Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B7/00—Collapsible, foldable, inflatable or like vessels
  • B63B7/06—Collapsible, foldable, inflatable or like vessels having parts of non-rigid material
  • B63B7/08—Inflatable
  • B63B7/082—Inflatable having parts of rigid material
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
  • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
  • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
  • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
  • B63B1/30—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils retracting or folding

Definitions

• the present invention relates to a set bearing profiled wing (such profiled wing being commonly referred to as "foil” in the common English terminology, or wing), for boats not propelled by sails. It may be for example boats powered by heat engine, electric power, hydraulic, solar, hydrogen, hydrojet, etc.
• the invention applies to motorized semi-rigid boats.
• the "engine” of these boats can be a thermal engine, electric, hydraulic, or of another nature.
• the propulsion member of this engine may be for example a propeller or a turbine. In the example which will be detailed in this application it is a propeller motor.
• the boat equipped with one or more foils immersed in water is intended to float on the water at a stop or at a reduced speed (Archimedean regime), like a boat without foils.
• this lift can be used to generate various effects (for example: tending to lift the boat at above the water, or exercise on the boat a moment of recovery).
• the foils are typically used to counter the cottage of the boat under sail, and thus tend to straighten it.
• the foils on sailing boats can be used to stretch to some extent to lift the boat, so as to reduce its wet surface (ie its hull surface which is submerged).
• the foils of sailing boats when arranged in pairs (usually only one pair) on either side of the longitudinal axis of the boat, are used only partially: only the foil located under the wind of the boat gite "works" really, the other foil not being useful, even having effects detrimental to the good running of the boat because being immersed with an unwanted orientation but resulting from the implantation of the foil on the boat.
• the invention in question here relates to motor boats, and more particularly to semi-rigid type boats.
• Semi-rigid boats are a well-known type of motorized boat that includes a rigid hull and inflatable side shields. These boats are not equipped with foils today. The reason is that this integration of foil on semi-rigid motorized boats poses many problems, which are related in particular to the dimensioning and the integration of the foils in the boat, to the structures of boat which must support efforts related to the foils which are important and which are distributed differently from what is known of the forces applied to semi-rigid without foils, and the congestion of the installation which could encroach in particular on the interior habitable volume (otherwise reduced), in the respect of safety conditions and industry standards.
• the problem is particularly acute for the adaptation of foils on a semi-rigid boat that responds to very specific operating constraints that are different from those of sailing boats or motor boats.
• Another problem that arises with the integration of load-bearing load-bearing structures on motorized semi-rigid boats is the particular nature of the semi-rigid boat which is used in a so-called beaching application in commonly adopted professional language, namely berthing on the beach.
• the advantage of a semi-rigid being its flexibility of use, its lightness, to tackle difficult places and water bodies or the depth is low or zero in case of docking.
• the load-bearing structures must be adapted to the navigation characteristics of the semi-rigid, which navigates including without gite, unlike a sailing boat (and in particular sail boats with foils).
• a main object of the invention is to provide a profiled wing assembly for motorized semi-rigid boat which is effective, including semi-rigid boats of existing type.
• a main object of the invention is to provide a profiled wing assembly for motorized semi-rigid boat that is robust and whose recovery efforts generated does not affect the structure of the boat and does not require modification of the carrier structure of the boat. boat.
• various aspects of the invention taken in combination or separately, can in particular make it possible to:
• the invention provides a profiled wing bearing assembly for motorized semi-rigid boat which comprises a set of profiled wings which cooperates with a driving and locking mechanism cooperating with the carrying structure of the boat.
• the invention provides a profiled wing assembly for a motorized semi-rigid boat which comprises a wing support set which itself comprises front supports and one or more rear supports.
• FIG. 1 shows a sectional view of a traditional semi rigid boat.
• FIG. 2 shows a top view of a traditional semi rigid boat.
• FIGS. 3a and 3b show two sectional views of a semi-rigid boat according to the invention in the docking position, retracted wings, and in the navigation position, wings extended.
• FIG. 4 shows a sectional view of the wing according to the invention.
• FIGS. 5a and 5b show a view from above of two front / rear wing play support arrangements according to the invention.
• FIG. 6 shows a rear view of a boat comprising a carrying assembly according to one embodiment of the invention.
• FIG. 7 shows a view of a boat comprising a carrying assembly according to one embodiment of the invention.
• the longitudinal axis of symmetry of the semi-rigid boat horizontal plane is a plane containing the longitudinal axis and the waterline of the boat, and vertical axis is an axis perpendicular to the horizontal plane.
