EP4289716A1 - Assembly for flotation and propulsion and boat comprising such an assembly - Google Patents

Abstract

The present invention relates to a flotation and propulsion assembly (100) comprising a hull (2) provided with a main float (3) extending from a bow (31) towards a stern (32) of said main float (3). ), at least one deflector (4) integral with said main float (3) and arranged under said main float (3). This assembly (100) also comprises at least one propulsion device (6) arranged at said stern (32 and provided with a motor (61), a mast (63) and a propeller (62). This assembly ( 100) comprises a deflector (4) per propulsion device (6) located in front of said mast (63) of said propulsion device (6). The height of said deflector (4) gradually increases from a first end (46) towards a second end (47) in a direction (SL) going from said bow (31) towards said stern (32) in order to protect said mast (63) from the flow of water during the advancement of said assembly (100) thus reducing its hydrodynamic drag.

Description

Note: the blue underlined text is the part identical to the second patent application on the boat

The present invention relates to the field of boats and in particular motor boats capable of sailing at high speeds.

The present invention relates to a flotation and propulsion assembly comprising a hull and a propulsion device as well as a boat comprising at least one such flotation and propulsion assembly.

In order to reach high speeds, for example above 100 kilometers per hour (100 km/h), a boat must have a powerful engine, but also reduce its hydrodynamic drag, namely the friction of the boat with the water. on which he sails. Indeed, this hydrodynamic drag increases rapidly with the speed of the boat. In fact, to achieve high speeds while limiting the energy consumption of the propulsion device(s), the hull(s) of the boat must be located as much as possible out of the water.

Such boats capable of reaching these high speeds can be monohull boats, i.e. comprising a single hull. Such boats can also be multihull boats, namely comprising at least two hulls. In particular, such boats can be catamarans equipped with two hulls connected together by a structure formed for example by a structural wall.

In addition, the hydrodynamic drag of submerged elements of the boat must also be reduced in order to allow the boat to achieve such high speeds while limiting the necessary driving power. These submerged elements are for example the masts of the propulsion devices supporting the propellers as well as the rudders or rudders allowing the boat to be maneuvered and steered.

Solutions have been sought to try to limit the hydrodynamic drag of boats.

We know, for example, the document FR 2621551 which describes a motor catamaran whose tunnel is capable, thanks to its specific shape having a nozzle-shaped profile, of exerting at high speeds a lifting force in the center of the boat making it possible to lift the boat in order to reduce its drag hydrodynamic.

We also know the document US 2014/0182507 which describes a surface effect trimaran whose three hulls have rigid side walls along their entire length forming skirts. When sailing, the side walls are in the water and allow the creation of a high pressure air cushion under each hull. These air cushions support the boat in a stable manner, helping to reduce friction with the water and helping to reduce the boat's energy consumption. The propulsion devices comprising motors and propellers are arranged in the center of the boat, on the central hull or at the rear of the side hulls.

A boat can also include at least one tail arranged out of the water and provided with at least one movable rudder configured to steer the boat, particularly at high speeds. In this way, a movement of each movable rudder controlled by the pilot of the boat causes a change of direction of the boat and, consequently, the realization of a turn. Such a rudder can thus replace a rudder at least for maneuvering the boat at high speeds. The boat can then include at least one rudder for maneuvering the boat at lower speeds, this rudder possibly being retractable at high speeds to eliminate its hydrodynamic drag.

Finally, the mast supporting the propeller of the propulsion device can be profiled in order to partially reduce its hydrodynamic drag. However, the hydrodynamic drag of such a profiled mast cannot be completely eliminated. As a result, at high forward speeds, this mast generates significant hydrodynamic drag, or can even cause the engine to be partially or completely separated from the hull of the boat.

The present invention then aims to propose a flotation and propulsion assembly comprising a hull and a propulsion device as well as a boat comprising at least one such flotation and propulsion assembly making it possible to overcome the limitations mentioned above. above by making it possible to reduce its hydrodynamic drag, in particular at high forward speeds.

• une coque munie d'un flotteur principal s'étendant d'une proue vers une poupe du flotteur principal et
• au moins un dispositif de propulsion agencé à la poupe, ledit au moins un dispositif de propulsion comportant un moteur, un mât et une hélice, l'hélice étant agencée à une extrémité du mât et entraînée en rotation par le moteur autour d'un axe de rotation AX.

In this context, the present invention proposes a flotation and propulsion assembly comprising:

• a hull provided with a main float extending from a bow towards a stern of the main float and
• at least one propulsion device arranged at the stern, said at least one propulsion device comprising a motor, a mast and a propeller, the propeller being arranged at one end of the mast and driven in rotation by the motor around an axis AX rotation.

