EP3681790B1 - Rear supporting hydrodynamic assembly of an outboard motor for a lowered motor position - Google Patents

Rear supporting hydrodynamic assembly of an outboard motor for a lowered motor position Download PDF

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Publication number
EP3681790B1
EP3681790B1 EP18779737.8A EP18779737A EP3681790B1 EP 3681790 B1 EP3681790 B1 EP 3681790B1 EP 18779737 A EP18779737 A EP 18779737A EP 3681790 B1 EP3681790 B1 EP 3681790B1
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Prior art keywords
hull
engine
deflection
hydrodynamic
plates
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EP18779737.8A
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German (de)
French (fr)
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EP3681790A1 (en
Inventor
David Raison
Benoît LEQUIN
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Seair SAS
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Seair SAS
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Priority claimed from FR1770947A external-priority patent/FR3070962B1/en
Priority claimed from FR1701178A external-priority patent/FR3073489B1/en
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Publication of EP3681790A1 publication Critical patent/EP3681790A1/en
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    • 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
    • B63B1/246—Arrangements of propulsion elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/32—Housings
    • B63H20/34—Housings comprising stabilising fins, foils, anticavitation plates, splash plates, or rudders

Definitions

  • the present invention relates to a hydrodynamic rear bearing assembly for an outboard.
  • the documents GB 2091646 , US 2009104825 And US 3199483 describe hydrodynamic assemblies representative of the state of the art.
  • the invention is particularly suited to the class of motorized boat of the outboard type, and in particular to that known as the semi-rigid boat.
  • Semi-rigid boats include a rigid hull and inflatable side protection floats. These boats are not currently equipped with a lifting wing in the water, also called a foil. Indeed, foil technology which is recent has been adopted by different types of sailing and motor boats but has not yet been adopted for semi-rigid motor boats. It is described in a previous patent of the present applicant a front bearing system for a semi-rigid boat by means of wings called foils. The wings are arranged according to the invention approximately in the middle of the boat and on each side. The invention proposes a rear bearing assembly which cooperates with the front bearing system in order to ensure optimum lift and navigation.
  • the invention must solve a series of difficult problems which consist of A - proposing a rear bearing system with new performances never achieved B - not harming traditional performances, when the boat is used unworn in traditional navigation conditions.
  • the invention aims to propose a hybrid rear bearing system which operates both in bearing condition, but also in non-bearing condition.
  • the invention aims to use existing solutions to provide them with new lift.
  • This second solution solution requires modifying key navigation parameters, such as that of the position of the engine under water, which is typically lowered, as will be easily understood, to respond optimally to the fact that the boat is raised.
  • the boat being raised, it is necessary to be able to lower the position of the engine under water.
  • the invention proposes a system which makes it possible to dress the outboard motor in the lowered position in order to respond as much as possible to the constraints of using an outboard boat. It being understood that in certain aspects of use, the motor may be lowered or raised underwater during navigation. It is therefore necessary to bring to the engine block an improvement which improves the navigation characteristics when the engine is lowered but which does not harm navigation when the engine is positioned in its traditional position.
  • a main object of the invention is to propose an aft bearing assembly which adapts to the complete aft assembly of the boat, namely to its engine and to its hull and to its engine fairing.
  • An object of the invention is to provide a rear bearing system which is easily industrializable and which can be adapted as original equipment or aftermarket on a boat.
  • An object of the invention is to provide a rear bearing system which is robust and economical.
  • An object of the invention is to maximize lift and to lift the boat as much as possible out of the water.
  • the invention proposes a rear bearing system which comprises the cooperation of a new bearing wing and new deflector plates.
  • the invention proposes an airfoil which is placed on the casing of the propeller motor shaft. It was not easy to position the downwind wing at this level because naturally the reflex is to think that this position harms the quality of traction of the propeller which sees an additional obstacle added in front of it.
  • the invention proposes the addition of deflecting return plates and particularly cleverly arranged hydrodynamic penetration profiles in the water.
  • FIG 1 shows a top view, according to the invention, of the distribution of the airfoils with two front wings (11a, 11b), a port front wing (11a) and a starboard front wing (11b).
  • a rear wing (10) positioned on the central longitudinal axis, at the rear of the boat, typically secured to the hull of the engine assembly.
  • FIG 2 represents a bottom profile view of a traditional engine. Which comprises a propeller (20) propelled by a horizontal direct drive shaft (23).
  • the direct drive shaft (23) being substantially horizontal and is driven by a vertical indirect drive shaft (24), at 90° relative to the direct drive shaft (23).
  • the indirect motor shaft (24) joins the engine block positioned above the water.
  • the direct motor shaft (23) is shrouded in a body generally in the shape of an ogive.
  • the vertical indirect motor shaft is streamlined in a substantially tubular oblong body.
  • the hull of the indirect motor shaft includes grooves called anti-cavitation plate (22) and anti-stacking plate (21). These plates have the function of channeling the flow of air and liquid to optimize the operation of the propeller under water.
  • the engine is mounted in its lowest possible position underwater, in order to be able to raise the boat as much as possible above the water. It is understood that in this case the relative position of the anti-cavitation plates and anti-stacking plates are lower relative to the hull of the boat.
  • the whole hydrodynamics of the boat are totally modified compared to the standard operation of the engine.
  • the invention must therefore cover a part of the engine which traditionally was not submerged in order to make it hydrodynamic when it becomes submerged.
  • the engine hull part above the cavitation plates As shown in picture 3 , the invention proposes to position the airfoil at the front of the propeller direct drive shaft fairing ogive (23). After multiple calculations and tests, it was found that the hydrodynamic operation of the boat was improved by positioning an engine deflection crown (70) positioned at the front of the indirect engine shaft hull, above the anti-stacking plates ( 21) and anti-cavitation (22).
  • This deflection ring (70) can cooperate substantially on the same horizontal plane with a substantially aligned boat hull deflection plate (90) attached under the boat hull.
  • THE figures 4a, 4b, 4c represent respectively top views, of the front deflection crown (80), of the hull deflector plate (90), and of the supporting wing (10) which is fixed by a complementary fitting (43) on the warhead direct motor shaft fairing (23).
  • the bearing wing adopting a symmetrical shape giving way to a left wing and a right wing symmetrical to the left wing.
  • the invention achieves a combination of three innovations, namely, firstly lowering the position of the propeller under the boat, secondly, positioning an airfoil on the plane of the direct driving shaft of the propeller, thirdly, add a deflection crown and possibly a deflection plate on the top and on the front of the hull of the indirect motor shaft and in the extension under the hull of the boat.
  • the deflection crown (80) can be a crown which comprises a set of superimposed double grooves in order to combine, for example, deflection forces on the air flows and on the water flows.
  • FIG. 5 shows how according to a traditional position, in a normal position under water, anti-cavitation and anti-stacking plates fulfill their hydrodynamic function, and how by lowering the position of the engine in the water, the invention proposes the combination of a crown deflection (80) which may be above a hydrodynamic section penetration (70) which comes to dress the hull of the engine in order to increase the characteristics of penetration in water of the hull of the engine which prior to the invention was not profiled to work under water.
  • the deflection crown is positioned at water level and by means of the combination of two deflection plates positioned one under the water and the other above the water participates in a return of the flow of air and water to optimize the operation of the engine and therefore of the boat.
  • THE figures 7a, 7b and 8a, 8b show a front and side view of hydrodynamic deflection plates according to the present invention, with the penetration profile plate (70) which presents in front view an elliptical profile to concentrate the flow of water at the level of the structure internal, a leading edge (73) which maximizes penetration into the water, and in profile view in figure 8b , a deflection crown (80) which presents which presents in front view an elliptical profile to concentrate the flow of water at the level of the internal structure, and in profile view a median section which presents an attack profile ( 83) sharp penetrating in order to optimize the hydrodynamic transmission.
  • the penetration profile plate (70) which presents in front view an elliptical profile to concentrate the flow of water at the level of the structure internal, a leading edge (73) which maximizes penetration into the water, and in profile view in figure 8b
  • a deflection crown (80) which presents which presents in front view an elliptical profile to concentrate the flow of water at the level of the internal structure
  • deflection crown (80) and the penetration profile (70) have, in profile view on their rear, recessed cutouts (74, 84) complementary to the shape of the engine hull so as to fit together firmly on the engine hull in order to withstand the various forces that will be applied to it.
  • the present invention therefore relates to a hydrodynamic rear bearing assembly of an outboard sailing on a hull cooperating with a set of front wings (11a, 11b), the outboard is driven by an underwater propeller motor assembly propelled by a direct motor shaft (23) actuated by an indirect motor shaft (24), on an engine propulsion hull comprising anti-stack (21) and anti-cavitation (22) plates positioned above the propeller (24) intended to to be positioned at water level characterized in that the manufacturer's engine position is lowered under water, the engine hull is fitted with a supporting wing (10) attached to the front on the shaft hull ogive (23), a deflection ring (80) attached above the anti-stacking (21) and anti-cavitation (22) plates and at the front and the hull of the indirect drive shaft (24), an added hydrodynamic penetration profile fitted to the front of the hull of the indirect drive shaft (24), occupying the space at the front of the engine between the top of the anti-stacking (21) and anti

