Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
  • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
  • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
  • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
  • B63B1/285—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils changing the angle of attack or the lift of the foil
  • B63B1/286—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils changing the angle of attack or the lift of the foil using flaps
• • 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B34/00—Vessels specially adapted for water sports or leisure; Body-supporting devices specially adapted for water sports or leisure
  • B63B34/10—Power-driven personal watercraft, e.g. water scooters; Accessories therefor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
  • B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
  • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
• • 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
  • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
  • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
  • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
  • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
  • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
  • B63B2001/281—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils movable about an axis substantially parallel to the flow direction

Definitions

• the present invention relates to a light ship with electric propulsion. It applies, in particular, to recreational vessels, leisure activities and water games.
• the practice mastered remains inaccessible to a large part of the population due to the physical skills and agility required to stabilize the device in flight.
• the learning phase can be long.
• Patent application EP 0 461 190 relates to a ship with two floors, four engines and double hydrofoils comprising two propellers, one, submerged at low speed, for propulsion in water and the other, aerial, for propulsion. in the air, once the ship is on plane.
• the engines are combustion engines, for example diesel engines. This document teaches a change of location of the thrust force, between the in-flight configuration, in which the thrust is essentially exerted by the aerial propeller, and the low-speed configuration, in which the thrust is essentially exerted by the submerged propeller. .
• US patent application 2021/107 603 is aimed at a single-person pedal boat mounted on hydrofoils whose orientation of the front hydrofoil can be adapted.
• the present invention aims to remedy all or part of these drawbacks.
• the present invention aims to maintain a feeling of instability for the user in the context of playful games.
• the vessel powered by an electric motor is sensational and easily accessible to one or two people to practice entertaining and fun water activities on a circuit or in open water.
• the present invention is aimed at a method of navigation with a light vessel with a symmetrical hull along a plane comprising an axis from the bow to the stern called the "longitudinal axis", comprising at least one user seat, at least one motor electric actuating at least one propeller, at least one hydrofoil positioned under the hull of the vessel perpendicular to the longitudinal axis and an electric power source, which comprises:
• the ship's hull can remain flush with the water in order to reduce energy consumption while remaining stable.
• the process object of the invention makes it possible to put the ship in a slightly unstable configuration. The present invention therefore makes it possible to give the user a feeling of gliding while maintaining instability, making the handling of the ship more sensational and interesting.
• the method that is the subject of the invention makes it possible to adjust the trim of the ship along the longitudinal axis of the ship. Moving the seat of each user and/or the independent electrical power source makes it possible to partly force the longitudinal trim of the vessel towards a more nose-up or less nose-up angle.
• the vessel can be maintained in a zone of slight instability at maximum speed without compromising the safety of users and the integrity of the vessel.
• Moving the center of gravity back in the right proportion increases the angle of the vessel in the longitudinal plane and thus the lift of the foil to obtain a lower level of immersion of the vessel.
• the navigation is more sensational but also more sensitive to external disturbances, for example, the movements of the pilot, the waves and the wind. Moving the center of gravity forward forces the angle of the ship to a low value.
• the angle of the ship in the longitudinal plane is low and the lift of the foil is moderate to obtain a greater level of immersion of the ship.
• the ship is more stable, not very sensitive to external disturbances, but the navigation is less sensational.
• this position is configured so that the ship is sailing awash, its hull flush with the surface of the water.
• Sailing on the surface of the water allows both to significantly reduce the energy required for propulsion since there is less resistance, while keeping the possibility for the ship's hull to rest on the surface of the water. water to stabilize. This avoids the need for a system for stabilizing the vessel in flight, which is more complex. Sailing on the surface of the water also makes it possible, by means of suitable hull shapes, to make the ship more sensitive to its weight distribution, creating a form of instability giving more sensations to the user, in particular within the framework of a ship of recreational single-seater or two-seater in which it is easy to lean to the left or to the right.
• the method which is the subject of the invention comprises a step of ordering, by a user of the vessel, a change in the longitudinal position of the autonomous energy source or of its seat during navigation.
• the pilot can move the ship's center of gravity backwards, increasing the angle of the ship in the longitudinal plane and thus the lift, to reduce the level of immersion of the ship and make it more sensational compared to the standard setting.
• pressing a control button causes the source of electrical energy to recoil by 20% of its total stroke. A new pressure and it returns to its initial position.
• the present invention relates to a light vessel with a hull symmetrical along a plane comprising an axis from the bow to the stern called the "longitudinal axis" comprising at least one user seat, at least one electric motor actuating at least one propeller, at least one hydrofoil positioned under the ship's hull perpendicular to the longitudinal axis and an electrical power source, which comprises:
• the calculation means is configured so that the position of the center of gravity of the ship causes navigation on the surface of the water, its hull flush with the surface of the water.
• the vessel that is the subject of the invention further comprises a means for controlling, by a user of the vessel, a change in the longitudinal position of the autonomous energy source or of its current seat. navigation.
• the mass of the electrical power source is between 10% to 50% of the mass of the lightship.
• the mass of the light vessel is between one time and three times the maximum mass of the sum of the users authorized to navigate with the vessel.
