Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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DESCRIPTION
CATAMARAN BOAT
The present invention relates to a catamaran boat of the type specified in the
preamble of the claim 1.
Each water transport means is currently being designed and built with the
specific aim of carrying a maximum defined number of people and, therefore,
with a definite weight and / or maximum load volume.
For any business, maximize profit results in optimizing the resources and the
use of said means.
For this reason, those who develop a business in water transportation of
things/people, should know precisely the flow density transported during the
course of their works.
This estimate is not always easy to implement.
In fact, it may happen that the need to increase the load capacity of the
water
transport means takes place. This may happens also suddenly and/or for a
variable time that can't be estimated a priori. Conversely, it may happen
that, in
some periods of the year, the demand is so limited that the water transport
means are absolutely oversized for the mission, with unavoidable increase in
operating costs and maintenance.
The load capacity variable can be really important, especially during some
periods of the year. Considers, for example, the passengers transport
activities
close to the holiday periods in tourist areas: in this case the increase of
the load
capacity is limited to a few days. Alternatively, in the case of transport for
commercial purposes of products, the increase of the load can be tied to the
seasonal nature of such products, or affect time windows of amplitude
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undefined and unpredictable.
Disadvantageously, the traditional boats do not lend themselves to such
versatility, with unavoidable increase in terms of operating costs. In some
cases, the non-satisfaction of some requests, causes discontent loss of
customers, economic and image disadvantages.
Another problem for the boats consists in the fact that, having to navigate
even
in routes particularly narrow (for example in a river, a channel, a harbor,
etc.),
they are very complex and hard working to handle.
In particular, this problem can be especially evident in the case of boats
which,
being dimensioned to have a considerable load capacity, have a high overall
size and, therefore, require numerous and complex maneuvers to overcome an
obstacle or a bend.
Under this situation, the technical task underlying the present invention is
to
provide a catamaran boat capable of substantially obviating the mentioned
drawbacks.
Within the scope of this technical task, it is an important aim of the
invention to
have a modular catamaran boat, with a certain load flexibility, modulated in
order to satisfy any condition of transport.
Another important aim of the invention is to realize a catamaran boat strong,
sturdy, whose load capacity is variable easily and in conditions of maximum
safety for the operators.
A further aim of the invention is to make a catamaran boat economic to
manufacture and, moreover, characterized by a high simplicity of maneuvering.
The technical task mentioned and the aims specified are achieved by a
catamaran boats claimed in the appended Claim 1
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Particularly, the objects are achieved with a catamaran boat characterized in
that it comprises at least one catamaran craft defining a bow, a stern and
comprising:
- two side hulls each defining a median axis;
- a supporting structure, named bridge, connecting and, in particular,
subtended between the side hulls and defining a supporting surface;
- an optional structure linked to the bridge at the top, defined
superstructure and consisting of the side walls and ceiling;
- motor means adapted to generate the thrust force of the catamaran boat
and selectively arranged at the bow or at the stern;
- directional means adapted to define, appropriately together with the
motor means, the advancement direction of the catamaran boat and
placed on the opposite side to the motor means and, therefore, at the
stern or at the bow;
- said motor and directional means are placed between the side hulls.
According to the first aspects of the invention:
- said motor means comprise a azimuth thruster,
- said directional means comprise a rudder blade,
- wherein said motor means and said directional means are provided
along said median axes
According to a possible embodiment of the invention, the azimuth thruster of
the catamaran craft rotates around a thrust axis substantially perpendicular
to
the supporting surface.
According to another possible embodiment of the invention, the rudder blade of
the catamaran craft rotates around a directional axis substantially
perpendicular
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to the supporting surface.
According to a further possible embodiment of the invention, the azimuth
thruster rotation is controlled in a dependent way or, preferably, an
independent
way respect to the rotation of the rudder blade.
In more detail, the aims are achieved with a catamaran boat characterized in
that it comprises:
- a first catamaran craft that works independently, having a main direction
of longitudinal development along a median axis and comprising a bow,
a stern, motor means and directional means;
- a second catamaran craft that works independently, having a main
direction of longitudinal development along a median axis and
comprising a bow, a stern, motor means and directional means,
- wherein both said first catamaran craft and said second catamaran craft
comprise coupling means for their mutual stable connection, obtained by
fitting their sterns together, on a transverse junction plane, in order to
realize said catamaran boat adapted to work as a single unit.
According to the first aspects of the invention:
- both the first and the second catamaran crafts defining a bow, a stern
and comprising:
o two side hulls; and
o a supporting structure connecting and, in particular, subtended
between the side hulls and defining a supporting surface for the
things and/or people to be carried with the catamaran boat; and
o an optional structure linked to the bridge from the top, defined
superstructure and composed by the side walls and the ceiling;
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- motor means preferably comprising an azimuth thruster provided in the
respective bow area of each catamaran craft;
- directional means preferably comprising a rudder blade provided on the
opposite side of the motor means and, in particular, in the respective stern
5 area of each catamaran craft,
- where said motor means and said directional means are provided between
the hulls and, in particular, along said median axes.
Advantageously, said first and said second catamaran craft are identical and
the
hull resulting from their junction is substantially symmetrical with respect
to said
junction transverse plane.