This flotation and propulsion assembly has three preferred X,Y,Z directions orthogonal to each other. A longitudinal direction A vertical direction Z extends from bottom to top perpendicular to the longitudinal direction X and is parallel to the direction of earth gravity when the flotation and propulsion assembly floats on water. A transverse direction Y extends from right to left perpendicular to the longitudinal directions X and vertical directions Z.

The longitudinal direction X is the roll axis of this flotation and propulsion assembly, the transverse direction Y is its pitch axis and the vertical direction Z is parallel to its yaw axis.

This flotation and propulsion assembly according to the invention is remarkable in that the hull comprises a deflector per propulsion device, the deflector being integral with the main float and arranged under the main float in the direction of terrestrial gravity when the assembly flotation and propulsion assembly floats on water, a height of the diverter, defined parallel to the direction of earth's gravity when the flotation and propulsion assembly floats on water, gradually increasing from a first end towards a second end of the deflector in a direction SL going from the bow to the stern, the deflector being located in front of the mast of the propulsion device in the direction SL.

The deflector is thus arranged according to the direction of advancement of the flotation and propulsion assembly while being positioned under the main float in the vertical direction Z.

The deflector is also positioned in front of the mast of the propulsion device in the direction SL. The direction SL going from the bow to the stern is contrary to a direction of advancement towards the front of the flotation and propulsion assembly.

Therefore, during the advancement of the flotation and propulsion assembly according to the invention, the diverter is at least partially in contact with the water and advantageously allows the water to be diverted to limit the quantity of water entering. in contact with the mast of the propulsion device. In this way, the hydrodynamic drag is significantly reduced during the advancement of the flotation and propulsion assembly. The performances of the flotation and propulsion assembly according to the invention are thus improved, the energy consumption of the propulsion device can then be optimized.

In addition, the deflector also makes it possible, at high forward speeds, to significantly reduce the forces experienced by the mast in contact with water, thus avoiding damage to this mast, and for example, the tearing of this mast, or even the propulsion device, the hull of the flotation and propulsion assembly according to the invention.

The height of the deflector is defined parallel to the vertical direction Z in a plane perpendicular to the longitudinal direction X. This height is equal, in this plane perpendicular to the longitudinal direction of the diverter and the outer and lower surface of the main float. This deflector being located in front of the mast of the propulsion device, the height of the deflector is preferably maximum in a plane parallel to the vertical direction Z and to the axis of rotation AX, for each section of the deflector perpendicular to the longitudinal direction X.

The expression "the height of the deflector gradually increasing from a first end towards a second end of the deviator in the direction SL " means that the height of the deflector at the second end is greater than the height of the deflector at the first end. This expression also means that the height of the deflector in a first plane perpendicular to the longitudinal direction X is greater than or equal to the height of the deflector in a second plane parallel to the first plane and located upstream of this first plane in the direction SL. Thus, the height of the deflector can be constant on one or more parts of the deviator and increase on other parts. Alternatively, the height of the diverter can constantly increase longitudinally.

The height of the deflector is thus maximum at its second end.

Furthermore, a width of the deflector is defined parallel to the transverse direction Y, in a plane perpendicular to the longitudinal direction end in the direction SL. Thus, the width of the deflector can be constant on one or more parts of the deviator and increase on other parts. Alternatively, the width of the diverter can constantly increase longitudinally.

These progressive increases in the width and height of the deflector make it possible to limit the hydrodynamic drag generated by the deflector during the advancement of the flotation and propulsion assembly.

The propulsion device may include different types of propeller, such as for example a surface propeller which is semi-submerged. during its operation, or a tube propeller, or another type of propeller.

The propulsion device can be arranged partially inside the main float. We then speak of “in-board” engines. For example, the motor of the propulsion device is arranged inside the main float while the propeller and the mast, partially or entirely, are arranged outside the main float, at the rear of the stern of the main float in direction SL.

The propulsion device can also be arranged entirely outside the main float. We then speak of “outboard” engines. For example, the engine, the mast and the propeller are arranged outside the main float and at the rear of the stern of the main float in the SL direction.

Furthermore, the motor of the propulsion device can be thermal or electric. In the case of a heat engine, the flotation and propulsion assembly may include one or more tanks containing the fuel supplying the engine, for example gasoline or diesel, arranged for example in the main float. In the case of electric motors, the flotation and propulsion assembly may include one or more batteries storing the electrical energy allowing the driving of each motor, arranged for example in the main float.