• the mass of the lightship is between 240 kilograms and 720 kilograms.
• a light ship designates a ballasted ship whose construction is completely completed, equipped with all the equipment necessary for navigation, propulsion and operation, excluding all liquids other than those in the circuit. Thanks to each of these arrangements, the advantages of the present invention, mentioned above, are particularly noticeable.
• the maximum amplitude of displacement of the longitudinal position of the center of gravity of the source of electrical energy is between 5% and 20% of the length of the vessel.
• amplitudes allow the ship to be usable by the majority of users, from a minor user having the age limit to be authorized to pilot the ship to a crew comprising, for each seat, a user with maximum weight limit authorized to board the vessel.
• the ship that is the subject of the invention comprises a single foil that does not carry a propeller.
• the ship that is the subject of the invention comprises several foils that do not carry a propeller.
• At least one means for moving the electrical power source comprises a slide link with an axis parallel to the longitudinal axis, this slide link being connected to the autonomous electric power source and to the ship's hull.
• the ship that is the subject of the present invention further comprises at least one means for adjusting the position of each hydrofoil along the longitudinal axis to adapt the center of thrust of the ship.
• each hydrofoil has a wing
• the ship which is the subject of the present invention further comprising means for modifying the angular position of at least part of the wing along an axis normal to the plane of symmetry . Thanks to provisions, it is possible to adapt the lift potential of the foil: if the angle of incidence is large compared to the horizontal, the hydrofoil carries more, as if it were larger or had a more arched profile. Conversely, if the angle of attack is low compared to the horizontal, the hydrofoil carries less, as if it were smaller or had a less cambered profile.
• the ship that is the subject of the present invention comprises a single hydrofoil.
• the ship's hull has a single or double concave hull.
• the hull makes it possible to stabilize the ship even when most of the hull is out of the water while the ship is carried for the most part by the foil.
• the hull ensures the necessary stability without compromising the passage to the sea and dampens it against the waves so as not to exceed the tolerance threshold of the structure and the user while ensuring sufficient instability so that the ship is sensational to handle.
• the propulsion propeller is connected to the electric motor by a mast, the ship further comprising a means for inclining the mast with respect to a vertical direction.
• the angle at which the propulsion force is applied is adapted to adjust the longitudinal trim of the ship.
• the vessel further comprises means for calculating the position of the hydrofoil and/or the angular position of at least part of the wing as a function of the mass of each user, the longitudinal position of the seat of each user, the longitudinal position of the electrical power source and the inclination of the mast to obtain a hull draft of substantially zero when the vessel has taken off.
• the hull of the vessel remains in contact with the water while creating a feeling of instability for the user.
• control means comprises means for limiting the maximum power of the electric motor according to the mass of the user, the position of the center of gravity and/or the position of the center of thrust.
• the maximum power of the engine can be adapted to each user, thus balancing the acceleration and the maximum speed for the different vessels, for example in the event of a race.
• control means includes means for adapting the longitudinal position of the autonomous electric power source according to an operating mode of the ship.
• the position of the autonomous electrical power source can help the operation of the vessel, and in particular can facilitate lift-off.
• FIG. 1 represents, schematically and in section, a first particular embodiment of the vessel which is the subject of the present invention
• FIG. 2 represents, schematically and in section, a second embodiment of the vessel which is the subject of the present invention
• Figure 3 shows schematically and in top view, the first embodiment of the ship object of the present invention.
• FIG. 4 represents, schematically and in front view, the first embodiment of the ship which is the subject of the present invention in the Archimedean regime,
• FIG. 5 represents, schematically and in front view, the first embodiment of the vessel which is the subject of the present invention after lift-off,
• Figure 6 represents, schematically and in the form of a flowchart, a particular succession of steps in a process for positioning the autonomous electrical power source, each seat and the hydrofoil
• FIG. 7 represents, schematically, in section according to section planes A-A, B-B and C-C represented in FIG. 3 and in left and right view, the hull of the ship's hull,
• Figure 8 shows the curve representative of the position of the independent electrical power source along the longitudinal axis as a function of the weight on board to obtain a hull draft of substantially zero plane
• FIG. 9 represents, schematically, a means of controlling a vessel which is the subject of the present invention.
• FIG. 10 represents, in side view, the forces applied to a vessel which is the subject of the invention.
• center of gravity of an object is the point of application of the resultant of the forces of gravity or gravity. It is recalled that the center of thrust is the point of application of the resultant of the hydrodynamic forces.
• hydrofoil is common in boating and is also known as “carrier wing” or “foil”.
• a hydrofoil makes it possible to apply a lift force to a ship which makes it possible to reduce the effective displacement or to carry the hull entirely out of the water, that is to say to plan or "take off”, by application of a hydrodynamic force resulting from a pressure differential between the intrados and extrados faces of the hydrofoil, dependent on the speed of movement of the vessel.
• the center of thrust, defined by the shape of the hydrofoil, and the center of gravity defined by the masses distributed on the vessel and the forces of propulsion and resistance must be balanced so that the vessel partially or fully planes in a stabilized manner.
• hydrofoil vessel has three operating modes:
• Figure 1 is not to scale, a schematic view of an embodiment of the ship 10 object of the present invention.
