Candle boat with hydroels (Machine-translation by Google Translate, not legally binding)

专利摘要:
Sailing boat comprising, a hull structure, a platform on said hull, a mast arranged to locate at least one sail, at least one sail attached to said mast, a rod connected to a rudder arranged so that a crew member can handle said rudder, a rudder, two fins attached to the hull and at least four supporting wings located as follows: a central wing located between both keels in the bottom submerged farthest from the surface, two keel wings located one on each side towards outside each keel in the bottom submerged farthest from the surface and a rudder wing located on the rudder in the bottom submerged farthest from the surface. (Machine-translation by Google Translate, not legally binding)
公开号:ES2632889A1
申请号:ES201631592
申请日:2016-12-15
公开日:2017-09-15
发明作者:Eloy RODRIGUEZ RONDON
申请人:Eloy RODRIGUEZ RONDON；
IPC主号:

专利说明:

Sailing boat with hydrofoils Field of the invention The present invention is included in the types of boats called hydrofoil
5 (hydrotoil in English) and more specifically in hydrofoil boats for sailing. BACKGROUND OF THE INVENTION A hydrofoil (or hydratoil in English) is basically a wing that functions in water. The
lift and resistance provided by a wing in any fluid meets the following expressions: 1
D = -pSV2 • CD
Being:
• L. Wing lift (N). It depends on the geometry and Reynolds number.
• D. Resistance of the wing (N). It depends on the geometry and Reynolds number.
• p. Fluid density (kg / m3) 15 • S. Wing surface area (m2)
• V. Speed of the fluid (mis)
• CL. Support coefficient (dimensionless). In incompressible regime, it depends on the angle of attack of the wing, and the Reynolds number.
• CD. Resistance Coefficient (dimensionless). In incompressible regime, it depends on the angle of attack of the wing, and the Reynolds number.
Being the density of water approximately 1,000 times greater than that of air, two wings with the same geometry, moving at the same speed, one in water and another in air, generates a 1,000 times greater lift submerged in water than submerged in air . That is why a ship that has a relatively small wing, is kept under the
25 water surface, can generate enough lift to remove the hull from the water.
When the hull is removed from the water, the resistance of the ship decreases considerably and allows the ship to reach higher speeds.
Hydrofoils have been used in ships since the mid-twentieth century. Most sailboats use two basic concepts to control the lift of hydrofoils and therefore make navigation viable, explained below:
• Control by submerged surface.
They adjust the lift of the supporting surfaces by changing the submerged and therefore supporting surface.
• Control by angle of attack.
10 Adjust the lift of the supporting surfaces by changing their angle of attack, always keeping them completely submerged. The most successful example of light sailing is the international boat class called flying moth, which allows the boat's hull to be raised one meter above the water.
• Mixed Control.
In the mixed control, the two lift adjustment systems mentioned above are combined, so that the surface and the angle of attack change.
As the proposed invention starts from the basis of the state of the art of angle control of
attack, then the operation of the ships of
sail of the flying moth type, since it is the closest ship on which the description of
The invention.
As can be seen in figures 1 and 2, this type of ship (100) has two supporting surfaces; one wing at the end of the rudder (101) and another at the keel (102). When the ship has a speed greater than that of "take off", that is, the hull leaves the water, both surfaces support upwards, and therefore the sum of both supports compensates the 25 weight of the crew plus the boat. Because the lift is proportional to the square of the speed and the angle of attack, the angle of attack of the keel wing (102) must change with the speed of the ship, in order to always provide a lift equal to the weight of most crewed vessel. This is achieved by a spoiler that has the rudder wing (101). The spoiler is powered by a system called wand (103). The wand (103)
30 is a system or sensor that measures the height of the helmet in water.
In the theoretical case that the ship is going at a speed where all the forces are compensated, if the speed of the boat goes up, the lift increases and the boat would start to come out of the water, so that the height of the hull above the water would increase. Therefore, when the ship begins to increase its height above the water, the angle of attack of the wing must be reduced. This height is measured by the wand (103), and it consists of a rod with a float on the tip that follows the surface of the water. The rod, therefore, is a measure of the height above the water. That rod is connected to the wing of the rudder wing, and adjusts the wing of the wing, that is, modifies its angle of attack.
The balance of forces and moments in the rest of the axes is achieved by the position of the crew and by modifying the angle of attack of the rudder angle.
The main problem of boats on hydrofoils or current hydrofoils is the difficulty of handling due to poor stability. In the solutions presented above, the ship goes up and down with changes of wind or heading. This causes the angle of attack of the wings to change as it rises and falls, making handling of the ship much more difficult.
On the other hand, ships are dynamically unstable. If they are taken out of balance, they do not return to balance alone. The crew member has to act to bring it to balance. Due to this poor stability they are boats that require a lot of training to be able to navigate correctly. For example, they become types of boats that are not accessible to amateur navigators. Description of the invention
It is necessary to offer an alternative to the state of the art that covers the gaps found therein and therefore, unlike existing solutions, this invention proposes a solution for sailboats on hydrofoil.
Specifically, the invention relates to a sailboat (200) comprising, a hull structure (201), a platform (202) on said hull (201), a mast (209) arranged to place at least one sail ( 210), at least one sail (210) attached to said mast (209), a rod (205) connected to a rudder (204) arranged so that a crew member can handle said rudder (204), a rudder (204), two keels (203) attached to the case (201) case and at least four supporting wings located as follows: a central wing (206) located between both keels (203) in the submerged lower part farthest from the surface, two wings of keel (207) located one on each side out of each keel (203) in the submerged lower part furthest from the surface and a rudder wing (208) located in the rudder (204) in the submerged lower part furthest from the surface. Brief description of the figures
The foregoing and other advantages and features will be more fully understood from the following detailed description of embodiments, with reference to the following figures, 5 which should be considered in an illustrative and non-limiting manner.
Figure 1. It shows a diagram of a side view of a state of the art boat of the flying moth type, where the hydrofoils and the wand sensor are observed for the control of the elevation.
Figure 2. It shows a diagram of a frontal view of said ship of the state of the art of the flying moth type, where the hydrofoils and the wand sensor for the control of the elevation are observed.