The flotation and propulsion assembly can equip a boat, for example a monohull boat or a multihull boat.

This flotation and propulsion assembly may also include one or more of the following characteristics, taken alone or in combination.

According to one possibility, the maximum height of the deflector is equal to the distance, in a plane perpendicular to the direction SL and passing through the stern, between the main float and the axis of rotation AX of the propeller, this distance being measured parallel to the direction of Earth's gravity when the flotation and propulsion assembly floats on water.

In this way, the entire mast located above the axis of rotation AX of the propeller is protected by the main float and by the water flow deflector. In this way, the hydrodynamic drag generated by the mast is optimized and can thus be minimal. Likewise, the forces generated by the water on the mast are also optimized, or even minimal.

According to a possibility compatible with the previous one, the first end of the deflector is positioned downstream of the bow in the direction SL. In fact, the bow of the main float is generally out of the water. Therefore, it is not necessary for the first end of the deflector to be located at this bow.

The first end is for example located on the main float, in the direction SL , upstream, or even at the level of the waterline corresponding to the cruising speeds or the maximum speeds of the flotation and propulsion assembly or of a boat comprising one or more flotation and propulsion assemblies. The first end can also be located on the main float, in the direction SL , downstream of the waterline. Whatever the position of this first end, the shape of the deflector is preferably tapered from this first end in order to generate minimal hydrodynamic drag.

According to a possibility compatible with the previous ones, the second end is positioned upstream of the stern in the direction SL or at the stern.

The second end is preferably positioned as close as possible to the stern, or even at the level of the stern. The second end is thus positioned as close as possible to the mast of the propulsion device in order to protect it from the flow of water. The second end can also be positioned downstream of the stern when the mast of the propulsion device is moved away from the stern.

According to a possibility compatible with the previous ones, the deflector is fixed to the main float by reversible or even non-reversible fixing devices. The diverter is in this case a separate part from the main float. In this way, the location of the deflector on the main float, and in particular its height, are adjustable by the height of the deflector itself using a deflector of the desired height. This installation of the deflector on the main float, and in particular its height, must therefore be adapted according to the configuration of the flotation and propulsion assembly or the boat equipped with this assembly. This configuration takes into account for example the weight of the flotation and propulsion assembly or of the boat, the power of the propulsion device(s) used, their positioning relative to the main float as well as the waterline of the flotation and propulsion assembly or the boat. For this purpose, the diverter can be chosen from a collection of diverters of different heights and dimensions.

The other dimensions of the deflector, namely its width and its length in the longitudinal direction X, or even its curvature, can also be adapted by choosing a deflector from this collection of deflectors.

Furthermore, following a modification of this configuration, the deflector can advantageously be changed to be adapted to this new configuration.

Alternatively, the diverter can be integrated into the main float, the diverter in this case not being adaptable to a change in configuration of the flotation and propulsion assembly or of the boat equipped with this assembly.

According to a possibility compatible with the previous ones, the flotation and propulsion assembly may comprise a single propulsion device and a single deflector.

Alternatively, the flotation and propulsion assembly may comprise at least two propulsion devices and at least two diverters, the number of diverters being equal to the number of propulsion devices.

The present invention also aims to propose a boat comprising at least one flotation and propulsion assembly as previously described.

The boat can include a single flotation and propulsion assembly, this boat then being a monohull. The flotation and propulsion assembly then comprises one or more propulsion devices depending on the desired motive power.

The boat may include several flotation and propulsion assemblies, a structure connecting the flotation and propulsion assemblies, this boat then being a multihull. For example, the boat may include two flotation and propulsion assemblies, linked together by a structure. One such boat is a catamaran. The flotation and propulsion assembly then comprises a single propulsion device or several propulsion devices depending on the desired motive power.

For this boat, the hull of each flotation and propulsion assembly may comprise a main float and a secondary float, the secondary float extending longitudinally the main float beyond the stern of the main float towards a stern of the boat, the secondary float of a hull having a transverse width less than the transverse width of the main float of this hull.

When the boat is stationary or when sailing at low speed, the main float and the secondary float of each hull are in contact with the water surface over almost their total lengths in the longitudinal direction, thus ensuring the buoyancy of the boat. When the boat accelerates, the boat tends to rise due to the effects in particular of the supports of the main and secondary floats of each hull on the surface of the water.

In particular, when sailing at high speeds, as soon as the boat reaches a speed substantially equal to a cruising speed, the boat is advantageously supported on the water surface only via the contact surfaces. privileged distributed over the flotation and propulsion assemblies, the main float and the secondary float of each of these hulls respectively comprising such a contact surface. In this way, friction between the hulls and the water surface is minimized, thus limiting the hydrodynamic drag of the boat and advantageously allowing the boat to reach high speeds while minimizing the fuel consumption of its power plant.

