FR2898329A1 - Aquatic vehicle e.g. rowing boat, has watercraft unit provided with upper fixation devices and lower fixation devices for fixing adjunction modules, constituted of bow, larboard shield, starboard shield and cradle, to watercraft unit - Google Patents

Abstract

The vehicle has a central watercraft unit (2) surrounded by adjunction modules, which is constituted of a bow or nose (3), larboard shield (4), starboard shield (5) and a rear cradle (6). The watercraft unit is provided with upper fixation devices (7, 9) and lower fixation devices (8, 10) for fixing the adjunction modules to the watercraft unit. The rear cradle serves as a support point during connection and disconnection of peripheral extensions of the vehicle. Independent claims are also included for the following: (1) an adjunction module of an aquatic vehicle (2) fixations of an aquatic vehicle.

Description

Description The invention relates generally to a technique of

  manufacture, arming and transport packaging, including, but not limited to, water vehicles of all types and / or "complete air-craft units" moving by means of oars, sails or engines, with armament.

  The invention relates more particularly to "conventional sailing units" and / or boats whose shapes and / or overall volume pose congestion problems during some of their phases of manufacture, delivery, transportation, storage, landing and / or mooring. The invention contributes to overcoming these handicaps by varying the surface area of the ground projection of the figure of the unit thus manufactured downwards and / or the overall volume thereof, in the specific cases of farms described above. above listed.

  With the invention, which uses a specific modular solution, the exploitation of a given overall volume is optimized in order to improve the filling efficiency of the premises and / or the volume of reception reserved for the product, in the phases of manufacture, delivery, transport, storage, docking and / or mooring of one or more "sailing units" and / or boats.

  One of the main features of the invention is to enable a manufacturer to produce "air units" and / or modular boats whose size dimensions will be varied, so that they can simultaneously meet the manufacturing standards of the manufacturers. nautical equipment, while, on the other hand, and after ensuring that the weight is contained within pre-established limits, it is possible to achieve congestion (and weight) objectives, such as those regulated by the code of the road, for road transport. And at the same time, to bend and / or adapt to the offer of space in ports, in rail, air or naval transport. Not to mention the space saving that can be achieved on the assembly lines.

  One of the main concerns of this technical field is to produce "sailing units" with technical production solutions that reduce costs, especially in the aforementioned phases of life of the product. The invention makes it possible to improve the industrial yield and / or the commercial competitiveness of the "sailing units" and / or boats produced and placed on the market, without impairing their qualities and performance in the use phase, as a sailing unit characterized strictly speaking.

  By way of nonlimiting example, by applying this invention to a motorboat of nine meters, it will occupy, with the application of the invention, no more space (surface and / or volume) in the aforementioned phases of life that would not require a conventional boat of about seven meters and fifty centimeters.

  There are already known sailing units and / or sailboats or engines composed of assemblable elements which have been designed to facilitate their handling. To achieve this, one of the known methods is to juxtapose modular elements repetitive or not, as is the case with some barges or floating bridges, or to secure the different hulls of a multihull to the means of arms. In these solutions, the designer has privileged the function of transportability by depriving the boat, after disassembling the modules, of any operationality of its navigating function, until the following complete assembly of said multihull.

  There are also boats that can be dismantled, folded or converted into trailers and / or caravans. In general these products make serious concessions to the aesthetics and / or the qualities of airworthiness. The aim being in these cases, to give the removable parts of the boat a second function not directly related to the objectives that we have set here in the invention.

  The removable and demountable semi-rigid are known, which alone form a specific category of craft and which differs very clearly from the product resulting from the industrial exploitation of the invention, which is and remains a means of producing a unit. rigid hull sailboat. It is also known to use the "flaps" which modify the efficiency of a hull, but these are to be considered as optional accessories, including the posture and the spring of an optional choice, on the part of A customer, and not the original design of the unit On the other hand, a "complete flying unit" benefiting from the invention could also be endowed with it in addition and without contraindication.

  On the current assembly lines, we work with open shells, separated from their respective bridges, which is a form of modularity; but this function of subassembly dissociation is not preserved in the boat delivered to the customer nor has it generated any space saving on the assembly lines, as does the invention here exposed.