Description

La présente invention concerne un ensemble hydrodynamique portant arrière de hors-bord. Les documents GB 2091646 , US 2009104825 et US 3199483 , par exemple, décrivent des ensembles hydrodynamiques représentatifs de l'état de l'art.The present invention relates to a hydrodynamic rear bearing assembly for an outboard. The documents GB 2091646 , US 2009104825 And US 3199483 , for example, describe hydrodynamic assemblies representative of the state of the art.

L'invention est particulièrement adaptée à la classe de bateau motorisé de type hors-bord, et notamment à celle dite de bateau semi rigide.The invention is particularly suited to the class of motorized boat of the outboard type, and in particular to that known as the semi-rigid boat.

Les bateaux semi rigides comprennent une coque rigide et des flotteurs de protection latéraux gonflables. Ces bateaux ne sont pas aujourd'hui équipés d'aile portante dans l'eau, aussi dénommées foil. En effet, la technologie du foil qui est récente a été adoptée par différents type de bateaux à voile et à moteur mais n'a pas encore été adoptée pour les bateaux à moteur semi-rigides. Il est décrit dans un brevet précédent du présent déposant un système portant avant de bateau semi-rigide au moyen d'ailes dénommées foils. Les ailes sont disposées selon l'invention environ au milieu du bateau et de chaque côté. L'invention propose un ensemble portant arrière qui coopère avec le système portant avant afin d'assurer une portance et une navigation optimum.Semi-rigid boats include a rigid hull and inflatable side protection floats. These boats are not currently equipped with a lifting wing in the water, also called a foil. Indeed, foil technology which is recent has been adopted by different types of sailing and motor boats but has not yet been adopted for semi-rigid motor boats. It is described in a previous patent of the present applicant a front bearing system for a semi-rigid boat by means of wings called foils. The wings are arranged according to the invention approximately in the middle of the boat and on each side. The invention proposes a rear bearing assembly which cooperates with the front bearing system in order to ensure optimum lift and navigation.

Il existe actuellement des systèmes portants arrière qui sont conçus pour apporter un léger déjaugeage, sans portance avant associée. Ces systèmes ont une efficacité très relative et sont en fait assez décriés, voir jugés inefficaces. Ils consistent en l'ajout de surface portante au niveau de la plaque anti-cavitation du moteur positionnée sur la carène d'arbre moteur positionnée. En bref, l'art antérieur décrit des appendices rapportés qui apportent une légère amélioration de portance arrière. L'effet est très limité dans la mesure où la portance avant n'est pas améliorée. L'invention a un objet bien plus large qui est de proposer une portance arrière qui coopère avec une portance avant. Comme il sera compris à la lecture de la présente description, l'invention se doit de résoudre une série de problèmes difficiles qui consistent en A - proposer un système portant arrière avec des performances nouvelles jamais atteintes B - Ne pas nuire aux performances traditionnelles, lorsque le bateau est utilisé non porté en condition de navigation traditionnelle. En bref, l'invention vise à proposer un système portant arrière hybride qui fonctionne à la fois en condition portante, mais aussi en condition non portante.There are currently rear support systems that are designed to provide a slight planing, without associated front lift. These systems have a very relative effectiveness and are in fact quite decried, even considered ineffective. They consist of the addition of bearing surface at the level of the motor anti-cavitation plate positioned on the motor shaft shroud positioned. In short, the prior art describes added appendages which provide a slight improvement in rear lift. The effect is very limited as forward lift is not improved. The invention has a much broader object, which is to provide a rear lift which cooperates with a front lift. As will be understood on reading this description, the invention must solve a series of difficult problems which consist of A - proposing a rear bearing system with new performances never achieved B - not harming traditional performances, when the boat is used unworn in traditional navigation conditions. In short, the invention aims to propose a hybrid rear bearing system which operates both in bearing condition, but also in non-bearing condition.