• the vessel 10 has a hull 11 that is symmetrical along a plane (not shown) comprising an axis 12 from bow to stern called the “longitudinal axis”.
• Vessel 10 includes:
• an autonomous electric power source 16 supplying an electric motor 26, the electric motor 26 activating a propeller 28 for propelling the ship 10,
• the hull 11 of the ship is preferably made of resin reinforced with structural fibers.
• the hull 11 may include at least one bumper 37, as shown in Figure 3.
• each bumper 37 is positioned at the bow of the hull, and / or to port and starboard of the ship 10.
• the bumpers 37 can be particularly useful in the context of the use of the ship 10 for nautical races.
• the bumpers can be foam or be air-filled tubes.
• the hull 11 of the vessel 10 has a single or double concave hull.
• the shell 11 has an aerodynamic and hydrodynamic shape.
• the usual shapes for a motor vessel vary between a pronounced “V” or flat shapes.
• the flat provides more lift and carrying capacity, the "V” provides more cushioning against the waves.
• the vessel With a “V” shape, the vessel has little downforce to stabilize laterally if it is carried largely out of the water. With a flat shape, the ship remains stable until it is carried completely out of the water, but it offers no cushioning against waves, however small they may be, and the wet surface in contact with the water. remains substantial even when worn largely out of the water.
• the shape of the double concave hull also called “triple V"
• the concave areas between the “V”s also help moderate the wetted surface and reduce drag.
• the hull 11 of the ship, 10 or 30, makes it possible to stabilize the ship, 10 or 30, laterally, that is to say on the port and starboard sides without electronic or manual action on the part of the user. Furthermore, the energy consumption of the motor 26 is reduced. Finally, the user feels sensations of speed without being uncomfortable.
• the hull of the ship has a single concave shape also called “double V”.
• the hull has one profile at the bow and a different profile at the stern. For example, over a maximum of two thirds of the dimension of the hull 11 along the longitudinal axis, the hull has a triple V close to the bow and, over a maximum of two thirds of the dimension of the hull 11 along the longitudinal axis , the hull has a double V close to the stern.
• the two concavities are of small dimensions along an axis perpendicular to the longitudinal axis in the plane of symmetry of the hull 11 of the ship. This dimension increases slightly up to the A-A cut, to accentuate the concavity slightly.
• the concavity is further accentuated in the B-B section and reaches a maximum in the C-C section.
• the maximum concavity is located on the third closest to the bow.
• the shell 11 has an opening in which the motor 26 is inserted.
• the axis of rotation of the motor 26 and the longitudinal axis 12 intersect.
• the opening in which the motor 26 is inserted may have a means of fixing the motor known to those skilled in the art.
• the hull 11 comprises focused light ray sensors and a focused light ray emitter, to use the ship in laser shooting games.
• light rays are infrared.
• the hull 11 is provided with access to the cockpit of the ship in which the seat 14 is positioned, for example by stepping over a gunwale.
• the seat 14 can comprise one or two seats. When the seat 14 has two seats, the seats are aligned along the longitudinal axis 12 to prevent the center of gravity from being shifted to port or starboard.
• the seat 14 has a backrest.
• the means 15 for moving the seat 14 relative to the shell 11 comprises a slide connection with an axis parallel to the longitudinal axis 12.
• the seat 14 can be mounted on a slider sliding in a slider fixed to the hull 11 .
• the displacement means 15 is provided with means for locking in position.
• the seat may be provided with a rod perpendicular to the longitudinal axis 12, and with a return spring in position of the rod and with a lever for separating the rod from the seat.
• the slider then comprises reliefs corresponding to the rod.
• the lever By operating the lever, the user disengages the rod from a relief, then slides the seat into the desired position and releases the lever so that the rod engages in the relief corresponding to the desired position.
• the displacement means 15 of the seat 14 comprises:
• a stepper motor actuating a rack, caterpillar or tape, moving along an axis parallel to the longitudinal axis 12,
• the seat 14 being fixed to the rack, caterpillar or tape.
• the displacement of the position of the seat 14 with respect to the shell 11 depends mainly on the size of the user.
• the user positions the seat 14 to be able to operate a pedal 29 with his foot.
• the self-contained power source 16 is placed behind the seat back 14. In other words, the self-contained power source 16 is placed closer to the stern than the seat 14. In other embodiments , the independent electrical power source 16 is located in front of or between the legs of the user.
• the means 17 for moving the self-contained electrical power source 16 relative to the shell 11 comprises a sliding connection with an axis parallel to the longitudinal axis 12.
• the self-contained electrical power source 16 can be mounted on a slide sliding in a slide fixed to the hull 11 .
• the displacement means 17 is provided with position locking means similar to the position locking means of the displacement means 15.
• the displacement means 15 of the seat 14 comprises:
• a stepper motor actuating a rack, caterpillar or tape, moving along an axis parallel to the longitudinal axis 12,
• the autonomous electrical power source 16 being fixed to the rack, caterpillar or tape.
• the autonomous electrical power source is moved by means of a linear actuator, for example a cylinder or a motor equipped with a worm screw.
