EP3717348A1 - Bateau comportant des motorisations qui presentent des helices positionnees chacune dans un conduit procurant un fonctionnement optimise en marche avant et une grande maniabilite - Google Patents
Bateau comportant des motorisations qui presentent des helices positionnees chacune dans un conduit procurant un fonctionnement optimise en marche avant et une grande maniabiliteInfo
- Publication number
- EP3717348A1 EP3717348A1 EP18808360.4A EP18808360A EP3717348A1 EP 3717348 A1 EP3717348 A1 EP 3717348A1 EP 18808360 A EP18808360 A EP 18808360A EP 3717348 A1 EP3717348 A1 EP 3717348A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- boat
- section
- boat according
- hull
- transom
- 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.)
- Pending
Links
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 46
- 238000007654 immersion Methods 0.000 claims description 2
- 238000002485 combustion reaction Methods 0.000 abstract description 3
- 230000001133 acceleration Effects 0.000 description 11
- 238000010586 diagram Methods 0.000 description 6
- 230000005484 gravity Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005188 flotation Methods 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 230000001141 propulsive effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 238000009331 sowing Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H11/00—Marine propulsion by water jets
- B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
- B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
- B63H11/08—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/46—Steering or dynamic anchoring by jets or by rudders carrying jets
-
- 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
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
- B63B1/042—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull the underpart of which being partly provided with channels or the like, e.g. catamaran shaped
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H11/00—Marine propulsion by water jets
- B63H2011/008—Arrangements of two or more jet units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H11/00—Marine propulsion by water jets
- B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
- B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
- B63H11/08—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type
- B63H2011/081—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type with axial flow, i.e. the axis of rotation being parallel to the flow direction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
- B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
- B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/02—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring
- B63H2025/026—Initiating means for steering, for slowing down, otherwise than by use of propulsive elements, or for dynamic anchoring using multi-axis control levers, or the like, e.g. joysticks, wherein at least one degree of freedom is employed for steering, slowing down, or dynamic anchoring
Definitions
- the present application relates to a boat comprising engines that have propellers each positioned in a conduit providing optimized operation in forward and great maneuverability.
- Document FR-3.020.337 proposes a hybrid-propelled boat which comprises a combustion engine and two electric engines arranged on either side of the combustion engine.
- Each electric motor comprises a propeller, positioned in a longitudinal duct, which extends from a water inlet to a water outlet provided at the rear of the boat.
- each water inlet is positioned so as to be under the surface of the water when the boat is sailing at a speed below a given threshold and to be above the surface of the water. water when the boat is sowing and sails at a speed above the given threshold.
- This embodiment is not fully satisfactory because it does not offer great maneuverability, especially to perform certain maneuvers port.
- US-5.090.929 proposes a boat equipped with two electric engines, which are symmetrical with respect to the median line of the hull and which each have a propeller positioned in a conduit.
- Each duct comprises a first cylindrical and rectilinear section, which opens at the transom of the boat and in which is positioned the propeller, and a second rectilinear section which opens at a first end, at the wall of the boat and, at a second end, in the first section at the front of the propeller.
- the second section opens at the wall via vertically oriented shutters, which direct the incoming water flow towards the propeller.
- the boat comprises two engines at the front to propel the boat in reverse and two engines at the rear to propel the boat forward.
- the electric motors are controlled by a single controller.
- this arrangement contributes to improving the maneuverability, the presence of four engines tends to complicate the design of the boat and therefore increase its price.
- the presence of engines at the front tends strongly to disrupt the flow of water along the hull when the boat is operating forward and therefore to reduce the efficiency of the propulsion system of the boat in the forward direction .
- the present invention aims to overcome the disadvantages of the prior art.
- the invention relates to a boat comprising at least one hull, a transom, at least two walls and a propulsion system which comprises at least one heat engine, positioned at or symmetrically relative to at the vertical median plane of the boat, and at least two electric engines arranged symmetrically with respect to the vertical median plane and which each comprise a propeller disposed in a duct which has:
- a front section which opens via at least one lateral orifice on a wall.