According to a further aspect of the invention, said coupling means comprise:
- aligning means adapted to make the first and the second catamaran craft
coaxial;
- coupling means for said first end second catamaran crafts;
- locking means adapted to make the coupling of said first and second craft
stable and rigid.
In detail:
- said aligning means comprise shape-coupling means provided at said
sterns;
- said coupling means work along the main direction of longitudinal
development of said first craft and said second craft and comprise a
movable hook provided on each craft, adapted to interact with a respective
retaining element provided on the opposite craft; and said movable hook
comprises a hydraulic or electric linear actuator able to exert a traction
force
to bring together said first and said second catamaran craft.
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Moreover, said locking means comprise:
- a panel pivotally associated to each catamaran craft and adapted to
rotate in order to be stably fixed to the opposite catamaran craft;
- a hook jaw provided on a covering wall of each catamaran craft and
adapted to engage a respective retaining element formed by the coupling
of said first and said second catamaran craft.
According to a possible embodiment of the invention, the azimuth thrusters of
said first and second catamaran crafts rotate independently on respective axes
to ensure the handling of said catamaran boat resulting from the union of the
catamaran crafts.
According to the invention the main advantage of the catamaran boat lies in
its
modularity and flexibility.
A catamaran boat with a modular architecture, such as the one in question, can
solve different requirements related to a daily or seasonally variable load
capacity, a reduction of costs related to personnel on board, fuel and parking
at
the dock.
Each catamaran craft, in fact, provides by itself a well-defined load
capacity,
which may, however, be doubled if they are to form, once assembled, a single
means of transport, that is to say a single catamaran boat.
This will determine the conditions for an operational flexibility that allows,
in
conditions of low traffic, to use separately the two catamaran crafts, for
example by varying the mission profile of each craft, assigning to the two
catamaran crafts different tasks on different routes, or simply sheltering one
craft waiting for a new increase in traffic, with cost savings related to wear
through exertion.
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Instead, in heavy traffic conditions, it is possible to increase and, in
detail, it
double the capacity by matching two catamaran crafts, with minimal burden in
terms of engaged crew and management costs of the catamaran boat.
An important advantage is represented by the fact that the catamaran craft,
thanks to the innovative arrangement of the motor and directional means,
ensures a high maneuverability to the catamaran boat.
In fact, their arrangement between the hulls ensures, in every condition, the
presence of an optimal flow affecting the motor and directional means and,
therefore, their optimum performance.
Furthermore, the possibility of exploiting, in addition to the rudder, an
azimuth
thruster to generate a torque rotating the catamaran craft and/or the
catamaran
boat, allows to considerably reduce the maneuvering spaces of the catamaran
boat itself.
Another important aspect is the storage of the catamaran boat for
extraordinary
maintenance operations. The operation performed in two stages, separately for
the two catamaran crafts, allows two advantages: on the one hand it reduces
the cost of lifting and positioning on site, having to move a smaller load,
with
reduced use of lifting equipment and less occupied spaces, on the other hand
it
allows to not completely stop the activity because of the use of the catamaran
boat.
The coupling of two catamaran crafts imposes geometric characteristics
appropriate of the respective aft zones, for which it is extremely
advantageous
to use catamaran crafts with a hull of the catamaran type.
The catamaran hull, in fact, allows the installation of steering bodies
suitably
arranged in the stern area and, if positioned between the side hulls and, in
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particular, on the axis of symmetry of the catamaran boat, they are especially
efficient. In the traditional hulls it occurs instead that the maneuver
bodies, in
most cases, protrude from the aft end to the outside, thereby preventing a
possible combination of the sterns of the two catamaran crafts.
The use of catamaran hulls also allows a more efficient coupling and a
structurally more resistant constraint.
The two independent catamaran crafts are mutually identical. This
characteristic is essential for operating a correct positioning there between
during the mutual approach, even in case of minimum headway, and then
ensuring, thanks to the structural symmetry and fair distribution of the
weights
derived there from, an optimal, stable and rigid constraint.
Furthermore, the use of two identical catamaran crafts allows, once assembled,
to assign either one or the other the main control functions, with a more
convenient maneuverability of the catamaran boat. The captain may, in fact,
choose the command post between the two existing and equivalent, simply
basing on the specifics of mission, and from said control post he can access
all
systems on board.
The fact that the two catamaran crafts are identical is extremely advantageous
also for the ship production, basically for two aspects: on the one hand, mass-
producing always the same catamaran boat greatly reduces the costs related to
the production process; on the other, it is possible to meet very different
requirements, with respect to the volume of cargo to be transported, reducing
time, space and job costs.
Advantageously, the above-described variation of the capacity of people and /
or things transport can be increased by realizing a catamaran boat, adding to
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catamaran crafts one or more intermediate catamaran crafts, able to be
connected permanently between the catamaran crafts, and / or adding at least
one additional catamaran craft able to bind to the stern of a catamaran craft.
The distribution and shape of the coupling means is extremely favorable for
the
structural rigidity of the assembled catamaran boat, as it will be highlighted
in
the following description.
Preferred embodiments are highlighted in the sub-claims.