  The aim of the invention is to create a new category of aquatic vehicles, which we define by the terms "complete flying unit" characterized by the particularities described below. The aim of the invention is to vary, in the sense of reducing them, the external dimensions of a "conventional sailing unit" (1) without altering its buoyancy or violating the safety standards specific to marine equipment. The invention thus temporarily makes it possible to obtain space savings during certain phases of manufacture, transport, storage, deck landing and wetting. This small-sized flying unit is called the "sailing cabin" (2). With the invention, one can also find the original form, when one wants to return to the phase of optimal navigation capacity, with the associated consequence an increase in the efficiency of the "sailing unit" thus configured and / or his comfort. The configuration "complete sailing unit" (equipped with "add-ons") allows, for example, sporty driving and / or the ability to navigate rough and / or strong seas in more comfortable and safer conditions. The invention aims to add, to a "sailing unit" of conventional appearance, facilitated mobilization qualities, before launching and / or in certain cases of use on the water (in basin or at anchor ).

  20 The characteristics of the hull and the aesthetics of the "complete sailing unit" may be defined by a naval architect prior to the decision to apply the invention to the vessel, since the implementation of this if it is chosen, it must not distort the form of the idealized "sailing unit" for a specific type of use defined in the manufacturer's specifications, since it may 25 and the shapes of the classic version that would be manufactured without the invention.

  The basic definition of the invention is that of considering that a "classic sailing unit" (1) and / or a sailboat or motorboat can be divided into several subsets of separate adjunct elements (2, 3 , 4, 5, 6) each having functions and / or autonomous qualities, which can be isolated from one another or glued to each other if selected and as needed at a particular time. Consequently, this "classic sailing unit", which has become "complete flying unit" after application of the invention, can be armed or disarmed at will, provided that it is equipped with appropriate positioning mechanisms and inter-subassemblies ( 7, 8, 9, 10) and which form part of the invention.

  The four separate bindings used (7, 8, 9, 10), in the armament of the "additions" to the "central sailing unit" (1), meet the following requirements in all cases: 1. They ensure a positioning Precise elements between them 2. They are drawn with the imperative not to risk to generate waterways 3. They ensure the alignments of the tangent surfaces 4. After which they ensure the immobilization of the "additions" 5. Finally, they secure the parts in their final operating position 6. In addition, the two lower fasteners (8) and (10) have an additional characteristic, which is to have a search head allowing their use. blindly .

  The invention aims to propose an industrializable and marketable technical solution for putting into practice the application of this basic implementation.

  We will speak henceforth, of "complete navigating Imity" (figs 3 and 4) when one wishes to speak about the aquatic vehicle and / or of an armed boat and resulting consequently of the sum of all its subsets together between them and solidarisés (2 + 3 + 4 + 5 + 6). We will speak of "flying central unit" (2) when we want to talk about the autonomous central autonomous carrier core and / or separated from the other subsets included in the "complete flying unit".

  The implementation of the invention begins and is based on the results of a double analysis: that of the specifications of the hull and / or the "classic sailing unit" (1) as it was imagined ideally , by the naval architect, for its optimized navigating function to which is added that of the specific specifications established according to the objectives to be achieved with the application of the invention in the final product.

  In this analysis gold will classify the identifiable parts and functions of the "classic sailing unit" seen in its entirety into three groups: 1. The elements and functions to be part of the "sailing central unit", as are in principle , submerged part of the hull, the engine block with it or these, the tanks, the cockpit, cabins, security equipment for example ... Finally all that allows this unit to meet to basic nautical standards and navigate. 2. The possible hydrodynamic and / or aerodynamic "additions", as are the sections of the streamlined bow above the waterline, the side parts of the hull situated above the waterline (walls ) and which form the lateral hydrodynamic deflectors responsible for channeling the waves and / or the spray, in case of use in strong sea or sport steering etc. 3. The possible "additions" aesthetic and / or comfort that are the parts and forms not essential to the march of "the central sailing unit" where we can select for example all or part of the passavants, part of the balconies contiguous to the gangways, certain protections and optional accessories.

