FR3055609A1 - HYBRID PROPULSION BOAT COMPRISING ELECTRIC MOTORIZATIONS COMPRISING EACH AT LEAST ONE PROPELLER POSITIONED IN A CONDUIT WITH A LATERAL ORIFICE - Google Patents

Abstract

The invention relates to a hybrid-propelled boat which comprises a hull (12), a transom (18) and two walls (22, 22 ') parallel to the longitudinal axis (20) of the boat, at least one engine combustion engine and at least two electric motors (28, 28 ') symmetrical with respect to the longitudinal axis (20), each electric motor (28, 28') comprising a conduit (30, 30 ') in which flows a water flow which comprises at least a first orifice (32) positioned at the wall (22, 22 ') closest to the duct (30, 30'), below the waterline (24) and at the at least one second orifice (34) positioned at the transom (18).

Description

© Publication no .: 3,055,609 (use only for reproduction orders)

©) National registration number: 16 58230 ® FRENCH REPUBLIC

NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY

COURBEVOIE

©) Int Cl ⁸ : B 63 H 21/20 (2017.01), B 63 H25 / 46, 11/02

A1 PATENT APPLICATION

©) Date of filing: 05.09.16. ©) Applicant (s): PINBALL BOAT Joint-stock company ©) Priority: simplified - FR. ©) Inventor (s): DUCLOS PASCAL. ©) Date of public availability of the request: 09.03.18 Bulletin 18/10. ©) List of documents cited in the report preliminary research: Refer to end of present booklet (© References to other national documents (73) Holder (s): PINBALL BOAT Société par actions sim- related: folded. ©) Extension request (s): @) Agent (s): CABINET ALLICI.

104) HYBRID PROPULSION BOAT COMPRISING ELECTRIC MOTORS INCLUDING EACH AT LEAST ONE PROPELLER POSITIONED IN A DUCT WITH A SIDE ORIFICE.

FR 3 055 609 - A1 _ The invention relates to a hybrid propulsion boat which comprises a hull (12), a transom (18) and two walls (22, 22 ') parallel to the longitudinal axis (20) of the boat, at least one combustion engine and at least two electric motors (28, 28 ') symmetrical with respect to the longitudinal axis (20), each electric motor (28, 28') comprising a conduit (30, 30 ' ) in which flows a water flow which comprises at least a first orifice (32) positioned at the level of the wall (22, 22 ') closest to the conduit (30, 30'), below the line flotation (24) and at least one second orifice (34) positioned at the transom (18).

22 32

i

HYBRID PROPULSION BOAT COMPRISING ELECTRIC MOTORS

INCLUDING EACH AT LEAST ONE PROPELLER POSITIONED IN A DUCT WITH

A SIDE ORIFICE

The present application relates to a hybrid propulsion boat which comprises electric motors each comprising at least one propeller positioned in a duct with a lateral orifice.

The document FR-3.020.337 proposes a hybrid propulsion boat which includes a combustion engine and two electric motors arranged on either side of the combustion engine. Each electric motor comprises a propeller positioned in a longitudinal duct which extends from a water inlet provided at the front of the boat to a water outlet provided at the rear of the boat. Each longitudinal duct is straight and extends in a longitudinal direction. According to a particular feature indicated in this document, each water inlet is positioned so as to be below the surface of the water when the boat is sailing at a speed below a given threshold and to be above the surface of the water when the boat planes and sails at a speed higher than the given threshold.

This embodiment is not fully satisfactory. Under certain conditions (for example in the presence of swell), water penetrates inside the conduits even when the boat is planing. The presence of water in the longitudinal conduits causes the boat to tip forward and slow down. In certain cases, a phenomenon of oscillation from front to back appears with the sandstone of the filling and the emptying of the longitudinal conduits.

The present invention aims to remedy the drawbacks of the prior art.

To this end, the subject of the invention is a hybrid propulsion boat which comprises at least one hull, a transom and two walls parallel to a longitudinal axis of the boat, at least one combustion engine and at least two symmetrical electric engines by relative to the longitudinal axis of the boat, each electric motor comprising a conduit in which a flow of water flows and a means for accelerating the flow of water positioned in said conduit, each conduit extending from at least a first port to at least one second port positioned at the transom. According to the invention, the boat is characterized in that for each conduit, the first orifice is positioned at the level of the wall closest to the conduit, below the waterline. This configuration makes it possible to reduce the disturbances generated by the electric motors on the combustion motorization (s).

Advantageously, each first orifice comprises at least one deflector configured to limit the aspiration of water in the conduit when the boat is operating at high speed and not to interfere with the aspiration of water in the conduit when the boat is operating at reduced speed. .

According to other characteristics taken individually or in combination, each conduit:

has a length starting from the transom such that the first orifice is offset aft with respect to the center of gravity of the boat, has a constant or almost constant section with a diameter greater than or equal to 150 mm, includes a first adjoining section to the second orifice which is rectilinear and oriented parallel to the longitudinal axis of the boat, a second bent section and a third section adjoining the first orifice which is straight and perpendicular with a straight line passing through the center of the first orifice and the center of gravity of the boat.

