 10 en position horizontale en cas de problème. Cette double stabilisation croisée entre les foils ou ailerons et les tuyères, liée à la centrale inertielle, permet un confort optimal par le contrôle des mouvements latéraux parasites sachant qu'un tel système est quasi neutre en terme de consommation d' énergie. Pour donner un ordre de grandeur du déplacement des navires pouvant être réalisés suivant la présente invention, une unité d'une longueur Lpp de 62 m a un déplacement lège de l'ordre de 190 tonnes pour un déplacement à pleine charge de 240 tonnes ; pour une unité de 100 m le déplacement lège pourrait être de 485 tonnes et un déplacement à pleine charge de 680 tonnes et pour une unité de 130 m un déplacement lège de l'ordre de 800 tonnes pour un déplacement à pleine charge de 1200 tonnes . The orientation of the foils or ailerons 3 and of the nozzle outlets 10 is controlled by electrical controls for stabilizing the ship linked to an inertial unit is provided for example by a hydraulic system supported by a pneumatic emergency system which at least removes the nozzles 10 in a horizontal position in the event of a problem. This double cross stabilization between the foils or ailerons and the nozzles, linked to the inertial unit, allows optimal comfort by controlling the parasitic lateral movements knowing that such a system is almost neutral in terms of energy consumption. To give an order of magnitude of the displacement of the ships that can be produced according to the present invention, a unit with a length L pp of 62 m a light displacement of the order of 190 tonnes for a displacement at full load of 240 tonnes; for a unit of 100 m the light displacement could be 485 tonnes and a displacement at full load of 680 tonnes and for a unit of 130 m a light displacement of about 800 tonnes for a displacement at full load of 1200 tonnes.