The cruising speed of the boat is for example between 100 and 200 km/h depending on the dimensions of the boat and the power of the propulsion device(s).

When the boat has two flotation and propulsion assemblies, the boat is thus configured in order to navigate in support of the water surface only via four privileged contact surfaces distributed over the two flotation and propulsion assemblies , and more particularly on the main floats and secondary floats.

Furthermore, the boat may include a trim correction system, the secondary float of a hull then being mobile relative to the main float of the hull. The trim correction system thus allows the movement of the secondary float of a hull relative to the main float of the hull so as, on the one hand, to adapt the trim of the boat to its forward speed as well as to the state of the water surface on which it is sailing and to the waves which may form, and on the other hand, to attenuate the effects of waves on the boat and improve the comfort of the boat's passengers.

The trim correction system comprises at least one pivot type connection connecting the secondary float and the main float of each hull so that the secondary float can move relative to the main float of the hull around an axis of this connection pivot type. The secondary float thus has a rotational movement around the axis of this pivot type connection. In addition, continuity between the secondary float and the main float of a hull is advantageously ensured, limiting the appearance of friction and/or disturbances between the surface of the water and the junction of the secondary float with the main float of the hull. a shell.

The trim correction system may include at least one shock absorber in order to cushion the movement of the secondary float of a hull relative to the main float of this hull. This at least one shock absorber is for example arranged between a float secondary and the structure of the boat, thus adapting the movement of the secondary float of a hull relative to the main float of the hull according to the support forces of the boat on the surface of the water and the waves that the boat may encounter . The trim correction system thus advantageously makes it possible to attenuate the effects of waves on the boat so as to, on the one hand, improve the comfort of the boat's passengers and, on the other hand, limit the mechanical stresses transmitted to the boat during contact. with the water surface and with the waves. In addition, the trim correction system also makes it possible to limit, or even eliminate, the effects of the boat bouncing on the waves which can lead to the boat tipping forward, known as the “racket effect”.

The trim correction system can also include at least one actuator, such as a cylinder or a motor, controlling the movement of the secondary float of a hull relative to the main float of the hull. This at least one actuator is for example arranged between the secondary float and the main float of this hull or between a secondary float and the structure of the boat. In this way, the trim correction system makes it possible to control the movement of the secondary float of a hull relative to the main float of this hull in order to modify an angle between the secondary float and the main float of this hull and, by Next, modify the trim of the boat in relation to the water surface. The trim correction system advantageously makes it possible to adapt the trim of the boat to its speed and to the state of the water surface and the waves it contains in order mainly to limit the friction of the main floats and secondary with the water surface and facilitate navigation at high speeds.

Each actuator can be controlled by the boat pilot or automatically depending for example on the speed of the boat and/or depending on the height of the waves.

The trim correction system may include either one or more shock absorbers or one or more actuators. The attitude correction system can also simultaneously include one or more shock absorbers and one or more actuators in order to combine the effects of each shock absorber and each actuator.

The number of shock absorber(s) and the calibration of each shock absorber makes it possible to adapt the damping effort of the trim correction system according to the desired behavior of the boat. This calibration of each shock absorber can possibly be adapted depending on the state of the water surface and the height of the waves.

Furthermore, the trim correction system may include an intermediate support arranged between the secondary float and the structure of the boat for each hull. The intermediate support is connected by a pivot type connection to the main float and/or the secondary float of a hull. This pivot type connection can be coaxial with the pivot type connection connecting the secondary float and the main float of a hull or offset with respect to this pivot type connection. Each intermediate support is thus movable on the one hand in relation to the main float and on the other hand in relation to the secondary float of each hull. The secondary float of a hull can then move differently in relation to the intermediate support and in relation to the main float of this hull. One or more shock absorbers or one or more actuators can then be arranged on the one hand between the structure of the boat or the main float and the intermediate support and on the other hand between the intermediate support and the secondary float for each hull.

In particular, when the trim correction system comprises at least one shock absorber and at least one actuator, at least one shock absorber is for example arranged between the structure of the boat and each intermediate support and at least one actuator is arranged between the intermediate support and the secondary float for each hull.

A reverse arrangement is also possible, at least one actuator being able to be arranged between the structure of the boat and each intermediate support and at least one shock absorber being able to be arranged between the intermediate support and the secondary float for each hull.