- the conduit has the following characteristics:
- the conduit comprises at least one convergent in the direction of a flow from the lateral orifice to the rear orifice,
- the front section has a continuous curved profile
- the front section is oriented so that the water flow out of the lateral orifice is directed in a forward direction and forms an angle between 20 and 60 ° relative to the wall.
- the duct comprises at least one convergent in the direction of a flow going from the lateral orifice towards the rear orifice makes it possible to optimize the yield for a forward displacement.
- the front section has a continuous curved profile makes it possible to reduce the pressure losses and to optimize the efficiency irrespective of the direction of travel.
- the conduit has at least one of the following characteristics
- the rear section comprises a convergent so that the rear orifice has a passage section smaller than the passage section of the central section
- the front section comprises a convergent so that the lateral orifice has a passage section greater than the passage section of the central section
- the rear section comprises an extension protruding from the transom
- the helix has a diameter greater than or equal to 150 mm, preferably of the order of 300 mm,
- At least one deflector configured to limit the suction of the water flow into the duct when the boat is operating forward at high speed.
- FIG. 1 is a perspective view, at a first angle of view, of a boat illustrating an embodiment of the invention
- FIG. 2 is a perspective view, at a second angle of view, of the boat visible in FIG. 1,
- FIG. 3 is a side view of the boat visible in FIG. 1,
- FIG. 4 is a view from below of the boat visible in FIG. 1,
- FIG. 5 is a rear view of the boat visible in FIG. 1,
- FIG. 6 is a perspective view of the rear of a boat illustrating a first embodiment
- FIG. 7 is a section, along line VI-VI of FIG. 5, of a boat duct with a flow of water flow towards the rear of the boat,
- FIG. 8 is a section, along the line VI-VI of FIG. 5, of a boat duct with a flow of water flow towards the front of the boat
- FIG. 9 is a front view of a lateral orifice which illustrates an embodiment of the invention
- FIG. 10 is a front view of a lateral orifice which illustrates another embodiment of the invention.
- Fig. 11 is a diagram showing the variation of the duct section from the side entrance to the transom for the embodiments shown in Fig. 10;
- Fig. 12 is a sectional view of a boat duct illustrating a second embodiment,
- FIG. 13 is a perspective view of orifices of the duct visible in FIG. 12 which open onto an outer wall of the boat,
- FIG. 14 is a perspective view of an orifice of the duct visible in FIG. 12 which opens onto an inner wall of the boat,
- FIG. 15 is a diagram which illustrates the controls used to control the different engines of a boat in hybrid operating mode
- FIG. 16 is a diagram which illustrates the controls used to control the various actuators in the electrical operating mode
- FIGS. 17A and 17B are diagrams which illustrate the setpoints transmitted to right and left engines as a function of the variation of the direction setpoint, for first and second constant values of the acceleration setpoint, in electric operating mode,
- FIG. 18 is a diagram which illustrates the setpoints transmitted to the right and left engines as a function of the variation of the acceleration setpoint, for a constant value of the direction setpoint, in the electrical operating mode
- FIG. 19 is a diagram which illustrates the instructions transmitted to the right and left engines according to the variation of the direction setpoint, in hybrid operating mode
- FIGS. 20A and 20B are top views of a boat illustrating various examples of maneuvers
- FIG. 21 is a view of a hull of a boat from the bow of the boat illustrating an embodiment of the invention
- FIG. 22 is a view from below of the hull visible in FIG. 21,
- FIG. 23 is a longitudinal section between the hulls of the bottom of the hull visible in FIG. 21,
- FIG. 24 is a side view of the bow of the hull visible in FIG. 21,
- FIG. 25 is a cross-section at the lateral orifices of the visible hull 21 which illustrates the deflection of the water in the thermal operating mode
- FIG. 26 is a side view of the hull of the boat visible in FIG. 21, and FIGS. 27A to 27H are sections of the hull respectively along transverse planes A to H of FIG. 26.
- a catamaran type boat comprises two hulls 12.1 and 12.2, respectively called first and second hulls thereafter, connected by a flat 14.
- Each hull 12.1 and 12.2 comprises a transom 16.1 and 16.2, an outer wall 18.1 and 18.2 and an inner wall 20.1 and 20.2 which meet at a nose 22.1 and 22.2.