Figure 3. Shows a diagram of a side view of a type ship with an embodiment of the invention.
Figure 4. Shows a diagram of a front view of a type ship with an embodiment of the invention.
Figure 5. Shows a diagram of a top view of a type ship with an embodiment of the invention.
Figure 6. Shows a diagram of a side view of a type ship of an embodiment of the invention where the forces involved are identified bounded.
Figure 7. Shows an outline of the angles and velocity composition on the central wing and the rudder wing
Figure 8. Shows a diagram of a top view of a type ship of an embodiment of the invention where the forces involved are identified bounded.
Figure 9. It shows a diagram of a front view of a type ship of an embodiment of the invention where the forces involved are identified bounded.
Figure 10. Shows a scheme with the triangle of speeds given in a type 25 boat of an embodiment of the invention.
Figure 11 It shows a scheme of the forces on the sail and angle of attack on a type ship of an embodiment of the invention.
Figure 12. It shows a diagram of the forces of the rudder and the wing of the rudder in a type ship of an embodiment of the invention, specifically the forces and angles of the rudder wing are shown in the upper left graph, those of relapse on the rudder in the upper right graph and the lower graph shows a plan view of the rudder wing.
Figure 13. It shows a scheme of the forces on the central wing, the keel wings and the keels in a type ship of an embodiment of the invention.
Figure 14. Shows a diagram or top view of the central wing and keel wings in a type ship of an embodiment of the invention.
Detailed description of the invention
The elements defined in this detailed description are provided to help a global understanding of the invention. Accordingly, those skilled in the art will recognize that variations and modifications of the embodiments described herein can be made without departing from the scope and spirit of the invention. In addition, the detailed description of sufficiently known functions and elements are omitted for reasons of
15 clarity and conciseness.
For clarity in the description, although it should not be taken exclusively, that is, the invention can be applied to any type of ship, a series of characteristics that could have a type of ship on which to apply the present invention are indicated below. and that later allows to develop the most detailed concepts on which it is based
20 the invention uniformly:
• Monohull
The invention is applicable to ships of all lengths. Therefore a cruise ship could be designed based on the new concept. Since the greatest habitability and comfort in navigation are given today by monohulls, preferably, the
25 solution would be applicable to a monohull ship.
On the other hand, the distance to the center of gravity of the action points of buoyancy and hydrodynamic forces in a catamaran, simplifies to some extent the balance in longitudinal axis, heel, of the ship. Being one of the objectives of this description to show the viability and industrial applicability of the new concept for
30 more complicated sailing cases, one monocoque is therefore chosen for clarity.
• Sailing boat
E [light sailing boat is a major challenge [when balancing [as different forces
that act on himself. E [fact that e [weight of [crew] is of the same order
that [a boat, in many cases greater, poses a challenge that a cruise ship does not
5 have. To show [a applicabi [ity of [the invention with a difficult model, choose a
sailing dinghy monohull for a crew member.
• Ease of handling
One of the advantages that allows [the present invention to make the candle over popular
Hydro [as to [simplify its handling and also its cost. Therefore, e [target ship for
10 this description must be able to carry [or an amateur sailing fan; have
[os basic knowledge of [sailing]. E [crew member should focus,
exclusively to take the trimmed boat, parallel catavientos [os, to [whatever course], to
That the ship be stable. The crew member can weigh between 30kg and 90kg in weight;
With a medium fitness. E [ship must allow navigation in all e [range of
fifteen design wind, for e [example we take a range of 6 to 20 knots. In this range of
wind and [crew member will be able to navigate without having to hang up or make a band. Simply with
sitting where appropriate in each case, as will be seen later.
• Stability and safety
The ship must be, not only easy to handle but also sailing following the roles of
twenty wind or with a fixed course, and [ship has to remain stable, curly and at [same
height above e [water before changes in wind intensity and moderate wave.
The navigation speeds of boats on hydrofoils [as being unstable, make
reduce [the safety of these vessels compared to [as traditional. E [made of
trabucar or prick [bow, can project [crewman violently on the rigging
25 Fixed or helmet. Norma [mind helmet required. Therefore, the more stability you have e [
boat, safer it will be.
• Flexib material candle [e
E [model is raised with a candle of flexible material but of very little deformation
geometric within its operating range; following [the line presented by the majority
30 of [the boats on hydrofoils [as they are currently sailing. The main reason to have a
little deformable candle is that, as described below, part of the viability of the
Model is based on the strong coupling between the aerodynamics and hydrodynamics of the ship. As the objective ship is intended to be a ship as real as possible and therefore buildable, the most successful is a sail made of flexible material for ease of use, transport, storage, maintenance, etc. In short, the type of candle used by the vast majority
5 of the light sailing boats.
Starting from this type boat and its characteristics, the proposed invention has the following advantages or fundamentals:
• constant height
The ship, with the present invention, maintains the height of the center of gravity of the ship
10 with respect to the average surface of the free surface, sea surface. For this, the ship does not need to measure the height above the free surface like the current boats. The boat maintains the height due to the design itself of the appendages. The balance of forces for any direction and intensity of wind occurs only when the boat is at a certain height and constant over the water, the design height. The fact that the ship does not
15 is constantly rising and falling with wind or wave changes, eliminates the angle of attack induced on the wings and therefore eliminates a source of instability.
• Stable mass and force configuration
The ship has a dynamically stable longitudinally design. If the ship leaves the stable equilibrium due to an external action, such as a wave, the ship returns to equilibrium.
20 • Distance from supporting surface to free surface
The ship has the rudder wings and keels as far away as possible from the free surface to reduce its negative influence.
• Narrow Appendices
The boat has the keel and rudder narrow and straight so that the waves do not substantially change the buoyancy of the submerged part of the hull. Reducing in this way the influence of wave on the navigation of the ship.
The fact that the ship does not use elements measuring the height to the free surface can be considered the most differential advantage of the invention with respect to the state of the art today. For all directions in which a ship can navigate, the ship finds a point of balance between aerodynamic, mass and hydrodynamic forces. The invention that
poses, defines the geometry of the ship so that all equilibrium positions have the same height above the water. For this, all the forces acting on the ship are characterized for all navigation conditions and the geometry and control of hydrofoils is designed according to said forces. The design takes into account aerodynamics and hydrodynamics
5 coupled form.