According to another characteristic, each electric motor is configured to operate at low pressure and at high flow rate.

Other characteristics and advantages will emerge from the description which follows of the invention, description given by way of example only, with reference to the appended drawings in which:

FIG. 1 is a side view of a boat which illustrates an embodiment of the invention,

FIG. 2 is a diagram below of a boat which illustrates an embodiment of the invention during a rectilinear forward movement, in electric mode,

FIG. 3 is a diagram from below of a boat which illustrates an embodiment of the invention during a rectilinear displacement towards the rear, in electric mode,

FIG. 4 is a diagram below of a boat which illustrates an embodiment of the invention during a maneuver, in electric mode,

FIG. 5 is a perspective view of the rear of a boat which illustrates an embodiment of the invention,

FIG. 6 is a horizontal section of part of a hull of a boat which illustrates an embodiment of the invention, the combustion engine not being visible,

FIG. 7 is a side view of a water inlet which illustrates another embodiment of the invention,

FIG. 8 is a horizontal section of a part of a hull of a boat which illustrates another embodiment of the invention, the combustion engine not being visible,

FIG. 9 is a diagram of a system for controlling the direction of a boat which illustrates a piloting variant of the invention,

FIG. 10 is a diagram which illustrates the instructions transmitted to the right and left motorizations as a function of the angular position of a pivoting control,

FIG. 11 is a diagram which illustrates the instructions transmitted to the motorizations during a gear change according to a first embodiment,

FIG. 12 is a horizontal section of part of a hull of a boat which illustrates another embodiment of a deflector,

FIG. 13 is a horizontal section of part of a hull of a boat which illustrates another embodiment of a deflector,

FIG. 14 is a side view of part of a hull of a boat which illustrates another embodiment of a deflector,

FIG. 15 is a diagram which illustrates by way of example the steering capacity of the boat in hybrid operating mode,

FIG. 16 is a diagram which illustrates by way of example the steering capacity of the boat in all-electric operating mode,

Figure 17 is a diagram below of a boat which illustrates a reverse operating mode of one of the electric motors.

In Figure 1, there is shown at 10 a boat which comprises a hull 12, a deck 14, a cockpit 16, a propulsion unit and a steering system.

The shell is substantially symmetrical relative to a longitudinal axis 20 (visible in Figure 2). Although described applied to a monohull boat, the invention can be applied to multihull boats.

For the remainder of the description, a longitudinal direction is parallel to the longitudinal axis 20 of the boat. A transverse plane is perpendicular to the longitudinal axis 20. A transverse direction is perpendicular to the longitudinal axis 20.

In the rear part, the hull 12 comprises a transom 18, two side walls 22, 22 'called walls which adjoin the transom 18 and which are arranged in longitudinal planes, parallel to the longitudinal axis 20. Thus, when the boat 10 advances in a straight line, the streams of water which flow along the walls 22, 22 ′ are parallel to the longitudinal axis 20.

The elements of the boat such as the hull, the deck, the cockpit, the steering system, the transom are no more described because they are known to the person skilled in the art and can hang different configurations from boat to boat. 'other.

The boat 10 includes a water line 24 which corresponds to the intersection of the hull 12 and the surface of the water 25 when the boat is stopped or sailing in displacement mode, at a reduced speed, for example at a speed of less than 8 knots for a boat 9 m long.

The propulsion unit comprises at least one combustion engine 26 and at least two electric drives 28, 28 ′ symmetrical with respect to the longitudinal axis 20.

Preferably, the combustion engine 26 is dimensioned to allow the boat 10 to operate in planed mode, for example at a speed greater than 16 knots for a boat 9 m long.

For the remainder of the description, for an outboard boat, the term high speed means a speed greater than the minimum hydroplaning speed of the boat, and by reduced speed a speed less than the maximum hull speed of the boat.

For any other boat, a high speed is a speed higher than the maximum hull speed of the boat and a reduced speed is a speed lower than the maximum hull speed of the boat.

According to one embodiment, the boat comprises a single combustion engine 26 arranged in line with the longitudinal axis 20. As a variant, the boat could comprise several combustion engines 26 arranged symmetrically with respect to the longitudinal axis 20.

According to one embodiment, all of the combustion engines are combustion engines of the outboard type. As a variant, the combustion engine could be of the in board type.

The combustion engine (s) are connected to the boat, more particularly to the transom 18, by any appropriate means. The connection of each combustion engine to the boat is configured to allow a pivoting movement of the engine along a vertical axis to allow the direction of advance of the boat to be modified.

According to one configuration, the link which connects the combustion engine 26 to the boat 10 is configured to allow the engine to tilt along a horizontal and transverse axis of rotation between a lowered position in which the propeller of the combustion engine is immersed and a raised position in which the propeller of the combustion engine is out of the water.

The combustion engine (s) and their connections to the boat are not more detailed since they are known to those skilled in the art.