- the platform 14 comprises a bottom 24 which extends between the two hulls, a transom 26 disposed approximately in the same plane as the rear tables 16.1 and 16.2 of the hulls and the flanks 28.1 and 28.2 which respectively surmount the outer walls. 18.1 and 18.2.
- the elements of the hull of the boat 10 are symmetrical relative to a median vertical plane PMV visible in Figure 5.
- a longitudinal direction is parallel to the median plane PMV and horizontal.
- a transverse plane is perpendicular to the longitudinal direction.
- the boat 10 comprises at least one shell symmetrical with respect to the vertical median plane, at least one transom and two outer walls approximately parallel to the longitudinal direction at the rear of the boat.
- the boat 10 comprises at least two shells 12.1, 12.2 tapered to obtain a depression of the hulls 12.1, 12.2 more important, as will be explained later.
- the boat 10 includes a water line that corresponds to the intersection of the surface of the water and hulls 12.1 and 12.2 when the boat is stationary or navigates at a reduced speed, for example at a speed below 8 knots for a boat 9 m long.
- high speed is understood to mean a speed greater than the minimum speed of hydroplaning of the boat and at reduced speed a speed lower than the maximum hull speed of the boat.
- the boat 10 comprises a propulsion system which comprises first and second engines 30.1 and 30.2 electrical, arranged symmetrically with respect to the vertical median plane PMV, and a heat engine 32 positioned at the vertical median plane PMV or symmetrically by report to the latter.
- a propulsion system which comprises first and second engines 30.1 and 30.2 electrical, arranged symmetrically with respect to the vertical median plane PMV, and a heat engine 32 positioned at the vertical median plane PMV or symmetrically by report to the latter.
- the boat 10 includes batteries for storing electrical energy.
- the heat engine 32 is of the outboard type and fixed on the transom 26 of the platform 14.
- the heat engine 32 is of the inboard type. In this case, it is positioned partly inside a central shell 34 positioned under the platform 14, projecting from the bottom 24, equidistant from the first and second shells 12.1 and 12.2.
- This heat engine 32 comprises an output shaft configured to rotate a helix.
- the output shaft is connected to the helix by a first hinge, which comprises a vertical axis for orienting the helix to the right or to the left, and a second hinge which comprises an axis. horizontal allowing to immerse the propeller or to take it out completely or partially from the water.
- the heat engine 32 is of the "Z drive" type.
- the output shaft of the heat engine 32 is fixed and the boat comprises a rudder.
- the heat engine 32 is not more detailed because it is known to those skilled in the art.
- each first and second motor 30.1, 30.2 comprises an electric motor 38 operating in both directions, an output shaft 40 rotated by the electric motor 38 and a propeller 42 fixed on the shaft Release
- the boat 10 Associated with the first and second engines 30.1 and 30.2, the boat 10 comprises two conduits 44 symmetrical with respect to the vertical median plane PMV, a first conduit 44 disposed in the first hull 12.1 and a second conduit 44 in the second hull 12.2 when the boat is a catamaran.
- each duct 44 has:
- a central section 46 cylindrical (or non-cylindrical), at which the propeller 42 is positioned,
- a rear section 48 rectilinear, in the extension of the central section 46, which opens via at least one rear orifice 50 on the transom 16.1 or 16.2 of the first or second hull 12.1, 12.2, and
- a front section 52 bent which opens via at least one lateral orifice 54 on the outer wall 18.1 or 18.2.
- each duct 44 has a length, starting from the transom 16.1, 16.2 of the boat, such that the lateral orifice 54 is shifted rearward with respect to the center of gravity of the boat.
- each duct 44 has a length, distance separating the lateral orifice 54 of the transom 16.1, 16.2, less than 1/4 of the length of the boat (distance between the bow and the stern of the boat).
- the length of the ducts 44 must be as small as possible in order to reduce the pressure drops and to increase the rotational torque when operating in reverse.
- the lateral orifice 54 is positioned at a small distance from the transom 16.1, 16.2 of the order of 1.3 m, less than 2 m.