The characteristics and advantages of the invention are clarified below by the
detailed description of one or more preferred embodiments of the invention,
with
reference to the accompanying drawings, in which:
Fig. 1 represents, in an axonometric view, a catamaran boat according to
the invention;
Fig. 2a shows a component of the catamaran boat of Fig. 1;
Fig. 2b shows a different component part of the catamaran boat of Fig. 1;
Fig. 3a shows a different view of the component of Fig. 2a;
Fig. 3b is a different view of the component of Fig. 2b;
Fig. 4 presents another axonometric view of the component of Fig. 3b;
Fig. 5 is a side view of the component of Fig. 3b;
Fig. 6 shows, in axonometric view, the catamaran boat of Fig. 1 during a
step of assembly;
Fig. 7 shows the components of Figs. 2a and 2b side by side;
Fig. 8 is an assembly of the catamaran boat;
Fig. 9 shows a sub-assembly of Fig. 8;
Fig. 10 shows, in axonometric view, the catamaran boat;
Fig. 11 shows the catamaran boat in a different time with respect to Fig. 10;
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Fig. 12 shows some parts of the component of Fig. 2b;
Fig.13 is an assembly of the catamaran boat distinguished from that of Fig.
8;
Fig. 14 shows a detail of Fig. 13;
5
Fig. 15 shows another example of catamaran boat according to the
invention;
Fig. 16a shows a further example of catamaran boat according to the
invention;
Fig. 16b shows another view of the catamaran boat of Fig. 16a;
10
Fig. 17a is an additional example of catamaran boat according to the
invention;
Fig. 17b shows another view of the catamaran boat of Fig. 17a;
Fig. 18 shows an assembly alternative to that of Fig. 7;
Fig. 19a is a detail of Fig. 18; and
Fig. 19b is the detail of Fig. 18a in a different position.
In this document, measures, values, shapes and geometric references (as
squareness and parallelism), when associated to words such as "about" or
similar
terms such as "almost" or "substantially", are to be intended as measurement
errors or inaccuracies due to production and/or manufacture errors and, above
all,
with the exception of a slight divergence from the value, from the size, from
the
shape or from the geometric reference which it is associated. For example,
such
terms, when associated to a value, preferably indicate a divergence of no more
than 10% of the value itself.
Furthermore, when used, terms such as "first", "second", "upper", "lower",
"main"
and "secondary" do not necessarily identify an order, a priority of
relationship or
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relative position, but can simply be used for more clearly distinguish between
them
different components.
With reference to the mentioned figures, the catamaran boat according to the
invention is globally indicated with the numberl
It is designed to be used for the sea navigation or in inland waters (or
protected).
In particular, the catamaran boat 1 can be, therefore, apt to be used for
navigation
along a waterway, that is a navigable canal, of natural or artificial origin,
used to
manage the vessel traffic such as, for example, a river or a lake.
The catamaran boatl comprises at least one catamaran craft and, preferably,
two
catamaran crafts, namely a first catamaran craft la (Figs. 2a and 3a) and a
second catamaran craft lb (Figs. 2band 3b). In particular, it is obtained by
the
stable connection of two catamaran crafts la, lb substantially identical, both
having a catamaran hull and each defining a median axis x.
Each of said catamaran crafts la, lb comprises a bow 2a, 2b, a stern 3a, 3b,
and
at least one among the motor means 4a, 4b and directional means 5a, 5b. In
particular, the first catamaran craft la can act independently and therefore
comprises a first bow 2a, a first stern 3a, first motor means 4a, first
directional
means 5a provided along the prevailing direction of longitudinal development
of
the same catamaran craft, coinciding with a median axis x; while the second
catamaran craft, also functioning independently; comprises a second bow 2b, a
second stern 3b, and one between the second motor means 4b and second
directional means 5b. Preferably, each catamaran craft la, lb is functioning
independently and therefore comprises a bow 2a, 2b, a stern 3a, 3b, and motor
means 4a, 4b and directional means 5a, 5b provided along the prevailing
direction
of longitudinal development of the same catamaran craft, coinciding with a
median
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axis x.
Preferably, each catamaran craft la and lb presents a control station (namely
a
wheelhouse) 110 suitably connected to the means 4a, 4b, 5a and 5b so as to
control direction and speed of advance of the catamaran craft la and lb and,
in
particular, of the catamaran boat 1.
Said motor means 4a, 4b comprises, for each catamaran craft 1 a and lb, an
azimuth thruster provided in the respective bow area 2a, 2b, while said
directional
means 5a, 5b comprises, for each catamaran craft, a rudder blade provided in
the
respective aft area 3a, 3b.
The motor means 4a, 4b comprises an azimuth thruster, conveniently, adapted to
rotate on a thrust axis 4c preferably substantially perpendicular to the
supporting
surface thus varying the direction of the thrust force.
The directional means 5a and 5b comprise a rudder blade, suitably, adapted to
rotate on a directional axis 5c preferably substantially perpendicular to the
support
surface thus varying the direction of advance.
The axes 5c and 4c are substantially parallel to each other, in particular,
lie on a
plane almost parallel to the median axis x. Preferably, the axis 4c, 5c and x,
lies
substantially on a single plane.