• a linear actuator for example a cylinder or a motor equipped with a worm screw.
• the center of gravity 22 is moved towards the bow of the vessel 10 as well.
• the autonomous electrical power source 16 is moved back towards the stern of the ship 10, the center of gravity 22 is moved towards the stern of the ship 10.
• the ship, 10 or 30, object of the invention has a mass of approximately 150 kilograms without an independent electrical power source 16 and without a user.
• the autonomous electrical power source 16 has a mass of approximately 40 kilograms and the user a mass of between 50 and 120 kilograms.
• the mass of the user and the self-contained electrical power source 16 represent approximately forty percent of the total mass of the vessel, 10 or 30, under load.
• the position of the autonomous electrical power source 16 and of the user with respect to the hull therefore has a strong impact on the position of the center of gravity of the ship, 10 or 30.
• the self-contained electrical power source 16 is approximately twenty-five percent of the vessel's empty weight, 10 or 30. Moving the self-contained electrical power source 16 toward the bow helps limit the vessel's inclination, 10 or 30, to pitch up under the effect of the wave system created by the acceleration and the lift of the foil, or the two combined during the transient regime.
• a pilot with a mass greater than 100 kilograms sinks the hull 11 further into the water when the ship is in the Archimedean regime. Hull 11 rears up more under the effect of the wave created during acceleration. So much so that the power available to the engine may not be sufficient to overcome this phase and ride over the wave. The vessel will then not reach the plan or only after a transient phase with low acceleration of significant duration. Moving the independent electrical power source 16 forward makes it possible to prevent the vessel, 10 or 30, from pitching up too much during the transient phase due to a greater total mass and to give it a shorter and more direct acceleration phase. .
• a pilot weighing less than seventy-five kilograms may end up with too much lift on the foil once the target speed has been reached if the angle of attack increases under the effect of an external stress such as a wave, the lift may increase enough to make take off the ship without the possibility of controlling the flight.
• Advancing the independent electrical power source 16 in this configuration makes it possible to quickly lower the bow of the ship, 10 or 30, if the latter has been raised by a wave, for example, and to avoid an uncontrolled take-off.
• FIG. 8 represents the relative position of the independent electrical power source 16 (called the "battery” as a function of the mass of the user. It will be noted that this curve has a U-shape.
• the independent electrical power source 16 is shown in a second dotted position.
• Each hydrofoil 18 comprises a mast and a wing 19.
• the dimension of the wing 19 along an axis normal to the plane of symmetry called "transverse axis" is greater than half the dimension of the hull 11 along the transverse axis and less than the dimension of the shell 11 along the transverse axis.
• the ship 11 comprises a single hydrofoil 18.
• At least one wing 19 is equipped, on the trailing edge, with a flap 31 adjustable in incidence.
• the lower the flap 31, the greater the lift for a fixed speed and angle of attack.
• At least one wing 19 is adjustable in its geometry so as to vary the lift generated by the foil.
• the wing 19 is connected to the mast by a means 245 for modifying the angular position of the wing along an axis normal to the plane of symmetry. Thanks to these arrangements, the entire wing 19 is adjustable in incidence relative to the mast. The lower the trailing edge, the greater the lift at a fixed speed. The higher the trailing edge, the lower the lift for a fixed speed.
• each hydrofoil has a wing provided with a flap
• the vessel further comprises means 245 for modifying the angular position of the flap along an axis normal to the plane of symmetry.
• Flap 31 is a moving part located on the rear part of the wing's supporting plane 19. It can occupy between ten and fifty percent of the profile chord. Preferably, the flap occupies thirty percent of the chord of the profile. The flap is rotatable along the transverse axis.
• the flap 31 can:
• the “carrying plane” is a bearing surface, profiled or not, which moves on the surface or in the water.
• the carrying plane is otherwise called "wing".
• the flap 31 is oriented from -10° to +20° relative to the neutral flap, or preferentially from -5° to +10° relative to the neutral flap and even more preferentially from -4° to + 8° in relation to the neutral flap. Negative value angles correspond to clockwise rotation and positive values correspond to counterclockwise rotation relative to the neutral flap.
• a flap 31 oriented in the direction opposite to the lift force makes it possible to generate more lift with better efficiency, that is to say the lift to drag ratio, than if it is the whole of the lift plane whose the incidence is increased.
• the means 245 for modifying the angular position of the flap can be a rod or a mechanical arm inserted in the mast of the hydrofoil 18 which pushes or pulls part of the flap according to a command from the control means 24.
• the shutter 31 can be set in motion through a wick aligned with the axis of rotation.
• the flap 31 is, for example, attached to the main part of the support plane through mechanical connections, such as hinges, or flexible connections, such as deformable elastomer or composite parts.
• the shutter 31 can be made separately and assembled with the main part of the bearing plane or else be made in one piece with the bearing plane if the construction allows variable zones of flexibility.
• the flap 31 is configured to increase or decrease the lift provided by the hydrofoil 18 depending on the weight of the user.
• These embodiments make it possible to obtain a speed of the ship, 10 or 30, higher than the hull speed, whatever the mass of the user.
• the planing regime is reached at low speed in a minimum of time.
