EP3464053B1 - Hitch device - Google Patents

Hitch device Download PDF

Info

Publication number
EP3464053B1
EP3464053B1 EP17730103.3A EP17730103A EP3464053B1 EP 3464053 B1 EP3464053 B1 EP 3464053B1 EP 17730103 A EP17730103 A EP 17730103A EP 3464053 B1 EP3464053 B1 EP 3464053B1
Authority
EP
European Patent Office
Prior art keywords
coupling device
vessel
translation
underrun
coupling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17730103.3A
Other languages
German (de)
French (fr)
Other versions
EP3464053A1 (en
Inventor
Eric DIVRY
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wettoncraft SAS
Original Assignee
Wettoncraft SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wettoncraft SAS filed Critical Wettoncraft SAS
Publication of EP3464053A1 publication Critical patent/EP3464053A1/en
Application granted granted Critical
Publication of EP3464053B1 publication Critical patent/EP3464053B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C13/00—Equipment forming part of or attachable to vessels facilitating transport over land
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B59/00—Hull protection specially adapted for vessels; Cleaning devices specially adapted for vessels
    • B63B59/02—Fenders integral with waterborne vessels or specially adapted therefor, e.g. fenders forming part of the hull or incorporated in the hull; Rubbing-strakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B17/00—Vessels parts, details, or accessories, not otherwise provided for
    • B63B17/02—Awnings, including rigid weather protection structures, e.g. sunroofs; Tarpaulins; Accessories for awnings or tarpaulins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/56—Towing or pushing equipment
    • B63B21/64—Equipment for towing or pushing vessels by vehicles or beings moving forward on ground-based paths along water-way

Definitions

  • the present invention relates in particular to securing the transport of ships on solid surfaces.
  • a preferred application relates to the naval industry and more particularly to light boats, both for tourism and for professionals.
  • the trailer comprises a coupling device making it possible to connect said trailer to the towing vehicle.
  • These trailers are bulky in particular because of their length greater than the length of the vessel that they transport.
  • the coupling device is attached to one of the ends of the amphibious vehicle.
  • the document US 3289 225 A discloses a boat comprising a coupling device movable between a deployed position and a retracted position.
  • the document US 3608111 A shows another possibility of moving the coupling device between a retracted position and a retracted position, with an embodiment in which part of the drawbar is retracted into the hull in the retracted position.
  • the invention makes it possible to resolve all or part of the drawbacks of current techniques.
  • One aspect of the invention relates in particular to a vessel comprising a hull capable of being towed on a solid surface and comprising a coupling device comprising a straight drawbar and a coupling mechanism.
  • the coupling device is movable in translation along a translation axis parallel to a longitudinal axis of the hull between a retracted position and a deployed position in which the coupling device is more outside the hull than in the retracted position.
  • said vessel comprises a coupling device which is movable in translation along an axis parallel to a longitudinal axis of the hull between a retracted position in which the coupling device is more retracted into the hull to a deployed position in which the device d the coupling is more outside the hull than in the retracted position ...
  • This advantageous characteristic enables the ship to include a coupling device perfectly suited to the safety of the land transport of a ship and of which the drawbacks and the size relative to this device are limited.
  • the present invention relates to a ship 10, the hull 11 of which carries in particular an anti-underrun device 20 and / or a coupling device 30.
  • the hull 11 comprises side walls configured to be in contact with the water, and a deck configured to accommodate in particular the users of the ship, but also all the elements on board.
  • the hull 11 comprises a coupling device 30 or means for attaching a coupling system 30 at its bow 13 or at its stern 14, then it also comprises at least one wheel 40.
  • the ship 10 is therefore an amphibious vehicle capable of moving both in a liquid medium such as water, and on a solid surface.
  • the vessel 10 moves on a solid surface (either by means of its at least one wheel 40, or by positioning it on a trailer) it is important to have an anti-underrun device 20.
  • the vessel 10 moves on a solid surface (either by means of its at least one wheel 40, or by positioning it on a trailer) it is useful to have a coupling device 30, in particular when the latter is not present on the trailer.
  • the coupling device 30 is provided in order to be able to tow the vessel during its movement on a solid surface and for the entry / exit of water.
  • Said coupling device 30 comprises a coupling mechanism 31 allowing connection with the vehicle and a coupling structure 32.
  • the coupling mechanism 31 comprises a gripping face comprising a handle, and a fixing face comprising a cavity, the gripping and fixing faces being advantageously opposite to each other.
  • the coupling device 30 is preferably located at the stern 14 of the hull 11.
  • the coupling device 30 is movable in translation inside the shell 11 along an axis parallel to the longitudinal axis of the shell.
  • the translation axis of the coupling device 30 may coincide with the longitudinal axis of the hull.
  • the coupling device 30 is movable between a deployed position and a retracted position in which the bar is retracted more into the hull than in the deployed position.
  • This mobility is in particular permitted by a sheath 34 provided in the shell. Stops, not visible in the figures, make it possible to limit the movement of the coupling structure 32 vis-à-vis the sheath 34. It is also possible to provide a length of the coupling structure 32 allowing the positioning of one or more end-of-travel stops towards the deployed position and / or towards the retracted portion, for example in series in order to increase safety when towing the vessel 10.
  • a hatch 35 waterproof allows, when the coupling device 30 is retracted into the shell 11, to prevent water from entering said shell 11 at a mouth of the sheath.
  • the hatch 35 sealingly delimits the entrance to the sheath 34.
  • the hatch then opens to allow deployment of the coupling device 30.
  • This embodiment has many advantages. By integrating the device inside the hull 11, the center of gravity of the ship 10 is lowered, which gives it better stability.
  • the coupling device 30 can add mass towards the bow 13 of the vessel 10. In doing so, this can facilitate the planing of the vessel 10 at low speed and therefore reduce fuel consumption.
  • having no axis of rotation 33 transverse to that of the translation the safety of the vessel 10 during its towing is further increased by reducing the points of weakness of the coupling device 30.
  • the coupling device 30 comprises a system for locking the deployed position.
  • the coupling device 30 is movable according to an angular displacement between an inactive position, in which the translation of the coupling device is locked and an active position in which the translation of the coupling device 30 is authorized.
  • the angular displacement is between 90 ° and 270 ° and preferably 180 °.
  • a stop present on one of the coupling device 30 and / or the sleeve 34 cooperates with a groove present on the other among the coupling device 30 and / or the sleeve 34 in order to lock the translation of the coupling device 30.
  • a lug is present on the right drawbar 39 and a groove extends in the longitudinal direction of the sheath 34.
  • a second groove is positioned radially in the sheath 34.
  • the coupling device 30 may comprise a guide rail 38.
  • the guide rail 38 then having substantially a U-shape.
  • the guide rail 38 is fixed to the right drawbar by its base. Said guide rail 38 is configured to cooperate with a stop (not shown in the figures) integral with the sheath 34.
  • the stop takes the form of a lug.
  • the cooperation between the lug fixed in the sheath 34 and the guide rail 38 ensures on the one hand that the coupling device 30 is correctly placed. in position, but also to limit any rotation inside the sheath 34.
  • the guide rail 38 is fixed on the right drawbar 39 opposite the fixing face of the coupling mechanism 31.
  • the guide rail 38 never interferes with the good grip of the coupling mechanism 31.
  • This U-shaped rail cooperates with the handle of the coupling mechanism 31. Thus, this makes it possible to strengthen the retention of the coupling device. 30 in the sleeve 34.
  • alternative systems for locking the coupling device 30 in the deployed position on angular displacement of said coupling device are possible.
  • retractable lugs can be positioned in the right drawbar on the portion of said right drawbar which remains in the sheath during the deployment of the coupling device 30 and cooperate with the sheath 34.
  • a control device makes it possible to retract the lugs and therefore allow retraction of the coupling device 30 in the sheath 34.
  • the coupling device 30 is movable in rotation along an axis of rotation 33 parallel to the width dimension of the shell 11. It can thus pass from a coupling position to a raised position. This can be substantially at 90 ° relative to the hitch position.
  • the coupling device can be surrounded by the two pads and / or include two spaced side members so as to form a clearance space around the engine.
  • the hook can be fixed to a transverse part of the coupling device 30.
  • the device can be in two independent and tilting parts, at least one of which comprises the coupling hook.
  • the coupling device 30 comprises a hook allowing the attachment of a water-ski rope, but also an electric winch, allowing assistance in the entry / exit of the water from the amphibious vehicle.
  • said coupling device 30 In the coupling position, said coupling device 30 is in the extension of the prow 13 / stern 14 axis of the hull 11. In this position it allows the vessel 10 to be towed by another vehicle. In the raised position, the coupling device 30 is maintained along an axis parallel to the first axis.
  • the hitch structure can include one or more bars. The bars can advantageously be telescopic. Thus, one can quickly and easily adjust the desired length either for the towing of the ship 11, or to avoid during navigation on the water raising the center of gravity of the ship 11. This improves in particular the stability of said ship 11.
  • the coupling device 30 may include a sliding chain plate (visible in figure 1 and 2 ) in order in particular to assist the rotation of said coupling device 30 which further improves the safety of said vessel.
  • the underrun device 20 is the underrun device 20
  • the anti-underrun device 20 is carried by the hull 11 of the vessel 10 of the present invention.
  • the anti-recess device 20 comprises at least one arm 21 and at least one structure 22 and preferably two arms 21 and a structure 22.
  • the anti-recess device 20 is configured to be able to pass from a first position to a second position and vice versa.
  • the arm 21 comprises two ends. One of the ends of the arm being connected to the axis of rotation 23 and the other end is connected to the structure 22.
  • the arm 21 and the structure 22 are formed as a monolithic part.
  • the arm 21 can be made of different materials.
  • the arm 21 is made with a tube in particular of stainless metal. This preferred embodiment makes it possible in particular to have good resistance to force, while limiting the mass of the anti-underrun device. In the first position of the anti-underrun device, said arm 21 is oriented in a predominantly horizontal direction. In the second position of the underrun device, the arm 21 is oriented in a predominantly vertical direction (see figure 1 ).
  • the arm 21 can be rectilinear. It can also have a curved shape as is the case in the figure 1 . The shape of the arm 21 described is not limiting, and other shapes are of course possible.
  • the lower end of the arm 21 is linked to the hull 11 at the level of a piloting console 12 of the ship 10.
  • piloting console 12 is meant the part of the ship 10 making it possible in particular to control the direction and the speed of the ship.
  • the length of the arm 21 is greater than the length separating the axis of rotation 23 and the bow 13 and / or the stern 14 of the hull 11 of the vessel 10.
  • This advantageous configuration allows in particular the arm 21 to '' get to one end of the shell 11 and the structure 22 to protrude from the shell ( figure 1 for example) when positioning the anti-underrun device 20 in its first position.
  • the arm 21 is telescopic. Thus, it can quickly adjust to the desired length of the first and / or second positions.
  • the arm can carry, over its length dimension, signaling elements 25 in particular for marine navigation and in particular navigation lights (port, starboard and anchor).
  • the structure 22 is advantageously produced by stainless metal tubes. Of course, other materials can be used and this embodiment is not limiting.
  • the structure 22 comprises a length dimension and a width dimension.
  • the length dimension of the structure 22 is the dimension parallel to the longitudinal axis of the ship 11.
  • the width dimension of the structure 22 is parallel to the width dimension of the ship 11.
  • the structure 22 is configured to carry at least one support 24.
  • the support itself being able to carry the license plate 26 (for land vehicle) and / or the signaling elements 25.
  • the license plate and / or the signaling elements 25 are carried directly by the structure 22.
  • the signaling elements 25 can be signaling elements 25 for movement on solid surfaces (low beam, reversing light , brake light, etc.), but also navigation light signaling elements (port, starboard, anchor).
  • Unique signage elements can be used for both land and sea travel. For example, maritime signaling lights can be positioned on one side of the signaling element, while land signaling lights can be carried on the upper face of the signaling element.
  • the structure 22 is a frame whose length dimension is greater than or equal to the width dimension.
  • the width of the frame may be greater than its length.
  • the width dimension is greater than or equal to the width of the ship 10.
  • the width dimension is less than or equal to the width of the trim of the ship 10.
  • the frame can accommodate in its interior a canvas making it possible to have an effect of sun visor or awning during the maritime navigation of the ship.
  • the canvas is removable, it can be removed when moving on a solid surface.
  • the connection between the structure 22 and the arm 21 is made on a longitudinal portion of the frame ( figure 1 for example).
  • the connection can be made inside the frame thanks in particular to an additional connection element.
  • the additional connection element can for example be a bar or a cross member.
  • the presence of at least one cross member makes it possible to reinforce the rigidity of the frame.
  • an additional support element can be positioned.
  • this complementary element is a piston positioned to balance the frame and preferably form a triangle with the arm 21 and the structure 22.
  • the connection between the structure 22 and the arm 21 allows the structure 22 to pivot around the connection.
  • the inclination of the structure 22 relative to the horizontal can be variable.
  • the structure can also, in an alternative embodiment, have the shape of an arch.
  • the length dimension of structure 22 is less than the width dimension of said structure.
  • the hoop can be curved and / or straight.
  • the structure 22 has a predominantly perpendicular position relative to the support for the arm 21.
  • the structure 22 has a predominantly vertical orientation.
  • the structure 22 has a predominantly horizontal orientation.
  • the structure 22 can include at least one of the following additional elements: a canvas, a rod holder, a hook, a winch. These elements are not limiting, and other elements can be included and / or added to the structure. These additional elements allow the structure 22 to have second functions varied, especially when the anti-underrun device is in its second position.
  • the hook for example, can in particular be used to fix a rope for water sports such as water skiing or wakeboarding (wakeboarding).
  • a connection and an electrical wiring are present in and / or on the structure 22 and the arm 21.
  • This electrical connection is of course sealed and makes it possible to link the signaling elements 25 with the console 12 and / or the towing vehicle during displacements on solid surface.
  • this solution offers the advantage of limiting the problems of immersion of the electrical connections.
  • the vehicle / vessel connection can be made on a portion closer to the vehicle in order in particular to ensure that it is not submerged when the vessel is being launched and taken out of the water 10.
  • the first function of the anti-underrun device 20 is in particular to prevent pedestrians and / or two wheels from passing under the wheels 40 of the vessel 10 and / or the trailer in the event of an accident.
  • the an-embedding device also comprises at least one secondary function.
  • the various functions of the anti-underrun device 20 allow it in particular to be able to adapt both to the movement of the vessel 10 on a solid surface and in water. This adaptability as a function of the travel environments is achieved by the ability for the anti-underrun device 20 to move from a first position to a second position. Preferably, the first position is below the second position.
  • the shell 11 comprises an axis of rotation 23.
  • the axis of rotation 23 is parallel to the transverse axis of the vessel 10.
  • the axis of rotation 23 is a geometric axis. That is to say that there is not necessarily a physical axis passing through the width of the vessel 10.
  • rotary fasteners may for example be present on the hull 11 and on the axis of rotation 23.
  • the rotary fasteners are carried by the console 12 (see figure 3 for example).
  • the rotation of the anti-underrun device 20 has the particular function of causing said anti-underrun device 20 to pass from a first position to a second position.
  • the first position of the anti-underrun device 20 corresponds to at least a first function
  • the second position of the underrun device 20 corresponds to at least a second function.
  • the first function preferably corresponds to the underrun bar function.
  • the structure 22 has at least one portion located at the level of the hubs of the wheels of the trailer and / or of the wheel 40.
  • the aim is to reduce the distance between the ground and the hull 11 in order to avoid that a pedestrian and / or a two-wheeler does not pass under the wheels of the trailer and / or the wheel 40.
  • the structure 22 in the first position, must have at least a portion at a distance between 40 and 55 centimeters ( cm) from the ground and preferably 50 cm from the ground.
  • This preferred position makes it possible in particular to have an intermediate element between the ground and the shell 11 preventing a pedestrian and / or a two-wheeler from passing under the wheels of the trailer and / or of the wheel 40 by lowering the guard.
  • the second function of the underrun device 20 is preferably an awning or sun visor function.
  • the structure 22 in the second position of the anti-underrun device 20, the structure 22 has a predominantly horizontal position.
  • the latter can produce a cover.
  • a vessel 10 comprising an anti-underrun device 20 integrated
  • said vessel 10 guarantees safe movement on a solid surface for the people around while limiting the disadvantages of the vessel. presence of an anti-underrun device 20.
  • the reuse of this anti-underrun device 20 makes it possible to save weight and size and enhance the overall safety of the ship.
  • a sealed maneuvering assistance system is present on the at least one wheel 40.
  • This assistance system to the maneuver comprises at least one roller and a transmitter / receiver of radio waves.
  • the radio wave transmitter / receiver makes it possible to control the at least one roller, in particular by means of a remote control. Other means of control are of course possible.
  • the advantage of the maneuvering assistance system is that it allows a user to better control the launching and leaving the water from the vessel 10. By having better control over these maneuvers, the safety of the vessel s 'found increased.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Ship Loading And Unloading (AREA)