In addition, such a trim correction system can be applied to any hull by allowing relative movement of a front part of this hull constituting a main float with respect to a rear part of this hull constituting a float secondary. Such a trim correction system can then be applied to any type of boat, monohull or multihull, in order on the one hand to adapt the trim of the boat to its forward speed and on the other hand to mitigate the effects of waves on the boat and thus improve the comfort of the boat's passengers.

• les figures 1 à 3, des vues d'un ensemble de flottaison et de propulsion selon l'invention,
• les figures 4 à 6, des vues d'un bateau selon l'invention, et
• les figures 7 à 10, des vues d'un autre bateau selon l'invention.

The invention and its advantages will appear in more detail in the context of the description which follows with exemplary embodiments given by way of illustration with reference to the appended figures which represent:

• THE figures 1 to 3 , views of a flotation and propulsion assembly according to the invention,
• THE figures 4 to 6 , views of a boat according to the invention, and
• THE figures 7 to 10 , views of another boat according to the invention.

Elements present in several distinct figures are assigned a single and same reference.

On the figures 1 to 3 , a flotation and propulsion assembly 100 is shown. There figure 1 represents a side view, the figure 2 a cut according to plan AA of the figure 1 and the Figure 3 a view from below.

The flotation and propulsion assembly 100 comprises a hull 2, provided with a main float 3 extending from a bow 31 towards a stern 32 of the main float 3 and at least one propulsion device 6 arranged at the stern 32. Said at least one propulsion device 6 comprises a motor 61, a mast 63 and a propeller 62, the propeller 62 being arranged at one end of the mast 62 and driven in rotation by the motor 61 around an axis of rotation AX. The hull 2 also includes a deflector 4 per propulsion device 6.

According to the example shown, the flotation and propulsion assembly 100 comprises a single propulsion device 6 arranged at the stern 32. However, the flotation and propulsion assembly 100 may comprise at least two propulsion devices 6 arranged at the stern 32 without departing from the scope of the invention. In all cases, the flotation and propulsion assembly 100 includes as many deflectors 4 as propulsion devices 6.

The flotation and propulsion assembly 100 can equip a boat 1, this boat 1 comprising at least one flotation and propulsion assembly 100. The boat 1 can for example be a monohull boat comprising a single flotation and propulsion assembly 100, without departing from the scope of the invention. Alternatively, the boat 1 can be a multihull boat comprising several flotation and propulsion assemblies 100, a structure 11 connecting the flotation and propulsion assemblies 100, without departing from the scope of the invention.

THE figures 4 to 10 represent two boats 1 catamarans comprising two flotation and propulsion assemblies 100 connected together by a structure 11.

In each figure, three directions X,Y,Z orthogonal to each other are indicated. The longitudinal direction A vertical direction Z extends from bottom to top perpendicular to the longitudinal direction X and is parallel to the direction of earth gravity when the flotation and propulsion assembly floats on water. A transverse direction Y extends from right to left perpendicular to the longitudinal directions X and vertical directions Z.

The longitudinal direction X is the roll axis of the assembly 100 or the boat 1, the transverse direction Y is its pitch axis and the vertical direction Z is parallel to its yaw axis.

The deflector 4 is integral with the main float 3 and is arranged under the main float 3 in the vertical direction Z. The deflector 4 is for example fixed to the main float 3 by reversible fixing devices 49, such as screws for example. The deflector 4 can also be attached to the main float 3 by non-reversible fixing devices, such as glue. Alternatively, the diverter 4 can be integrated into the main float 3.

The deflector 4 is arranged in the longitudinal direction X from a first end 46 towards a second end 47. The deflector 4 has a height defined parallel to the vertical direction Z, between the main float 3 and a lower end 48 of the deflector 4, for each section of the deflector 4 located respectively in planes perpendicular to the longitudinal direction vertical direction Z and the axis of rotation AX. This height gradually increases between the first end 46 and the second end 47 in a direction SL going from the bow 31 towards the stern 32. The height of the deflector 4 is thus maximum at the second end 47.

The deflector 4 is located in front of the mast 63 in the direction SL and thus protects the mast 63 from the flow of water caused by the advancement of the flotation and propulsion assembly 100 parallel to the longitudinal direction a meaning contrary to the SL meaning. The hydrodynamic drag of the mast 63 is then advantageously reduced during the advancement of the flotation and propulsion assembly 100 or of the boat 1 thanks to the deflector 4.

The deflector 4 can have a maximum height, at the second end 47, which is equal to the distance in a plane P2 perpendicular to the direction SL and passing through the stern 32 of the main float 3 between the main float 3 and the axis of rotation AX of propeller 62. This distance is measured parallel to the vertical direction Z. The hydrodynamic drag of the mast 63 is then advantageously reduced very significantly, or even significantly eliminated, during the advancement of the flotation and propulsion assembly 100 or of the boat 1.