- the front section 52 is oriented so that the flow of water leaving the lateral orifice 54 is directed in a direction F forming an angle of between 20 and 60 ° with respect to the outer wall 18.1 or 18.2 and oriented towards the before.
- the direction F is substantially perpendicular to the line passing approximately through the center of the lateral orifice 54 and the center of gravity of the boat G, as illustrated in FIG. 4.
- the fact that the lateral orifices are as far apart as possible by relative to the center of gravity of the boat G and that the direction F is substantially perpendicular to the line passing approximately through the center of the lateral orifice 54 and the center of gravity of the boat G makes it possible to increase the torque. This feature provides great maneuverability to the boat that can turn on the spot.
- the central section 46 has a diameter greater than or equal to 150 mm.
- the diameter of the central section 46 is proportional to the size of the boat.
- the propeller has a diameter slightly smaller than that of the central section. The larger the diameter of the propeller, the greater the propulsive efficiency. However, the diameter must not be too large so that the side and rear ports are immersed during operation of the two electric actuators 30.1 and 30.2.
- the propeller has a diameter greater than or equal to 150 mm, preferably of the order of 300 mm. This configuration makes it possible to generate a flow of water propelled by the large propeller.
- Each electric motor is preferably configured to operate optimally at a reduced rotational speed of the propeller, of the order of 1500 rpm with ducts of the order of 300 mm in diameter and a watercraft. about 9 m. This solution makes it possible to optimize the overall efficiency of the 30.1 and 30.2 electric drives that must operate at low pressure and at a high flow rate.
- the first and second engines 30.1 and 30.2 are configured to generate forward propulsion, when the propeller 42 rotates in a first direction of rotation and the water is ejected via the rear orifice 50, or a rearward propulsion when the propeller 42 rotates in a second direction of rotation (opposite to the first direction) and the water is ejected via the lateral main orifice 54.
- the duct 44 comprises at least one convergent in the direction of flow from the lateral orifice 54 to the rear orifice 50. This convergence makes it possible to optimize efficiency in the forward operating mode of the boat.
- the rear section 48 includes a convergent 56 so that the rear port 50 has a passage section S50 smaller than the passage section S46 of the central section 46.
- the convergent 56 adjoins the rear orifice 50. This position makes it possible to obtain at the output an acceleration of the water flow and therefore a reduction of the pressure to a value close to the pressure of the water outside the duct 44.
- the front section 52 comprises a convergent 56 ', in the flow direction from the lateral orifice 54 towards the rear orifice 50, so that the lateral orifice 54 has a section S54 greater than the passage section S46 of the central section 46.
- the duct 44 comprises two convergents in the direction of flow going from the lateral orifice 54 towards the rear orifice 50, a first convergent 56 between the central section 46 and the orifice 50 and a second convergent 56 'between the lateral orifice 54 and the central section 46.
- This double convergence makes it possible to obtain an acceleration of the flow of water downstream and upstream of the propeller 42.
- the lateral orifice 54 has a section S54 approximately whose surface is between 1.5 and 6 times the surface of the section S50 of the outlet orifice 50, ideally between 2 and 4 times the surface of the section S50 of the outlet port 50.
- FIG. 11 shows, as an indication, the variation of the section of the duct 44 as a function of the distance between the given section and the lateral orifice 54, starting from the lateral orifice 54 to the transom .
- the curve L corresponds to the embodiment having the lateral orifice 54 visible in FIG.
- the duct 44 does not comprise any divergent portion.
- the front section 52 has a continuous curved profile in the two directions of flow (from the lateral orifice 54 towards the rear orifice 50 or from the rear orifice 50 towards the lateral orifice 54 ). As illustrated in FIGS. 7 and 8, this continuous curved profile makes it possible to reduce the pressure drops and to obtain an orientation of the flow at the outlet of the lateral orifice that is optimal for maneuverability.
- the lateral orifice 54 has an approximately rectangular shape with a low height, less than 20 cm, and a long length, greater than 40 cm, as illustrated in FIGS. 9, 10 and 13. This configuration makes it possible to obtain an important section. while keeping the lateral orifice 54 away from the waterline when the engines 30.1, 30.2 operate.