Description

DOMAINE DE L'INVENTIONFIELD OF THE INVENTION

La présente invention est relative notamment à la sécurisation du transport de navires sur les surfaces solides.The present invention relates in particular to securing the transport of ships on solid surfaces.

Une application préférée concerne l'industrie navale et plus particulièrement les embarcations légères tant pour le tourisme que pour les professionnels.A preferred application relates to the naval industry and more particularly to light boats, both for tourism and for professionals.

ARRIERE-PLAN TECHNOLOGIQUETECHNOLOGICAL BACKGROUND

Dans ce dernier domaine, on connait de nombreux navires de tourisme pouvant être positionnés sur une remorque afin notamment d'être tractés ensuite par un véhicule terrestre classique.In the latter field, many tourist vessels are known which can be positioned on a trailer in order in particular to then be towed by a conventional land vehicle.

Ainsi, la remorque comprend un dispositif d'attelage permettant de relier ladite remorque au véhicule tracteur. Ces remorques sont encombrantes notamment du fait de longueur supérieure à la longueur du navire qu'elle transporte.Thus, the trailer comprises a coupling device making it possible to connect said trailer to the towing vehicle. These trailers are bulky in particular because of their length greater than the length of the vessel that they transport.

Dans le cadre d'un véhicule amphibie capable de se déplacer tant dans un milieu liquide (principalement de l'eau) que sur des surfaces solides. Classiquement, le dispositif d'attelage est fixé à une des extrémités du véhicule amphibie.As part of an amphibious vehicle capable of moving both in a liquid medium (mainly water) and on solid surfaces. Conventionally, the coupling device is attached to one of the ends of the amphibious vehicle.

L'un des inconvénients majeurs de tel système est l'encombrement important du dispositif d'attelage lors de la navigation du navire dans le milieu liquide. Il est aussi prévu qu'un tel dispositif peut être stocké verticalement sur le navire. Dans ce cas le dispositif d'attelage agit comme un mat et des problèmes de stabilité du navire peuvent survenir.One of the major drawbacks of such a system is the large size of the coupling device when the ship is navigating in the liquid medium. It is also expected that such a device can be stored vertically on the ship. In this case the coupling device acts as a mast and vessel stability problems may arise.

Ainsi, il est souhaitable de trouver une solution qui limite les inconvénients décrits.Thus, it is desirable to find a solution which limits the drawbacks described.

Le document US 3289225 A divulgue un bateau comprenant un dispositif d'attelage déplaçable entre une position déployée et une position rétractée.The document US 3289 225 A discloses a boat comprising a coupling device movable between a deployed position and a retracted position.

Le document US 3608111 A montre une autre possibilité de déplacement du dispositif d'attelage entre une position escamotée une position rétractée, avec un mode de réalisation dans lequel une partie du timon est rétractée dans la coque dans la position rétractée.The document US 3608111 A shows another possibility of moving the coupling device between a retracted position and a retracted position, with an embodiment in which part of the drawbar is retracted into the hull in the retracted position.

Le document US 3599256 A présente une autre embarcation avec un dispositif d'attelage rétractable.The document US 3599256 A presents another boat with a retractable coupling device.

L'invention permet de résoudre tout ou partie des inconvénients des techniques actuelles.The invention makes it possible to resolve all or part of the drawbacks of current techniques.