The next points support the shape of the geometric design and control of the appendages.
Figures 3, 4 and 5 show an exemplary embodiment of the appendages or wings object of the present invention in a ship type (200) described above for clarity and by way of example. In these figures the following elements can be distinguished:
10 On the one hand what can be called sustaining elements, that is, the submerged wings and the keels and the rudder. This invention, as one of the differentiating characteristics and unlike the usual boats on hydrofoils that usually have two
or three, it has at least four wings or submerged support surfaces, not counting
rudder and keels, allows you to implement many control systems to have more 15 supporting surfaces than strictly necessary to navigate.
The candle or candles, even being a supporting surface, are left out of this classification
because it is not an essential part of the invention insofar as it can also be applied to
ships that are sailing.
• Keels (203). The ship (200) has two keels (203). With two qUillas (203) you get
20 greater surface in the water with the same draft. It also has greater structural rigidity. The keels (203) are those that counteract the lateral force of the sail and prevent the ship from drifting. Therefore it has the same function as in any ship, that is, it allows the ship to gird.
• Rudder (204). The rudder (204) on this ship (200), as in all others, compensates for the
25 moment in the z axis of hydrodynamic and aerodynamic forces. The skipper, taking the boat out of this balance allows the boat to change course.
• Central wing (206). Between the submerged ends of the keels (203) there is a rectangular wing
(206) that modifies the angle of attack according to the corresponding control laws. He
angle of attack changed at point Y. of the rope. The central wing (206) exclusively 30 compensates the weight of the crew member and ship in all directions and wind conditions.
• Keel wings (207). Also at the submerged ends of the keels (203) but outward, there are two elliptical wings with the strings alienated at their point Y. (207) that also modify the angle of attack at their point Y. of the rope. These keel wings (207) have several functions:
o Compensate all the stinging and adrizante moments of the ship (200); X axis.
o Because the induced resistors provide momentum on the Z axis, in some cases it helps the helm (204) to compensate for the moments on the Z axis.
o Provide support to balance vertical forces and moments on the Y axis.
• Rudder wing (208). At the end of the helm (204) there is also an elliptical wing (208) with Y-aligned ropes of the rope that modifies the angle of attack at its Y-point of the rope. The rudder wing (208) does not rotate with the rudder. The rudder wing (208) compensates, together with the keel wings (207), the moments on the Y axis.
and these are the non-sustaining elements from the point of view of the invention:
• Rod (205). The boat (200) has a traditional rod (205) connected to the rudder (204) in such a way that the crew member can operate it.
• Helmet (201) and platform (202). The boat (200) has a hull structure (201) very slender to reduce weight. It also has a platform or deck (202) of greater sleeve so that the crew member feels and can make a counterweight.
• Mast (209) and candle (210). The ship (200) has a mast (209) and a sail (210) more advanced than a sailboat in use, that is, very close to the bow of the ship (200). The crewman is at all times more delayed than the aft point of the boom and ahead of keel and rudder, which increases the longitudinal dynamic stability, which does not mean that you cannot get a stable boat with the crew located between keel and rudder, but this situation will have somewhat less dynamic stability.
• The main reason is to advance the center of gravity of the ship, which favors dynamic balance as described below.
The physical model on which the present invention is based is described below.
Figure 6 shows a side view of a type boat (200) where the forces involved are identified, where:
• I. Boat mass Centered on the center of gravity of the ship.
• Mr. Mass of the crew. Centered in the center of gravity of the crew.
• Fsx Aerodynamic force on the x-axis that develops the sail.
• FlolK Buoyancy of the keels (hydrostatic force).5 • FlotR. Buoyancy buoyancy (hydrostatic force).
• FlotWK Buoyancy of the keel wings and central wing (hydrostatic force).
• FlotWR Buoyancy wing buoyancy (hydrostatic force).
• LWK Support of the keel wings and central wing (hydrodynamic force).
• DWK Resistance of the keel wings and central wing (hydrodynamic force). 10 • LWR. Rudder wing lift (hydrodynamic force).
• DWR Rudder wing resistance (hydrodynamic force).
• FKx Resulting from hydrodynamic forces on the x-axis of the keels.
• FRx. Resulting from hydrodynamic forces on the x-axis of the rudder.
• dsx. Distance from the center of pressure of the sail, to the center of the mast in the junction 15 along the x-axis.
• hsz Distance from the center of pressure of the sail, to the center of gravity of the ship (C.G.) along the z axis.
• dp. Distance from the center of the mast at the stove to C.G. along the x axis.
• drx. Distance from the center of gravity of the crew to C.G. along the x axis. 20 • dR. Distance of the line and ;; from the rudder rope to C.G. along the x axis.
• dKx. Distance of the line and ;; from the keel cord to C.G. along the x axis.
• 8 (t). Angle of longitudinal seat of the ship as a function of time.
• h (t). C.G. to the average surface of the water as a function of time.
• hK Distance of the Y. line from the strings of the central wing and keel wings to C.G. according
the z axis.
• hR. Distance of the Y. line from the ropes of the rudder wing to C.G. along the z axis.
• aWKs Starboard keel wing angle of attack.5 • to WKp. Angle of attack of the port keel wing (not explicitly listed on the).
• to WKc. Angle of attack of the central wing.
• to WR. Angle of attack of the rudder wing.Figure 8 shows a top view of a ship (200) type where they are identified
bounded the forces involved, where: 10 • Vw. Water speed.
• Fsy Aerodynamic force on the shaft and the sail develops.
• DWKp Resistance of the port keel wing (hydrodynamic force).
• DWKs Starboard keel wing resistance (hydrodynamic force).
• D WKc. Resistance of the central wing (hydrodynamic force). 15 • LKp. Port keel support (hydrodynamic force).
• DKp Port keel resistance (hydrodynamic force).
• LKs Starboard keel support (hydrodynamic force).
• DKs Starboard keel resistance (hydrodynamic force).