• Figure 1 shows a sectional view of a traditional semi rigid boat (1) without foils. It is specified that the reference signs used in this figure may be used, for identical or similar elements, about boats according to the invention.
• the boat (1) of known type and shown in Figure 1 is manufactured as follows: a shell (13) rigid V-shaped general A floor (P) closes the shell to serve as floor and support for passengers and equipment.
• a cabin (12) inside the volume defined by the hull (1 3) and the floor (P) secured to the hull (13) consolidates the structure of the shell in the hollow formed by the shell (12).
• the cabin may for example be rigid internal walls that stiffen the structure and in particular the hollow between the floor (P) and the shell (13).
• the cabin (12), the hull (13), the floor (P), the livet (14) are all preferably made from the same material and can be manufactured in a very limited number or even single pieces.
• the challenge is to give a compromise of rigidity necessary to absorb the shocks of the boat on the water and the efforts received, while maintaining a sufficient lightness.
• the edge of the floor edge forms a livet (14).
• the livet (14) is rigid and secured to the hull. It goes up and is like a small walk around the floor so that the tip of the feet of the users or objects lying on the floor do not knock against the hollow inflated roll (1 1) bordering the port side flank, then the bow, then the starboard side of the boat.
• a move (17), also called a central move, is commonly installed in the center of the floor. Alternatively, the move (17) may be offset from the center of the floor to the port or starboard side, or to the bow or stern of the boat. It consists of one or more boxes that house and maintain the console that groups together the controls of the boat, such as engine controls. They may also contain storage chests or other accessories for specific uses.
• the height of the move (17) is sized to allow the boat driver to see the sea in front of him. This height is thus limited on all semi-rigid boats.
• Figures 3a and 3b show two sectional views of a semi-rigid boat according to the invention which comprises wings 40 called forward lift.
• the boat is shown in the docking position, Figure 3a, retracted wings, and in the navigation position, Figure 3b, wings extended.
• the invention proposes a clever solution which allows in docking position to store the load-bearing wings, so that they do not interfere with for docking, nor for the living space on the boat. By cons in sailing position, the wings unfold under the boat and allow to raise the hull above the water level.
• the storage and deployment of the wings (40) can be done symmetrically and simultaneously.
• the two wings (40) are deployed and stored at the same time, and their position is symmetrical with respect to the longitudinal axis.
• the foils are used very differently from the foils used on sailing boats designed to navigate gites.
• the wings (40) can both be deployed simultaneously and symmetrically, unlike sailboats that deploy their bearing surfaces in a non-symmetrical and non-simultaneous manner , according to their lodging. Furthermore, the lift evolves symmetrically on both sides of the longitudinal axis of the boat during the storage and deployment of the wings (40), and the boat (100) is not destabilized by the operation .
• the wing (40) comprises substantially two parts: a so-called lift portion, also called horizontal, and a portion that allows the horizontal to be lowered into the water, which is a tree that can be named vertical.
• the horizontal includes a main horizontal portion (42) which is the portion that generates all (or alternatively: a substantial portion) of the lift of the wing (40).
• the main horizontal portion (42) has a surface large enough to generate a lift capable of lifting the hull (13) at least partially out of the water.
• the length (1 in the representation of FIG. 6) of the main horizontal part (42) is thus preferably between 80% of the radius (r in the representation of FIG. 6) of the strand (1 1) and 1 10% of radius of the flange (1 1), preferably of the order of 95% of the radius of the flange (1 1).
• the length l of the horizontal portion is preferably between 22 cm and 31 cm, preferably of the order of 27 cm.
• the horizontal also comprises a flanged wing tip (41) whose curved shape matches the shape of the flange (1 1) on an angular sector preferably between 10 degrees and 50 degrees, preferably about thirty degrees . Thanks to this clever correspondence of the shapes of the wingtip and the flange, the wing in the stowed position does not exceed substantially outside the flange.
• the flange wingtip (41) in a stowed position, the flange wingtip (41) thus does not move away from the flange (1 1) by more than a distance (D in the representation of the Figure 7) between 0 and 10 cm, preferably substantially equal to 2 cm.
• the curved shape of the flange wingtip (41) is used to hold the turns when the boat (100) lies on a wing (40) (this cottage being in any case more moderate than the cottages observed on the foil sailboats - and this cottage is also very transient, being related to the turn). Indeed, whatever the temporary cottage of the boat (100), a portion of the flange wingtip (41) will be optimally oriented to generate lift.