RESUME DE L'INVENTIONSUMMARY OF THE INVENTION

Un aspect de l'invention concerne en particulier un navire comprenant une coque apte à être remorquée sur une surface solide et comprenant un dispositif d'attelage comprenant un timon droit et un mécanisme d'attelage. Le dispositif d'attelage est mobile en translation selon un axe de translation parallèle à un axe longitudinal de la coque entre une position escamotée et une position déployée dans laquelle le dispositif d'attelage est plus en dehors de la coque que dans la position escamotée. Avantageusement ledit navire comporte un dispositif d'attelage est mobile en translation selon un axe parallèle à un axe longitudinal de la coque entre une position escamotée dans laquelle le dispositif d'attelage est plus rentré dans la coque à une position déployée dans laquelle le dispositif d'attelage est plus en dehors de la coque que dans la position escamotée...One aspect of the invention relates in particular to a vessel comprising a hull capable of being towed on a solid surface and comprising a coupling device comprising a straight drawbar and a coupling mechanism. The coupling device is movable in translation along a translation axis parallel to a longitudinal axis of the hull between a retracted position and a deployed position in which the coupling device is more outside the hull than in the retracted position. Advantageously, said vessel comprises a coupling device which is movable in translation along an axis parallel to a longitudinal axis of the hull between a retracted position in which the coupling device is more retracted into the hull to a deployed position in which the device d the coupling is more outside the hull than in the retracted position ...

Cette caractéristique avantageuse permet au navire de comprendre un dispositif d'attelage répondant parfaitement à la sécurité du transport terrestre d'un navire et dont les inconvénients et l'encombrement relatif à ce dispositif sont limités.This advantageous characteristic enables the ship to include a coupling device perfectly suited to the safety of the land transport of a ship and of which the drawbacks and the size relative to this device are limited.

BREVE INTRODUCTION DES FIGURESBRIEF INTRODUCTION OF FIGURES

D'autres caractéristiques, buts et avantages de la présente invention apparaitront à la lecture de la description détaillée qui suit, et en regard des dessins annexés donnés à titre d'exemples non limitatifs et sur lesquels :

  • la figure 1 montre une vue de côté d'un véhicule amphibie comportant un dispositif anti-encastrement et un dispositif d'attelage non revendiqué.
  • La figure 2 est une vue de trois quarts du mode de réalisation de la figure 1.
  • La figure 3 est une vue latérale d'un véhicule amphibie en position de navigation maritime comportant un dispositif d'attelage mobile en translation dans la coque.
  • La figure 4 est une vue latérale d'un véhicule amphibie en position de déplacement terrestre comportant un dispositif d'attelage mobile en translation dans la coque.
  • La figure 5 est une vue arrière montrant une trappe étanche fermée.
  • La figure 6 montre un navire avec le dispositif d'attelage en position déployée et verrouillée,
  • La figure 7 montre le dispositif d'attelage en position déployé et non verrouillée
  • La figure 8 montre une vue de trois quarts arrière avec le dispositif d'attelage escamotée.
Other characteristics, aims and advantages of the present invention will appear on reading the detailed description which follows, and with reference to the appended drawings given by way of non-limiting examples and in which:
  • the figure 1 shows a side view of an amphibious vehicle having an underrun device and a towing device not claimed.
  • The figure 2 is a three-quarter view of the embodiment of the figure 1 .
  • The figure 3 is a side view of an amphibious vehicle in maritime navigation position comprising a coupling device movable in translation in the hull.
  • The figure 4 is a side view of an amphibious vehicle in terrestrial displacement position comprising a coupling device movable in translation in the hull.
  • The figure 5 is a rear view showing a closed watertight hatch.
  • The figure 6 shows a vessel with the coupling device in the deployed and locked position,
  • The figure 7 shows the coupling device in the deployed and unlocked position
  • The figure 8 shows a rear three-quarter view with the hitch retracted.

DESCRIPTION DETAILLEEDETAILED DESCRIPTION

Avant d'entrer dans le détail de formes préférées de réalisation de l'invention en référence aux dessins notamment, d'autres caractéristiques optionnelles de l'invention, qui peuvent être mises en oeuvre de façon combinées selon toutes combinaisons ou de manière alternative, sont indiquées ci-après :

  • le navire comprend une coque apte à être remorquée sur une surface solide, ledit navire comporte un dispositif anti-encastrement configuré pour être mobile entre une première position dans laquelle le dispositif est en fonction d'anti-encastrement et une deuxième position dans laquelle le dispositif n'est pas en fonction d'anti-encastrement.
  • la coque comprend un axe de rotation parallèle à l'axe en largeur de ladite coque et dans lequel l'axe de rotation est configuré pour permettre au dispositif anti-encastrement de passer de la première position à la deuxième position et vice versa.
  • le dispositif anti-encastrement comprend au moins un bras et au moins une structure.
  • lequel le bras comprend une première extrémité configurée pour être connectée à l'axe de rotation, et une deuxième extrémité configurée pour être connectée à la structure.
  • un dispositif d'attelage rigide ayant une dimension non nulle selon une direction axe transversal à la coque.
  • le dispositif anti-encastrement dans la deuxième position a au moins une fonction secondaire prise parmi les fonctions suivantes : pare-soleil, un porte-canne, attache de corde de sport nautique, treuil, signalisation.
  • le dispositif d'attelage est mobile en rotation selon un axe de rotation parallèle à l'axe en largeur de la coque, entre une position d'attelage et une position relevée.
  • le dispositif d'attelage est mobile en translation selon un axe parallèle à un axe longitudinal de la coque.
  • le dispositif d'attelage comprend une gaine configurée pour permettre la mobilité du dispositif d'attelage dans la coque.
  • un système d'aide à la manoeuvre configuré pour assister le déplacement du navire sur la surface solide.
  • le système d'aide à la manoeuvre comprend au moins un galet et un émetteur/récepteur de fréquences radio configuré pour télécommander le au moins un galet.
  • dans la première position le dispositif anti-encastrement est en regard des parois latérales de la coque et dans la deuxième position le dispositif anti-encastrement est en regard du pont de la coque.
  • le navire comprend au moins une roue et de préférence deux roues.
  • la coque comprend une gaine configurée pour permettre la mobilité du dispositif d'attelage à l'intérieur de ladite coque lors de son escamotage.
  • la gaine comprend une trappe permettant de fermer hermétiquement ladite gaine lors de la position escamotée du dispositif d'attelage.
  • le dispositif d'attelage comprend un système de verrouillage de la position déployée.
  • le dispositif d'attelage comprend un système de verrouillage de la translation.
  • le système de verrouillage du dispositif d'attelage comprend un déplacement angulaire dudit dispositif d'attelage autour de son axe de translation configuré pour que ledit dispositif d'attelage soit mobile entre une position active dans laquelle le déplacement en translation du dispositif d'attelage est autorisé à une position inactive dans laquelle le déplacement en translation du dispositif d'attelage est autorisé empêché.
  • le système de verrouillage du dispositif d'attelage est configuré pour bloquer la translation du dispositif d'attelage dans une première position angulaire du dispositif d'attelage suivant l'axe de translation et pour autoriser la translation du dispositif d'attelage dans une deuxième position angulaire différente de la première position angulaire du dispositif d'attelage suivant l'axe de translation.
  • le décalage angulaire entre la première position angulaire et la deuxième position angulaire est compris entre 90° et 270° et de préférence de 180°.
  • lequel un rail de guidage ayant sensiblement une forme de U est fixé sur le timon droit par son embase, ledit rail de guidage est configuré pour coopérer avec une butée et de préférence un ergot est solidaire de la gaine.
  • le rail de guidage est fixé sur le timon droit au regard d'une face d'attelage du mécanisme d'attelage.
  • un dispositif anti-encastrement est configuré pour être mobile entre une première position dans laquelle le dispositif est en fonction d'anti-encastrement et une deuxième position dans laquelle le dispositif n'est pas en fonction d'anti-encastrement.
  • la première position du dispositif anti-encastrement est configurée pour être au-dessous de la deuxième position.
  • le navire comprend au moins une roue configurée pour permettre le déplacement dudit navire sur une surface solide et dans lequel, la première position du dispositif anti-encastrement est configurée pour être au-dessus d'au moins une portion de la roue.
  • le dispositif anti-encastrement comprend au moins un bras et au moins une structure ladite structure comprend des feux de signalisation pour navigation maritime et pour le déplacement terrestre.
Before entering into the detail of preferred embodiments of the invention with reference to the drawings in particular, other optional features of the invention, which can be implemented in a combined manner in any combination or alternatively, are indicated below:
  • the vessel comprises a hull capable of being towed on a solid surface, said vessel comprises an anti-underrun device configured to be movable between a first position in which the device is in an anti-underlay function and a second position in which the device is not in function of anti-embedding.
  • the shell comprises an axis of rotation parallel to the axis in width of said shell and in which the axis of rotation is configured to allow the anti-underrun device to pass from the first position to the second position and vice versa.
  • the anti-underlay device comprises at least one arm and at least one structure.
  • wherein the arm includes a first end configured to be connected to the axis of rotation, and a second end configured to be connected to the structure.
  • a rigid coupling device having a non-zero dimension in an axis direction transverse to the hull.
  • the underrun device in the second position has at least one secondary function taken from the following functions: sun visor, a rod holder, water sport rope tie, winch, signaling.
  • the coupling device is movable in rotation along an axis of rotation parallel to the width axis of the hull, between a coupling position and a raised position.
  • the coupling device is movable in translation along an axis parallel to a longitudinal axis of the hull.
  • the coupling device comprises a sleeve configured to allow mobility of the coupling device in the hull.
  • a maneuvering aid system configured to assist the movement of the vessel on the solid surface.
  • the maneuvering aid system comprises at least one roller and a radio frequency transmitter / receiver configured to remotely control the at least one roller.
  • in the first position the anti-underrun device is opposite the side walls of the hull and in the second position the anti-underrun device is opposite the deck of the hull.
  • the vessel comprises at least one wheel and preferably two wheels.
  • the hull comprises a sheath configured to allow mobility of the coupling device inside said hull during its retraction.
  • the sheath comprises a hatch making it possible to hermetically close said sheath during the retracted position of the coupling device.
  • the coupling device comprises a system for locking the deployed position.
  • the coupling device comprises a translation locking system.
  • the locking system of the coupling device comprises an angular displacement of said coupling device about its translation axis configured so that said coupling device is movable between an active position in which the translational movement of the coupling device is authorized to a inactive position in which the translational movement of the coupling device is authorized prevented.
  • the coupling device locking system is configured to block the translation of the coupling device in a first angular position of the coupling device along the translation axis and to allow the translation of the coupling device in a second position angular different from the first angular position of the coupling device along the translation axis.
  • the angular offset between the first angular position and the second angular position is between 90 ° and 270 ° and preferably 180 °.
  • in which a guide rail having substantially a U-shape is fixed to the right drawbar by its base, said guide rail is configured to cooperate with a stop and preferably a lug is integral with the sheath.
  • the guide rail is fixed to the right drawbar opposite a coupling face of the coupling mechanism.
  • an anti-embedding device is configured to be movable between a first position in which the device is in an anti-embedding function and a second position in which the device is not in an anti-embedding function.
  • the first position of the underrun device is configured to be below the second position.
  • the vessel comprises at least one wheel configured to allow movement of said vessel on a solid surface and in which, the first position of the underrun device is configured to be above at least a portion of the wheel.
  • the anti-underrun device comprises at least one arm and at least one structure said structure comprises signal lights for maritime navigation and for land travel.