Il est entendu que l'invention vise à utiliser des solutions existantes pour y apporter une portance nouvelle. Cette seconde monte de solution nécessite de modifier des paramètres clés de navigation, comme celui de la position du moteur sous l'eau, qui est typiquement abaissé, comme il sera facilement compris, pour répondre de façon optimum au fait que le bateau soit soulevé. En bref, le bateau étant soulevé, il faut pouvoir abaisser la position du moteur sous l'eau. L'invention propose un système qui permette d'habiller le moteur hors-bord en position abaissée afin de répondre au maximum aux contraintes d'utilisation d'un bateau hors-bord. Etant compris que dans certains aspects de l'utilisation, le moteur peut être abaissé ou remonté sous l'eau pendant la navigation. Il convient donc d'apporter au bloc moteur un perfectionnement qui améliore les caractéristiques de navigation lorsque le moteur est abaissé mais qui ne nuise pas à la navigation lorsque le moteur est positionné dans sa position traditionnelle.It is understood that the invention aims to use existing solutions to provide them with new lift. This second solution solution requires modifying key navigation parameters, such as that of the position of the engine under water, which is typically lowered, as will be easily understood, to respond optimally to the fact that the boat is raised. In short, the boat being raised, it is necessary to be able to lower the position of the engine under water. The invention proposes a system which makes it possible to dress the outboard motor in the lowered position in order to respond as much as possible to the constraints of using an outboard boat. It being understood that in certain aspects of use, the motor may be lowered or raised underwater during navigation. It is therefore necessary to bring to the engine block an improvement which improves the navigation characteristics when the engine is lowered but which does not harm navigation when the engine is positioned in its traditional position.

Un objet principal de l'invention est de proposer un ensemble portant arrière qui s'adapte à l'ensemble arrière complet du bateau à savoir à son moteur et à sa coque et à sa carène de moteur.A main object of the invention is to propose an aft bearing assembly which adapts to the complete aft assembly of the boat, namely to its engine and to its hull and to its engine fairing.

Un objet de l'invention est de proposer un système portant arrière qui soit facilement industrialisable et qui soit adaptable en première monte ou en seconde monte sur un bateau.An object of the invention is to provide a rear bearing system which is easily industrializable and which can be adapted as original equipment or aftermarket on a boat.

Un objet de l'invention est de proposer un système portant arrière qui soit robuste et économique.An object of the invention is to provide a rear bearing system which is robust and economical.

Un objet de l'invention est de maximiser la portance et de soulever au maximum le bateau hors de l'eau.An object of the invention is to maximize lift and to lift the boat as much as possible out of the water.

Dans un aspect principal, l'invention propose un système portant arrière qui comprend la coopération d'une aile portante nouvelle et de plaques déflectrices nouvelles.In a main aspect, the invention proposes a rear bearing system which comprises the cooperation of a new bearing wing and new deflector plates.

Dans un aspect l'invention propose une aile portante qui se pose sur le carter de l'arbre moteur d'hélice. Il n'était pas évident de positionner l'aile portant à ce niveau car naturellement le réflexe est de penser que cette position nuit à la qualité de traction de l'hélice qui voit un obstacle supplémentaire rajouté devant elle.In one aspect the invention proposes an airfoil which is placed on the casing of the propeller motor shaft. It was not easy to position the downwind wing at this level because naturally the reflex is to think that this position harms the quality of traction of the propeller which sees an additional obstacle added in front of it.

Dans un aspect l'invention propose l'ajout de plaques de renvois déflectrices et de profils de pénétration hydro dynamiques dans l'eau particulièrement astucieusement disposés.In one aspect, the invention proposes the addition of deflecting return plates and particularly cleverly arranged hydrodynamic penetration profiles in the water.