  In the case where the results of the analysis are positive, that is to say that we see that they make it possible to achieve the objectives, the benefits and the expected gains, then we decide to make dissociable from "the navigational unit "defined above, those elements which have been classified in the two groups of parts and / or functions that can be added. To do this, we try to operate groupings of contiguous elements and associated functions, in such a way that we can create, for example, a subset that we will call subset adjoinable prong (3) which would be composed among other things: a hull nose (15), a bridge nose (18), a front protection (17), a front trunk (16) (peak) .. For this step there is no predefined rule to apply; it calls on the creativity and know-how of the engineers in charge of the project.

  The invention is then implemented with, for main remarkable characteristic, that the immersed part of the hull (hull) is substantially the same on the "sailing central unit" as on "the complete flying unit". In the non-limiting example exposed here, 95% of the first immersed hull is found in the second.

  The objective being that the "sailing central unit" (2) can be autonomous, stable and exploitable on calm water bodies (basin, cove, estuary etc.) in complete safety and that it is penalized and penalized in terms of comfort of navigation and / or life on board.

  To facilitate the reading of the text, you will find below and in preamble, the presentation of the 10 plates of drawings which accompany it, with a comment justifying their presence here:

  1/10: Figures 1 and 2 are general views, in perspective, of the "standard navigational unit" of reference (1) given by way of non-limiting example (unit manufactured without application of the invention)

  Page 2/10: Figures 3 and 4 are general views, in perspective, of the "complete sailing unit". (There is no number corresponding to these terms, because this term defines a set of subsets, parts and elements). It is carried out according to the technique of the invention and is therefore composed of a "sailing central unit" (2) carrier and in this case, four "additions" identified by the n (3, 4, 5 and 6). Joint lines are visible (31) in these figures while there were none in Figures 1 and 2.

  Page 3/10: Figure 5 is the exploded perspective of Figure 3. It shows "the central sailing unit" (2) surrounded, in this example, four "additions": "The addition of "bow or nose (3)," port add-on "or" port side shield "(4)," starboard add-on "or" starboard shield "(5)," rear roll 6). In this figure, we also see the positions of the four types of fasteners used for assembling and joining the parts together: (7, 8, 9 and 10).

  Page 4/10: Figure 6 is a profile of the "road transport unit" cited as an example, but not limiting. The latter is composed of a "central air-craft unit" (2) loaded on a trailer (11) and surmounted by "additions" of bow (3), port (4), and starboard (5). The arch (6) remains mounted, because it serves to receive the other "additions" and secure in the disassembled position during transport and storage. FIG. 7 is a plan view of the "road transport unit" shown in FIG. 6 where it can be seen that the load is very compact and in particular that its width here is contained inside the 2500 mm (12).

  Page 5/10: Figure 8 is a plan view of the "complete flying unit" (2, 3, 4, 5 and 6) whose ground projection is inscribed in the drawn rectangle (12). This rectangle is the reference one for evaluating the gain of space realized thanks to the use of the invention. FIG. 9 is a plan view of the "sailing central unit" (2) whose ground projection is inscribed in a second drawn rectangle (13). It indicates the new limits obtained after use of the invention.

  Page 6/10: Figures 10 and 11 are the profiles compared: that of the "complete sailing unit" (2, 3, 4, 5 and 6) and that of the "sailing central unit" alone (2). Note that the waterline (14) is at the same height in both figures. Indeed, even if the drawing does not show them, it is assumed that the attachments are stored on board, as during transport so that the weight remained the same, as the wet part of the hull. When launching, the additions (3, 4 and 5) are on deck and their implementation is supposed to be done from there. Figure 11, it will be noted here that half of the attachment points are visible (7 and 8).

  Page 7/10: Figures 12 and 13 show a comparison of the frontal views of "the complete flying unit" (2, 3, 4, 5 and 6) and that of the "central sailing unit" alone (2) . It is very clear that the gain of space is here particularly important while the cockpit and other living spaces remain virtually unchanged. The wet part of the hull is; here again, almost identical, as evidenced by the waterline (14). Figure 13, some attachment points of the additions are visible (7 and 8).