Afin d'avoir une bonne compréhension de l'invention qui va être décrite, on entendra par :

  • Axe longitudinal du navire, l'axe s'étendant entre la proue et la poupe du navire
  • Axe transversal du navire, l'axe perpendiculaire à l'axe longitudinal et dans un plan correspondant à l'assiette du navire, généralement à dominante horizontale.
In order to have a good understanding of the invention which will be described, by:
  • Longitudinal axis of the ship, the axis extending between the bow and the stern of the ship
  • Transverse axis of the ship, the axis perpendicular to the longitudinal axis and in a plane corresponding to the trim of the ship, generally predominantly horizontal.

La présente invention est relative à un navire 10 dont la coque 11 porte notamment un dispositif anti-encastrement 20 et/ou un dispositif d'attelage 30. Avantageusement, la coque 11 comprend des parois latérales configurées pour être au contact de l'eau, et un pont configuré pour accueillir notamment les utilisateurs du navire, mais aussi l'ensemble des éléments du bord.
Avantageusement, si la coque 11 comprend un dispositif d'attelage 30 ou des moyens d'accroché d'un système d'attelage 30 au niveau de sa proue 13 ou de sa poupe 14, alors, elle comprend aussi au moins une roue 40. Dans cette réalisation le navire 10 est donc un véhicule amphibie capable de se mouvoir tant dans un milieu liquide tel que de l'eau, que sur une surface solide.The present invention relates to a ship 10, the hull 11 of which carries in particular an anti-underrun device 20 and / or a coupling device 30. Advantageously, the hull 11 comprises side walls configured to be in contact with the water, and a deck configured to accommodate in particular the users of the ship, but also all the elements on board.
Advantageously, if the hull 11 comprises a coupling device 30 or means for attaching a coupling system 30 at its bow 13 or at its stern 14, then it also comprises at least one wheel 40. In this embodiment, the ship 10 is therefore an amphibious vehicle capable of moving both in a liquid medium such as water, and on a solid surface.

Selon l'invention, lorsque le navire 10 se déplace sur une surface solide (soit par le biais de sa au moins une roue 40, soit par le positionnement sur une remorque) il est important d'avoir un dispositif anti-encastrement 20.According to the invention, when the vessel 10 moves on a solid surface (either by means of its at least one wheel 40, or by positioning it on a trailer) it is important to have an anti-underrun device 20.

Selon l'invention, lorsque le navire 10 se déplace sur une surface solide (soit par le biais de sa au moins une roue 40, soit par le positionnement sur une remorque) il est utile d'avoir un dispositif d'attelage 30, notamment lorsque ce dernier n'est présent sur la remorque.According to the invention, when the vessel 10 moves on a solid surface (either by means of its at least one wheel 40, or by positioning it on a trailer) it is useful to have a coupling device 30, in particular when the latter is not present on the trailer.

Le dispositif d'attelage 30The coupling device 30

Le dispositif d'attelage 30 est prévu afin de pouvoir tracter le navire lors son déplacement sur une surface solide et pour l'entrée/sortie d'eau. Ledit dispositif d'attelage 30 comprend un mécanisme d'attelage 31 permettant une connexion avec le véhicule et une structure d'attelage 32.The coupling device 30 is provided in order to be able to tow the vessel during its movement on a solid surface and for the entry / exit of water. Said coupling device 30 comprises a coupling mechanism 31 allowing connection with the vehicle and a coupling structure 32.

De préférence, le mécanisme d'attelage 31 comprend une face de préhension comprenant une poignée, et une face de fixation comprenant une cavité, les faces de préhension et de fixation étant avantageusement opposées l'une à l'autrePreferably, the coupling mechanism 31 comprises a gripping face comprising a handle, and a fixing face comprising a cavity, the gripping and fixing faces being advantageously opposite to each other.

Le dispositif d'attelage 30 est situé de préférence à la poupe 14 de la coque 11.The coupling device 30 is preferably located at the stern 14 of the hull 11.

Le dispositif d'attelage 30, est mobile en translation à l'intérieur de la coque 11 selon un axe parallèle à l'axe longitudinal de la coque. L'axe de translation du dispositif d'attelage 30 peut être confondu avec l'axe longitudinal de la coque.The coupling device 30 is movable in translation inside the shell 11 along an axis parallel to the longitudinal axis of the shell. The translation axis of the coupling device 30 may coincide with the longitudinal axis of the hull.

Ainsi, le dispositif d'attelage 30 est mobile entre une position déployée et une position escamotée dans laquelle la barre est plus rentrée dans la coque que dans la position déployée.
Cette mobilité est notamment permise par une gaine 34 prévue dans la coque. Des butées, non visibles sur les figures, permettent de limiter le mouvement de la structure d'attelage 32 vis-à-vis de la gaine 34. Il est aussi possible de prévoir une longueur de la structure d'attelage 32 permettant le positionnement d'une ou plusieurs butées de fin de course vers la position déployée et/ou vers la portion escamotée par exemple en série afin d'augmenter la sécurité lors du tractage du navire 10. Une trappe 35 étanche permet, lorsque le dispositif d'attelage 30 est escamoté dans la coque 11, d'empêcher l'eau d'entrer dans ladite coque 11 à une embouchure de la gaine. La trappe 35 délimite de façon étanche l'entrée de la gaine 34. Ainsi, lors de la fermeture de la trappe 35, la gaine est hermétique. La trappe s'ouvrant ensuite pour permettre le déploiement du dispositif d'attelage 30.
Cette réalisation comporte de nombreux avantages. En intégrant le dispositif à l'intérieur de la coque 11, on abaisse le centre de gravité du navire 10 ce qui lui assure une meilleure stabilité. De plus, le dispositif d'attelage 30 peut ajouter une masse vers la proue 13 du navire 10. Ce faisant, cela peut faciliter le déjaugeage du navire 10 à faible vitesse et donc réduire la consommation de carburant. Enfin, n'ayant pas d'axe de rotation 33 transversal à celui de la translation, on augmente encore la sécurité du navire 10 lors de son tractage en diminuant les points de faiblesse du dispositif d'attelage 30.
Avantageusement, le dispositif d'attelage 30 comprend un système de verrouillage de la position déployée. De préférence, le dispositif d'attelage 30 est mobile selon un déplacement angulaire entre une position inactive, dans laquelle la translation du dispositif d'attelage est verrouillée et une position active dans laquelle la translation du dispositif d'attelage 30 est autorisée. Avantageusement, le déplacement angulaire est compris entre 90° et 270° et de préférence de 180°.
Lors du déplacement angulaire, une butée présente sur l'un parmi le dispositif d'attelage 30 et/ou la gaine 34 vient coopérer avec une rainure présente sur l'autre parmi le dispositif d'attelage 30 et/ou la gaine 34 afin de verrouiller la translation du dispositif d'attelage 30. Ces éléments ne sont pas visibles sur les figures. Bien entendu, le nombre d'ergots/rainure peut varier afin de renforcer le verrouillage.
De préférence, un ergot est présent sur le timon droit 39 et une rainure s'étend selon la direction longitudinale de la gaine 34. Une deuxième rainure est positionnée radialement dans la gaine 34. Ainsi, lorsque l'ergot s'engage dans cette deuxième rainure, son déplacement dans la première rainure n'est plus possible. De fait, la translation de l'ergot dans la première rainure n'est plus possible et donc, la translation du dispositif d'attelage 30 est verrouillée.
Avantageusement, le dispositif d'attelage 30 peut comprendre un rail de guidage 38. Le rail de guidage 38 ayant alors sensiblement une forme de U. De préférence, le rail de guidage 38 est fixé sur le timon droit par son embase. Ledit rail de guidage 38 est configuré pour coopérer avec une butée (non représentée sur les figures) solidaire de la gaine 34. De préférence, la butée prend la forme d'un ergot. Ainsi, lorsque le dispositif d'attelage 30 est en position escamotée, la coopération entre l'ergot fixé dans la gaine 34 et le rail de guidage 38 permet de s'assurer d'une part que le dispositif d'attelage 30 est correctement mis en position, mais aussi de limiter toute rotation à l'intérieur de la gaine 34. De ce fait, il n'y a pas de risque de mouvement du dispositif d'attelage 30 lors de la navigation du navire.
De préférence le rail de guidage 38 est fixé sur le timon droit 39 au regard de la face de fixation du mécanisme d'attelage 31. Ainsi, le rail de guidage 38 ne gêne jamais la bonne préhension du mécanisme d'attelage 31. De plus, il est possible dans cette réalisation de rajouter un rail en forme de U dans la gaine 34. Ce rail en forme de U coopère avec la poignée du mécanisme d'attelage 31. Ainsi, cela permet de renforcer le maintien du dispositif d'attelage 30 dans la gaine 34. Dans une réalisation alternative, il n'y a pas de rail de guidage sur le timon droit, mais uniquement dans la gaine 34.
Bien entendu, des systèmes alternatifs de verrouillage du dispositif d'attelage 30 en position déployée au déplacement angulaire dudit dispositif d'attelage sont possibles.
Par exemple, des ergots rétractables peuvent être positionnés dans le timon droit sur la portion dudit timon droit qui reste dans la gaine lors du déploiement du dispositif d'attelage 30 et coopérer avec la gaine 34. Dans cette réalisation, un dispositif de commande permet de rétracter les ergots et donc de permettre l'escamotage du dispositif d'attelage 30 dans la gaine 34.Thus, the coupling device 30 is movable between a deployed position and a retracted position in which the bar is retracted more into the hull than in the deployed position.
This mobility is in particular permitted by a sheath 34 provided in the shell. Stops, not visible in the figures, make it possible to limit the movement of the coupling structure 32 vis-à-vis the sheath 34. It is also possible to provide a length of the coupling structure 32 allowing the positioning of one or more end-of-travel stops towards the deployed position and / or towards the retracted portion, for example in series in order to increase safety when towing the vessel 10. A hatch 35 waterproof allows, when the coupling device 30 is retracted into the shell 11, to prevent water from entering said shell 11 at a mouth of the sheath. The hatch 35 sealingly delimits the entrance to the sheath 34. Thus, when the hatch 35 is closed, the sheath is hermetic. The hatch then opens to allow deployment of the coupling device 30.
This embodiment has many advantages. By integrating the device inside the hull 11, the center of gravity of the ship 10 is lowered, which gives it better stability. In addition, the coupling device 30 can add mass towards the bow 13 of the vessel 10. In doing so, this can facilitate the planing of the vessel 10 at low speed and therefore reduce fuel consumption. Finally, having no axis of rotation 33 transverse to that of the translation, the safety of the vessel 10 during its towing is further increased by reducing the points of weakness of the coupling device 30.
Advantageously, the coupling device 30 comprises a system for locking the deployed position. Preferably, the coupling device 30 is movable according to an angular displacement between an inactive position, in which the translation of the coupling device is locked and an active position in which the translation of the coupling device 30 is authorized. Advantageously, the angular displacement is between 90 ° and 270 ° and preferably 180 °.
During angular displacement, a stop present on one of the coupling device 30 and / or the sleeve 34 cooperates with a groove present on the other among the coupling device 30 and / or the sleeve 34 in order to lock the translation of the coupling device 30. These elements are not visible in the figures. Of course, the number of lugs / groove can vary in order to strengthen the locking.
Preferably, a lug is present on the right drawbar 39 and a groove extends in the longitudinal direction of the sheath 34. A second groove is positioned radially in the sheath 34. Thus, when the lug engages in this second groove, its displacement in the first groove is no longer possible. In fact, the translation of the lug in the first groove is no longer possible and therefore the translation of the coupling device 30 is locked.
Advantageously, the coupling device 30 may comprise a guide rail 38. The guide rail 38 then having substantially a U-shape. Preferably, the guide rail 38 is fixed to the right drawbar by its base. Said guide rail 38 is configured to cooperate with a stop (not shown in the figures) integral with the sheath 34. Preferably, the stop takes the form of a lug. Thus, when the coupling device 30 is in the retracted position, the cooperation between the lug fixed in the sheath 34 and the guide rail 38 ensures on the one hand that the coupling device 30 is correctly placed. in position, but also to limit any rotation inside the sheath 34. As a result, there is no risk of movement of the coupling device 30 during the navigation of the vessel.
Preferably, the guide rail 38 is fixed on the right drawbar 39 opposite the fixing face of the coupling mechanism 31. Thus, the guide rail 38 never interferes with the good grip of the coupling mechanism 31. In addition , it is possible in this embodiment to add a U-shaped rail in the sheath 34. This U-shaped rail cooperates with the handle of the coupling mechanism 31. Thus, this makes it possible to strengthen the retention of the coupling device. 30 in the sleeve 34. In an alternative embodiment, there is no guide rail on the right drawbar, but only in the sleeve 34.
Of course, alternative systems for locking the coupling device 30 in the deployed position on angular displacement of said coupling device are possible.
For example, retractable lugs can be positioned in the right drawbar on the portion of said right drawbar which remains in the sheath during the deployment of the coupling device 30 and cooperate with the sheath 34. In this embodiment, a control device makes it possible to retract the lugs and therefore allow retraction of the coupling device 30 in the sheath 34.