L'invention sera mieux comprise à la lecture des figures annexées sur lesquelles qui représentent un mode particulier de l'invention sur lesquelles :

  • La figure 1 représente une vue de dessus, selon l'invention, de la répartition des surfaces portantes
  • La figure 2 représente une vue de profil du bas de motorisation traditionnelle
  • La figure 3 représente une vue de profil de bas de motorisation selon l'invention
  • Les figures 4a, 4b, 4c représentent respectivement des vues de dessus, d'une plaque déflectrice de moteur, d'une plaque déflectrice de bateau, et de l'aile portante selon l'invention.
  • La figure 5 représente la position du moteur sous l'eau non équipé de l'invention et non abaissé
  • La figure 6 représente la position du moteur sous l'eau équipé de l'invention et abaissé sous l'eau
  • Les figures 7a, 7b et 8a, 8b représentent une vue de face et de profil de plaques de renvoi hydro dynamiques selon la présente invention
The invention will be better understood on reading the appended figures in which which represent a particular mode of the invention in which:
  • There figure 1 shows a top view, according to the invention, of the distribution of the airfoils
  • There figure 2 represents a bottom profile view of a traditional motorization
  • There picture 3 represents a bottom profile view of an engine according to the invention
  • THE figures 4a, 4b, 4c represent respectively top views, of an engine deflector plate, of a boat deflector plate, and of the airfoil according to the invention.
  • There figure 5 represents the position of the engine under water not equipped with the invention and not lowered
  • There figure 6 represents the position of the underwater motor equipped with the invention and lowered underwater
  • THE figures 7a, 7b and 8a, 8b show a front and side view of hydrodynamic deflection plates according to the present invention