  Page 8/10: Figure 14 shows a simplified example of the analysis that is done when we create a subset to define the characteristics of a future "addition". In this case it is a sporting bow (3). Some of these elements are specific parts that are detached from traditionally monoblock parts, as are: hull, deck, molded floor etc.

  The subassembly (3) contains inter alia and mainly: a part of the shell (15), a part of the floor (16), a part of the bridge (18), a part of the peripheral protection (17), a part non-skid covering (19), part of the outer balcony (20); but also elements specific to this portion of the unit such as: the trunk lid (21) or other accessories (22).

  FIG. 15 shows "the addition of nose nose" (3) resulting from the assembly of the components of the subassembly described in FIG. 14. In this example, "the addition" will be fixed to "the sailing central unit" (2) carrier by means of four attachment points: two of type (9), and two of type (1O).

  FIGS. 16 and 17 show by way of nonlimiting example, an assembly mechanism "additions" (3, 4 and 5) also called (28), to the "sailing central unit" (2). ) also called (27). The numbers (27) and (28) indicate that in these two figures symbolic / type pieces have been drawn at the location of a section of any part of a juxtaposition of the component elements "the complete flying unit. ". The n (27) is an example of a section of a "type addition" and the n (28) is an example of a typical section of a part extracted from a "sailing central unit". It will also be noted in these figures the representation of a guide wire (23) which as its name indicates serves to guide the finger of the binding (10) towards its receptacle located in the binding (8). This element makes it possible to set up blind additions from the central bridge. The numbers (25, 26 and 29) designate the movements to be executed in order to successfully place the additions along the "sailing central unit".

  Page 10/10: Figure 18 shows how the installation of a bracket (30) temporarily erected on the front deck of the "sailing central unit", will allow to support to manipulate and position the additions to install them either in the navigation position, in the storage position. We will call this step: arming. The bow (6) has the same anointing on the rear deck; note that in this example, it will not be disassembled after the arming or disarming operations.

  In the implementation of the invention described below, the data in the following example will be used: "The complete sailing unit" has a silhouette and shapes comparable to that of a conventional conventional boat, to which the naval architect, will have previously given hydrodynamic and aerodynamic profile characteristics adapted to the use for which it was intended (1). In our example, the target market is that of an exclusive clientele looking for sporting sensations while sailing on large lakes and / or at sea.

  In this example of non-limiting application, the advantages sought are: - To be able to mobilize by road and without having recourse to an exceptional convoy the largest possible engine-driven unit, within the limits of a total weight of 3 500 kg (motorized sailing unit and trailer). - To allow it to be anchored in berths reserved for boats up to eight meters long and three meters wide. - To be able to ensure its armament to dry or on the water since the central bridge, according to the needs or the availability. Saving at least 20% of the area of the rectangle circumscribed to the ground projection of the outer contours of the complete flying unit in comparison with the rectangle circumscribing the projection of the unit in the production line configuration, storage and shipping or shipping.

  This list of objectives, defined here, is not applicable to all implementations. If for a manufacturer, a single criterion justifies the use of the invention, whether it is to meet different or additional obligations or even if it is a criterion of fashion, the situation is the same to the extent that the conclusion of the analysis leads to the decision to apply the invention to the product.

  One of the secondary benefits that is aimed at in the implementation of the invention is to arm or disarm the "complete sailing unit" by simple, knowledgeable operators (amateur sailors) without having to resort to men of the sea. job. In certain specific cases, such as that of the example used here, the aim is also to allow the user himself to carry out the launching and / or to ensure carriage in a hitch, behind A particular vehicle of type V L. Other features and advantages of the invention appear in the light of the description which follows of a preferred embodiment, given by way of non-limiting example.

  This description is made with reference to the accompanying drawings in which the "complete flying unit" shown may be made of any composite material commonly used in this field, or any other suitable type of construction, to meet the objectives of the invention. reliability and total weight.

  The operations and means necessary for the construction of the "complete flying unit" being known to those skilled in the art, they will not be exposed in more detail here. Only the elements constituting the invention are those relating to the "navigable central unit 10" and "these additions" are detailed below.