- the rear section 48 comprises an extension 78 projecting from the transom 16.1,, 16.2.
- this extension 78 has a length, measured at the axis of the conduit 44 from the transom, greater than or equal to 10 cm. This solution makes it possible to avoid the separation of the water around the outlet orifice 50 at the transom.
- each transom 16.1, 16.2 has a removable part 80 which comprises the first convergent 56 and the extension 78 (in the case of a variant comprising an extension 78), to allow to access the propeller 42 and be able to disassemble it.
- the front section 52 comprises a main lateral orifice 54 and at least one secondary lateral orifice.
- the duct 44 comprises at least one auxiliary section which opens, at a first end, in the central section 46 and / or the front section 52 at the front of the propeller 42 and, at a second end, via an orifice secondary side on an inner wall 18.1, 18.2 and / or outer wall 20.1, 20.2, offset rearward with respect to the main lateral orifice 54.
- the front duct 52 has a greater radius of curvature than that of the auxiliary section.
- the duct 44 comprises at least one external auxiliary section 60 which opens, at a first end, into the central section 46 and / or the front section 52 at the front of the chamber. propeller 42 and, at a second end, via an external secondary lateral orifice 62 on the outer wall 18.1 or 18.2, offset rearwardly with respect to the main lateral orifice 54.
- the conduit 44 comprises at least one inner auxiliary section 64 which opens, at a first end 65, into the central section 46 and / or the front section 52 at the front of the propeller 42 and, at a second end, via an inner secondary lateral orifice 66 on the inner wall 20.1 and 20.2, offset rearwardly with respect to the outer lateral secondary orifice 62.
- the conduit comprises at least one external auxiliary section 60 and / or at least one inner auxiliary section 64.
- the main lateral orifice In the presence of secondary lateral orifices, the main lateral orifice has a section smaller than the passage section of the main section 46. Thus, a convergent 58 is obtained when the flow of water flows from the rear orifice 50 towards the lateral openings.
- the sum of the sections of the lateral orifices 54, 62, 66 is greater than the section S46 of the central section 46 which is itself greater than the section S50 of the rear orifice 50.
- at least one convergent is obtained when the flow of water flows from the lateral orifices towards the rear orifice 50.
- the water Due to the continuity of the curvature of the front section 52 and / or the fact that the front section 52 has a greater radius of curvature than that of the auxiliary section (s) outside (s) 60 and inside (s) 64, the water hardly flows in the outer auxiliary section (s) 60 and the auxiliary section (s) interior (s) 64.
- the lateral orifices 54, 62, 66 are designed to reduce disturbances at high speeds.
- the hull 130 comprises two shells 12.1 and 12.2 symmetrical with respect to the vertical median plane. These two hulls have a cross section (perpendicular to the vertical median plane) tapered to obtain a depression of the hulls 12.1 and 12.2 ensuring immersion pipes 44 when the boat is moving at a low speed, for example in electric operating mode.
- the master torque is positioned in a 1/3 rear of the length of the boat.
- the minimum distance between the two hulls 12.1, 12.2 at the level of the waterline is greater than or equal to half the width of the boat.
- each hull 12.1, 12.2 comprises an almost vertical bow 132 in order to maximize the flotation length.
- the hull 130 comprises a nearly horizontal slat 134 (in a cross section of the boat) with a dimension of about 50 mm. This chime 134 is positioned at mid-bow 132 and then shifts to be positioned at the bottom 136 of each shell.
- the chime 134 serves as a deflector to fold the waves.
- the chime 134 serves as a deflector and prevents water from rising along the outer wall 18.1, 18.2 when the boat is moving at high speed, especially in thermal operation mode.
- the bow 132 has a redan 138 projecting from a bottom surface of about 50 mm, to fold the waves that go beyond the chime 134.
- the bottom 136 of each hull describes an evolutionary V, the angle between the bottom 136 of the hull and the horizontal continuously varying all along the boat.
- the bottom 136 of each hull forms, at the front of the boat, a first angle al with the horizontal greater than 60 °, preferably of the order of 75 °, which allows to have fine water inlets to reduce the resistance of penetration into the water.