The bow 31 of the main float 3 being generally out of the water during the advancement of the flotation and propulsion assembly 100, the first end 46 of the deflector 4 is positioned downstream of the bow 31 in the direction SL. The first end 46 of the deflector 4 can be positioned either upstream or downstream, or even at the level of the waterline on the main float 3 at a cruising speed of the flotation and propulsion assembly 100.

The second end 47 of the deflector 4 is positioned near the mast 63. The second end 47 can be positioned at the stern 32 of the main float 3. Alternatively, the second end 47 can be positioned upstream of the stern 32 in the direction SL or slightly downstream of the stern 32.

The deflector 4 can have different shapes, in particular for the lower end 48. The lower end 48 of the deflector 4 can be tapered, or even pointed, as shown in the figure 2 . This lower end 48 can also be flat, as shown in the Figure 6 , or even curved or rounded for example.

In addition, the lower surface of the deflector 4 may be smooth as shown. Alternatively, the lower surface of the deflector 4 can be notched, allowing for example turbulence to be generated in the water.

On the other hand, the upper part of the diverter 4 is complementary to the lower part of the main float 3 and matches this lower part of the main float 3 so that the water cannot flow between the main float 3 and the diverter 4.

The main float 3 shown in the figures has an asymmetrical transverse profile formed by a half-keel. Other profiles, whether symmetrical or asymmetrical, can be used for the main float 3, without departing from the scope of the invention.

THE figures 4 to 6 represent a first example of making boat 1, the Figure 4 representing a side view of this boat 1, the Figure 5 , a top view and Figure 6 a front view.

THE figures 7 to 10 represent a second example of realization of the boat 1, the Figure 7 representing a side view of this boat 1 and the figures 8 to 10 detailed views of this boat 1.

Common to each of these examples, the boat 1 therefore comprises two flotation and propulsion assemblies 100 arranged in the longitudinal direction 4 of these flotation and propulsion assemblies 100 advantageously contribute jointly to the stabilization of the boat 1 in rolling during its advancement.

For each flotation and propulsion assembly 100, the hull 2 comprises the main float 3 and a secondary float 5. The secondary float 5 extends the main float 3 longitudinally towards the stern 15 of the boat 1 beyond the propulsion device 6 to each set 100. The secondary float 5 has a transverse width in the transverse direction less than the transverse width of the main float 3 of the same hull 2.

The structure 11 is for example a structural wall connecting the two hulls 2 and forming a tunnel 30 with these two hulls 2 and the surface of the water on which the boat 1 is positioned. A cockpit 7 is arranged on the structure 11 and is extends to the stern 15, thus making it possible to accommodate the passengers of boat 1. Cockpit 7 includes the cockpit of boat 1.

Furthermore, from a cruising speed, for example of the order of 150 km/h, the boat 1 rises slightly thanks on the one hand to the supports of the main 3 and secondary 5 floats of each hull 2 on the surface of the water and on the other hand, to a lifting force possibly generated by the tunnel 30 for a speed greater than or equal to the cruising speed. In Consequently, the boat 1 is in support with the surface of the water only on four privileged contact surfaces 23,24, a first contact surface 23 being present under each main float 3 and a second contact surface 24 being present under each secondary float 5.

Consequently, the friction between the hulls 2 of the boat 1 and the surface of the water is minimized, allowing the boat 1 to reach high speeds by limiting the hydrodynamic drag of the boat 1 as well as the fuel consumption of the device(s). propulsion 6.

According to the first example of boat 1 shown on the figures 4 to 6 , the propulsion device 6 is an outboard device arranged entirely outside the main float 3, and at the rear of the stern 32.

According to the second example of boat 1 shown on the figures 8 to 11, the propulsion device 6 is an in-board device arranged partially inside the main float 3. In particular, the motor 61 is arranged inside the main float 3, the propeller 62 and the mast 63 being arranged outside the main float 3, and at the rear of the stern 32.

This second example of boat 1 also includes a trim correction system 40. Three variants of this trim correction system 40 are shown on the figures 8 at 11.