  Beyond this example, as we have seen previously; whether it is a motor unit, sail or oars, the composition of a "complete flying unit" is as follows. 15 It is composed of three types of elements: 1. "The sailing central unit" carrier which is one and indivisible (2) 2. Hydrodynamic and / or aerodynamic components whose precise nature and number are not limited. 3. Comfort and / or aesthetic components whose nature and number are not limited.

  1. "The central flying hull": It takes up almost all the same hull and the same water line as that of the "complete sailing unit" (Figures 3 and 4). It is autonomous and offers all the guarantees of stability and seaworthiness of a conventional boat, since it is it which is provided with the mechanics, navigation controls and safety equipment etc.

  2. The hydrodynamic and aerodynamic components that can be added: These are parts that the central unit will be equipped with, to make it more efficient hydrodynamically, aerodynamically and / or safer in extreme uses (high speed, turns or strong sea). ). On the model presented here, they are in number, not restrictive, of three: • The profile shell nose (15). It is intended to optimize the penetration of the hull in the waves and the spray in heavy weather or in sport use. 35 • The port hull deflector, which in some cases and in its form, will improve hull guidance, but also provide better protection of the deck and spray booth. • The starboard hull deflector, which has the same functions as the preceding one for the second edge of the complete flying unit.

  3. The components of comfort and / or aesthetic adjoinable: These are elements that bring above all the style of the spirit sought by the manufacturer and which will equip the central unit to make it more pleasant to live or more practical, especially when maneuvering and / or traveling on deck (gangways, handrails and balcony elements). On the model presented here, they are four in number, some of which will eventually block with one or other of the aforementioned hydrodynamic components. • The bridge nose (18), juxtaposed with the nose of the hull, which receives a part of the front balcony and gives access to a box of bow (peak). • The two port and starboard decks, each receiving a portion of the outer balconies and are integral with their respective hydrodynamic deflectors. • The back arch (6) has the function, in our example, to be a fulcrum during the phases of arming and disarming peripheral extensions, called "add-ons": Egaement, this element will be used to fix and secure mobile "additions" in the storage and / or transport phases.

  To draw and then manufacture the "sailing central unit" (2), specifications must be followed containing the characterizing elements retained in the initial analysis to be included in this element, among which are the list of additional constraints accepted. . The very one that justified the choice to apply the invention. Taking into account all these elements we determine the forms of a new hull and a new bridge whose outer surface is made of the visible surfaces (32) preserved of the hull and the apparent deck of the "classic sailing unit" (1) considered to be the reference form since the analysis. These are interconnected by integral hull and deck surfaces (33 and 34) which, even if they are obscured by the elements added when arming the "complete flying unit", form the true hull and deck of the sailing unit in both operating configurations. This new carrier unit, which most likely will generally have a more parallelepipedic silhouette than that which will be visible after the final armament is the stable and flying unit. The port and starboard walls of the "sailing central unit" thus created, will in certain places be parts that will always remain visible (32) and to others, they will be masked by the additions (33 and 34) in the armed phase. .

  Even if it seems important to us to fulfill the basic condition which is: that the immersed part is similar in the two configurations of use; this point is not unacceptable to identify or not the use of the invention. Leaving the notion of navigating is not likely to be different from the invention. On the contrary, it deprives itself of a recommendation made in the context of the quality in question.

  As for a conventionally designed boat (1), the "sailing central unit" (2) can be made by working an open hull that is dressed with a skeleton, floors, partitions and other equipment provided for in the specifications and in the end it will be all a central bridge almost conventional.

  However, it should be noted on the central bridge two novelties resulting from the invention: Some parts of the central shell or the central deck being hidden by additions, it is easy to hide behind them seam lines molds, so, d to use multi-piece molds and consequently to create dead-less areas, to see undercut areas, without impairing the aesthetic quality of the final complete sailing product. Note on the central bridge the presence of devices for handling, guiding and fixing additions contemplated in the description of the invention. Which, of course, is not on a conventional bridge.

  "The central airship unit" (2) being intended to support the "additions" (3, 4, 5 and 6) or to be contiguous thereto, it will be provided with a number of attachment points (7 and 8) resistant and adapted to the constraints encountered in intensive use. The 25 "additions" as for them will be equipped with the fastening elements (9 and 10). If it is recommended to use a minimum of three attachment points per part, their actual number will be the subject of a decision to be taken by the engineers responsible for the studies of material resistance according to the model treated.