• the energy consumption of the motor 26 is reduced.
• the hydrofoil can operate with varying degrees of depth in the water, for example, in which the foil carries 50, 75 or 90% of the weight of the vessel. The more the foil carries, the more the ship is out of the water.
• the set of 18 hydrofoils are configured to provide the lift necessary to carry between ninety percent and one hundred percent of the loaded vessel weight.
• the hull thus remains in almost permanent contact with the water to ensure the natural stabilization of the boat.
• No control system is required to actively and dynamically stabilize the vessel in the longitudinal 12 and transverse axes.
• At least one wing 19 comprises at each port and starboard end, a winglet to induce a roll inside the turn when the ship, 10 or 30, turns.
• At least one hydrofoil 18 does without a fuselage and a stabilizer.
• the ship, 10 or 30, comprises a linear actuator possibly completed with a mechanical transmission system configured to position the flap 31 at an angle such that it provides the right amount of lift to carry the weight of the craft and its pilot without causing it to take off.
• the lighter the pilot the more the flap 31 is in the raised position.
• the heavier the pilot the lower the flap is.
• the actuator is controlled by a module 245 of the control means 24.
• the mass of the electrical power source is between 10% and 50% of the mass of the lightship
• the mass of the light vessel is between one and three times the maximum mass of the sum of the users authorized to sail with the vessel
• the maximum amplitude of displacement of the longitudinal position of the center of gravity of the source of electrical energy is greater than 5% of the length of the vessel, and/or
• the maximum amplitude of displacement of the longitudinal position of each user seat is greater than 2% of the length of the vessel.
• FIG. 6 shows, in the form of a flowchart, a particular succession of steps of a method 50 which is the subject of the invention. This process concerns the positioning of the autonomous electrical power source, of each seat and, possibly, the adjustment of the hydrofoil.
• This method 50 is aimed at navigation with a light vessel with a symmetrical hull along a plane comprising an axis from the bow to the stern called the "longitudinal axis", comprising at least one user seat, at least one electric motor actuating at least one propeller and an electrical power source.
• This process 50 comprises:
• step 55 for calculating the position of the center of gravity of the vessel, this position being a variable function of the longitudinal position of each user seat, of the longitudinal position of the electrical power source and/or of the level of instability ,
• Steps 55 and 56 adapt the configuration of the vessel to any user to enable him to plane.
• the calculation of the position of the center of gravity of the ship is configured so that the ship navigates awash, its hull flush with the surface of the water.
• step 54 comprises a step of ordering, by a user of the vessel, a change in the longitudinal position of the autonomous energy source or of its seat during navigation.
• the pilot can move the vessel's center of gravity backwards, increase the angle of the vessel in the longitudinal plane and thus the lift, to reduce the level of immersion of the vessel and make it more sensational compared to the standard setting.
• pressing a control button causes the source of electrical energy to recoil by 20% of its total stroke. A new pressure and it returns to its initial position.
• the step 51 of determining the mass of each user of the ship can be estimated, by a manager of the ship, for example an operator of a nautical center, declarative, each user entering his weight on a user interface, or measured, by example by a strain gauge inserted in the access pontoon to the ship or in each user seat of the ship.
• the step 52 of determining the longitudinal position, in the ship, of each user seat can provide a fixed position, when the seat does not include any means of longitudinal movement, or a position manually adjusted with a position sensor or adjusted by an electric control equipped with an encoder, for example.
• the longitudinal position of each seat can thus be carried out by each user according to his size and the accessibility of the steering and speed control means of the ship.
• the step 53 of determining the longitudinal position, in the ship, of the electrical power source can provide a fixed position, when the battery does not include any displacement means, or a position controlled by an electric motor or by manual action. and/or sensed by a position sensor.
• At least one of the user seats and the electrical power source is movable relative to the ship's hull.
• the instability can be fixed by construction or be variable according to instructions given by a manager of the ship, for example by remote control, or by a user of the vessel by a command carried out on a user interface of the vessel.
• this position is a variable function of the longitudinal position of each user seat, of the longitudinal position of the electrical power source and/or of the level of instability.
• a variable function means that it takes on different values depending on the input variables.
• a movement instruction can be displayed so that the operator or the user manually carries out the modification.
• at least one electric motor is implemented during step 56 to move at least one user seat and/or the electric power source.
• Step 51 is preferably carried out prior to the user boarding the ship, 10 or 30.
• the step of measuring the mass of the user can be carried out by installing the user in an imitation of the vessel positioned on a scale. The mass measurement can thus take place while the safety measures and the handling of the ship are explained to the user, 10 or 30.
• Step 52 can also take place in the imitation of the ship, 10 or 30.
• the position of the seat is then measured by a position sensor known to those skilled in the art and be recorded by computer to be reproduced in the ship, 10 or 30.
• Steps 51 and 52 can also be carried out directly in the ship, 10 or 30.
• the method also determines a position of the hydrofoil 18 and/or the angular position of the flap 31 according to the mass of the user, the position of the seat 14 and the inclination of the mast 27 to obtain a substantially zero draft of the hull 11 when the ship has taken off.