Dans une réalisation alternative, le dispositif d'attelage 30 est mobile en rotation selon un axe de rotation 33 parallèle à la dimension en largeur de la coque 11. Il peut ainsi passer d'une position attelage à une position relevée. Celle-ci peut être sensiblement à 90° relativement à la position d'attelage. Le dispositif d'attelage peut être encadré par les deux plages et/ou comprendre deux longerons espacés de sorte à former un espace de débattement autour du moteur. Le crochet peut être fixé sur une partie transversale du dispositif d'attelage 30. Le dispositif peut être en deux parties indépendantes et basculantes dont au moins l'une comprend le crochet d'attelage. Dans une réalisation de l'invention, le dispositif d'attelage 30 comprend un crochet permettant l'attache d'une corde de ski nautique, mais aussi un treuil électrique, permettant l'aide à l'entrée/sortie de l'eau du véhicule amphibie.
En position attelage, ledit dispositif d'attelage 30 est dans le prolongement de l'axe proue 13/poupe 14 de la coque 11. Dans cette position il permet au navire 10 d'être remorqué par un autre véhicule.
En position relevée le dispositif d'attelage 30 est maintenu selon un axe parallèle au premier axe.
La structure d'attelage peut comprendre une ou plusieurs barres. Les barres peuvent avantageusement être télescopiques. Ainsi, on peut rapidement et facilement régler la longueur souhaitée soit pour le tractage du navire 11, soit pour éviter lors de la navigation sur l'eau de relever le centre de gravité du navire 11. Cela améliore notamment la stabilité dudit navire 11. De plus, le dispositif d'attelage 30 peut comprendre une cadène coulissante (visible en figure 1 et 2) afin notamment d'assister la rotation dudit dispositif d'attelage 30 ce qui améliore encore la sécurité dudit navire.In an alternative embodiment, the coupling device 30 is movable in rotation along an axis of rotation 33 parallel to the width dimension of the shell 11. It can thus pass from a coupling position to a raised position. This can be substantially at 90 ° relative to the hitch position. The coupling device can be surrounded by the two pads and / or include two spaced side members so as to form a clearance space around the engine. The hook can be fixed to a transverse part of the coupling device 30. The device can be in two independent and tilting parts, at least one of which comprises the coupling hook. In one embodiment of the invention, the coupling device 30 comprises a hook allowing the attachment of a water-ski rope, but also an electric winch, allowing assistance in the entry / exit of the water from the amphibious vehicle.
In the coupling position, said coupling device 30 is in the extension of the prow 13 / stern 14 axis of the hull 11. In this position it allows the vessel 10 to be towed by another vehicle.
In the raised position, the coupling device 30 is maintained along an axis parallel to the first axis.
The hitch structure can include one or more bars. The bars can advantageously be telescopic. Thus, one can quickly and easily adjust the desired length either for the towing of the ship 11, or to avoid during navigation on the water raising the center of gravity of the ship 11. This improves in particular the stability of said ship 11. De furthermore, the coupling device 30 may include a sliding chain plate (visible in figure 1 and 2 ) in order in particular to assist the rotation of said coupling device 30 which further improves the safety of said vessel.

Le dispositif anti-encastrement 20The underrun device 20

Le dispositif anti-encastrement 20 est porté par la coque 11 du navire 10 de la présente invention.The anti-underrun device 20 is carried by the hull 11 of the vessel 10 of the present invention.

De manière préférentielle, le dispositif anti-encastrement 20 comprend au moins un bras 21 et au moins une structure 22 et de préférence deux bras 21 et une structure 22. Enfin, le dispositif anti-encastrement 20 est configuré pour pouvoir passer d'une première position à une deuxième position et vice-versa.Preferably, the anti-recess device 20 comprises at least one arm 21 and at least one structure 22 and preferably two arms 21 and a structure 22. Finally, the anti-recess device 20 is configured to be able to pass from a first position to a second position and vice versa.

Le bras 21The arm 21

Avantageusement, le bras 21 comprend deux extrémités. L'une des extrémités du bras étant connectée à l'axe de rotation 23 et l'autre extrémité est connectée à la structure 22. Dans une réalisation alternative de l'invention, le bras 21 et la structure 22 sont formés une pièce monolithique. Le bras 21 peut être réalisé en différents matériaux. Dans la réalisation préférée de l'invention, le bras 21 est réalisé avec un tube notamment en métal inoxydable. Cette réalisation préférée permet notamment d'avoir une bonne résistance à l'effort, tout en limitant la masse du dispositif anti-encastrement. Dans la première position du dispositif anti-encastrement, ledit bras 21 est orienté dans une direction à dominante horizontale. Dans la deuxième position du dispositif anti-encastrement, le bras 21 est orienté dans une direction à dominante verticale (voir figure 1). Le bras 21 peut être rectiligne. Il peut aussi avoir une forme courbée comme c'est le cas dans la figure 1. La forme du bras 21 décrite n'est pas limitative, et d'autres formes sont bien entendu possibles.Advantageously, the arm 21 comprises two ends. One of the ends of the arm being connected to the axis of rotation 23 and the other end is connected to the structure 22. In an alternative embodiment of the invention, the arm 21 and the structure 22 are formed as a monolithic part. The arm 21 can be made of different materials. In the preferred embodiment of the invention, the arm 21 is made with a tube in particular of stainless metal. This preferred embodiment makes it possible in particular to have good resistance to force, while limiting the mass of the anti-underrun device. In the first position of the anti-underrun device, said arm 21 is oriented in a predominantly horizontal direction. In the second position of the underrun device, the arm 21 is oriented in a predominantly vertical direction (see figure 1 ). The arm 21 can be rectilinear. It can also have a curved shape as is the case in the figure 1 . The shape of the arm 21 described is not limiting, and other shapes are of course possible.