- each shell forms, at the transom, a second angle a2 with the horizontal less than 20 °, preferably of the order of 13 °. This solution maximizes lift.
- FIG 26 there is shown a hull 130 with several cross sections A to H which are shown in Figures 27A to 27H.
- the gap between the keel lines Q.12 of the hulls 12.1, 12.2 increases progressively from front to rear.
- the keel line Q.34 of the central hull 34 is always located above the line passing through the keel lines Q.12 of the hulls 12.1, 12.2 in transverse planes.
- the section of passage of water below the waterline at 3.5 t tends to increase from the front to a cross section just ahead of the side ports 54 and then decreases to the rear.
- each lateral orifice 54 may comprise at least one deflector 68 configured to limit the suction of the water flow 70 in the duct 44 when the boat is running. forward at speed high and not to hinder the suction of water in the conduit 44 when the boat is operating at reduced speed.
- the deflector 68 comprises a shape protruding from the outer wall 18.1 and 18.2 at the front of the main lateral orifice 54, as illustrated by FIGS. 12 and 13, and / or a form in hollow relative to the outer wall 18.1 and 18.2 behind the main lateral orifice 54, as illustrated in Figures 9 and 13.
- each secondary external and / or internal lateral orifice 62, 66 may comprise a deflector 72, projecting or recessed, configured to limit the suction of the flow of water 70 into the conduit 44 when the boat is operating at high speed with the engine, and not to hinder the suction of water in the conduit 44 when the boat is operating at reduced speed.
- the boat 10 comprises at least one master controller 100 whose inputs are connected to:
- a first steering control 102 configured to generate a direction setpoint determined for example according to the angular position of a bar in the form of a steering wheel
- a second acceleration command 104 configured to generate an acceleration setpoint determined, for example, as a function of the angular position of a throttle lever
- a positioning sensor 108 of a jack controlling the orientation of the base of the heat engine 32 supporting the propeller.
- the boat 10 could comprise a third control 106 direction and / or acceleration configured to generate a set direction and / or acceleration determined for example in function of the position of a joystick type joystick.
- the second control 104 may comprise a simple joystick, as illustrated in FIG. 16, or a double joystick, one for each electric motor, as illustrated in FIG.
- the outputs of the master controller 100 are connected to one of the electric actuators 30.1, to a slave controller 110 connected to the other electric motor 30.2, to an actuator 112 configured to control the heat engine 32 and to a proportional distributor 114 (In the case of a hydraulic cylinder) configured to control the position of the base of the heat engine 32 supporting the propeller.
- a proportional distributor 114 In the case of a hydraulic cylinder
- the master controller 100 can receive signals at these different inputs and can transmit signals via these different outputs.
- FIG. 19 illustrates the setpoints transmitted to the electric motorizations 30.1 and 30.2, at reduced speed, as a function of the value of a direction setpoint varying from a minimum value to a maximum value, the curve 116 corresponding to the values of the setpoint transmitted to the electric motor 30.1 and the curve 118 corresponding to the values of the setpoint transmitted to the electric motor 30.2.
- this when the value of the setpoint is less than 0, this corresponds to a direction of rotation of the electric motor which generates a propulsion of the flow of water towards the front.
- the control of the electric motors makes it possible to reinforce the handling of the boat.
- the master controller 100 can receive signals from the first direction command 102 and / or the second acceleration command 104 and transmit signals towards the first electric motor. 30.1 and the slave controller 110 connected to the second motor 30.2.
- FIGS. 17A and 17B illustrate the setpoints transmitted to the electric actuators 30.1 and 30.2 as a function of the value of a direction setpoint varying from a minimum value to a maximum value, for a value of constant acceleration setpoint, the latter having a first value in FIG. 17A and a second value in FIG. 17B.
- the curves 120 and 120 ' correspond to the setpoint values transmitted to the first motor 30.1 and the curves 122 and 122' to those transmitted to the second motor 30.2.
- the instructions transmitted to the electric powertrains 30.1 and 30.2 are represented as a function of the value of an acceleration setpoint varying from a minimum value to a maximum value, for a constant direction reference value.