The means 4a, 4b, 5a and 5b and, in particular, the azimuth thruster and the
rudder blade are adapted to rotate independently one another as to allow each
catamaran craft la and lb and, therefore, the catamaran boat 1 to selectively
move along a transverse direction and, in some cases, perpendicular to the
median axis x, advance along the median axis x, almost to roto-translate and,
in
detail, almost to rotate.
The hull of each catamaran craft I a, lb comprises a supporting structure 6,
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consisting of a bridge and, preferably, of a superstructure formed by the
sidewalls
7and a ceiling 8.
The structure of the aft area 3a, 3b of each catamaran craft la, 1 b is plain
and is
opportunely tightened to accommodate the coupling means and the required
bodies for coupling.
Each catamaran craft la, lb also comprises two side hulls 100 on which it is
leaned and among which the structure 6 essentially underlies.
The side hulls 100 of each craft la, lb have an extremity defining a contact
face
100a and 100b adapted to make contact with the respective contact face 100b
and
100a of the other catamaran craft la and 1 b; and, suitably, the other
extremity
tapered so to facilitate the movements of the catamaran boat 1 and/or of the
single
catamaran craft 1 a and lb.
The contact faces 100a and 100b are parallel between them and, in detail,
substantially conforming to each other in shape so as to lean mutually and,
therefore, facilitate the linkage between the catamaran crafts la and lb.
It is shown how the means 4a, 4b, 5a and 5b are preferably constrained to the
supporting structure 6 and, suitably, placed between the side hulls100.
With reference to Figs. 4, 5 and 7, each catamaran craft la, lb comprises two
transverse bulkheads 9a and 9'a, 9b and 9'b, placed at the last two structural
frames of the supporting structure 6 confined in the aft area 3a, 3b.
Such bulkheads 9a and 9'a, 9b and 9b, identify a compartment 29a, 29b at the
end of the stern 3a, 3b of each single catamaran craft 1 a, lb where must take
place all joining operations in order to obtain a single catamaran boat I.
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Through appropriate structural stiffening located in the compartments 29a,
29b, on
the bulkheads 9'a, 9a, 9b and 9'b the stresses that are produced once the
catamaran crafts la and lb are assembled are discharged.
Said first catamaran craft la and said second catamaran lb each comprise
coupling means for their mutual stable coupling, obtained matching the
relative
sterns 3a, 3b, in a transversal junction plane [1 (Figs. 1, 2a, 2b, 3a and 3b
and 6).
The contact takes place between the two outer stern bulkheads 9a, 9b of each
catamaran craft.
Said coupling means comprise:
- alignment means adapted to make coaxial said first and second catamaran
craft la, 1 b;
- coupling means for said first and second catamaran craft la, 1 b;
- locking means adapted to make stable and rigid the coupling of said first
and second catamaran craft la, lb; and, suitably,
- connectors adapted to allow a passage data/energy between the
catamaran crafts and, therefore, to a control station to control all
directional
and motors means of a catamaran boat;
In addition the coupling means preferably comprise at least one gasket adapted
to
interpose between the units la and lb avoiding the entry of water between the
catamaran crafts when mutually bounded by coupling means and especially to
compensate possible tolerance as well as deformations of the contact
bulkheads.
With particular reference to Figs. 6 and 7, said alignment means comprise
means
of shape-coupling provided on the respective bulkheads 9a, 9b of the external
area of the stern 3a, 3b of each catamaran craft la, lb.
Said form coupling means work in correspondence of said junction transverse
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plane 11.
Each catamaran craft la, lb comprises, on its external stern bulkhead 9a, 9b
and,
in particular, on the contact faces 100a and 100b, a truncated pyramidal
structure
10a, 10b which protrudes toward the outside of the stern 3a, 3b and a recess
5 conformed 11a, 11 b proceeds instead in the same stern. Said truncated
pyramidal
structure 10a, 10b and said recess conformed 11a, 1 lb have complementary
section so as to cooperate with sliding of the respective inclined planes
during the
headway action.
Therefore, the first catamaran craft 1a comprises on a contact face 100a a
10 truncated pyramidal structure 10a and on the other contact face 100a a
recess
conformed 11a; while the second catamaran craft lb comprises on a contact face
100b a structure like a truncated pyramidal and on the other face 10b of
contact
100b a recess conformed 11 b.
It is highlighted that on the structures 10a and 10b could be arranged the
15 connectors, so that, when the catamaran craft la and lb are joined, the
joined
connectors realizes a data transfer/energy between the catamaran craft la and
lb. Alternatively, they may be placed on bulkheads 9a and 9'a, 9b and 9'be,
suitably, above the waterline of the boat catamarana 1.
Moreover, each catamaran craft la, lb may comprise, suitably placed on the
external stern bulkhead 9a, 9b, at least one gasket adapted to engage itself
on the
other gasket placed on the other units la and lb so as to hermetically seal
the
catamaran boat 1, compensating deformations.
Preferably, the gasket, housed within a suitable recess on the stern bulkhead,
is
placed along a first semi-perimeter of the first unit la and along a second
semi-
perimeter of the second unit lb so that, when the units are mutually bonded by
the
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coupling means, the two gaskets are distributed along all the perimeter
hermetically sealing the catamaran boat 1, compensating deformations.