La figure 1 représente une vue de dessus, selon l'invention, de la répartition des surfaces portantes avec deux ailes avant (11a, 11b), une aile avant bâbord (11a) et une aile avant tribord (11b). Une aile arrière (10) positionnée sur l'axe longitudinal central, à l'arrière du bateau, typiquement solidarisée à la carène de l'ensemble moteur. La figure 2 représente une vue de profil du bas de motorisation traditionnelle. Qui comprend une hélice (20) propulsée par un arbre moteur direct (23) horizontal. L'arbre moteur direct (23) étant sensiblement horizontal et est entraîné par un renvoi arbre moteur indirect (24) vertical, à 90° par rapport à l'arbre moteur direct (23). L'arbre moteur indirect (24) rejoint le bloc moteur positionné au-dessus de l'eau. L'arbre moteur direct (23) est caréné dans une carrosserie en forme générale d'ogive. L'arbre moteur indirect vertical est caréné dans une carrosserie oblongue sensiblement tubulaire. Traditionnellement la carène de l'arbre moteur indirect comprend des rainures dénommées plaque anti cavitation (22) et plaque anti gerbage (21). Ces plaques ont pour fonction de canaliser les flux d'air et de liquide pour optimiser le fonctionnement de l'hélice sous l'eau. Dans le cadre de la présente invention, le moteur est monté dans sa position la plus basse possible sous l'eau, et ce dans le but de pouvoir surélever au maximum le bateau au-dessus de l'eau. Il est entendu que dans ce cas la position relative des plaques anti cavitation et plaques anti gerbage sont plus basses par rapport la coque du bateau. En bref, toute l'hydrodynamique du bateau est totalement modifiée par rapport au fonctionnement standard du moteur. Au vu de quoi il a apparu nécessaire de concevoir et de créer de nouvelles plaques de déflection, positionnées à des endroits nouveaux. L'invention doit donc habiller une partie du moteur qui traditionnellement n'était pas immergée pour la rendre hydrodynamique lorsqu'elle devient immergée. La partie carène moteur au-dessus des plaques cavitation Comme représenté en figure 3, l'invention propose de positionner l'aile portante à l'avant de l'ogive de carène d'arbre moteur direct (23) d'hélice. Après multiples calcul, essais, il a été trouvé que le fonctionnement hydrodynamique du bateau était amélioré en positionnant une couronne de déflection moteur (70) positionnée à l'avant de la carène d'arbre moteur indirect, au-dessus des plaques anti gerbage (21) et anti cavitation (22). Cette couronne de déflection (70) peut coopérer sensiblement sur le même plan horizontal avec une plaque de déflection de coque (90) de bateau sensiblement alignée qui est-elle fixée sous la coque du bateau. Les figures 4a, 4b, 4c représentent respectivement des vues de dessus, de la couronne de déflection avant (80), de la plaque déflectrice de coque (90), et de l'aile portante (10) qui se fixe par un emboîtement complémentaire (43) sur l'ogive de carène d'arbre moteur direct (23). L'aile portante adoptant une forme symétrique faisant place à une aile gauche et une aile droite symétrique de l'aile gauche. En bref, l'invention réalise une combinaison de trois innovations, à savoir, premièrement abaisser la position de l'hélice sous le bateau, secondement, positionner une aile portante sur le plan de l'arbre moteur direct de l'hélice, troisièmement, ajouter une couronne de déflection et possiblement une plaque de déflection sur le haut et sur l'avant de la carène de l'arbre moteur indirect et dans le prolongement sous la coque du bateau. La couronne de déflection (80) peut être une couronne qui comporte un jeu de doubles rainures superposées afin de conjuguer par exemple des efforts de déflection sur les flux d'air et sur les flux d'eau. La figure 5 représente comment selon une position traditionnelle, en position normale sous l'eau, plaques anti cavitation et anti gerbage remplissent leur fonction hydro dynamique, et comment en abaissant la position du moteur dans l'eau, l'invention propose la combinaison d'une couronne de déflection (80) qui peut se trouver au-dessus d'un profilé hydrodynamique de pénétration (70) qui vient habiller la carène du moteur afin d'augmenter les caractéristiques de pénétration dans l'eau de la carène de moteur qui préalablement à l'invention n'était pas profilée pour travailler sous l'eau. La couronne de déflection est positionné au niveau de l'eau et au moyen de la combinaison de deux plaques de déflection positionnées l'une sous l'eau et l'autre au-dessus de l'eau participe à un renvoi des flux d'air et d'eau pour optimiser le fonctionnement du moteur et donc du bateau. Les figures 7a, 7b et 8a, 8b représentent une vue de face et de profil de plaques de renvoi hydro dynamiques selon la présente invention, avec la plaque de profil de pénétration (70) qui présente en vue de face un profil elliptique pour concentrer le flux d'eau au niveau de la structure interne, un bord d'attaque (73) qui maximise la pénétration dans l'eau, et en vue de profil en figure 8b, une couronne de de déflection (80) qui présente qui présente en vue de face un profil elliptique pour concentrer le flux d'eau au niveau de la structure interne, et en vue de profil une section médiane qui présente un profil d'attaque (83) acéré pénétrant de façon à optimiser le renvoi hydrodynamique. Etant également entendu que la couronne de déflection (80) et le profil de pénétration (70) présentent en vue de profil sur leur arrière des découpes en décrochés (74, 84) complémentaires de la forme