Avantageusement l'extrémité inférieure du bras 21 est liée à la coque 11 au niveau d'une console de pilotage 12 du navire 10. On entend par console de pilotage 12 la partie du navire 10 permettant de contrôler notamment la direction et la vitesse du navire 10. De manière préférentielle, la longueur du bras 21 est supérieure à la longueur séparant l'axe de rotation 23 et la proue 13 et/ou la poupe 14 de la coque 11 du navire 10. Cette configuration avantageuse permet notamment au bras 21 d'arriver à une extrémité de la coque 11 et à la structure 22 de dépasser de la coque (figure 1 par exemple) lors du positionnement du dispositif anti-encastrement 20 dans sa première position. Dans une réalisation alternative, le bras 21 est télescopique. Ainsi, il peut rapidement s'ajuster à la longueur souhaitée des première et/ou deuxième positions.
Dans une réalisation de l'invention, le bras peut porter, sur sa dimension en longueur des éléments de signalisation 25 notamment pour la navigation marine et notamment des feux de navigation (bâbord, tribord et ancrage).Advantageously, the lower end of the arm 21 is linked to the hull 11 at the level of a piloting console 12 of the ship 10. By piloting console 12 is meant the part of the ship 10 making it possible in particular to control the direction and the speed of the ship. 10. Preferably, the length of the arm 21 is greater than the length separating the axis of rotation 23 and the bow 13 and / or the stern 14 of the hull 11 of the vessel 10. This advantageous configuration allows in particular the arm 21 to '' get to one end of the shell 11 and the structure 22 to protrude from the shell ( figure 1 for example) when positioning the anti-underrun device 20 in its first position. In an alternative embodiment, the arm 21 is telescopic. Thus, it can quickly adjust to the desired length of the first and / or second positions.
In one embodiment of the invention, the arm can carry, over its length dimension, signaling elements 25 in particular for marine navigation and in particular navigation lights (port, starboard and anchor).

La structure 22Structure 22

La structure 22 est avantageusement réalisée par des tubes métalliques inoxydables. Bien entendu, d'autres matériaux peuvent être utilisés et cette réalisation n'est pas limitative. Avantageusement, la structure 22 comprend une dimension en longueur et une dimension en largeur. Avantageusement, la dimension en longueur de la structure 22 est la dimension parallèle à l'axe longitudinal du navire 11. La dimension en largeur de la structure 22 quant à elle est parallèle à la dimension en largeur du navire 11.The structure 22 is advantageously produced by stainless metal tubes. Of course, other materials can be used and this embodiment is not limiting. Advantageously, the structure 22 comprises a length dimension and a width dimension. Advantageously, the length dimension of the structure 22 is the dimension parallel to the longitudinal axis of the ship 11. The width dimension of the structure 22 is parallel to the width dimension of the ship 11.

De préférence, la structure 22 est configurée pour porter au moins un support 24. Le support quant à lui pouvant porter la plaque d'immatriculation 26 (pour véhicule terrestre) et/ou les éléments de signalisation 25. Dans une autre réalisation de l'invention, la plaque d'immatriculation et/ou les éléments de signalisation 25 sont portés directement par la structure 22. Les éléments de signalisation 25 peuvent être des éléments de signalisation 25 pour le déplacement sur les surfaces solides (feu de croisement, feu de recul, feu de freinage, etc.), mais aussi des éléments de signalisation de feu de navigation (bâbord, tribord, encrage). Des éléments de signalisation uniques peuvent être utilisés tant pour un déplacement terrestre que pour un déplacement maritime. Par exemple, les feux de signalisation maritime peuvent être positionnés sur un côté de l'élément de signalisation, tandis que les feux de signalisation terrestre peuvent être portés sur la face supérieure de l'élément de signalisation.Preferably, the structure 22 is configured to carry at least one support 24. The support itself being able to carry the license plate 26 (for land vehicle) and / or the signaling elements 25. In another embodiment of the invention, the license plate and / or the signaling elements 25 are carried directly by the structure 22. The signaling elements 25 can be signaling elements 25 for movement on solid surfaces (low beam, reversing light , brake light, etc.), but also navigation light signaling elements (port, starboard, anchor). Unique signage elements can be used for both land and sea travel. For example, maritime signaling lights can be positioned on one side of the signaling element, while land signaling lights can be carried on the upper face of the signaling element.

Dans la réalisation préférée de l'invention, la structure 22 est un cadre dont la dimension en longueur est supérieure ou égale à la dimension en largeur. Dans une réalisation non préférée, la largeur du cadre peut être supérieure à sa longueur. De préférence, la dimension en largeur est supérieure ou égale à la largeur du navire 10. Dans une réalisation alternative, la dimension en largeur est inférieure ou égale à la largeur de l'assiette du navire 10.In the preferred embodiment of the invention, the structure 22 is a frame whose length dimension is greater than or equal to the width dimension. In a non-preferred embodiment, the width of the frame may be greater than its length. Preferably, the width dimension is greater than or equal to the width of the ship 10. In an alternative embodiment, the width dimension is less than or equal to the width of the trim of the ship 10.

Avantageusement, le cadre peut accueillir en son intérieur une toile permettant d'avoir un effet de pare-soleil ou de taud lors de la navigation maritime du navire. La toile étant amovible, elle peut être retirée lors du déplacement sur une surface solide. Dans la réalisation où la largeur du cadre a une dimension inférieure ou égale à la largeur du navire 10, la liaison entre la structure 22 et le bras 21 se fait sur une portion longitudinale du cadre (figure 1 par exemple).
Pour toutes les réalisations de la structure 22, la connexion peut se réaliser à l'intérieur du cadre grâce notamment à un élément de connexion supplémentaire. L'élément de connexion supplémentaire peut par exemple être une barre ou une traverse. Avantageusement la présence d'au moins une traverse permet un renforcement de la rigidité du cadre. Ainsi, pour stabiliser le cadre, un élément complémentaire de soutien peut être positionné. Dans la réalisation des figures 1 et 2, cet élément complémentaire est un piston positionné pour équilibrer le cadre et former de préférence un triangle avec le bras 21 et la structure 22.
Dans une réalisation de l'invention, la liaison entre la structure 22 et le bras 21 permet un pivotement de la structure 22 autour de la liaison. Ainsi, par exemple, l'inclinaison de la structure 22 par rapport à l'horizontale peut être variable.
La structure peut aussi, dans une réalisation alternative avoir la forme d'un arceau. Dans cette réalisation non représentée dans les figures, la dimension en longueur de la structure 22 est inférieure à la dimension en largeur de ladite structure. L'arceau peut être courbé et/ou rectiligne.Advantageously, the frame can accommodate in its interior a canvas making it possible to have an effect of sun visor or awning during the maritime navigation of the ship. As the canvas is removable, it can be removed when moving on a solid surface. In the embodiment where the width of the frame has a dimension less than or equal to the width of the vessel 10, the connection between the structure 22 and the arm 21 is made on a longitudinal portion of the frame ( figure 1 for example).
For all the embodiments of the structure 22, the connection can be made inside the frame thanks in particular to an additional connection element. The additional connection element can for example be a bar or a cross member. Advantageously, the presence of at least one cross member makes it possible to reinforce the rigidity of the frame. Thus, to stabilize the frame, an additional support element can be positioned. In the realization of figures 1 and 2 , this complementary element is a piston positioned to balance the frame and preferably form a triangle with the arm 21 and the structure 22.
In one embodiment of the invention, the connection between the structure 22 and the arm 21 allows the structure 22 to pivot around the connection. Thus, for example, the inclination of the structure 22 relative to the horizontal can be variable.
The structure can also, in an alternative embodiment, have the shape of an arch. In this embodiment not shown in the figures, the length dimension of structure 22 is less than the width dimension of said structure. The hoop can be curved and / or straight.

Avantageusement, la structure 22 a une position à dominante perpendiculaire par rapport au support au bras 21. Ainsi, lorsque le dispositif anti-encastrement 20 est dans sa première position, la structure 22 a une orientation à dominante verticale. A l'inverse, lorsque le dispositif anti-encastrement 20 est dans sa deuxième position, la structure 22 a une orientation à dominante horizontale.Advantageously, the structure 22 has a predominantly perpendicular position relative to the support for the arm 21. Thus, when the anti-recess device 20 is in its first position, the structure 22 has a predominantly vertical orientation. Conversely, when the anti-underrun device 20 is in its second position, the structure 22 has a predominantly horizontal orientation.

La structure 22 peut comprendre au moins l'un des éléments additionnels suivants : une toile, un porte-canne, un crochet, un treuil. Ces éléments ne sont pas limitatifs, et d'autres éléments peuvent être inclus et/ou rapportés sur la structure. Ces éléments additionnels permettent à la structure 22 d'avoir des deuxièmes fonctions variées, notamment lorsque le dispositif anti-encastrement est dans sa deuxième position. Le crochet par exemple peut notamment servir à fixer une corde pour faire des sports nautiques tels que du ski nautique ou du wakeboard (planche nautique).The structure 22 can include at least one of the following additional elements: a canvas, a rod holder, a hook, a winch. These elements are not limiting, and other elements can be included and / or added to the structure. These additional elements allow the structure 22 to have second functions varied, especially when the anti-underrun device is in its second position. The hook, for example, can in particular be used to fix a rope for water sports such as water skiing or wakeboarding (wakeboarding).

Avantageusement une connexion et un câblage électrique sont présents dans et/ou sur la structure 22 et le bras 21. Cette connexion électrique est bien entendu étanche et permet de lier les éléments de signalisation 25 avec la console 12 et/ou le véhicule tracteur lors des déplacements sur surface solide. Ainsi, cette solution offre l'avantage de limiter les problèmes d'immersion des connexions électriques. De plus, le branchement véhicule/navire peut se faire sur une portion plus proche du véhicule afin notamment de garantir sa non-immersion lors de la mise à l'eau et de la sortie d'eau du navire 10.Advantageously, a connection and an electrical wiring are present in and / or on the structure 22 and the arm 21. This electrical connection is of course sealed and makes it possible to link the signaling elements 25 with the console 12 and / or the towing vehicle during displacements on solid surface. Thus, this solution offers the advantage of limiting the problems of immersion of the electrical connections. In addition, the vehicle / vessel connection can be made on a portion closer to the vehicle in order in particular to ensure that it is not submerged when the vessel is being launched and taken out of the water 10.