• LR. Rudder lift (hydrodynamic force). 20 • DR. Rudder resistance (hydrodynamic force).
• dsy Distance from the center of pressure of the sail, to the center of gravity of the ship along the y axis.
• d Ky. Distance between middle planes of the keels.
or d WKy. Distance from the center of pressures of a keel wing, to C.G. along the y axis.
or {3. Boat Drift Angle
or eRo Rudder angle.
Figure 9 shows a front view of a ship (200) type where the forces involved are identified bounded, where:
or dTy. Distance from the center of gravity of the crew to C.G. according to y axis.
or FRy. Hydrodynamic force of the rudder on the y axis (hydrodynamic force).
or FKyp. Hydrodynamic force of the port keel on the y-axis (hydrodynamic force).
or FKys. Hydrodynamic force of the starboard keel in y axis (hydrodynamic force).
10 or LWKp. Port keel wing lift (hydrodynamic force).
or LWKS. Starboard keel wing lift (hydrodynamic force).
or LWKc. Central wing lift (hydrodynamic force).
• MWK. Moment of keel wings (hydrodynamic force).
Figure 10. It shows a scheme with the triangle of speeds that occur in a boat (200) 15 type, where:
or RTw. Real wind heading.
• Rb. Heading ship.
or vw. Water speed vector.
• VA w. Vector apparent wind speed. 20 or VTw. Vector real wind speed.
or {3. Boat drift angle.
or boom angle.
or so. Angle of sail attack.
Where the ratio of velocity and angle modules is defined as:
without (y + f3)
V = v
AW rw sin (f3 + as + ab)
For dynamic analysis we will only take into account the vertical stability of the ship (200); h (t),
And the stability on the y axis; e (t). It is the one that determines the ship's dynamics to a greater extent.
Following this approach, the equations that govern the dynamics of the ship (200)
10 assuming that e (t) is small are:
- AND
--- = O
Fsx -DWK DWR FKx FRx
LWK -LWR + FlotK + FlotwK + FlotR + FlotwR - (MB + Mr). 9 = (MB + Mr). Z
15 M
dWKY (hR + h (t)) (hK + h (t))
(LWKP -LWKS). -2- + Mr. 9. dry + FRy. 2 -FKy. 2 Fsy. hsz = 0 Fsx 'hsz + (LWK + FlotK + FlotwK)' d Kx - (LWR -FlotR -FlotwR). d R + DWK. hK (hR + h (t)) (hK + h (t))
+ + DWR. hR + FRx. 2 + FKx. 2 Mr. 9. drx 20 = (lB -Mr. d ~ x). ij + Mr. Z · drx
Where is the moment of inertia on the axis and centered on the center of gravity of the ship.
Figure 11 shows the forces and angle of the sail (210). The sail cloth (210) on the leading edge is aligned with the incident speed, parallel windings.
Where asn is the null lift attack angle if the sail were rigid. The cloth of the leading edge of the sail (210), attached to the mast (209), is oriented according to the angle of attack ace, parallel catavientos.
The pitching of the ship, (¡, affects the apparent wind speed and the angle of attack of the sail (210) along its height. It also affects x. We will assume that they are negligible.
We propose the aerodynamic equations of the candle:
1 2
qair = 2 · Pair. VAW Fsx
15 eFSx = - "-" -:
Pair H.H
Fsy
eFSy = -----'--- ::
Pair · Ss
The coefficients of the sail forces are obtained from the previous equations:
Figure 12 shows the forces on the rudder (204) and the rudder wing (208) of a ship (200).
The planar surface of the rudder wing (208) is an ellipse with the Y. points of the rope 5 aligned. The ellipse, according to the Prandtl-Glauert theory, gives the least induced resistance.
In order to calculate the forces, the incident speed in the rudder wing is first obtained
(204) and the angle of attack. Figure 7 shows the angles of attack and velocity composition for the central wing of the keels and that of the rudder. So:
, -1 (h + e.dR) a WR = aOWR + aWR + e + tan (')
Vw. cos p-e.hR
Being:
• a OWR = Initial trim angle of the rudder wing (208). It can be changed on land.
15 • aWR = Trim angle of the rudder wing (208). It changes in the water according to the corresponding control. It will be calculated later.
For theoretical purposes it is imposed that the rudder (204) has the same rope along the entire wingspan. A narrow and null rope derived from the rope along the wingspan makes the ship less vulnerable to the wave. It is also assumed that the rudder (204) is between
20 two walls, free surface and wing, therefore has no induced resistance.
Applying Prandtl-Glauert's long-wing theory to the rudder wing (208), the equations of hydrodynamic forces of the rudder (204) and its wing (208) are as follows: one . 2 (..) 2
LWR = 2 'Pw' SWR 'CLawR' ((Vw 'cos p-e.hR) + h + e.dR). (aOWR + aWR + e
- 1 (h + e.dR)
+ tan.) (VW 'cosf3 -e · hR)
1 DWR = "2. Pw. SWR
2 (-1 eh + é. DR)) 2)
• CdOWR + KWR. AOWR + aWR + () + tan e.)
CLaWR
(Vw. Cos f3 - (). HR. ((VW · cosf3 -é · hR) 2 + eh + é · dR) 2)
CLaWR = b2 C S
rr · WR + laWR · WR
He
FlotwR = Pw. 9. -b- · eR
Wr
FRx = "2. Pw. CR. (Hrh (t)). VJ,. (CiaR · (eR - (3). Without f3 + CdOR. Cos (3)
1 2
FRy = "2. Pw · CR · (hrh (t)) · VW · (CiaR · (() R - (3). Cosf3 -CdOR · sin (3)
FlotR = Pw. 9. (hrh (t)). C ~. eR 10 Being:
• CR = Rudder rope.
• eR = Average thickness of the rudder.
• CiaR = Slope of the rudder profile support curve (symmetric).
• CdOR = Coefficient of parasitic resistance of the rudder. 15 • bWR = Wing of the rudder wing.
• SWR = Rudder wing surface.
• CLa WR = Support coefficient of the rudder wing.
• C dOWR = Coefficient of parasitic resistance of the rudder wing.