de la carène moteur de façon à s'emboiter solidement sur la carène moteur afin de supporter les différents efforts qui lui seront appliqués.There figure 1 shows a top view, according to the invention, of the distribution of the airfoils with two front wings (11a, 11b), a port front wing (11a) and a starboard front wing (11b). A rear wing (10) positioned on the central longitudinal axis, at the rear of the boat, typically secured to the hull of the engine assembly. There figure 2 represents a bottom profile view of a traditional engine. Which comprises a propeller (20) propelled by a horizontal direct drive shaft (23). The direct drive shaft (23) being substantially horizontal and is driven by a vertical indirect drive shaft (24), at 90° relative to the direct drive shaft (23). The indirect motor shaft (24) joins the engine block positioned above the water. The direct motor shaft (23) is shrouded in a body generally in the shape of an ogive. The vertical indirect motor shaft is streamlined in a substantially tubular oblong body. Traditionally, the hull of the indirect motor shaft includes grooves called anti-cavitation plate (22) and anti-stacking plate (21). These plates have the function of channeling the flow of air and liquid to optimize the operation of the propeller under water. In the context of the present invention, the engine is mounted in its lowest possible position underwater, in order to be able to raise the boat as much as possible above the water. It is understood that in this case the relative position of the anti-cavitation plates and anti-stacking plates are lower relative to the hull of the boat. In short, the whole hydrodynamics of the boat are totally modified compared to the standard operation of the engine. In view of what it appeared necessary to design and create new deflection plates, positioned in new places. The invention must therefore cover a part of the engine which traditionally was not submerged in order to make it hydrodynamic when it becomes submerged. The engine hull part above the cavitation plates As shown in picture 3 , the invention proposes to position the airfoil at the front of the propeller direct drive shaft fairing ogive (23). After multiple calculations and tests, it was found that the hydrodynamic operation of the boat was improved by positioning an engine deflection crown (70) positioned at the front of the indirect engine shaft hull, above the anti-stacking plates ( 21) and anti-cavitation (22). This deflection ring (70) can cooperate substantially on the same horizontal plane with a substantially aligned boat hull deflection plate (90) attached under the boat hull. THE figures 4a, 4b, 4c represent respectively top views, of the front deflection crown (80), of the hull deflector plate (90), and of the supporting wing (10) which is fixed by a complementary fitting (43) on the warhead direct motor shaft fairing (23). The bearing wing adopting a symmetrical shape giving way to a left wing and a right wing symmetrical to the left wing. In short, the invention achieves a combination of three innovations, namely, firstly lowering the position of the propeller under the boat, secondly, positioning an airfoil on the plane of the direct driving shaft of the propeller, thirdly, add a deflection crown and possibly a deflection plate on the top and on the front of the hull of the indirect motor shaft and in the extension under the hull of the boat. The deflection crown (80) can be a crown which comprises a set of superimposed double grooves in order to combine, for example, deflection forces on the air flows and on the water flows. There figure 5 shows how according to a traditional position, in a normal position under water, anti-cavitation and anti-stacking plates fulfill their hydrodynamic function, and how by lowering the position of the engine in the water, the invention proposes the combination of a crown deflection (80) which may be above a hydrodynamic section penetration (70) which comes to dress the hull of the engine in order to increase the characteristics of penetration in water of the hull of the engine which prior to the invention was not profiled to work under water. The deflection crown is positioned at water level and by means of the combination of two deflection plates positioned one under the water and the other above the water participates in a return of the flow of air and water to optimize the operation of the engine and therefore of the boat. THE figures 7a, 7b and 8a, 8b show a front and side view of hydrodynamic deflection plates according to the present invention, with the penetration profile plate (70) which presents in front view an elliptical profile to concentrate the flow of water at the level of the structure internal, a leading edge (73) which maximizes penetration into the water, and in profile view in figure 8b , a deflection crown (80) which presents which presents in front view an elliptical profile to concentrate the flow of water at the level of the internal structure, and in profile view a median section which presents an attack profile ( 83) sharp penetrating in order to optimize the hydrodynamic transmission. It being also understood that the deflection crown (80) and the penetration profile (70) have, in profile view on their rear, recessed cutouts (74, 84) complementary to the shape of the engine hull so as to fit together firmly on the engine hull in order to withstand the various forces that will be applied to it.

