savings in not needing that engine, all its fuel supply and exhaust systems are considerable and contribute directly to performance – remember, in multihulls stability is achieved by hull and appendage geometries, not by keel weight, so every kilogram saved counts. This solar power plant on the HH44 delivers as much power in a day as five to six hours of running a genset, and is thus integral to the design concept of being sustainably independent while cruising (or racing). It fits what Hakes calls a “parallel hybrid” solution to managing power on board for both propulsion and energy management. ‘It’s a clear trend that our customers are interested in having the independence that comes from sailing a catamaran to their destinations of choice,’ says Hakes, ‘and they want to do this in an efficient yet environmentally sustainable way. The development of new technologies to meet this demand has been outstanding in recent years, so we’re pleased to integrate the use of these systems into the HH44.’
The Parallel Hybrid can function in several different modes to service the needs of the modern sailor. 1. Electric propulsion – 10kW per shaft (20kW total) allowing silent fume free motoring at seven knots for two hours, powered from the batteries and the sun.
82 SEAHORSE
This would be valuable in scenarios where the noise, exhaust and vibration of running the engines conventionally may not be ideal – like an early departure from a quiet anchorage where the neighbours should not be disturbed.
2. Hydrogeneration - Similarly, this system is a hydro genset so that when sailing the HH44 can generate electrical energy to replenish the batteries. This approach is impressive because it can deliver free power to operate the amenities on board (climate control system, galley appliances, lights, entertainment system, etc) while still at a low carbon footprint.
3. Generator mode – If you are at anchor and there is no wind to sail, nor sun for solar power. You can turn on the diesel engines and send 12kW of electrical power directly into the batteries, fully charging them from empty in three hours.
4. Engine mode – You still have two trusty 30hp diesel engines for when you need them, and while you are using them you are again sending upto 6kW per engine back into the batteries.
‘It turns out that parallel hybrid systems have been in use on canal boats in inland waterways for many years, where you have the known
Above:
large curved daggerboards are the key to good upwind VMG. The extended ‘longeron’ allows much larger head- sails and code sails to be flown on permanently mounted furlers. Note the clever configuration of anchor and cable
stowed neatly underneath the longeron
reliability and safety of a diesel engine turning the propeller, or the gearbox can switch to electric power’ says Hakes. ‘And we learned about them while building eleven hybrid CNG/electric-parallel hybrid powered boats for the Shanghai Disney Park a few years ago, and this opened our eyes to future applications.’ There is also a safety and security benefit to having redundant systems while long-distance cruising because the HH44 in effect has four power plants: two diesel and two electric. If one fails there are back-ups, which can be vitally important in some circumstances where reliable power or propulsion is needed immediately. HH Catamarans offers an
extensive list of options for the 44 letting owners appoint their yacht to suit their individual needs, including a huge sail wardrobe to choose from. As for all-out customisations, the HH44 has very few, unlike its larger cousins. This is not only because Hudson Yacht Group wishes to keep the production costs and timing as streamlined as possible to deliver this boat to market… it’s also because this design represents decades of accumulated boatbuilding expertise and 10 years of careful thought and evolution towards what should be the ideal performance luxury catamaran of this size. As Hakes says, ‘this is the boat I have always wanted to build’.
www.hhcatamarans.com
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120