• C1aWR = Slope of the lift curve of the rudder wing profile (symmetrical).
Figure 12 shows the forces on the rudder (204) and the rudder wing (208) of a ship (200).
Figure 13 shows the forces on the central wing (206), the keel wings (207) and the
5 keels (207), while Figure 14 shows a top view of the central wing (206) and the wings of the keel (207).
The angles of attack of both keel wings (207), starboard and port, are composed of
a symmetrical angle and another antisymmetric one, so that the angles of attack remain in mode
stationary as shown in these equations:
In order to calculate the forces, the incident speed on the wings (207) and the angle of attack due to the pitching of the ship (200) are first obtained:
, _ -1 (h. + É. DKx) to WKc -aWKc -e-tan (')
Vw. cos f3 -e.hK
, _ one
- (h. + é. dKx) aWKs -aOWK -aWK -e -tan (')
Vw. cos f3 -e .hK
The central wing (206) has an antisymmetric profile and is between two walls, so it behaves like an infinite wing. Posing hydrodynamic equations:
1 e -) 2 e -) 2
LWKc = "2 -Pw -SWKc - (Vw -cos f3 -e -hK + h + e -dKx) -1 eh + e-dKx))
- (CWWKC + ClawKc - (aWKC -e -tan e -))
Vw -COS f3 -e-hK 1 e _) 2 e -) 2
DWKC = "2 -Pw -SWKC -COOWKC-C Vw -cos f3 -e -hK + h + e -dKX)
FlotwKc = Pw -9 -C & 'KC-eWKc -dKy5 Being:
• CWKc = Central wing rope. Constant along its wingspan_
• eWKc = Middle thickness of the central wing.
• C / OaWKc = Support coefficient of the central wing profile with zero angle of attack_
• ClaWKc = Slope of the support curve of the central wing profile. 10 • COO WKc = Coefficient of parasitic resistance of the central wing.
• SWKC = Center wing surface.
For the keel wings (207), the long-wing theory of Prandtl-Glauert_ is used. Posing the equations and neglecting second-order terms, it remains:
1 SWKa e _) 2 e -) 2
LWKP = "2 -Pw - 2 - C Vw-cosf3-e -hK + h + e-dKX) -CLaWK-caOWK + aWK-e -1 eh + e-dKx)
15 -tan _) eVw -cosf3 -e -hK)
1 SWKa e -) 2 e -) 2
DWKP = "2 -PW - 2 - C Vw-cosf3-e-hK + h + e -dKX) -
MXWKP = LWKp -dWKy = -
MzWKP DWKp dWKY
1 SWKa (.) 2 ('.) 2
LWKS = 2. Pw.-2-. (Vw. COS f3 -8. HK + h + 8. DKx). CLaWK (aO-aWK -8
WK -1
(h + e.dKX)
- so .)
(VW. Cosf3 -8 · hK) 1 SWKa e. ) 2 e '. )2
DWKS = 2 'Pw.-2-. (Vw 'cos f3 -8. HK + h + 8. DKx).
. (CdOWK + KWR. CrawK
- one
eh + e.d KX)) 2)
5 . (aOWK -aWK -8 -tan e ')
Vw. cos f3 -8HK
MXWKS =
- LWKs dWKy
=
MzWKS -DWKS • dWKY
Four . rr. l ~. C
1awK CLawK = 4 12 + C s
. re 'w laWK' WKa
SWKa KWK
= 4rrF
W
dKy 4 'lw 10 dWKY = -2- + ~
S & Ka FlotwKa = Pw. 9. Z: - 'eWKa w
Being:
• S WKa = Sum of the surfaces of the two keel wings.
• e WKa = Average thickness of the keel wings. 15 • C lawK = Slope of the support curve of the profile of the keel wings.
• CLawK = Support coefficient of the keel wings.
• C dOWK = Coefficient of parasitic resistance of the keel wings.
Adding the buoyancy of the keel and central wings you have:
SarKa 2
F1otWK = Pw. g '(-: ¡-: - ¡-. eWKa + CWKC. eWKC. dKy
w
Assuming that the keels (203) are between two walls, free surface and wings, so
both will have zero induced resistance. Hydrodynamic forces, neglecting terms
Second order are:
LK = 2 "1 Pw. 2. CK. (HK -h). VJ.. C1fh. {J
FKy = Pw. CK (hK -h). VJ . (CdOK • sin {J + C1fh. {J 'cos (J)
10 FlotK = 2 · Pw. 9. (hK -h). ck .eK
As already mentioned, this invention pursues, among other things, a dynamically stable ship and therefore it is mainly of interest to obtain the conditions for a stable longitudinal equilibrium.
The equations to analyze for the dynamic study are complex, therefore they will be made
15 simplifications that do not qualitatively affect the analysis. Therefore, the side wings of the keel will be dispensed with and the central wing will be maintained. Likewise, the moments due to hydrodynamic resistance forces and flotation forces against the support forces and their moments will be neglected. Finally, the following assumptions will be made:
20 • SWKC = Ns. SWR
• hK = Nh · hR
• dKx = Nd · dR
• C = O Symmetric profile
IOWKC
• aOWR = o
e -e Both wings have the same curve slope of
• laWKc -LaWRlift
It is further simplified by exposing two extreme cases of ship behavior, which is
5 can designate the conditions for a fast-response boat or "soft" boat, that is, which responds very quickly to changes in the equilibrium position; a ship with a small moment of inertia and on the other hand a slow response boat or "hard" ship, that is, a ship that responds slowly to changes in the equilibrium position; A ship with a great moment of inertia.
i M di 'd e HiJ'dR e ........ Hi ~ dK
10 • Response sarco enta. omento e nercla gran e. »V and //
or
• Quick response sarco. Moment of small inertia and less weight. é. dR »h, iJ'dK» and iJ.dR »e
V and,
or Vo
Based on these simplifications and considering that fJ is small we can say that:
VWR 22 '
== 2. Vw. e.hR
Vw
In case of slow response boat. aWR == aWR + e and aWKC == aWKc -e
"d I iJ · dR I iJ · dKx
For boat response rapl a. aWR == aWR + Vw AND aWKc == aWKc -V
w
Therefore, substituting in the dynamic equations seen above, the forces and moments, except for the explanations already stated, the dynamic equations are obtained
20 longitudinal system. These equations must be subtracted from static equilibrium, the same with all accelerations equal to zero, to obtain the equations needed to make the analysis of longitudinal stability. After some mathematical operations we have two equations:
In case of boat slow response.