- the curve 124 corresponds to the value of the setpoint transmitted to the first motor 30.1 and the curve 126 to that transmitted to the second motor 30.2.
- the invention makes it possible, starting from the two electric powertrains 30.1 and 30.2 only, by modulating the speed of rotation and the direction of rotation of the propellers 42 of the first and second engines 30.1 and 30.2 independently of one of the other, to move the boat forwards, backwards, to the right, to the left or to turn on the spot.
- the boat 10 can turn to the left.
- the boat 10 can, depending on the speeds, turn left in advancing, hovering or receding.
- the boat can be steered in two ways:
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- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Exhaust Silencers (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FR1761344A FR3074140B1 (fr) | 2017-11-29 | 2017-11-29 | Bateau comportant des motorisations qui presentent des helices positionnees chacune dans un conduit procurant un fonctionnement optimise en marche avant |
PCT/EP2018/082905 WO2019106053A1 (fr) | 2017-11-29 | 2018-11-28 | Bateau comportant des motorisations qui presentent des helices positionnees chacune dans un conduit procurant un fonctionnement optimise en marche avant et une grande maniabilite |
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EP3717348A1 true EP3717348A1 (fr) | 2020-10-07 |
Family
ID=61027966
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EP18808360.4A Pending EP3717348A1 (fr) | 2017-11-29 | 2018-11-28 | Bateau comportant des motorisations qui presentent des helices positionnees chacune dans un conduit procurant un fonctionnement optimise en marche avant et une grande maniabilite |
Country Status (4)
Country | Link |
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US (1) | US11173993B2 (fr) |
EP (1) | EP3717348A1 (fr) |
FR (1) | FR3074140B1 (fr) |
WO (1) | WO2019106053A1 (fr) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2022066855A1 (fr) * | 2020-09-23 | 2022-03-31 | Mastercraft Boat Company, Llc | Bateaux, procédés et dispositifs utilisés pour générer un sillage souhaité |
WO2023138711A1 (fr) * | 2022-01-21 | 2023-07-27 | Say Gmbh | Système de propulsion pour véhicule nautique |
US12065230B1 (en) * | 2022-02-15 | 2024-08-20 | Brunswick Corporation | Marine propulsion control system and method with rear and lateral marine drives |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB1345517A (en) * | 1971-04-19 | 1974-01-30 | Norris Auto Products Ltd | Boat propulsion unit |
FR2623161B1 (fr) * | 1987-11-16 | 1990-04-06 | Moteur Moderne Le | Navire pourvu d'au moins un propulseur a reaction |
US5090929A (en) * | 1991-04-12 | 1992-02-25 | Rieben Leo R | Paired motor system for small boat propulsion and steerage |
US6142841A (en) * | 1998-05-14 | 2000-11-07 | Brunswick Corporation | Waterjet docking control system for a marine vessel |
US6773316B1 (en) * | 2002-01-31 | 2004-08-10 | Brunswick Corporation | Non-ventilating aft thruster tunnel design |
GB2457019A (en) | 2008-01-29 | 2009-08-05 | Advanced Power Technology Ltd | Propulsion system for a vessel suspended in a fluid. |
US9038561B2 (en) | 2011-02-03 | 2015-05-26 | Navatek, Ltd. | Planing hull for rough seas |
FR3020337B1 (fr) | 2014-04-24 | 2016-05-20 | Fgi | Bateau comprenant au moins deux motorisations combinees |
-
2017
- 2017-11-29 FR FR1761344A patent/FR3074140B1/fr active Active
-
2018
- 2018-11-28 EP EP18808360.4A patent/EP3717348A1/fr active Pending
- 2018-11-28 US US16/768,219 patent/US11173993B2/en active Active
- 2018-11-28 WO PCT/EP2018/082905 patent/WO2019106053A1/fr unknown
Also Published As
Publication number | Publication date |
---|---|
FR3074140B1 (fr) | 2019-10-18 |
WO2019106053A1 (fr) | 2019-06-06 |
FR3074140A1 (fr) | 2019-05-31 |
US20200290712A1 (en) | 2020-09-17 |
US11173993B2 (en) | 2021-11-16 |
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