Axe de rotation 23, fonction et utilisation du dispositif anti-encastrementRotation axis 23, function and use of the underrun device

Le dispositif anti-encastrement 20 a notamment pour première fonction d'empêcher que des piétons et/ou des deux roues passent sous les roues 40 du navire 10 et/ou de la remorque en cas d'accident. Avantageusement le dispositif an-encastrement comprend aussi au moins une fonction secondaire.The first function of the anti-underrun device 20 is in particular to prevent pedestrians and / or two wheels from passing under the wheels 40 of the vessel 10 and / or the trailer in the event of an accident. Advantageously, the an-embedding device also comprises at least one secondary function.

Les différentes fonctions du dispositif anti-encastrement 20 lui permettent notamment de pouvoir s'adapter tant au déplacement du navire 10 sur une surface solide que dans l'eau. Cette adaptabilité en fonction des milieux de déplacement est réalisée par la faculté pour le dispositif anti-encastrement 20 de passer d'une première position à une deuxième position. De manière préférentielle, la première position est au-dessous de la deuxième position.The various functions of the anti-underrun device 20 allow it in particular to be able to adapt both to the movement of the vessel 10 on a solid surface and in water. This adaptability as a function of the travel environments is achieved by the ability for the anti-underrun device 20 to move from a first position to a second position. Preferably, the first position is below the second position.

Le passage de la première position à la deuxième position se fait avantageusement par un mouvement de rotation. Afin de réaliser ce mouvement de rotation, la coque 11 comprend un axe de rotation 23.
Avantageusement, l'axe de rotation 23 est parallèle à l'axe transversal du navire 10. De préférence, l'axe de rotation 23 est un axe géométrique. C'est-à-dire qu'il n'y a pas forcément un axe physique traversant la largeur du navire 10. Dans cette réalisation, des attaches rotatives peuvent être par exemple présentes sur la coque 11 et sur l'axe de rotation 23. Dans une autre réalisation, les attaches rotatives sont portées par la console 12 (voir figure 3 par exemple). La rotation du dispositif anti-encastrement 20 a notamment pour fonction de faire passer ledit dispositif anti-encastrement 20 d'une première position à une deuxième position. Avantageusement, la première position du dispositif anti-encastrement 20 correspond à au moins une première fonction, et la deuxième position du dispositif anti-encastrement 20 correspond à au moins une deuxième fonction.The passage from the first position to the second position is advantageously effected by a rotational movement. In order to achieve this rotational movement, the shell 11 comprises an axis of rotation 23.
Advantageously, the axis of rotation 23 is parallel to the transverse axis of the vessel 10. Preferably, the axis of rotation 23 is a geometric axis. That is to say that there is not necessarily a physical axis passing through the width of the vessel 10. In this embodiment, rotary fasteners may for example be present on the hull 11 and on the axis of rotation 23. In another embodiment, the rotary fasteners are carried by the console 12 (see figure 3 for example). The rotation of the anti-underrun device 20 has the particular function of causing said anti-underrun device 20 to pass from a first position to a second position. Advantageously, the first position of the anti-underrun device 20 corresponds to at least a first function, and the second position of the underrun device 20 corresponds to at least a second function.

La première fonction correspond de préférence à la fonction de barre anti-encastrement. Dans cette position, la structure 22 a au moins une portion située au niveau des moyeux des roues de la remorque et/ou de la roue 40. Le but étant de réduire la distance entre le sol et la coque 11 afin d'éviter qu'un piéton et/ou un deux roues ne passent sous les roues de la remorque et/ou de la roue 40. Ainsi, dans la première position, la structure 22 doit avoir au moins une portion à une distance comprise entre 40 et 55 centimètres (cm) du sol et de préférence 50 cm du sol.. Cette position préférée permet notamment d'avoir un élément intermédiaire entre le sol et la coque 11 empêchant un piéton et/ou un deux roues de passer sous les roues de la remorque et/ou de la roue 40 en abaissant la garde.The first function preferably corresponds to the underrun bar function. In this position, the structure 22 has at least one portion located at the level of the hubs of the wheels of the trailer and / or of the wheel 40. The aim is to reduce the distance between the ground and the hull 11 in order to avoid that a pedestrian and / or a two-wheeler does not pass under the wheels of the trailer and / or the wheel 40. Thus, in the first position, the structure 22 must have at least a portion at a distance between 40 and 55 centimeters ( cm) from the ground and preferably 50 cm from the ground. This preferred position makes it possible in particular to have an intermediate element between the ground and the shell 11 preventing a pedestrian and / or a two-wheeler from passing under the wheels of the trailer and / or of the wheel 40 by lowering the guard.

La deuxième fonction du dispositif anti-encastrement 20 est de préférence une fonction de taud ou de pare-soleil. En effet, dans la deuxième position du dispositif anti-encastrement 20, la structure 22 à une position à dominante horizontale. Ainsi, grâce à une toile remplissant le cadre de la structure (réalisation préférentielle de l'invention), cette dernière peut réaliser un taud.The second function of the underrun device 20 is preferably an awning or sun visor function. In fact, in the second position of the anti-underrun device 20, the structure 22 has a predominantly horizontal position. Thus, thanks to a canvas filling the frame of the structure (preferred embodiment of the invention), the latter can produce a cover.

Grâce à cette réalisation de l'invention, c'est-à-dire à un navire 10 comprenant un dispositif anti-encastrement 20 intégré, ledit navire 10 garantit un déplacement sur surface solide sécurisé pour les personnes alentour tout en limitant les inconvénients de la présence d'un dispositif anti-encastrement 20. La réutilisation de ce dispositif anti-encastrement 20 permet d'économiser de la masse, de l'encombrement et de renforcer la sécurité d'ensemble du navire.Thanks to this embodiment of the invention, that is to say to a vessel 10 comprising an anti-underrun device 20 integrated, said vessel 10 guarantees safe movement on a solid surface for the people around while limiting the disadvantages of the vessel. presence of an anti-underrun device 20. The reuse of this anti-underrun device 20 makes it possible to save weight and size and enhance the overall safety of the ship.

Système d'aide à la manoeuvreManeuver assistance system

Enfin, dans la réalisation où le navire 10 comprend au moins une roue 40 et qu'il est ainsi qualifié de véhicule amphibie, un système d'aide à la manoeuvre étanche est présent sur la au moins une roue 40. Ce système d'aide à la manoeuvre comprend au moins un galet et un émetteur/récepteur d'ondes radio. Avantageusement, l'émetteur/récepteur d'ondes radio permet de contrôler le au moins un galet par le biais notamment d'une télécommande. D'autres moyens de contrôle sont bien entendu possibles.Finally, in the embodiment where the ship 10 comprises at least one wheel 40 and that it is thus qualified as an amphibious vehicle, a sealed maneuvering assistance system is present on the at least one wheel 40. This assistance system to the maneuver comprises at least one roller and a transmitter / receiver of radio waves. Advantageously, the radio wave transmitter / receiver makes it possible to control the at least one roller, in particular by means of a remote control. Other means of control are of course possible.

L'avantage du système d'aide à la manœuvre est de permettre à un utilisateur de mieux contrôler la mise à l'eau et la sortie d'eau du navire 10. En ayant un meilleur contrôle sur ces manoeuvres, la sécurité du navire s'en trouve augmentée.The advantage of the maneuvering assistance system is that it allows a user to better control the launching and leaving the water from the vessel 10. By having better control over these maneuvers, the safety of the vessel s 'found increased.

L'invention n'est pas limitée aux modes de réalisation précédemment décrits, mais s'étend à tous modes de réalisation conformément aux revendications annexées. Ainsi, l'ensemble des éléments mis au singulier comprennent aussi leurs réalisations avec une pluralité d'éléments et n'est pas limitative de la présence d'un unique élément. De même, l'ensemble des réalisations décrites ne sont pas exclusives les unes des autres. Enfin, il est entendu que le terme navire 10 dans l'ensemble de la description comprend autant les navires 10 capables de se mouvoir uniquement dans un milieu liquide, que les véhicules amphibies capables de se mouvoir dans différents milieux, dont un milieu aquatique.The invention is not limited to the embodiments described above, but extends to all embodiments according to the appended claims. Thus, all the elements put in the singular also include their realizations with a plurality of elements and is not limiting of the presence of a single element. Likewise, all of the embodiments described are not mutually exclusive. Finally, it is understood that the term ship 10 throughout the description includes both ships 10 capable of moving only in a liquid medium, and amphibious vehicles capable of moving in different environments, including an aquatic environment.

REFERENCESREFERENCES

10.10.
NavireShip
11.11.
CoqueShell
12.12.
Console de pilotagePilot console
13.13.
ProueBow
14.14.
PoupeStern
20.20.
Dispositif anti-encastrementAnti-underrun device
21.21.
BrasArms
22.22.
StructureStructure
23.23.
Axe de rotationRotation axis
24.24.
SupportSupport
25.25.
Eléments de signalisationSignaling elements
26.26.
Plaque d'immatriculationNumberplate
30.30.
Dispositif d'attelageCoupling device
31.31.
Mécanisme d'attelageCoupling mechanism
32.32.
Structure d'attelageCoupling structure
33.33.
Axe de rotationRotation axis
34.34.
GaineSheath
35.35.
TrappeHatch
36.36.
Face de préhensionGripping face
37.37.
Face d'attelageCoupling face
38.38.
Rail de guidageGuide rail
39.39.
Timon droitRight drawbar
40.40.
RoueWheel

Claims (10)