Being:
Pw SWR hR MT
. Vw. Clawr
a2 = 1M. d2. ((Ns. Nd. Nh + 1). DR -M M 'dTx. (1 + Ns. Nh)) B + T Tx T + B
1 P . S. V; 2. C
b = __. w WR W laWR. (N 1) 1 2MB + MT s +
P 'S · V; · C · h
b = w WR W lawR R. (N. N 1) 2 MB + MT s h +
In case of fast response boat.
(j = el. e + e2. e
Being:
1 Pw 'SWR. dR 2 MT
. Vw. Clawr
el = -2 "I + M. d2. ((Ns' Nd + 1). dR -M + M. dTx '(Ns' Nd + 1))
B T Tx T B Pw. SWR Vw. MT
. ClawR hR
fifteen -. ((N. N. N. A -a). D -: -: ---'-: -,
lB + MT. dfx s d h WKc WR R MT + MB. dTX (Ns. Nh. AWKc -aWR))
Pw SWR . . 2 MT
ClaWR dR hR
e2 = d2 '((Ns. Nh. Nd + 1). dR -M M' dTX. (Ns. Nh. Nd + 1))
lB + MT · Tx T + B
1 p'5 · V · C · d p'5 · V · C · h
d = _ - 'W WR W laWR R. (N. N 1) _ w WR W laWR R. (N. N 1 2MB + MT s d + MB + MT s h
. aWKc -aWR)
'5' C · d · h
P
d = W WR laWR R R. (N. N. N + 1)2 MB + MT s h d
We solve the equations of the slow response ship. They are complicated equations for what we do a2 = 0. This parameter does not modify the convergence criterion in t ..., 00 as can be verified with a simple numerical model. The resulting equations when making a2 = 0 are those of a damped oscillator, so if a3 <0 the ship returns to equilibrium. Therefore, of this condition we have a limitation of the maximum distance at which the crew of the center of gravity can sit:
Based on the relationship between the parameters a 1 and a2 we will have: For a ~ +4. a1> O ..., A = .ja ~ +4. a1: 1 ~ .t. A
8 = -. e 2 • ((2. 80 -A. 80). sinh -t + a3. 80. cosh -t)
a3 2 2 For a ~ + 4 · a1 <O ..., A = J- (a ~ + 4 · a1): 1 ~ .t. A
15 8 = _. e 2 • ((2.80 +; ¡. 80) 'sin-t + a3' 80, cos-t)
a3 2 2
For a ~ +4. a1 = O
Where: (jo = ti (O) 20 80 = 8 (0)
The first two solutions are oscillatory, but the latter tends to balance without oscillating. It is the most interesting for the boat.
Therefore, it is shown that there are geometric conditions for the slow response ship that result in a dynamically stable ship; returns to balance by removing it from said equilibrium.
The behavior of z (t) is easily obtained by having 8 (1)
We solve the equations of the fast response ship. From the beginning we see that it is the equation of a shock absorber, it has no force that recovers the position to equilibrium. It is not a good solution:
It is therefore demonstrated that we are interested in slow response boats, boats with high moment of inertia so that they are dynamically stable in pitch. In a numerical study of dynamic stability, it must be verified that the angle ang leads us to reverse the sense of wing lift. It should be noted that the geometry of the ship model
The example presented in this document has the center of gravity in front of the keels and the rudder, and the rudder wing supports downwards by the conclusions of the dynamic study. No boat on hydrofoil known by the author presents this configuration that favors dynamic balance.
We now turn to the equations in steady state. With them you can take out 20 the laws of control of the appendages to bring a stable navigation to all directions and for all the real winds within which the ship (200) is operable.
We will not impose the geometric limitations we have obtained in the dynamic analysis on the stationary equations, since the limitations obtained are for particular cases. We therefore use more general equations.
25 The dynamic equations seen at the beginning of this description give all the equations that are needed, simply by making all the derivatives of zero time. It remains, therefore:
qair. eFSX • hsz + qwat. (cos f3) 2 • (CLWK • dKX -CLWR • dR + COWK • hK + COWR • hR)
+ q ~ at. (eFKX • (hK + h) + eFRx • (hR + h)) + (FlotK + Flot). d
wK Kx
+ (FlotR + Flotw R) • dR -MT. 9 = o
. dTX
dwKy (
2) qwat
5 qair. eFSY • hsz -qwat. (COS f3) • -2-C - + - 2- ·
LWKP CLWKS FKy • (hK + h) -eFRx. (hR + h)) -MT. 9. dTy = O
dWKyqwat · (cos f3) 2 • -2- (COWKP -COWKS) + qwat · (eFKy · dKx -eFRy • dR)
= qair · (eFSY • (dsx -dp) + eFSx · dsy)
qwat = 2 "1 .Pwat. vi.
qair = 2 ".Pair. V ~ w
qair Pair without (y + f3) 2
- = _. () qwat Pwat sm (y -ab -as)
SWKa 2 2
C = -2- + S-_
OWKP CdOWK · KWK • e LWKP WKa
CFSx = Ss. ((CLOS + CLas. To s). Without (as + ab) - (CDOS + Ks. (CLOS + CLas. As) 2). CosCas + ab))
CFSY = Ss. ((CLOS + CLas. As). CosCas + ab) + (CDos + Ks. (CLOS + CLas. As) 2). without (as + ab))
FlotK + FlotWK
These twenty-five equations above define the stationary movement of the ship (200).
15 Therefore, the ship's control laws (200) can be obtained from them; In other words, the angles that all supporting surfaces must have in order for the boat to have the performances that are sought.
Next, all the hypotheses and simplifications of the model are highlighted. It is important because the physical-mathematical model outlined above serves to verify the
20 viability of the solution and therefore obtain pre-designs. To refine the design, as usual in shipbuilding, proceed with CFD, structural calculations, tunnel / channel, etc.