La présente invention concerne donc un ensemble hydrodynamique portant arrière de hors-bord naviguant sur une coque coopérant avec un jeu d'ailes avant (11a, 11b), le hors-bord est mu par un ensemble moteur à hélice sous l'eau propulsée par un arbre moteur direct (23) actionné par un arbre moteur indirect (24), sur une carène de propulsion moteur comprenant des plaques anti gerbage (21) et anti cavitation (22) positionnées au-dessus de l'hélice (24) destinées à se positionner au niveau de l'eau caractérisé en ce que la position moteur constructeur est abaissée sous l'eau, la carène moteur est habillé d'une aile portante (10) rapportée à l'avant sur l'ogive de carène d'arbre direct (23), d'une couronne de déflection (80) rapportée au-dessus des plaques anti gerbage (21) et anti cavitation (22) et à l'avant et de la carène de l'arbre moteur indirect (24), d'un profil de pénétration hydrodynamique rapporté emboîté à l'avant de la carène de l'arbre moteur indirect (24), occupant l'espace à l'avant du moteur entre le haut des plaques anti gerbage (21) et anti cavitation (22) et le bas de la couronne de déflection (80), l'arrière de la coque est équipé à hauteur du placement de la couronne de déflection (80) d'une plaque de déflection (90).The present invention therefore relates to a hydrodynamic rear bearing assembly of an outboard sailing on a hull cooperating with a set of front wings (11a, 11b), the outboard is driven by an underwater propeller motor assembly propelled by a direct motor shaft (23) actuated by an indirect motor shaft (24), on an engine propulsion hull comprising anti-stack (21) and anti-cavitation (22) plates positioned above the propeller (24) intended to to be positioned at water level characterized in that the manufacturer's engine position is lowered under water, the engine hull is fitted with a supporting wing (10) attached to the front on the shaft hull ogive (23), a deflection ring (80) attached above the anti-stacking (21) and anti-cavitation (22) plates and at the front and the hull of the indirect drive shaft (24), an added hydrodynamic penetration profile fitted to the front of the hull of the indirect drive shaft (24), occupying the space at the front of the engine between the top of the anti-stacking (21) and anti-cavitation ( 22) and the bottom of the deflection crown (80), the rear of the hull is equipped at the height of the placement of the deflection crown (80) with a deflection plate (90).