  1. Vessel (10) comprising a shell (11) capable of being towed over a solid surface and comprising a coupling device (30) comprising a straight drawbar (39) and a coupling mechanism (31), wherein the coupling device is mobile in translation about an axis of translation parallel to a longitudinal axis of the shell (11) between a retracted position and a deployed position, wherein the coupling device is more outside of the shell than in retracted position, where the shell (11) comprises a sleeve (34) configured to make it possible for the translation of the coupling device (30) inside said shell (11) during the retraction thereof, characterised in that the sleeve (34) comprises a sealed hatch (35) making it possible to hermetically close said sleeve (34) in the retracted position of the coupling device (30), the coupling device (30) being totally retracted into the sleeve (34) in the retracted position of the coupling device (30).
  2. Vessel (10) according to the preceding claim, wherein the coupling device (30) comprises a system for locking the translation.
  3. Vessel (10) according to the preceding claim, wherein the system for locking the coupling device (30) is configured to block the translation of the coupling device (30) in a first angular position of the coupling device (30) about the axis of translation and to enable the translation of the coupling device (30) in a second angular position different from the first angular position of the coupling device (30) about the axis of translation, the system for locking the coupling device (30) comprising a lug on the straight drawbar (39) engaging with a groove on the sleeve (34) along a longitudinal direction of the sleeve, and with a second groove on the sleeve (34) along a radial direction of the sleeve, the translation of the coupling device (30) being enabled when the lug engages with the first groove and being blocked when the lug engages with the second groove.
  4. Vessel (10) according to the preceding claim, wherein the angular offsetting of the first angular position and the second angular position is of between 90° and 270°, and is preferably 180°.
  5. Vessel (10) according to any one of the preceding claims, wherein a guide rail (38) having substantially a U-shape is fixed on the straight drawbar (39) by its base, said guide rail is configured to engage with an abutment integral with the sleeve (34).
  6. Vessel (10) according to the preceding claim, wherein the guide rail is fixed on the straight drawbar (39) facing a coupling face (37) of the coupling mechanism (31).
  7. Vessel (10) according to any one of the preceding claims comprising an underrun device (20) configured to be mobile between a first position, wherein the device is an underrun function and a second position, wherein the device is not an underrun function.
  8. Vessel (10) according to the preceding claim, wherein the first position of the underrun device (20) is configured to be below the second position.
  9. Vessel (10) according to one of the two preceding claims, comprising at least one wheel configured to make it possible for the movement of said vessel over a solid surface and wherein, the first position of the underrun device (20) is configured to be above at least one portion of the wheel.
  10. Vessel (10) according to one of the three preceding claims, wherein the underrun device (20) comprises at least one arm (21) and at least one structure (22), said structure (22) comprises traffic lights for marine navigation and for travel by land.
EP17730103.3A 2016-06-07 2017-06-07 Hitch device Active EP3464053B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1655217A FR3052141A1 (en) 2016-06-07 2016-06-07 ANTI-RECESS BAR
PCT/EP2017/063877 WO2017211912A1 (en) 2016-06-07 2017-06-07 Hitching device

Publications (2)

Publication Number Publication Date
EP3464053A1 EP3464053A1 (en) 2019-04-10
EP3464053B1 true EP3464053B1 (en) 2020-08-05

Family

ID=57136995

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17730103.3A Active EP3464053B1 (en) 2016-06-07 2017-06-07 Hitch device

Country Status (6)

Country Link
US (1) US10822064B2 (en)
EP (1) EP3464053B1 (en)
AU (1) AU2017276719A1 (en)
ES (1) ES2830926T3 (en)
FR (1) FR3052141A1 (en)
WO (1) WO2017211912A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3052141A1 (en) * 2016-06-07 2017-12-08 Wettoncraft ANTI-RECESS BAR
FR3065198B1 (en) * 2017-04-12 2021-05-21 Wettoncraft AMPHIBIOUS VEHICLE PROVIDED WITH A SHELL UNDERWATER
CN113859472B (en) * 2021-10-21 2022-08-16 上海外高桥造船有限公司 Positioning and mounting method and ship body
CN114408098B (en) * 2021-12-23 2023-06-27 宜昌测试技术研究所 Swing arm control method combining retraction point position and simulation angle
US11858590B1 (en) 2022-03-08 2024-01-02 Leslie Ann Nicholson Portable sailboat mast hoist system and method of use

Family Cites Families (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3295864A (en) * 1964-11-09 1967-01-03 Harold W Norrby Self-contained boat trailer
US3289225A (en) * 1965-02-01 1966-12-06 Wayne D Isch Convertible trailer and pontoon boat construction
CH441019A (en) * 1966-10-10 1967-07-31 Genequand Pierre Leveling device for light craft
US3608111A (en) * 1969-10-08 1971-09-28 Robert B Herden Boat with retractable trailer wheels and hitch
US3599256A (en) * 1970-04-02 1971-08-17 Noble L Carroll Jr Boat with running gear
US3738684A (en) * 1971-09-17 1973-06-12 G Lusk Transportable vehicle
US4023222A (en) * 1975-12-29 1977-05-17 Selby Manufacturing Company, Inc. (Entire) Pontoon boat with retractable running gear
US4398489A (en) * 1982-01-12 1983-08-16 Salvatore Feola Built-in trailer for boats
FR2531399B1 (en) * 1982-08-03 1985-08-16 Bresso Claude SUPPORT DEVICE FOR A GROUNDED BOAT
FR2568215B3 (en) * 1984-07-30 1986-12-12 Pavon Salvador BOAT WITH HULL INCLUDING RETRACTABLE WHEELS AND / OR AN INCORPORATED HITCH
DE8509710U1 (en) * 1985-04-01 1985-08-01 Artz, Hans, 2082 Tornesch Device for land transport of small watercraft
US5042417A (en) * 1989-10-17 1991-08-27 Liftmate, Inc. Boat Lift
US5199372A (en) * 1990-11-20 1993-04-06 Watercraft Offshore Canada Ltd. Amphibious vehicle
CA2273069C (en) * 1998-05-27 2004-03-02 Robert Wade Matheson Retractable suspension for a boat
GB9923607D0 (en) * 1999-10-07 1999-12-08 Rolfe David W Boats
GB0007956D0 (en) * 2000-04-01 2000-05-17 Edwards David V Boat grounding device
US6446569B1 (en) * 2001-06-11 2002-09-10 Ronnie H. Pitts Boat to trailer conversion
US6695336B1 (en) * 2002-11-13 2004-02-24 Phil Weis Pontoon boat hauling apparatus and method
US6955375B2 (en) * 2003-11-14 2005-10-18 Thurm Kenneth R Vertically stowable modular multi-purpose trailer
US7258362B2 (en) * 2005-06-10 2007-08-21 Thurm Kenneth R Vertically stowable modular multi-purpose trailer
US20110232559A1 (en) * 2008-03-19 2011-09-29 Hewitt Machine & Manufacturing, Inc. Boat Lift Attachment With Side Mount Actuators
US8403353B2 (en) * 2010-10-15 2013-03-26 Andrew Fink Marine Limited Boat trailer with rotatable support frame
FR3052141A1 (en) * 2016-06-07 2017-12-08 Wettoncraft ANTI-RECESS BAR

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
US10822064B2 (en) 2020-11-03
FR3052141A1 (en) 2017-12-08
WO2017211912A1 (en) 2017-12-14
AU2017276719A1 (en) 2019-01-03
US20190308706A1 (en) 2019-10-10
ES2830926T3 (en) 2021-06-07
EP3464053A1 (en) 2019-04-10

Similar Documents

Publication Publication Date Title
EP3464053B1 (en) Hitch device
EP1224112B1 (en) Foldable boats
CA2875597C (en) System for launching and retrieving submarine vehicles, in particular towed submarine vehicles
EP3956211B1 (en) System for recovering a surface marine craft from a carrier ship
EP3717346B1 (en) Floating maritime vessel comprising a detachable measuring keel
EP0907553B1 (en) Container handling means for container ship
WO2013160605A1 (en) Amphibious vehicle
EP3707067B1 (en) Floating structure for the deployment and the recovery of at least one autonomous watercraft by a vessel, corresponding method, corresponding system and corresponding vessel
FR3065198A1 (en) AMPHIBIOUS VEHICLE WITH A CARENE ROLLING TRAIN
US4289348A (en) Van top conversion and boat combination
US7878732B2 (en) Systems and methods for providing a watercraft docking device
FR2773533A1 (en) Marine vessel with retractable undercarriage
WO2022167490A1 (en) Autonomous motorised monohull ship with weighted keel transformable into a trimaran
FR2749269A1 (en) Catamaran type marine craft
EP0347288B1 (en) Self-propelled submersible vehicle for the detection of under-water objects
WO2005084969A3 (en) Amphibious vehicle
WO2020225802A2 (en) Marine craft
FR3036324A1 (en) AMPHIBIOUS VEHICLE
FR2707945A1 (en) Floating craft, the splittable and modulable floats of which serve as a means of transport, on land, using rolling
FR2826930A1 (en) Tilting rigging for sailing vessel has arcuate mast which can fold flat for retraction
FR2826928A1 (en) Marine vessel with integrated trailer has integral chassis with cross axle extending through hull of vessel
FR2463050A1 (en) EARTH TRANSPORTATION ELEMENTS FOR FLOATING MACHINERY
FR3131264A1 (en) SYSTEM FOR MANEUVERING A MARINE VEHICLE
FR2808251A1 (en) Trimaran has variable wheelbase, and comprises central hull and two lateral floats mounted either side beam fixed to hull by principal turret
RU2150405C1 (en) Transport complex for aqueous medium

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20181212

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20200221

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1298371

Country of ref document: AT

Kind code of ref document: T

Effective date: 20200815

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602017021071

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

REG Reference to a national code

Ref country code: NL

Ref legal event code: FP

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: STOLMAR AND PARTNER INTELLECTUAL PROPERTY S.A., CH

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: FI

Ref legal event code: P71A

REG Reference to a national code

Ref country code: NO

Ref legal event code: T2

Effective date: 20200805

REG Reference to a national code

Ref country code: FI

Ref legal event code: FGE

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1298371

Country of ref document: AT

Kind code of ref document: T

Effective date: 20200805

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201207

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201105

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201106

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201205

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602017021071

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2830926

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20210607

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

26N No opposition filed

Effective date: 20210507

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20210903

Year of fee payment: 6

PGRI Patent reinstated in contracting state [announced from national office to epo]

Ref country code: FI

Effective date: 20210105

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20210630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210607

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210607

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210630

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NO

Payment date: 20220621

Year of fee payment: 6

Ref country code: NL

Payment date: 20220623

Year of fee payment: 6

Ref country code: IT

Payment date: 20220615

Year of fee payment: 6

Ref country code: DE

Payment date: 20220624

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20220609

Year of fee payment: 6

Ref country code: FI

Payment date: 20220621

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20220718

Year of fee payment: 6

Ref country code: ES

Payment date: 20220715

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20220727

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20170607

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602017021071

Country of ref document: DE

REG Reference to a national code

Ref country code: NO

Ref legal event code: MMEP

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230607

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

REG Reference to a national code

Ref country code: NL

Ref legal event code: MM

Effective date: 20230701

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20230607

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230701

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20240103

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230607

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NO

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230630

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200805