The inertial (weights), hydrostatic (buoyancy), hydrodynamic and aerodynamic forces act primarily on the system or ship (200). All are contained in the static model. The inertial forces and buoyancy are simple to model when being linear, however, both aerodynamic and hydrodynamic ones require simplifications in order to have a solvable analytical model.
The aerodynamic forces of the sail (210) are modeled according to the theory of support line of Prandtl. No aerodynamic force of the hull (201) or crew is taken into account when considered negligible compared to those of the sail (210). Only the linear range of the lift curve is considered, therefore, the flow is always adhered, it meets the condition of Kutta and parallel catavientos. It is considered that the crew always carries the parallel catavientos, reason why it acts on the rudder (204) before changes of apparent wind to maintain the parallel catavientos. Therefore, the candle (210) always maintains its angle of attack and never works with the detached current. The condition of the forces on the sail in detachment condition must be studied by means of a CFD or tunnel to obtain control laws in very open directions.
The static model that has been obtained models the boat (200) when sailing on water. The sail (210), among other parameters, must be sized so that the boat (200) can overcome the hull resistance (201) in the water. The hull (201) has to be designed and the boat's performances (200) in the water calculated with the classic design theory of sailboats.
Being the rudder (204) and keels (203) very slender elements, you can also apply the theory of supportive line of Prandtl. However, as stated earlier, both surfaces are supposed to operate between two walls, as if they were infinite. The walls are the free surface and the wings. This approach applies to analyze the feasibility of the invention, but for the detailed design a tool (CFD for example) is required that takes into account the effects of the free surface and interference between the keel / rudder and the wings. The effects of the free surface are considered negligible in classical hydrofoil theory when the depth of the hydrofoil is greater than 4 times the string. Likewise, ventilation effects on keels and rudder have not been taken into account since the effects against the submerged wingspan are negligible. Nor has the wake deflection of the keel wings (207) and keel (203) on the rudder (204) and its wing (208) been taken into account. Likewise, to facilitate the mathematical resolution detailed in the following chapter, it has been assumed that rudder (204) and keel (203) have the same effect, that is: hK = hR.
All hydrodynamic moments of the sustaining profiles have been neglected as they are of a lower order than those generated by their support by their arm at the center of gravity.
Boat Control and Management. At this point you have the equations that govern the navigation of the boat (200) with the hull (201) out of the water and the sail (210) with catavientos
5 parallels (maximum aerodynamic efficiency). However, there are endless ways to control the ship (200) with the degrees of freedom that you have. There are many parameters on which you can act as the position of the crew and all sail angles (210) and appendices. The infinite ways of controlling the ship (200) are the great value of the present invention, since the same ship (200) can be navigated in many ways.
10 An example of the control of the ship (200) is shown at this point, with all the control laws and other examples of control implementation are also proposed. What is preserved in all models or embodiments is that the boat (200) is the least sensitive to the weight of the crew and that it does not change h with changes of course or wind, since it would induce vertical speeds in the appendages making the boat ( 200) more difficult to control. By
On the other hand, the surface of the water is irregular and is not a good variable for control; complicates the handling of the ship (200).
So that the ship (200) is not very sensitive to the weight, a first condition is imposed on the control, and that is that the central wing (206) is the "responsible" for supporting the weight of the crew and vessel. Since the central wing (206) is between the two keels (203), its induced resistance 20 is very little affected by the angle of attack, which in turn is proportional to the weight of the ship (200) and crew, to its surface , its profile and the speed of the boat (200). Likewise, aerodynamic profiles will be chosen where the friction resistance is not very sensitive to the angle of attack. It can therefore be said that the weight will influence less if it is the central wing
(206) who compensates for it.
25 As mentioned above, there are many degrees of freedom to control, so infinite different controls can be implemented. In order to implement different controls, certain conditions have to be imposed on the variables that can be modified.
In the example presented at this point, it is assumed that the crew member does not have to change his position given a course of the ship already up or down the wind, in other words, the crew member 30 does not have to make a band. On the other hand, a control is sought that does not require the employer to control any variable that does not control in a traditional boat. Therefore, the boat has to "fly" stable with the skipper attending only to the course, parallel catavientos and to change its weight with changes of course. The employer only handles low and cane, he does not have to
modify any angle of appendices; all are related to the rudder and boom angle. In other words, the rudder and the boom are mechanically (or electronically connected to the control surfaces.) Therefore, the objective is to obtain from the equations the relationship between the rudder and boom angles with all the angles of attack
5 of supporting surfaces, for all navigation conditions; Those are the control laws.
Solving the last equations seen, the stationary equations with the previous conditions we obtain:
Input parameters The stationary equations are suitable for all types of ships that are
10 Design with the new concept shown in this invention, be it a light sail or a large cruise. It is therefore necessary to impose certain input parameters to arrive at the desired design; for example, the weight of the crew, the length and sleeve (to be able to transport it, the draft, the velic surface, etc.