• This curved wing tip shape can be combined with the other aspects described in this text, or implemented separately or in isolation.
• the vertical comprises a first rectilinear vertical portion (43) and a second vertical portion (44) curving towards the center of the boat at an angle of about fifteen degrees.
• This curved inward shape is designed to optimize the compromise of storage in the boat on an acceptable height and descent under water to a maximum depth to raise the boat to the maximum, while playing with space constraints peculiar to the exiguity of a semi-rigid boat, and more particularly small boats of the existing range of semi-rigid boats.
• the rectilinear vertical portion (43) may have an angle of inclination (a in the representation of Figure 6) relative to the vertical axis (true (as defined at the beginning of this text).
• the angle of inclination with respect to the vertical axis is between 0 degrees and a maximum angle amax of 45 degrees, preferably between 30 degrees and 40 degrees, preferably substantially equal to 36 degrees.
• This optimized angle aspect can be combined with the other aspects described in this text, or implemented separately or in isolation.
• the main horizontal portion (42) of the deployed wing is preferably positioned on the vertical axis between 10 cm below and 5 cm above the center (C in the representation of Figure 6) of the engine propeller (20).
• the main horizontal portion (42) of the deployed wing may be located at the same level on the vertical axis as the center of the propeller motor (20). This is valid for both wings which, remember, are typically deployed simultaneously and in the same way on both sides of the boat.
• the propeller which acts in water to propel
• the main horizontal part (42) which acts in the water to generate lift
• the horizontal and the vertical are connected by a rounded elbow.
• the thickness of the wing (40) can be of the order of 10 mm to 40 mm, preferably of about 20 mm.
• the middle cord of the wing (40) can be between 100 mm and 500 mm, preferably about 300 mm.
• the immersed length of a wing (40) (L in the representation of Figure 6) may be between 600 mm and 1200 mm, preferably about 900 mm.
• the bearing surface of a wing (40) having a submerged length of 900 mm and an average rope of 300 mm is 54 dm 2 .
• the wings (40) are located at the location (17) of the boat (100), on the longitudinal axis. On either side of the longitudinal axis at the level of the move (17), the hull (1 3) of the boat (1 00) is pierced by a well (32) which follows the section of the vertical of the wing (40). Each wing (40) is intended to slide in the well (32) between the stored position and the deployed position.
• the well (32) opens in its lower part in the peripheral part of the rigid bottom of the boat and close to the flange (1 1), so as not to interfere with the towing of the boat (100) on a road trailer when the wings (40) are in the stowed position.
• the road towing is thus facilitated.
• the angle of inclination of the rectilinear portion of vertical (43) relative to the vertical axis can also help facilitate towing, by removing the wings of the trailer to be placed under the boat. And this inclination also contributes to the wings passing through the rigid shell in its peripheral portion.
• This aspect of towing facility can be combined with the other aspects described in this text, or implemented separately or in isolation.
• the arrangement 17 comprises in its lower part a box 170 (hollow or full) which can be for example the station or the pilot's seat for the pilot (the rest of the move may include the engine controls, the steering wheel, windshield, etc.).
• a box 170 (hollow or full) which can be for example the station or the pilot's seat for the pilot (the rest of the move may include the engine controls, the steering wheel, windshield, etc.).
• a housing 1700 is formed in this part 170 of the move (17) on either side of the longitudinal axis. Two dwellings 1700 are thus formed in the opposite walls of the lower part 170 of the layout, on each side of this arrangement.
• the housing is a hole that allows the foil to cross the wall of the portion 170, the contour of this hole conforming to the section of the rectilinear vertical portion (43) of the wing which is associated with this housing, in order to be able to guide it in sliding during its retraction for storage, and its deployment.
• the foil is indeed retracted inside the lower part 170, during storage. More specifically, the "vertical" part of the foil is at least partially retracted inside the lower part 170, during this storage.
• the height of the lower part 170 is limited (in any case it is indeed limited by the height of the moving 17), itself limited by the visibility constraint of the driver. This limitation therefore limits the foil stroke upwards.
• the two foils are represented completely stored (retracted), and it is seen that their upper end abuts (or is very close to) the upper horizontal wall 171 of the lower part 170 (in FIG. concave shape).
• the housings 1700 may not be simple holes through the walls of the part 170, but hollow ducts opening these walls and guiding the foils to the bottom of the duct (this bottom necessarily being below the underside of the wall 171).
• the wells (32) and the housings have an angle of inclination corresponding to the angle of inclination between the rectilinear vertical portion (43) and the vertical axis.