  At a minimum, the fixing points are of four types: 1. The lower attachment devices (8) which equip the "central air-craft unit" and which may be provided with a mode and / or a guiding device allowing their use blind from the central bridge. Their function is to position, constrain and then immobilize the bottom of the "additions" (3,4 and 5) existing by mating with the second part of the lower attachment (10). 2. The lower fasteners (10) that equip the various "additions" (3,4, and 5) in their lower parts. They may be provided with search heads enabling them to follow the guides to the corresponding and respective coupling parts installed on the lower part of the "central air-craft unit" (2). 3. The upper fastening devices (7) which equip in high parts the areas of addition of the "central air-craft unit" (2) comprise, in addition to guiding and positioning elements, the locking and / or pinning function "additions" (3, 4 and 5). 4. The upper attachment devices (9) fitted to the upper "add-on" parts (3,4 and 5) face their corresponding coupling points (10) located on the "forward sailing unit" (2) to be introduced and then immobilized by the locks and / or pin (24).

  The patches, called "additions" (3, 4, 5 and 6) can, depending on the needs, be perfectly matched with the "sailing central unit" thus giving the illusion of being one with it, or voluntarily being designed, manufactured and mounted to be attached remotely and / or have pockets and thus generate circulations or reserves of air or water between the faces of the parts. In particular, if they are part of a hydrodynamic or aerodynamic application aimed at giving an efficiency and / or additional characteristic to the "complete flying unit". This latter possibility excludes solutions that may open waterways at the hull of the "central airship" (2).

  "Additions" in general (3, 4 or 5) can have very varied and / or very free forms in that they are all or part of a function or part of an original overall design that has was subdivided during the shaping of the invention.

  In the final form of a single "addition", they can also be the sum of elements traditionally belonging to distinct parts of a "classic sailing unit", thus offering new design possibilities. port side add-on "(4) combines a portion of the port baffle of the original hull (port wall) and also a piece of the gangway that is usually integral to the molding or construction of the conventional bridge, in the case of the invention, these two parts are united and can make only one, which moreover, is not subjected to the same constraints of resistance and manufacture.Therefore one can design, manufacture and arm "the central unit navigating "(2), or an" addition "that recreates the illusion and continuity of the traditional image of a classic boat on which there is a bridge flanking a hull flared up (which is the e case of the example used here figures: 3, 4, 5) or arm the hull of a new type of parts, adjoinable that depend on these new constraints, following their own manufacturing rules. These pieces can then take the name of "adjoinable shields" (28) to a "sailing central unit" (2).

  The invention, by the technical innovations it carries in it, is likely to generate a significant evolution of the design of the "classic sailing units" which would be replaced by "complete flying units" on which we will implement a design of new generation, whether in applications to sailboats, motorboats or other types of units.

  One of the secondary characteristics of the invention is that the armament of the additions can be done either, when the unit being rested on a trailer or on a ber, before its launch, or from the bridge of " the navigating central unit "(2) after launching or from a pontoon. To meet this constraint which remains optional, the engineers will have to contain the volume and the weight of the "additions" within reasonable limits, by dividing in two or more an addition Initially imagined in one piece if one realized that it is too bulky, to be handled safely. For example the additions (4) and (5) could be transformed into (4 '+ 4 ") and (5'4- 5"). Remember that in the definition of the invention, the number of additions is not limited.

  From there, we have on the one hand a "sailing central unit" (2) and on the other hand a number of disarmed "additions" which, at best, have been stored and stored on or above the central bridge (Figures 6 and 7).