Once the two catamaran crafts la, lb are coupled, the truncated pyramidal
structure 10a of said first catamaran craft la will be inserted in the recess
conformed 11 b of said second catamaran craft 1 b, while the recess 11a of
said
first catamaran craft la will host the truncated pyramidal structure 10b of
the
second catamaran craft lb. In this way the two sterns 3a, 3b will match each
other, preferably substantially perfectly, the respective median axes x of the
catamaran crafts la and lb will coincide and the entire catamaran boat 1 will
thus
be substantially symmetrical with respect to the transverse plane of junction
11.
With particular reference to Figs. 7, 8 and 9, said coupled means comprise a
movable hook 12a, 12b provided on each catamaran craft la, lb and adapted to
interact, orthogonally to said junction plane transverse 11, with a respective
retention cuneiform element 13a, 13b provided on the opposite catamaran craft.
When the two catamaran crafts la, lb are operating separately, each hook 12a,
12b is housed inside a suitable place 14a, 14b formed in the compartment 29a,
29b defined by the stern bulkheads 9a and 9'a, 9b and 9'b, of the respective
catamaran craft (Fig. 7), while in the use said hook 12a, 12b is adapted to be
disposed, rotating, orthogonally to the respective outer stern bulkhead 9a, 9b
(Fig.
8).
Said hook 12a, 12b is constituted by an arm 15a, 15b fitted with a hooked end
16a, 16b, and is connected to the opposite end to a sliding hinge 17a, 17b in
the
stern compartment 29a, 29b.
Said restraining element 13a, 13b is as the same time provided along a vane
18a,
18b realized at the compartment 29a, 29b of each catamaran craft la and lb.
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The coupling takes place when said arm 15a, 15b, sliding in said seat 18a,
18b,
reaches with its hooked end 16a, 16b said retention element 13a, 13b and
engages itself as shown in Fig. 9.
Once the hooked tail of the arm 16a, 16b has overcome said retention element
13a, 13b and, a hydraulic piston 19a, 19b, provided at the opposite end of the
hook arm, through the hinge sliding 17a, 17b, exerts a traction force in
approaching such as to keep the two sterns 9a, 9b, and then the two catamaran
craft la, 1 b, tightened among them.
Said locking means comprise a panel 20a, 20b pivotally associated on the left
of
each catamaran craft la, lb and adapted to be stably fixed on the opposite
catamaran craft la, lb (Figs. 7, 10, 11).
Said panel 20a, 20b is associated, through a hinge with a vertical axis 21a,
21b, to
the outside of the structural bulkhead 9'a, 9'b facing the stern.
Said panel 20a, 20b, by rotating about said hinge 21a, 21b, is adapted to be
fixed
stably on the whole both of the two aft bulkheads 9a and 9b that the
structural
bulkhead 9'a, 9'b facing the aft one, on the opposite catamaran craft. In this
way
both structural compartments 29a, 29b of the two opposite catamaran craft 1a,
1 b
working together in equal measure to the effort generated by the assembly.
The same function of stable fixing between the catamaran craft la, lb is
ensured
also by additional locking means realized with a hook jaw 22a, 22b provided
within
the coverage plan 8 of the hull of each catamaran craft (Figs. 10- 14).
Said hook is substantially constituted by a lever arm 23a, 23b to one end of
which
is provided with a jaw 24a, 24b adapted to cooperate engaging a corresponding
retention element 25.
Said retaining element is obtained by a suitable shaping 26a, 26b of the upper
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portion of each exterior stern bulkhead 9a, 9b in such a way that, in the
mating
position, the two shaped portions 26a and 26b, matching between them, realize
a
semi-cylindrical retaining element 25 perfectly engaged by the respective jaw
tightening.
Said rectilinear lineament with a semi-cylindrical geometry 25 is therefore
the
result of the combination of the two external bulkheads 9a, 9b of the stern of
each
catamaran craft la, lb and is positioned on their upper extremity.
Once hooked, a hydraulic piston 27a, 27b provided at the opposite end of the
lever
arm 23a, 23b allows to exercise a grip such as to tighten said jaw 24a, 24b
around
said retention element 25 and maintain tight, one against the other, the
projecting
portions 26a, 26b of the two external stern bulkheads 9a and 9b (Fig. 14),
thus
adding a further locking element to the two catamaran crafts la, lb and
ensuring a
pair still more stable and safe.
The assembling of the catamaran boat 1 takes place in three distinct phases:
- approaching of said first and said second catamaran craft la, lb (Fig. 6),
- aligning and coupling of the two catamaran crafts la, lb (Figs. 6, 8 and
9);
- looking stable and secure of the two catamaran craft la, lb to realize
the
single catamaran boat 1 (Figs. 10, 11).
The approaching operation between the sterns of the catamaran crafts la, 1 b,
before the mechanical coupling, can be performed with the aid of the motor
means
and the directional means. The azimuth thruster at the bow and the rudder
blade
at the stern of each catamaran craft act in synergy allowing, even with little
headway, the correct positioning of the two catamaran crafts, and the mutual
alignment, so that the respective median axes x, which are extended along the
longitudinal direction of development of each catamaran craft, coincide (Fig.
6).
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The optimal conditions to perform them approaches maneuvers provide calm
water and are therefore to be executed in port areas.