On voit bien que de nombreuses variantes éventuellement susceptibles de se combiner peuvent ici être apportées sans jamais sortir du cadre de l'invention tel qu'il est défini ci-après.It is clear that many variants possibly capable of being combined can be made here without ever departing from the scope of the invention as defined below.

Claims (1)

  1. Boat of the outboard type comprising a hydrodynamic rear bearing assembly navigating on a hull cooperating with a set of front wings (11a, 11b), the outboard is driven by an underwater propeller motor assembly propelled by a shaft direct engine (23) actuated by an indirect engine shaft (24), on an engine propulsion hull comprising anti-stack (21) and anti-cavitation (22) plates positioned above the propeller (20) intended to be positioned at water level, hydrodynamic assembly in which the manufacturer's engine position is lowered under water, the engine hull is fitted with a supporting wing (10) attached at the front to the direct shaft hull ogive (23), a deflection ring (80) attached above the anti-stacking (21) and anti-cavitation (22) plates and at the front and the hull of the indirect drive shaft (24), a reported hydrodynamic penetration profile nested at the front of the hull of the indirect drive shaft (24), occupying the space at the front of the engine between the top of the anti-stacking (21) and anti-cavitation (22) plates and the bottom of the deflection ring (80), the rear of the hull is equipped at the height of the placement of the ring deflection (80) of a deflection plate (90).
EP18779737.8A 2017-09-11 2018-09-04 Rear supporting hydrodynamic assembly of an outboard motor for a lowered motor position Active EP3681790B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1770947A FR3070962B1 (en) 2017-09-11 2017-09-11 OUTBOARD REAR BEARING HYDRODYNAMIC ASSEMBLY
FR1701178A FR3073489B1 (en) 2017-11-15 2017-11-15 HYDRODYNAMIC ASSEMBLY REAR OUTBOARD FOR SLOW MOTOR POSITION
PCT/FR2018/000210 WO2019048745A1 (en) 2017-09-11 2018-09-04 Rear supporting hydrodynamic assembly of an outboard motor for a lowered motor position

Publications (2)

Publication Number Publication Date
EP3681790A1 EP3681790A1 (en) 2020-07-22
EP3681790B1 true EP3681790B1 (en) 2023-04-05

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EP18779737.8A Active EP3681790B1 (en) 2017-09-11 2018-09-04 Rear supporting hydrodynamic assembly of an outboard motor for a lowered motor position

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EP (1) EP3681790B1 (en)
AU (1) AU2018330620A1 (en)
CA (1) CA3075500A1 (en)
WO (1) WO2019048745A1 (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB981977A (en) * 1963-05-31 1965-02-03 Floyd Pickens Ellzey Improvements relating to water craft and propulsion units therefor
US3199483A (en) * 1963-06-03 1965-08-10 Floyd P Ellzey Multi-use for hydrofoil supported displacement vessel
US4744779A (en) * 1986-12-04 1988-05-17 Ferrero & Wepfer Outboard motor cavitation plate extension
US4875882A (en) * 1988-08-30 1989-10-24 Plitt Cheryl A Splash guard for outboard motor

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3804048A (en) * 1972-03-17 1974-04-16 Dynafoil Hydrofoil watercraft
IT1146586B (en) * 1981-01-27 1986-11-12 Arturo Colamussi MEANS TO DECREASE THE HYDRODYNAMIC RESISTANCE OF PNEUMATIC BOATS
EP1937549B1 (en) * 2005-08-22 2014-02-26 Honda Motor Co., Ltd. Boat propulsion engine
TR201900188T4 (en) * 2014-07-17 2019-02-21 Hydros Innovation Sa Motor boat with retractable keels.

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB981977A (en) * 1963-05-31 1965-02-03 Floyd Pickens Ellzey Improvements relating to water craft and propulsion units therefor
US3199483A (en) * 1963-06-03 1965-08-10 Floyd P Ellzey Multi-use for hydrofoil supported displacement vessel
US4744779A (en) * 1986-12-04 1988-05-17 Ferrero & Wepfer Outboard motor cavitation plate extension
US4875882A (en) * 1988-08-30 1989-10-24 Plitt Cheryl A Splash guard for outboard motor

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Publication number Publication date
CA3075500A1 (en) 2019-03-14
AU2018330620A1 (en) 2020-04-30
WO2019048745A1 (en) 2019-03-14
EP3681790A1 (en) 2020-07-22

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