  The next step is the one that makes it possible to arm the "complete flying unit" (Figures 3, 4, 8, 10 and 12) dry or on the water. One of the essential components of the invention is the presence, on the "sailing central unit" and on "additions", of the four fixing devices already mentioned (7, 8, 9 and 10). The materials chosen for their manufacture and their particular drawings may evolve over time, depending on the size of the "additions" to be fixed or the evolution of the technique (adjustments of technical solutions, consecutive to the production of prototypes and pre-series ), see the cost granted by the manufacturer and / or the customer (see specific conditions of economy of scale). From simple mechanical systems, such as the one shown in the example presented here, it is possible to imagine solutions that are hydraulically, electrically or electronically assisted. The basic technical answer is the same, since it is above all a matter of fixing the elements together, with maximum safety, rigidity and reliability.

  Figures 16 and 17 is presented as an example of my limiting a mechanical solution assisted by a guide wire, but it is possible to think, for example, an electronic guidance that would be a solution logically inscribed in the rapid evolution of available to manufacturers on the world market.

  The proposed standard solution, by way of non-limiting example, is composed of a first fixing portion (10) provided with a hollow self-centering lower finger which is one of the elements of the search head and which is embedded in the corresponding receptacle located on the second attachment portion (8). For blind guiding, the cable (23) is fixed to the bottom of the receptacle of the fastener (8) and runs towards the hollow finger of the fastener (10) passing therethrough. Said cable (23) emerges from the fastener (10) on the body side of the adjoinable part, then crosses the latter to come out at a location to be chosen by the engineers and which will be conducive to its grip by an operator executing the armament from the central bridge. During the approaching operation of the two parts of the fasteners (25), the finger of the fastener (10) slides along the cable (23) when the operator positions the addition and returns to him the cable length released as and when as the approach, until, at the end of the stroke, the finger of the part (10) is brought to the bottom of its receptacle in the fastener (8). Then comes the second stage of the fixation process. After "the addition" is positioned in the centerers of the lower part of an "addition" by the interlocking of the fasteners (8 and 10) the latter which is not yet contiguous to the outer wall of "the" flying central unit ", is then brought towards it, possibly allowing the crushing of a seal which would be located between the faces of the two parts (optional).

  At the end of the stroke, the protruding ring of the upper attachment (9) is found engaged in correspondence and in alignment with the sleeve of the pin (24) in the fastener (7). At this point of the armament where the fasteners (9 and 7) are ideally positioned, the operator can then pinch the two types of upper fasteners together and guarantee a secure grip of "the addition" (3, 4, 5 ) to "the central sailing unit" (2).

  This arming operation is then done, piece by piece until obtaining a "complete flying unit" as shown in FIGS. 3 and 4.

  Note: The minimum thickness of an "addition" is determined by the ability of engineers to make fasteners (9 and 10) more or less miniaturized. In fact, the body of these fasteners being, in principle, mounted inside the volume of the "adjoining part" not to hinder or impair efficiency and ensure excellent presentation, it is therefore the volume of these fixings that will determine the minimum rating. Similarly, the minimum thickness of the flanks of the "sailing central unit" is determined by the ability of the engineers to make fasteners (7 and 8) more or less miniaturized.

  It is of course possible to make variants of forms "complete flying units", without departing from the scope of the invention. The invention being above all the technique of manufacturing "complete flying units" which will be armed and disarmed at will.

  The reasons for which a manufacturer will choose to exploit the invention may vary to infinity. initially and a priori, the invention is rather intended to produce "complete flying units" between 7 and 10 meters long for a master bau between 2.5 and 3.5 meters, with the primary objective of facilitating transport by road on conventional trailers. If for example a manufacturer considers it beneficial for his company, he can apply the invention to a much larger unit, with the primary objective of reducing the size of the units on its assembly lines. For another manufacturer, the goal will be to make the hitch more manageable either beyond the limits of the regulations if not below, putting forward arguments of comfort of use.

  Another application of the invention is to exploit it to achieve economies of scale by manufacturing a single `` sailing unit '' to obtain after armament, not a single "complete sailing unit", but a choice between two products ( or more) with different market characteristics. For example, that through specific add-on sets that would meet the same juxtaposition and fixture characteristics, it is possible to arm different "flying full units" formulas around standardized "central airships". A "sailing central unit" of a definite type could then give life to a "complete navigating unit" for sporting use or to another, in a fishing style promenade or any other imaginable application ...