During the aligning operation, an operator disengages the hooks 12a, 12b of
the
two catamaran crafts la, lb from their vanes, by turning them up to arrange
them
in a horizontal position, at right angles to the respective draft bulkheads.
This
operation could also be automated (Figs. 7 and 8).
When the complete rotation has been operated, from each catamaran craft la, lb
protrudes the hook 12a, 12b of the coupling at the stern, according to the
direction
of longitudinal development.
In the early stages of approaching, the headway allows to the extended hooks
to
slide inside the corresponding seats 18a, 18b formed in the bearing structure
of
the opposite catamaran craft la, lb up to achieve the holding elements 13a,
13b.
Once, thanks to headway, the two hooks are inserted in their vane and they
have
hooked the holding elements, the operator actuates the electric or hydraulic
system which, by moving the piston 19a, 19b of each arm, close the hooks on
the
relative holding elements (Fig. 9) bringing into stable contact the two
catamaran
craft.
To guarantee the final centering the two pyramidal structures 10a, 10b
projecting
from stern bulkheads of each catamaran craft are inserted into the
corresponding
opposing recesses 11a, 11b, avoiding the dangers of accidental rotations and
misalignments and, preferably, contributing to the transfer of shear stresses.
After the centering phase, the two catamaran crafts la, lb are perfectly
combined
with the stern bulkhead matching to define the cross junction plane 11.
The target of the locking phase is to ensure the relative position reached by
the
aligning on a stable, structurally safe and definitive manner, in order to
consider
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the catamaran boat so assembled a single unit from the architectural point of
view
(Figs. 1,10 and 11).
In the example primary for locking has been considered the actuation of the
revolving panels and secondary the tightening of the coupling jaws. Nothing
would
5 change if the drive of the elements were reversed.
The panels 20a, 20b of each catamaran craft la, lb are disengaged from their
vanes and made to rotate around their hinges with a vertical axis 21a, 21b up
to
adhere to the opposite side of the catamaran craft engaging to it in
correspondence of its structure, in particular on structural bulkheads
defining the
10 compartments 29a, 29b.
After the rotation of the panels, they act the jaws 24a, 24b.
When the locking is completed the two catamaran craft are a single catamaran
boat with on board systems manageable by a single control station 110,
wheelhouse, chosen by the commander among the two available.
15 Each board system (sprinkler system, bilge system, fresh water system,
sewage
system, electrical system, fuel system, etc.) is designed in a modular way,
with
control units placed in the control station 110, as to take indifferently the
function
of master or slave.
The captain can choose the control station 110 between the two existing and
20 equivalent, simply according to the specific mission, and from the same
he can
have access to all onboard systems, comprising propulsion.
The catamaran boat 1 assembled is in fact equipped with two azimuth thrusters
4a, 4b, arranged at the ends of the resulting hull. The rudder blade 5a, 5b in
this
configuration remain locked in position along the longitudinal axis of the
catamaran
boat and therefore do not cooperate to the motion.
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The captain, with the aid of a joystick, decides the maneuvers to be executed.
A
suitable control system, depending on the physical and geometrical
characteristics
of the catamaran boat, can act on the motors according to the maneuver, by
imposing on them thrust and rotation.
In detail, the azimuth thrusters of said first and second catamaran craft can
rotate
on their respective axes either independently or in a coordinated and
dependent
way for moving said catamaran craft.
By way of example, the fundamental maneuvers that can perform the catamaran
boat 1 are reported: translation, turning and turning on site.
During translation, the catamaran boat 1 moves his center of gravity along a
straight line while maintaining the fore-aft direction constant. The angle
between
the movement direction and the fore-aft direction may vary between 0 and
1800
.
To drive along a straight line it is necessary to rotate both thrusters by the
same
angle, both in module and in sign.
During the turn, the catamaran boat 1 moves his center of gravity on a tangent
to
the curve while maintaining the same fore-aft direction. To make a turn the
two
thrusters can act dependent or independent from each other. In the case of
dependence both will rotate by the same angle in module, but with opposite
direction. In the case of independence the azimuth thrusters will rotate with
different angles in modulus and sign. A particular case of turn can be
obtained by
rotating a thruster only.
Finally, during the rotation on site, the boat catamarana, with center of
gravity
fixed, rotates the fore-aft direction: to perform a rotation on site both the
thrusters
must be rotated of the same angle equal to 900, in opposite directions.
Optionally, the catamaran boat 1 comprises, in addition to catamaran craft la
and
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lb, one or more intermediate catamarans craft lc adapted to be interposed
between the catamarans craft la and lb and, therefore, to further increase the
load capacity of the catamaran boat 1. in this case, the catamaran boat 1 is
obtained by the stable coupling of two catamaran craft la, lb substantially
identical, and, among the catamaran craft la and lb, one or more intermediate
catamaran craft.
Each intermediate catamaran craft lc comprises an intermediate catamaran hull
and defines an intermediate bow, an intermediate transom and an intermediate
middle axis. In particular, it is a multihull and comprises two intermediate
lateral
hulls 28e, an intermediate support structure 29 coated by intermediate
sidewalls
and an intermediate ceiling.