According to a first variant shown on the figure 8 , the trim correction system 40 comprises for each hull 2 a pivot type connection 45 connecting the secondary float 5 and the main float 3, as well as three shock absorbers 42 arranged between a secondary float 5 and the structure 11 of the boat 1. In this way, the secondary float 5 of each hull 2 is movable in rotation around an axis of the pivot type connection 45 relative to the main float 3 of this hull 2 and the movements of each secondary float 5 relative to the main float 3 of a hull 2 and to the structure 11 of the boat 1 are amortized. Consequently, the trim correction system 40 makes it possible to cushion the movements of each secondary float 5 of a hull 2 relative to the main float 3 of this hull 2 as a function of the support forces of the boat 1 on the surface water and waves that the boat 1 may encounter and thus attenuate the effects of the waves on the boat 1 thus advantageously improving the comfort of the passengers of the boat 1.

The maximum height of movement of a secondary float 5 with respect to the structure 11 of the boat 1 according to the first variant of the trim correction system 40 is for example between 100 and 300 millimeters at the rear. of this secondary float 5.

There Figure 9 represents a detailed view of a secondary float 5 of a hull 2 of the boat 1 comprising a second variant of the trim correction system 40. The propulsion device 6 is not shown on this Figure 9 for the sake of clarity. According to this second variant, the trim correction system 40 comprises for each hull 2 a pivot type connection 45 connecting the secondary float 5 and the main float 3, an intermediate support 43 arranged between a secondary float 5 and the structure 11, three shock absorbers 42 arranged between the intermediate support 43 and the structure 11 and an actuator 41, for example a preferably hydraulic cylinder, arranged between the intermediate support 43 and the secondary float 5. For each hull 2, an intermediate support 43 is connected by the pivot type connection 45 with the main float 3. The pivot type connection 45 therefore allows a rotational movement between three parts, namely an intermediate support 43, a secondary float 5 and a main float 3.

The actuator 41 makes it possible to control the movement of the secondary float 5 of a hull 2 relative to the intermediate support 43 and, consequently, in relation to the main float 3 of this hull 2 in order to modify an angle between the secondary float 5 and the main float 3 of this hull 2. In this way, the attitude of the boat 1 with respect to the surface of the water can be adapted to the speed of the boat 1 and to the state of the surface of the water and waves in order to limit the friction of the main floats 3 and secondary 5 with the water surface.

The shock absorbers 42 make it possible to dampen the movements of the secondary float 5 and the intermediate support 43 relative to the structure 11 and relative to the main float 3 of this hull 2 as a function of the support forces of the boat 1 on the surface of the water and thus attenuate the effects of waves on the boat 1.

THE figures 10 and 11 represent a detailed sectional view of a third variant of the trim correction system 40 and of the secondary float 5 of a hull 2 of the boat 1. According to this third variant, the trim correction system 40 comprises for each hull 2, as for the second variant, an intermediate support 43, a pivot type connection 45 connecting the secondary float 5, the intermediate support 43 and the main float 3 of each hull 2, at least one shock absorber 42 and an actuator 41, for example a jack. As for the second variant, this at least one shock absorber 42 is arranged between an intermediate support 43 and the structure 11. According to this third version, the actuator 41 is arranged inside an intermediate support 43 which is itself positioned partly inside a secondary float 5. The secondary float 5 of a hull 2 then moves outside the intermediate support 43, the figures 10 and 11 respectively representing the two extreme positions of the secondary float 5 of a hull 2 relative to the intermediate support 43. The actuator 41 is fixed by one of its ends to the intermediate support 43 and has at another of its ends a rod 44 connected to the two sides of the secondary float 5.

The actuator 41 makes it possible, as for the second variant, to control the movement of the secondary float 5 of a hull 2 with respect to intermediate support 43 and, consequently, with respect to the main float 3 of this hull 2 in order to modify the trim of the boat 1. Each shock absorber 42 also makes it possible, as for the second variant, to dampen the movements of the secondary float 5 and the intermediate support 43 relative to the main float 3 of this hull 2 as a function of the support forces of the boat 1 on the water surface and thus attenuate the effects of waves on the boat 1.

The maximum height of movement of an assembly formed by a secondary float 5 and an intermediate support 43 with respect to the structure 11 of the boat 1 and the maximum height of movement of a secondary float 5 with respect to an intermediate support 43 according to the second or the third variant of the trim correction system 40 are for example of the order of 200 millimeters at the level of the stern 15 of the boat 1.

Whatever the variant of the trim correction system 40, the pivot type connection 45 connecting, for each hull 2, the secondary float 5, the main float 3 and, where appropriate, an intermediate support 43 is arranged substantially parallel in the transverse direction Y.