• the method 50 then includes a step of modifying (not shown) the position of the hydrofoil 18 and/or of the flap to position them according to the calculated position.
• the method 50 comprises a step (not shown) of limiting the maximum power of the electric motor according to the mass of the user, the position of the center of gravity and/or the position of the center of thrust.
• the means of the ship, 10 or 30, are configured to implement the steps of the method 50 and their embodiments as set out above and the method 50 as well as its various embodiments can be implemented by means of ship 10 or 30.
• K the air resistance, possibly in motion
• yi the range of variation of the longitudinal position of each seat
• yj the range of variation of the longitudinal position of the energy source
• x the distance between the points of application of forces A and C
• Ax is the moment forcing the bow of the ship to rise and increasing the overall angle of attack.
• Hy is the moment forcing the bow of the ship down and reducing the overall angle of attack/ If Ax ⁇ Hy, the front of the ship descends and the angle of incidence decreases, thus reducing the lift on the foil and increasing the level of immersion of the ship.
• step 55 preferably determines the position of the moving masses (user seat and/or source of electrical energy) so that H.yi is less than or equal to A.x and H .yj is greater than A.x.
• the ship, 10 or 30, further comprises at least one means 20 for adjusting the position of the hydrofoil along the longitudinal axis 12 to adapt the center of thrust 21 of the ship 10.
• the means 20 for adjusting the position of the foil 18 relative to the shell 11 comprises a sliding connection with an axis parallel to the longitudinal axis 12.
• the foil 20 can be mounted on a slide sliding in a slide fixed to the hull 11 .
• the adjustment means 20 is provided with position locking means similar to the position locking means of the displacement means 15.
• the adjustment means comprises a set of predetermined positions of the hydrofoil 18 relative to the hull 11.
• the hull 11 is provided with threaded orifices forming a pattern repeated several times.
• the hydrofoil 18 has a plate with matching pattern through-holes and is screwed through the through-holes in one of the threaded hole patterns.
• the tapped holes form a square.
• the means 20 for adjusting the position of the hydrofoil comprises:
• a stepper motor actuating a rack, caterpillar or tape, moving along an axis parallel to the longitudinal axis 12,
• hydrofoil 18 being fixed to the rack, caterpillar or ribbon.
• the hydrofoil 18 is shown in a second dotted position.
• the ship 10 includes a control means 24 powered by the independent electrical power source for at least one displacement, 15, 17 and/or adjustment 20 means.
• the control means 24 can be a microcontroller configured to execute computer-programmed commands.
• the control means 24 includes a means 240 for calculating the position of the hydrofoil 18, of the autonomous electrical power source 16 and/or of the angular position of at least part of the wing 19, for example of the flap 31, depending on the mass of the user, the position of the seat 14 and/or the inclination of the mast 27 to obtain a substantially zero draft of the hull 11 when the ship has taken off .
• the calculation means 240 can be configured to calculate the position of the autonomous electrical power source 16 as a function of the position of the seat 14 and the mass of the user and/or the inclination of the mast 27, in order to maintain the center of gravity 22 substantially unchanged .
• the calculation means 240 can be configured to calculate the position of the hydrofoil 18 and/or the angular position of at least a part of the wing 19 to balance the position of the center of thrust 21 according to the resultants of forces applied to the center of gravity 22.
• the angle between the horizontal and the transverse axis is between 1° and 4°, preferably between 1° and 3° and even more preferably 2°.
• the ship is more stable, but consumes more, with an angle of 3° the ship is less stable and consumes a little less and with an angle greater than 4°, the ship risks flight.
• control means 24 can control 244, 243 and 241, each stepper motor to move the hydrofoil 18 and the independent electrical power source 16 at the calculated position.
• control means 24 includes a means (242) for adapting the position of the autonomous electrical power source 16 according to the operating mode of the ship, 10 or 30. This is referred to as adjustment “ dynamic" in navigation. For example, in Archimedean mode and in off-plane mode, the autonomous electric power source 16 has the same position, but, in transient mode, the autonomous electric power source 16 is moved with respect to said position.
• control means 24 may comprise a means 249 for displaying the calculated positions, an operator manually positioning the independent electrical power source 16 and the hydrofoil 18.
• control means 24 comprises a means 248 for limiting the maximum power of the electric motor according to the mass of the user, the position of the center of gravity and/or the position of the center of pressure.
• the power delivered by the motor 26 is a function of the intensity of the current supplied by the control means 24.
• the intensity of the current By limiting the intensity of the current, it is possible to adapt the power available so that the acceleration curve felt is the even for each user, regardless of their mass. For example, a light pilot will have a lower predetermined intensity limit value than a heavy pilot.
• the motor 26 drives the rotation of the propeller 28 which provides a propulsive force to the ship, 10 or 30.
• the propulsive force is proportional to the speed of rotation of the propeller 28, itself directly linked to the speed of rotation of the engine 26.
• the propeller 28 is subjected to a hydrodynamic force which slows down its rotation.
• the propulsive force to reach a given speed of movement is lower, generating a braking force on the rotation of the l propeller 28 weaker also.
• the torque required to rotate the propeller 28 at the required speed is lower and requires a lower current intensity.