In some cases the intermediate catamaran craft lc may comprise an intermediate
control station and at least one, among intermediate motor means and
intermediate directional means, placed on the bow and/or on the stern and
substantially similar to the aforesaid means 4a, 4b, 5a and 5b of the
catamaran
craft la and lb. Preferably, the intermediate catamaran craft lc comprises a
control station and intermediate motor means and intermediate directional
means
places on opposite sides, that are fore and aft.
In addition, each intermediate craft catamaran lc comprises, at the
intermediate
bow and stern, the intermediate coupling means able to allow to link
intermediate
craft to the catamaran craft la and lb and/or one or more intermediate
catamaran
craft.
The intermediates coupling means comprise:
-
intermediate aligning means adapted to make coaxial either a craft lc with
catamaran craft la and lb and, if more than one intermediate catamaran
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craft lc are present, the same intermediate catamaran craft lc;
- intermediate coupling means for said first and second catamaran craft la,
lb;
- intermediate locking means adapted to make stable and rigid the coupling
between craft lc with at least one of the catamaran craft la and lb and, if
present more intermediate catamaran crafts lc, between the same
intermediate catamaran craft 1c; and, suitably,
- intermediate connectors and, more suitably,
- and, optionally, at least one intermediate seal both arranged to
interpose
between a craft lc and at least one of the catamaran craft la and lb and, if
present more intermediate catamaran crafts lc, between a pair of
intermediate catamaran craft 1c avoiding the entry of water between the
craft when mutually constrained by joining means and, preferably,
compensating the deformations.
The intermediates coupling means are similar to the coupling means of the
catamaran craft la and lb. In detail, the intermediate aligning means are
substantially analogous to the above described aligning means 10a, 10b, 11a,
lib, the intermediate coupling means are substantially analogous to the above
described coupling means 12a, 12b, 13a, 13b, 14a, 14b, 15a, 15b, 16a, 16b,
17a,
17b, 18a, 18b, 19a, 19b. Intermediates locking means are substantially similar
to
the above-described locking means 20a, 20b, 21a, 21b, 22a, 22b, 23a, 23b, 24a,
24b, 25, 26a, 26b, 27a, 27b, the intermediate connectors are substantially
similar
to the above-described connectors; and the intermediate gasket is
substantially
similar to the above-described gasket.
Advantageously, as illustrated in Fig. 15, an intermediate catamaran craft lc
may
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comprise at least one additional intermediate hull 30 adapted to improve the
stability of the catamaran boat 1. In particular, the intermediate catamaran
craft 1c
comprises at least one and, to be precise, exactly two intermediate additional
hulls
30 located externally to the intermediate side hulls 28 and, in particular, on
opposite sides of the intermediate side hulls 28, so as to enclose between
them
the same intermediate side hulls 28.
Said additional intermediate hulls 30 have a section that can suitably be
smaller
than the intermediate section of the side hulls 28.
The additional intermediates hulls 30 properly have a length smaller than the
length of the intermediate side hulls 28. Alternatively, the additional
intermediates
hulls 30 suitably have a length at least equal and, specifically, greater
than, the
length of the intermediate side hulls 28.
Finally, in some cases, with reference to Figg.16 and 17 the catamaran boat 1
comprises a only catamaran craft acting independently and defining a bow 2, a
stern 3 and a median axis x.
The catamaran craft comprises a catamaran hull and, in detail, two side hulls
100;
a supporting structure 6 connecting the side hulls 100 and defining a
supporting
surface; motor means 4 adapted to generate a thrust force of the catamaran
craft/boat and selectively placed in the bow 2 or stern 3; and directional
means 5
adapted to define, properly together with the motor means 4, the direction of
advance of the catamaran craft and, therefore, the catamaran boat 1 and placed
on the opposite side of the motor means 4 and, therefore, selectively at the
stern 3
or bow 2.
Particularly, the motor means 4 are at the bow 2 and the directional means 5
at
the stern 3 (Figs. 17a and 17b). Alternatively, the motor means 4 are at the
stern 3
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and the directional 5 at the bow 2 (Figs. 16a and 16b).
The motor means 4 and directional means 5 are constrained to the structure 6
and, preferably, placed between the side hulls 100 and, more preferably, along
the
median axis x.
5 The motor means 4 comprise an azimuth thruster, conveniently, adapted to
rotate
on a thrust axis 4c substantially perpendicular to the supporting surface,
thus
changing the direction of the thrust force.
The directional means 5 comprise: a rudder blade, properly, arranged to rotate
on
a directional axis 5c substantially perpendicular to the supporting surface
thus
10 varying the direction of advance.
The axes 5c and 4c are substantially mutually parallel, in particular, they
lie on a
plane substantially parallel to the median axis x. Preferably, the axis 4c, 5c
and x
lie substantially on a single plane.
The axes 5c and 4c are substantially normal to the supporting surface.
15 The means 4 and 5 and, in particular, the azimuth thruster and the
rudder blade
are adapted to rotate independently one another, so as to allow the catamaran
boat 1 selectively moving along a transverse direction and, in some cases,
normal
to the median axis x, advancing along the x axis or, almost roto-translating
and, in
particular, substantially rotating.
20 Preferably, the catamaran craft has a control station, wheelhouse, 110
suitably
connected to the thrust means 4 and directional means 5 so as to command its
direction and speed of advance and, therefore, said means.