The shock absorbers 42 are connected respectively to the structure 11 of the boat 1 and to a secondary float 5 or to an intermediate support 43 by pivot type or ball joint type connections. Likewise, the ends of the actuator 41 are connected respectively to a secondary float 5 and to an intermediate support 43 by pivot type or ball joint type connections. In addition, one of the two ends of the actuator 41 is positioned in a slot of the secondary float 5 or of the intermediate support 43 so that the movements of the secondary float 5 relative to the intermediate support 43 are compatible with the movement of the actuator 41 without generating parasitic mechanical stresses.

In addition, each shock absorber 42 can be coupled to a spring as shown in the figures 8 at 11.

Naturally, the present invention is subject to numerous variations as to its implementation. Although several embodiments have been described, it is clearly understood that it is not conceivable to exhaustively identify all the possible modes. It is of course possible to replace a means described by an equivalent means without departing from the scope of the present invention.

Claims (15)

Flotation and propulsion assembly (100) comprising: - a hull (2), provided with a main float (3) extending from a bow (31) towards a stern (32) of said main float (3) and - at least one propulsion device. (6) arranged at said stern (32), said at least one propulsion device (6) comprising a motor (61), a mast (63) and a propeller (62), said propeller (62) being arranged at one end of said mast (62) and driven in rotation by said motor (61) around an axis of rotation (AX), characterized in that said hull (2) comprises a deflector (4) per propulsion device (6), said deflector (4) being integral with said main float (3) and arranged under said main float (3) in the direction of the terrestrial gravity when said flotation and propulsion assembly (100) floats on the water, a height of said deflector (4), defined parallel to the direction of terrestrial gravity when said flotation and propulsion assembly (100) floats on the water water, gradually increasing from a first end (46) towards a second end (47) of said deflector (4) in a direction ( SL ) going from said bow (31) towards said stern (32), said deflector (4) being located in front of said mast (63) in said direction ( SL ) . Flotation and propulsion assembly (100) according to claim 1,
wherein said height of said deflector (4) is maximum at said second end (47). Flotation and propulsion assembly (100) according to any one of claims 1 to 2,
in which said maximum height of said deflector (4) is equal to a distance in a plane perpendicular to said direction ( SL ) and passing through said stern (32) between said main float (3) and said axis of rotation (AX) of said propeller (62), said distance being measured parallel to the direction of earth's gravity when said flotation and propulsion assembly (100) floats on water. Flotation and propulsion assembly (100) according to any one of claims 1 to 3,
in which said first end (46) of said deflector (4) is positioned downstream of said bow (31) in said direction (SL). Flotation and propulsion assembly (100) according to any one of claims 1 to 4,
in which said second end (47) is positioned upstream of said stern (32) in said direction ( SL ) or at said stern (32). Flotation and propulsion assembly (100) according to any one of claims 1 to 5,
wherein said deflector (4) is fixed to said main float (3) by fixing devices (49). Flotation and propulsion assembly (100) according to any one of claims 1 to 6,
comprising a single propulsion device (6) and a single deflector (4). Boat (1) comprising at least one flotation and propulsion assembly (100) according to any one of claims 1 to 7. Boat (1) according to claim 8,
in which each hull (2) comprises a main float (3) and a secondary float (5), said secondary float (5) extending longitudinally said main float (3) beyond said stern (32) of said main float (3 ) towards a stern (12) of said boat (1), said secondary float (5) of a hull (2) having a transverse width less than the transverse width of said main float (3) of said hull (2). Boat (1) according to claim 9,
in which said boat (1) comprises a trim correction system (40), said secondary float (5) of a hull (2) being movable relative to said main float (3) of said hull (2), said trim correction system (40) allowing the movement of said secondary float (5) of a hull (2) relative to said main float (3) of said hull (2). Boat (1) according to claim 10,
in which said trim correction system (40) comprises a pivot type connection (45) connecting said secondary float (5) of a hull (2) and said main float (3) of said hull (2). Boat (1) according to any one of claims 10 to 11,
in which said trim correction system (40) comprises at least one shock absorber (42) in order to cushion said movement of said secondary float (5) of a hull (2) relative to said main float (3) of said hull (2). Boat (1) according to any one of claims 10 to 12,
in which said trim correction system (40) comprises at least one actuator (41) controlling said movement of said secondary float (5) of a hull (2) relative to said main float (3) of said hull (2) . Boat (1) according to any one of claims 10 to 13,
in which said trim correction system (40) comprises an intermediate support (43) for each hull (2), said intermediate support (43) being mobile on the one hand relative to said main float (3) and on the other shares with respect to said secondary float (5) of said hull (2). Boat (1) according to any one of claims 10 to 14,
said boat (1) comprising two flotation and propulsion assemblies (100), a structure (13) connecting said flotation and propulsion assemblies (100).

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