• the limiting means 248 is configured to ensure the regulation of the intensity of the current drawn from the independent electrical power source 16 and delivered to the motor 26.
• the limiting means 248 is a microcontroller executing software or an application executed by a microcontroller or a potentiometer, manually adjusted, for example.
• the means 248 for limiting the maximum power delivered to the electric motor 26 limits the intensity to a percentage its maximum discharge intensity as a function of the user's mass.
• the limitation percentage is related to the weight of the user by an exponential or linear function.
• the ship, 10 or 30, further comprises a means of transmitting energy between the electric motor 26 and the propeller 28, in direct drive or with a bevel gear.
• the transmission medium can be with or without reduction.
• the electric motor 26 is supplied with electrical energy by the independent electrical power source.
• the electric motor 26 supplies mechanical energy to a propulsion propeller 28.
• the propulsion propeller 28 is mounted on a mast 19 in rotation with respect to the hull 11 along an axis perpendicular to the longitudinal axis in the plane of symmetry called " guide axis" 13.
• the propeller 28 is rotated about an axis called "propulsion axis", 32, 33, 12, perpendicular to the guide axis 13.
• the guide axis 13 and the axis of the mast of each hydrofoil 18 are parallel and the propeller 28 is substantially aligned with the wing 19 of the hydrofoil 18 in the plane of symmetry.
• control means 24 may comprise means 247 for adjusting the position of the mast 27 in the plane of symmetry, the ship comprising a corresponding actuator.
• the so-called “propulsive” force is applied at the level of the propeller 28, that is to say offset by a certain distance below the water level, and in a direction aligned with the axis of the mast 27 of the propeller 28.
• the resistance forces are applied at the level of the hydrofoil 18 and the hull of the hull 11 in their respective proportions and with a direction which approaches the horizontal.
• the application of these two opposing forces creates a torque in the plane of symmetry which varies according to the distance along a so-called “vertical” axis, perpendicular to the longitudinal axis in the plane of symmetry, between the point of application of the force and the direction of the force vector.
• the angle of the propulsive force i.e. the angle between the guide axis and the vertical, it is possible to increase or reduce the torque in the plane of symmetry which tends to lower the stern and raise the nose of the ship or vice versa.
• the vertical is the direction of gravity.
• the angle between the steering axis and the vertical is between five degrees clockwise and five degrees counterclockwise, according to the views of Figures 1, 2, 4 and 5. Even more preferably, the The angle between the steering axis and the vertical is between five degrees clockwise and three degrees counterclockwise. Even more preferably, the angle between the steering axis and the vertical is three degrees clockwise.
• a counter-clockwise angle tends to carry the stern of the ship, which transitions more easily from the Archimedean regime to the plane regime, but maintaining a greater immersion in the plane regime. Indeed, the incidence and lift of the hydrofoil are lower only with a guiding axis and a merged vertical. In addition, more hull surface remains in contact with the water due to a more neutral longitudinal trim.
• a clockwise angle tends to pitch the vessel up, 10 or 30, pushing the stern of the vessel down, 10 or 30. This therefore increases the load on the foil and creates a steeper transition phase. Such a transition phase requires higher energy consumption and creates more waves. However, under such conditions, an operating point with a minimum immersion of the hull of the hull 11 in plane regime can then be reached, with a little longitudinal inclination to reduce as much as possible the surface of the hull in contact with the water.
• the ship, 10 or 30, pitches up under the combined effect of the propulsive force and the bow wave that the ship must overcome at as it accelerates.
• the speed and inclination due to pitch-up result in an increased angle of attack on the airfoil.
• the hydrofoil 18 provides enough lift to carry the ship almost entirely.
• the position of the center of gravity 22 located forward of the center of thrust 21 of the hydrofoil reduces the longitudinal inclination of the ship, 10 or 30, until reaching a balance between the torque created by the resultant of the propulsion force along the longitudinal axis and the torque created by the advanced position of the center of gravity 22.
• the position of the center of gravity 22 and the angulation of the engine are adjusted so that this balance stabilizes on a slightly nose-up inclination which gives the ship, 10 or 30, a slight instability along an axis normal to the plane of symmetry and resistance to the lowest possible advancement, that is to say the least hull surface of the hull 11 in contact with the water.
• the autonomous electrical power source 16 is in the middle position, i.e. advanced by 150mm with respect to a so-called "base” position and the flap 31 on the support plane is raised to -4°,
• the autonomous electrical power source 16 is positioned at the base and the flap on the support plane is lowered to +2°,
• the battery is in a forward position of 300mm in relation to the base and the flap on the support plane is lowered to +8°.
• the electric motor 26 and the shell form a pivot connection whose axis is the guide pin 13.
• the pivot connection can be any type of pivot connection known to those skilled in the art.
• the angular position of the mast 27 is controlled by the control means 24 according to one position among three predetermined positions.
• the control means 24 can be a microcontroller configured to execute computer-programmed commands.
• the ship, 10 or 30, also comprises an actuator 25 configured to rotate the mast 27 according to an angular position command.
• the three predetermined positions, observed in FIG. 3, are:
• the predetermined angles, 35 and 36 have the same values.