The supporting structure 6 is called the bridge and is subtended/underlying
between the side hulls, it connects the hulls themselves defining a supporting
25 structure.
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A structure, called superstructure, can be bound to the bridge from the top
and
formed by sidewalls 7 and a ceiling 8.
The side hulls 100 have both ends with a shape of known type and, in
particular, tapered so as to facilitate the movements of the catamaran craft
and,
therefore, of the catamaran boat 1. Alternatively, the side hulls 100 have, as
shown in Fig. 18, one end, preferably the bow 2, tapered and the other end,
preferably the stern 3, non-tapered and, in particular, terminating with a
flat
face suitably and substantially perpendicular to the waterline.
The invention is susceptible of variations falling within the scope of the
inventive
idea. All of the details can be replaced by equivalent elements, and the
materials,
shapes and sizes can be of any nature and magnitude.
For example, the coupling means and the locking means may substantially
coincide and, in particular, comprise at least one compression fitting (Figs.
18,
19a, 19b).
Additionally, the units la and lb may comprise additional reference means able
to prevent a relative movement between the catamaran crafts la and lb along
a plane perpendicular to the axis x so as to allow the compression fitting to
work almost exclusively for compression.
In particular, the first catamaran craft la, as shown in Fig. 18, comprises at
least one first compression fitting 31a disposed at the stern 3a. Preferably,
the
first catamaran craft la comprises two first compression fittings 31a placed
at
stern 3a.
The first compression fitting 31a, as well as the second 31b, comprises a
first
coupling pin 311b integral with the second catamaran craft 1 b; a first boom
312a having one end hinged to the first catamaran craft la; a first additional
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arm 313a provided with a first hook 314a committed to the first pin 311b and
having the end, opposite to said first hook 314a, hinged to the first boom
312a;
and a first linear actuator 315a having one end hinged to the first catamaran
craft la and the other to the point of pivoting between the first arms 312a
and
313a.
The first pin 311b is disposed in a second vane 18b.
The first arms 312a, 313a, the first hook 314a and the first linear actuator
315a
are placed in a first seat 18a.
The first linear actuator 315a controls, as a function of its length variation
(preferably an elongation), a mutual rotation of the first arms 312a and 313a
respect to the first catamaran craft la.
Said rotation leads the first hook 314a outside the first seat 18a by placing
it in
the second seat 18b and, then, committing it to the first pin 311b.
Such commitment of the first hook 314a to the first pin 311b defines an
articulated triangle in which the first boom is hinged, at its ends, to the
first
catamaran craft 1 a and the first supplementary arm 313a which, in turn, is
hinged through the first hook 314a to the first pin 311b and, then, to the
second
catamaran craft lb (Fig. 19a).
At this point, the first linear actuator 315a performs a new length variation
opposite to the previous one (preferably a contraction).
The contraction of the first linear actuator 315a imposes on first arms 312a
and
313a a rotation in the opposite direction that combines and binds jointly the
second catamaran craft lb to the first catamaran craft la (Fig. 19b).
The second catamaran craft 1 b, as shown in Fig. 18, comprises at least one
compression fitting 31b arranged/placed at the stern 3b and, in particular,
two
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compression fittings 31b placed at the stern 3b.
The second compression fitting 31b comprises a second pin 311a integral with
the first catamaran craft la; a second boom 312b having one end hinged to the
second catamaran craft 1 b; a second additional arm 313b equipped with a
second hook 314b committed to the second pin 311a and having the end,
opposite to said second hook 314b, hinged to the second boom 312b; and a
second linear actuator 315b having one end hinged to the second catamaran
craft lb and the other to the point of pivoting between the second arms 312b
and 313b.
The second pin 311a is disposed in a first seat 18a.
The second arms 312b, 313b, the second hook 314b and the second linear
actuator 315b are placed in a second seat 18b.
The second linear actuator 315b controls, as a function of its length
variation
(preferably an elongation), a mutual rotation of the second arms 312b and 313b
respect to the second catamaran craft lb.
Said rotation leads the second hook 314b outside the second seat 18b by
placing it in the first seat 18a and, then, committing it to the second pin
311a.
Such commitment of the second hook 314b to the second pin 311a defines an
articulated triangle in which the second boom 312b is hinged, at its ends, to
the
second catamaran craft lb and the second additional arm 313b which, in turn,
is hinged, through the second hook 314b to the second pin 311a and, then, to
the first catamaran craft la (Fig. 19a).
At this point, the second linear actuator 315b performs a new length variation
opposite to the previous one (preferably a contraction).
The contraction of the second linear actuator 315b imposes on second arms
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312b and 313b a rotation in the opposite direction that combines and binds
solidly the first catamaran craft la to the second catamaran craft lb (Fig.
19b).
The additional reference means of each catamaran craft la, lb comprise on its
external stern bulkhead 9a, 9b an additional truncated pyramid structure that
protrudes to the outside of the stern 3a, 3b and a supplementary recess
complementarily to the additional truncated pyramid structure so as to house
inside the additional truncated pyramid structure, preventing a relative
movement between the catamaran crafts la and lb along a plane
perpendicular to the median axis x.
The additional truncated pyramid structure and the supplementary recess have
complementary section so as to cooperate substantially by contact of the
respective inclined planes during the headway.