For the exemplary embodiment, the following parameters 15 of the following table have been set, without limitation:
Variables
G value; severity (m / sA 2)
9.8 Wind +
ymin; Minimum tightening angle (º) 35 Parameters
pair; Air density (kg / m A 3) 1 Physicists
pwat; Water density (kg / mA 3) 1027
20 h; Height of the C.G. over water (m)
0.80 Mt; Crewman's mass (kg)
65 Mb; Boat Mass (kg)
50 Bb; Boat hull sleeve (m)
Ship
dTymax; Max disto Del c.G. (m)
1.50 dR; Distance from helm to c.G. (m)
2.5 dKx; Distance of keels to c.G. (m)
0.5 dp; Distance from the mast to C.G. (m)
25 ace; Optimal angle of attack of the sail (º)
10 Ss; Candle surface (mA 2)
10 dmast; Mast height (m)
5 dsx; Distance x from c.P. from the candle to c.G. with ab; O (m)
0.8 Candle
dsy; Distance and c.P. from the candle to c.G. with ab; O (m)
0,05 hsz-Height z of the c.P. from the candle to c.G. with ab; O (m)
2.5 ClOs; Candle CLO
O Clas; Candle Cla
5 CDOs-CDO candle
0.005
Keel hK = Keel Height (m)1.4
ek = Keel Rope (m) 0.4
ewk = Keel wing thickness ratio 0.08
ek = Thickness ratio of the keel 0.1
ClIlJK = CIIll de la Keel 3
CdOK = Keel Code 0.005
ewke = Center wing rope (m) 0.4
CIOwke = CIO of the central wing 0.2
Cllllwke-CIIll of the central wing S
CdOwke = CdO of the central wing 0.002
Illwkmax = Max Itl of keel wings 6.5
ClllJwk = CIIll of keel wings S
CdOwk = Keel wing code 0.002
ewka = Root in keel root (m) 0.50
bw = Total wingspan (m) 4
Rudder cr = Rudder rope (m)0.15
Swr = Rudder wing surface (m'2) 0.20
bwr = Rudder wing wingspan (m) 1.20
ewr = Rudder wing thickness ratio 0.08
er = Rudder thickness ratio 0.03
ClaR = Rudder Cla 3.5
CdOR = Rudder Code 0.002
Clawr-Cla of the rudder wing 4
CdOwr = Rudder wing code 0.002
By varying the parameterization and performing the calculations again, it could be observed that the speed of the boat (200) does not depend on the weight of the crew member. However, the lowest 20 real wind speed at which the boat (200) can navigate in all directions, does depend on the weight. The heavier the crew member, the more speed the boat (200) needs to take off, but it can also sail with more wind. In a real ship (not theoretical model)
the speed will depend slightly on the crew member.
As noted above, the great advantage of this invention is versatility.
of controls that can be implemented with control surfaces. For example, three different control modes could be implemented in the same boat:
• Regatta mode. It would be a fast boat, with great physical and technical solicitation of the crew member but that does not require large training sessions to dominate the ship, as is the case of boats on current hydrofoils. Also, I could surf with a wave.
30 • Cruise mode. The ship would be less fast than in the previous mode but would not demand so much from the crew. It is the mode calculated as an example in this description. People of different ages and weights could compete in almost equal conditions. The latter is not possible today in sailing boats.
• Beginner mode. The ship would be very easy to carry. A beginner with the basic navigation concepts could take the boat without problem. Sitting in the same place all the time. The ship would tell him what he has to do.
Although control laws can be implemented mechanically on the ship using 5 cams, cables and rods, the most versatile is to mount an electro-mechanical system.
The main advantages of implementing an electromechanical system with actuators and suitable software and hardware shipped are:
• Versatility. Many different control laws can be implemented. The navigator would choose how he wants to navigate at all times. I could even choose it with a mobile application.
• Traceability The system could record all navigation and trim data. It could therefore serve each ship as a test bench that would report the data to the shipyard or design office to improve the design of upcoming ships. You could also make a social website of boat users where to share navigation data.
• Updates The ship would be like a mobile, the control system is updated to
over the years. If you want, even implement more control laws that allow you
Browse in other conditions.
Likewise, the sensorization of the ship to implement the control laws can be as diverse as the control laws that you want to implement. The most basic thing would be to measure the angles of the rudder and boom. With that you can navigate, without using any wand. This does not
Remove a pitot tube or a slide to measure the speed of the boat and by this variable control the angle of attack of the central wing. Which would give it greater precision and make it less sensitive to the cane. Likewise, control with accelerometers and tilt sensors can be greatly improved.
25 The absence or absence of a height sensor or wand to have adequate control of the ship is, therefore, one of the main advantages of the present invention with respect to the state of the art, since the control of the ship is not based in a height measurement on the free surface. This is a novelty in types of boats on hydrofoils where the wings are completely submerged. The control is based, on the contrary, on the coupling of hydrodynamic and aerodynamic forces.
Therefore, as differentials, the hydrofoil boat proposed in this invention has at least these:
• Accessibility. The new concept makes the sail on hydrofoil safer and easier to handle, so it gives many more people access to navigate on hydrofoils.
5 • Versatility. The new concept can be applied to all sailboat lengths and sleeves; mono-helmets and multihulls. In addition, it allows to implement infinite control modes, so it becomes the most versatile hydrofoil sailboat designed so far. As an example, an 95kg adult with low physical fitness against a child can compete equally in a light sailing boat.
• Cost. The cost would be lower than boats on hydrofoils of the same category at
be able to manufacture heavier ships.

权利要求:
Claims (3)
[1]
one. A sailboat (200) comprising:
-a hull structure (201),
-a platform (202) on said hull (201),
5 -a mast (209) arranged to place at least one candle (210),
-at least one candle (210) attached to said mast (209),
-a rod (205) connected to a rudder (204) arranged so that a crew member can
handle said rudder (204),
-a helm (204),
10 -two keels (203) attached to the case (201),
characterized in that it also comprises at least four supporting wings
located as follows:
-a central wing (206) arranged to modify its angle of attack located between the two
keels (203) at the lower end thereof.
fifteen -two keel wings (207) arranged to modify its angle of attack and located at
each side of the keels (203) at the lower end thereof.
-a helm wing (208) arranged to modify its angle of attack located in the
lower end of the rudder (204).
[2]
2. A sailboat (200) according to claim 1 characterized in that said wing of
twenty Central (206) has an antisymmetric hydrodynamic profile.
[3]
3. A sailboat (200) according to claim 1 characterized in that said boat
(200) has mechanical or electromechanical means to control the ship, where
at least a part of said means implies being able to act on the angle of attack
the central wing (206), the keel wings (207) and the rudder wing (208).
25

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引用文献:

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公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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US2703063A|1951-01-16|1955-03-01|Hydrofoil Corp|Hydrofoil craft|

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FR1262043A|1960-04-15|1961-05-26|Improvements to gliding boats|

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US3373710A|1966-06-01|1968-03-19|Steinberg Amiram|Hydrofoil boat|

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US6499419B1|2000-01-27|2002-12-31|Robert W. Bussard|Hydrofoil wing system for monohull keel boat|

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