Claims

REVENDICATIONS 1. Coque de navire à grande vitesse comportant un flotteur principal central (1) et deux flotteurs latéraux (2ι, 22) de longueur plus courte, situés vers l'arrière du flotteur central (1), reliés à celui-ci par des bras de liaison (5) , et de préférence comportant des foils ou ailerons immergés ( 3l f 32) , les carènes desdits trois flotteurs (l,2χ, 22) étant toujours immergées quelle que soit la vitesse, et lesdits bras de liaison (5) sont carénés en forme d'ailes d'avion créant ainsi deux tuyères (6) à effet de sol entre les surfaces latérales intérieures émergées du flotteur central (1) et des flotteurs latéraux (2ι,22) et la surface liquide (7j-.) sur laquelle se déplace ladite coque, caractérisée en ce que la surface supérieure desdits bras de liaison comporte des perforations (20) et un système d'aspiration (21) de l'air, aptes à créer un débit d'au moins 1 500m3/heure par m2 de surface perforée sur chaque aile-bras, créant une dépression suffisante à ladite surface supérieure des bras de telle façon que la couche limite de l'air passant contre celle-ci reste collée à cette surface, ledit système d'aspiration (21) de l'air aspirant celui-ci à travers lesdites perforations de l'extérieur vers l'intérieur desdits bras de liaison.1. Hull of high-speed ship comprising a central main float (1) and two lateral floats (2ι, 2 2 ) of shorter length, located towards the rear of the central float (1), connected to the latter by link arms (5), and preferably comprising immersed foils or fins (3 lf 3 2 ), the hulls of said three floats (l, 2χ, 2 2 ) being always submerged whatever the speed, and said link arms (5) are faired in the form of airplane wings thus creating two nozzles (6) with ground effect between the internal lateral surfaces emerged from the central float (1) and lateral floats (2ι, 2 2 ) and the liquid surface (7d . ) On which the said shell moves, characterized in that the upper surface of the said link arms comprises perforations (20) and an air suction system (21) capable of creating a flow of at least 1,500m 3 / hour per m 2 of perforated surface on each wing-arm, creating a dep sufficient recession at said upper surface of the arms so that the boundary layer of the air passing against it remains glued to this surface, said air suction system (21) sucking it through said perforations from the outside to the inside of said link arms. 2. Coque de navire suivant la revendication 1 caractérisée en ce que ledit air aspiré par le système d'aspiration (21) est utilisé pour la combustion des moteurs (17) assurant la propulsion dudit navire. 2. ship hull according to claim 1 characterized in that said air sucked by the suction system (21) is used for the combustion of engines (17) ensuring the propulsion of said ship. 3. Coque de navire suivant la revendication 2, caractérisée en ce que la dimension et la densité des perforations est déterminée pour que le débit d'air atteignant les moteurs corresponde au débit d'air nécessaire au fonctionnement desdits moteurs (17) . 3. Ship hull according to claim 2, characterized in that the dimension and the density of the perforations is determined so that the air flow reaching the motors corresponds to the air flow necessary for the operation of said motors (17). 4. Coque de navire suivant l'une des revendications 1 à 3, caractérisée en ce que l'air est aspiré à travers un dispositif présentant une cavité d'aspiration (22) placé à l'intérieur d'un caisson (23) constitutif de la structure dudit bras de liaison (5) et ladite cavité d'aspiration (23) comporte des moyens (24, 25) permettant de retenir l'eau aspirée avec l'air à travers lesdites perforations (20) et ladite cavité d'aspiration (22) et de l'évacuer (21).4. Ship hull according to one of claims 1 to 3, characterized in that the air is sucked through a device having a suction cavity (22) placed inside a box (23) constituting the structure of said link arm (5) and said suction cavity (23) comprises means ( 24, 25) making it possible to retain the water sucked with the air through said perforations (20) and said suction cavity (22) and to evacuate it (21). 5. Coque de navire suivant la revendication 4, caractérisée en ce que lesdits moyens (24) permettant de retenir l'eau comportent une plaque (24) inclinée vers l'extrémité latérale extérieure desdits bras de liaison (5) et se terminent à ladite extrémité par un puisard (25) comprenant une canalisation recueillant l'eau en contrebas de ladite plaque (24) et permettant de l'évacuer.5. ship hull according to claim 4, characterized in that said means (24) for retaining water comprise a plate (24) inclined towards the outer lateral end of said link arms (5) and terminate at said end by a sump (25) comprising a pipe collecting the water below said plate (24) and making it possible to evacuate it. 6. Coque de navire suivant l'une des revendications 1 à 5 caractérisée en ce que l'ensemble desdites perforations à la surface desdits bras de liaison forment une zone (26) s 'étendant le long de la corde dudit bras de liaison dans la direction longitudinale XX' du navire sur une distance allant de 10 à 30% de préférence de 15 et 25% de ladite corde en partant du bord d'attaque (51) dudit bras de liaison et, de préférence encore, s 'étendant dans la direction transversale YY' dudit bras de liaison sur au moins les trois quarts de la largeur transversale desdits bras de liaison.6. ship hull according to one of claims 1 to 5 characterized in that all of said perforations on the surface of said link arms form a zone (26) extending along the cord of said link arm in the longitudinal direction XX 'of the ship over a distance ranging from 10 to 30%, preferably 15 and 25% of said rope, starting from the leading edge (51) of said link arm and, more preferably, extending in the transverse direction YY 'of said link arm over at least three quarters of the transverse width of said link arms. 7. Coque de navire suivant l'une des revendications 1 à 6, caractérisée en ce que les dites perforations (20) sont des perforations cylindriques de 1 à 5 mm de diamètre, lesdites perforations étant espacées régulièrement de 5 à 15 mm et de préférence inclinées de haut en bas vers l'arrière par rapport à ladite surface supérieure d'un angle de préférence de 30 à 60°, de préférence encore de l'ordre de 45°.7. ship hull according to one of claims 1 to 6, characterized in that said perforations (20) are cylindrical perforations of 1 to 5 mm in diameter, said perforations being regularly spaced 5 to 15 mm and preferably inclined from top to bottom rearward with respect to said upper surface by an angle preferably of 30 to 60 °, more preferably of the order of 45 °. 8. Coque de navire suivant l'une des revendications 1 à 7 , caractérisée en ce que le bord de fuite (52) dudit profil d'aile desdits bras de liaison (5) coopère avec un volet hypersustentateur (27) de préférence du type Fowler qui permet d'augmenter la portance dudit bras de liaison.8. Ship hull following one of Claims 1 to 7, characterized in that the trailing edge (5 2 ) of said wing profile of said connecting arms (5) cooperates with a high-lift flap (27) preferably of the Fowler type which makes it possible to increase the lift of said link arms. 9. Coque de navire suivant l'une des revendications 1 à 8, caractérisée en ce que le coefficient de finesse de chacune des trois carènes est compris entre 0,25 et 0,35 avec un rapport de la longueur sur la largeur de chacune compris entre 9 et 20 et un rapport de longueur de la carène centrale sur la longueur des carènes latérales compris entre 2,5 et 4,5.9. Ship hull according to one of claims 1 to 8, characterized in that the coefficient of fineness of each of the three hulls is between 0.25 and 0.35 with a ratio of the length to the width of each included between 9 and 20 and a length ratio of the central hull to the length of the side hulls of between 2.5 and 4.5. 10. Coque de navire suivant la revendication 9, caractérisée en ce que le coefficient de finesse de la carène centrale (1) est compris entre 0,32 et 0,34 avec un rapport de longueur sur largeur entre 10 et 18 et le coefficient de finesse des carènes des flotteurs latéraux10. Ship hull according to claim 9, characterized in that the coefficient of fineness of the central hull (1) is between 0.32 and 0.34 with a length to width ratio between 10 and 18 and the coefficient of finesse of the hulls of the side floats (2) est compris entre 0,26 et 0,28 avec un rapport de leur longueur sur leur largeur entre 9 et 17 pour une longueur de carène du flotteur central (1) comprise entre 50 et 150 m, et l'arrière des deux flotteurs latéraux (2) est situé à une distance d comprise entre 5 et 20% de la valeur de la longueur de la carène du flotteur central (1) en avant par rapport à la perpendiculaire arrière de celui-ci, et les plans médians longitudinaux YY ' des carènes des flotteurs latéraux (2) sont situés à une distance D comprise entre 10 et 15% de la longueur Lpp de la carène du flotteur central (1), de part et d'autre du plan médian XX' de celui-ci. (2) is between 0.26 and 0.28 with a ratio of their length to their width between 9 and 17 for a hull length of the central float (1) between 50 and 150 m, and the rear of the two lateral floats (2) is located at a distance d between 5 and 20% of the value of the hull length of the central float (1) in front with respect to the rear perpendicular thereof, and the longitudinal median planes YY 'of the hulls of the lateral floats (2) are located at a distance D between 10 and 15% of the length L pp of the hull of the central float (1), on either side of the median plane XX' of that -this. 11. Coque de navire suivant l'une quelconque des revendications 1 à 10, caractérisée en ce qu'elle comporte des moyens de propulsion par jet d'eau sortant de la partie arrière du flotteur central (1) et des flotteurs latéraux (2X,22). 11. ship hull according to any one of claims 1 to 10, characterized in that it comprises means of propulsion by jet of water leaving the rear part of the central float (1) and lateral floats (2 X , 2 2 ).
PCT/FR2003/001011 2002-04-02 2003-04-01 High-speed marine hull of the trimaran type Ceased WO2003082662A1 (en)