• the predetermined angles, 35 and 36 are less than 30° and even more preferably less than 20.
• control means 24 may include means 246 for adapting the value of the predetermined angles as a function of the speed of the ship, 10 or 30, to increase the maneuverability of the ship, 10 or 30.
• the values of the predetermined angles, 35 and 36 are greater when the ship is sailing below a predefined speed and restricted to approximately 15° when the ship is sailing beyond this same predefined speed.
• the neutral position allows the user to propel the ship, 10 or 30, straight ahead.
• the port position allows the user to turn the ship, 10 or 30, left or port, and the starboard position allows the user to turn the ship, 10 or 30, right or starboard.
• the shell 11 has stops 38 configured to block the rotation of the mast 27 in the event of a malfunction of the actuator 25.
• the control means 24 comprises two push-buttons, 23 and 39, the one commanding a rotation of the mast 27 clockwise, the other commanding a rotation of the mast 27 counterclockwise.
• the push-buttons, 23 and 39 are arranged in the cockpit symmetrically with respect to the plane of symmetry.
• the push-button 23 is positioned on the port side and controls rotation in the clockwise direction.
• Push button 39 is positioned on the starboard side and controls counterclockwise rotation.
• the control pushbuttons, 23 and 29, can be placed on fixed handles allowing the user to hold on effectively while piloting the vessel in a straight line or in a turn. Note that this is impossible with a joystick, for example.
• the push buttons, 23 and 29, have a better grip than with a steering wheel. The absence of a steering wheel makes it easy to board a child in front of an adult at the controls.
• the vessel, 10 or 30, comprises a second set of two push-buttons (not shown.
• the second set can be positioned on a joystick.
• the buttons- pushers of the second set are inactive. Inactive means that if the user actuates at least one of the pushbuttons of the second set, no command is transmitted to the actuator. For example, a child can pilot the ship provided with the second set of push-buttons with an accompanying adult and provided with the first set of push-buttons to regain control of the ship, 10 or 30, in case of danger.
• the push-buttons, 23 and 29, are also configured to make it easier for people with reduced mobility to take control of the vessel. Finally, in the event of a dangerous situation, the user's reflex is to let go of all the controls, thus remaining in a straight direction of movement with progressive deceleration.
• the actuator 25 when a push button, 23 or 39, is actuated, the actuator 25 is controlled in the extreme position. In other words, when the user presses the push button 23, respectively 39, the actuator controls the rotation of the mast 27 according to the predetermined angle 36, respectively 35. For example:
• the mast 27 is turned to the starboard position.
• the mast 27 when no push button is activated, the mast 27 is in the neutral position. In other words, the mast is in the port position, respectively starboard, as long as only the push button 23, respectively 39, is actuated. As soon as the user releases the button, the mast 27 returns to the neutral position.
• the control means determines the closest position according to the direction of rotation clockwise, respectively counterclockwise, and controls the rotation of the mast in this position . For example:
• the ship, 10 or 30, comprises means for inhibiting the actuator when the two push-buttons, 23 and 39, are actuated.
• the control means comprises a steering wheel, the mast being actuated in rotation in proportion to the rotation of the steering wheel in a manner known to those skilled in the art.
• the ship, 10 or 30, further comprises a pedal 29 for controlling the speed of rotation of the propeller 28 and a means for measuring a value of an angle formed by the pedal with respect to a parallel axis. to the longitudinal axis, the speed of rotation of the propeller 28 being proportional to the value of the angle measured.
• the measuring means is a sensor of the potentiometer type or Hall effect sensor.
• the measuring means is integrated into the control means 24.
• the measuring means includes means for defining the maximum speed of rotation of the propeller 28.
• the maximum speed of rotation of the propeller 28 can be reached when the pedal 29 comes into abutment on the hull 11.
• the maximum speed of rotation of the propeller 28 can be defined according to legislation defining the maximum speed of ships or the maximum engine power 26 authorized without a license to navigation.
• the actuator 25 is a linear actuator such as a cylinder having at least three positions.
• the cylinder comprises a rod and a body, the rod being mounted according to a slide connection with the body.
• the cylinder can be mounted in a pivot connection with an axis parallel to the guide axis 13 with the hull.
• the jack is connected to the motor by a cam forming a pivot connection with one end of the rod of the jack, the cam being embedded in the motor.
• the other end of the cylinder rod being positioned in the cylinder body and actuated by electrical or hydraulic energy.
• the actuator 25 is a stepper motor connected to a toothed wheel meshing with a toothed wheel fixed on the mast between the motor and the propeller.
• FIG 4 a position of the ship, 10 or 30, before planing.
• the water level is shown schematically by line 40 and the direction of movement of the ship is represented by arrow 41 .
• the ship's hull 11, 10 or 30 is partially submerged in water.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Toys (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

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• 2021
  • 2021-11-16 FR FR2112105A patent/FR3129132A1/fr active Pending
• 2022
  • 2022-11-16 WO PCT/EP2022/082163 patent/WO2023088979A1/fr not_active Ceased
  • 2022-11-16 EP EP22818636.7A patent/EP4433355A1/de active Pending

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