  The opposite is also viable, A manufacturer can choose to diversify its offer, to have in its catalog, no more than one, but two or more alternatives "of central aircrafts" predefined (with cabin, without cabin, open or closed, typed fishing, etc.) compatible with sets of characteristic additions like those described in the previous paragraph.

  Note: It will be noted, in particular, that the unit described by way of example, with the support of the drawings attached, is intended to be motorized by one or two onboard engines. It will be understood, however, that the invention can be implemented on other types of boat, for example on sailing propulsion boats or on rowing boats. In the example that is used to accompany the description above, there is no "stern addition" or rear part. The reason is that, as it is here, an onboard motor boat, which is in principle equipped with one or two Z-drive that can not be disarmed by an amateur sailor, in this particular case, In court, from the initial analysis it was decided not to try to do "stern addition". It would have been quite different if it had been a sailboat or a motorboat. In both cases, it would have been possible to consider the creation of "stern additions" for parts located behind the motorboard.

  In fact, the technical features of the invention are not limited to the embodiments described, for example additions may be more or less numerous, more or less large, of various shapes.

  All the figures illustrate, in this regard, only the preferred embodiment of the complete flying unit according to the invention. In the absence of studies applied to other types of units, such as for example a sailboat, there is no such figure of application in this document. 25 30 35

Claims (10)

claims   1. A water vehicle and / or a modular and reducible "complete sailing unit", characterized in that under the appearance of a "conventional sailing unit" (1) it is actually manufactured in the form of a set composed of a "sailing central unit" (2) carrier, which is completed by a number of "adjoinable modules" or "additions" (3, 4, 5 and 6).   2. "Complete flying unit", according to claim 1, characterized in that the "central air-craft unit" (2) and "the additions" (3, 4, 5 and 6) are provided with interconnectable fasteners (7, 8, 9, 10) allowing, after positioning all the subsets to secure the assembly to form a homogeneous and rigid whole.   3. "complete flying unit", according to claims 1 and 2, characterized in that the "additions" are to be stable, armed and disarmed to "the sailing central unit", each by means of at least three fasteners mechanics (7, 8, 9 and 10) simple to operate.   4. "complete cabin unit", according to claims 1, 2 and 3, characterized in that its "central air-craft unit" (2) which is manufactured with all the technical characteristics of an aquatic vehicle and / or a "classic flying unit" (1) is also equipped with as many groups of at least three attachment parts (7 and 8) that there are additions to be installed at its perimeter.   5. "central air-craft unit" forming part of the "complete flying unit" according to claims 1, 2, 3 and 4, characterized by a volume of space less than that of the "complete flight unit" and / or "classic sailing unit" (1). The size of the first is contained in the size of the second.   6. "add-on module" or "add-on" being part of the "complete flying unit", according to claims 1, 2, 3, 4 and 5, characterized by a technical manufacturing solution which consists in producing in the form of an adjoining piece of elements from the deck and traditional hull elements.   7. "add-on modules or additions" forming part of the "complete flying unit", according to claims 1, 2, 3, 4, 5 and 6, characterized in that their technical characteristics are specific and different from an addition to the other. That, manufactured accordingly, the sum of these added to the drawing of "the central unit enigmante" gives the appearance of "the complete unit navigante", even of a "standard unit of reference" (1).   8. The inter-piece fasteners, forming part of the "complete flying unit" according to claims 1, 2, 3, 4, 5, 6 and 7, characterized by the use of secure mechanisms, whose function is to position and to immobilize the "additions" against and around the "flying central unit" by means of self-centering fingers and their receptacles for the low bindings.   9. The inter-piece fasteners, forming part of the "complete flying unit" according to claims 1, 2, 3, 4, 5, 6 and 7, characterized by the use of secure mechanisms, whose function is to position and to immobilize the "additions" against and around the "sailing central unit" by means of rings which are positioned in correspondence and pinned together for the high bindings.   10. The inter-piece fasteners, forming part of the "complete flying unit" according to claims 1, 2, 3, 4, 5, 6, 7, 8 and 9, characterized by technical congestion solutions which make each of them is concealed in the thickness of the "additions" or the walls of the "sailing central unit" in order to be fully integrated into the global volume of the "complete flying unit" armed.