• the size of the wings (40) is minimized by their sliding in the wells (32) and in the accommodation housing (17) between a stowed position, in which the end of the vertical of the wing ( 40) is in abutment against the upper part of the housing, and an extended position, in which the end of the vertical of the wing is flush with the level of the upper part of the well (32) formed in the shell (1 3).
• the length of the vertical of the wing (40) results from the depth of the housing, therefore the height of the move (17) and the angle of inclination of the rectilinear vertical portion (43).
• the length of the vertical may advantageously be between 500 mm and 1500 mm, advantageously around 1000 mm.
• Figure 3a shows the servo mechanism (31) for actuating and locking the wing on the boat hull.
• a work of second-level or original equipment is performed by piercing the hull of a well (32) which marries the section of the wing, housing the servo device (31) which actuates and which locks the wing since and in a low or high position.
• the servo device is secured to a protective housing (30) which protects the passage of the wing and the servo mechanism (31).
• This protective case (30) is taken from the structural elements of the boat, floor, livet and cabin by resumption of lamination, gluing and / or bolting.
• the protective case (30) is taken up by an anchor which rests in the triangle formed between the livet (14), the hull (13) and the cabin (12).
• the protective case (30) has a substantially flat upper surface oriented at an angle which may correspond to the angle of the straight vertical portion (43).
• the protective housing (30) houses the servo mechanism (31) and the vertical wing (40) while restoring an oblique floor. The size of the wing (40) and its servo mechanism (31) is minimal and safety is ensured for people sailing on the boat (100).
• the servo device (31) allows three things: 1 - the locking position 2 - the translation 3 - a rotational movement to adjust the angle of the wing in the water.
• the servo mechanism (31) makes it possible to perform these three things simultaneously and symmetrically for each wing (40).
• FIGS. 5a and 5b show a top view of two front / rear wing play support arrangements according to the invention with a port and starboard wing forward play which is positioned at the height of the moving-in (17 ) and a rear wing (50) mounted on the rear engine shaft (20) Figure 5a, or by a port and starboard rear wing clearance (50) mounted somewhat parallel to the set of front fenders.
• the rear wing (50) may advantageously have a bearing surface projected on a horizontal plane participating for between 10% and 30% to the total lift of the boat (100), preferably participating at about 20% of the total lift .
• the bearing surface of the rear carrier plane may be of the order of 15 dm 2 .
• Such a boat (100) can have a take-off speed of the order of 15 kts.
• the present invention therefore relates to a semi-rigid boat carrying assembly comprising a hull (1 3), a cabin (12), a floor (P) and its livettes (14), side and bow thrusters (1 1), a moving-in (17), a rear engine (20) characterized in that for front lift, side port and starboard at the level of the arrangement (17) the hull (13) is pierced by a well (32) which allows a wing (40) to pass therethrough in translational locking and rotation by a servo mechanism (31) mounted in a protective casing (30) taken from the structural elements of the boat, floor, livet (14) and cabin (12), by resumption of lamination, gluing and / or bolting, the wing comprises a horizontal part with a tip end d flange wing (41) whose curved shape matches the shape of the flange, and a wing vertical which comprises a vertical end (44) which curves towards the center of the boat, and for a rear lift, a wing is mounted on the motor
• the present invention therefore relates to a semi-rigid boat carrying assembly, characterized in that the rear lift is a load-bearing wing mounted on the rear engine motor shaft (20).
• the present invention thus relates to a semi-rigid boat carrying assembly characterized in that the rear lift comprises a port and starboard rear wing clearance (50) mounted at the rear of the boat in parallel with the set of front fenders.
• the rear lift comprises a port and starboard rear wing clearance (50) mounted at the rear of the boat in parallel with the set of front fenders.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Toys (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)
• Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
• Harvesting Machines For Specific Crops (AREA)
• Valve Device For Special Equipments (AREA)

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• 2017
  • 2017-07-11 FR FR1770741A patent/FR3061127B1/fr active Active
• 2018
  • 2018-07-11 DK DK18736954.1T patent/DK3652055T3/da active
  • 2018-07-11 EP EP18736954.1A patent/EP3652055B1/de active Active
  • 2018-07-11 CA CA3067118A patent/CA3067118A1/fr active Pending
  • 2018-07-11 WO PCT/EP2018/068858 patent/WO2019012016A1/fr unknown
  • 2018-07-11 AU AU2018298837A patent/AU2018298837A1/en active Pending
  • 2018-07-11 ES ES18736954T patent/ES2911213T3/es active Active

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