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WO2005077745A1 (en) 2004-02-09 2005-08-25 Alberto Alvarez Calderon Transonic hull and hydrofield (part iii-a)
WO2007045934A1 (en) * 2005-10-17 2007-04-26 Apostolos Kourtis Sailboat with cruciform hull, dolphin nose bow bulb, asymmetrical pontoons and specialized usage deck
ITGE20110012A1 (en) * 2011-02-01 2012-08-02 Stefano Brizzolara VESSEL DEVICE
CN104494776A (en) * 2014-12-03 2015-04-08 珠海云洲智能科技有限公司 High speed shallow draft triple-hulled vessel with bulbous bow and system with the same
WO2015077864A1 (en) * 2013-11-28 2015-06-04 Aeromarine Innovations Inc. Buoyant, variably buoyant and non-buoyant foil structures for marine vessels and watercraft
CN106564596A (en) * 2016-11-14 2017-04-19 中国特种飞行器研究所 High-performance hybrid hullform for amphibious aircraft
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CN114313257A (en) * 2021-12-30 2022-04-12 中国特种飞行器研究所 Large-length-width-ratio hull of amphibious aircraft

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FR2953187B1 (en) 2009-09-10 2012-04-20 Ambition FLOTATION DEVICE FOR A MARITIME CRAFT
RU2492099C2 (en) * 2011-11-21 2013-09-10 Федеральное государственное унитарное предприятие "Крыловский государственный научный центр" (ФГУП "Крыловский государственный научный центр") High-speed trimaran

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