An electric motor 28 includes a conduit 30 in which a water flow flows and which extends from at least a first orifice 32 to at least a second orifice 34 and a means 36 for accelerating the water flow . According to one embodiment, the means 36 for accelerating the flow of water comprises an electric motor 38 positioned coaxially with respect to the conduit 30 and a propeller 40 coupled to the electric motor 38 and disposed in the conduit 30 with an axis of rotation coaxial with the conduit 30. According to a first variant visible in FIG. 6, the electric motor 38 is positioned in the conduit 30. According to a second variant visible in FIG. 8, the electric motor 38 is positioned outside the conduit 30.

The means 36 for accelerating the flow of water is no longer described since it is known to the skilled person.

According to one configuration, the boat comprises electrical energy storage means for supplying the electric motors 28, such as for example a set of batteries and means for recharging electrical energy the electrical energy storage means, such as for example a alternator or charger which recharges the storage means, when the boat is docked, by being connected to an electrical supply from the dock.

According to one embodiment, the boat 10 comprises at least two electric motors 28 arranged symmetrically with respect to the longitudinal axis 20. Thus, the boat comprises a first conduit 30 positioned to the right (starboard) of the longitudinal axis 20 and a second conduit 30 'positioned to the left (port) of the longitudinal axis 20.

According to one characteristic, each electric motor 28 is reversible and makes it possible to generate a flow of water in two opposite directions. In parallel, each conduit 30, 30 ′ has a constant or almost constant section between the first and second orifices 32 and 34. These characteristics make it possible to be able to discharge the water either to the first orifice 32 or to the second orifice 34, as illustrated in Figures 2 to 4, 6 and 8.

According to another characteristic, each conduit 30, 30 'has a diameter greater than or equal to 150 mm. The diameter of the conduit 30, 30 'is proportional to the size of the boat. For a 9 m boat, each conduit 30, 30 ′ has a diameter of the order of 300 mm.

According to another characteristic, each electric propulsion is configured to operate optimally at a reduced speed of rotation of the propeller, of the order of 1300 rpm with conduits of the order of 300 mm in diameter and a boat of about 9 m. This solution makes it possible to optimize the overall efficiency of the electric motors 28 which must operate at low pressure and at high flow rate.

According to one configuration, the second orifice 34 of each duct 30, 30 ′ is positioned at the level of the transom 18. These second orifices 34 are positioned symmetrically with respect to the longitudinal axis 20.

According to one embodiment, each conduit 30, 30 ′ comprises a single second circular orifice 34 at the rear panel 18.

Each conduit 30, 30 ′ comprises a first section 42 adjoining the second orifice 34 which is rectilinear and oriented parallel to the longitudinal axis 20. Thus, the flow of water leaving the second orifice 34 is parallel to the longitudinal direction and causes a thrust parallel to the longitudinal direction.

According to another characteristic of the invention, each first orifice 32 is positioned on one of the two walls 22, 22 ', closest to the conduit 30, 30', below the water line 24.

Thus, the first port 32 of the first conduit 30 is positioned on the right wall 22 (starboard) and the first port 32 of the second conduit 30 'is positioned on the left wall 22' (port).

The first and second orifices 32 and 34 of the conduits 30, 30 'are positioned below the waterline 24 so as to be always submerged. Preferably, the first and second orifices 32 and 34 of the conduits 30, 30 'are positioned at a distance of the order of 10 cm below the water line 24.

The conduits 30, 30 'and their orifices 32 and 34 are symmetrical with respect to the longitudinal axis 20.

According to another characteristic, each conduit 30, 30 ′ has a length starting from the transom 18 of the boat such that the first orifice 32 is disposed at the rear relative to the center of gravity of the boat. According to one embodiment, each conduit 30, 30 'has a length from the transom 18 of the boat less than 1/3 of the length of the boat (distance separating the bow and the stern of the boat). The length of the conduits 30, 30 ′ must be as small as possible to reduce the pressure losses and to increase the torque in reverse operation (see FIG. 17).

Preferably, for each conduit 30, 30 ′, the distance d between the center of the first orifice 32 and the center of gravity G of the boat must be as large as possible as illustrated in FIG. 17. This configuration makes it possible to increase the torque resulting when the electric motor 28 operates in reverse mode and pushes back the water flow via the first orifice 32.

According to another characteristic, for each conduit 30, 30 ', the first orifice 32 is distant from the transom 18 by a distance greater than or equal to 300 mm.

Each conduit 30, 30 ′ comprises a first section 42 adjoining the second orifice 34 which is rectilinear and oriented parallel to the longitudinal axis 20, a second bent section 44 and a third section 46 adjoining the first orifice 32 which is substantially rectilinear and approximately perpendicular with a straight line passing through the center of the first hole and the center of gravity G of the boat, as illustrated in figure 17.

According to a first embodiment, each conduit 30, 30 ′ comprises a single first orifice 32 as illustrated in FIG. 1.

According to another embodiment visible in FIG. 7, each conduit 30, 30 ′ comprises several first orifices 32.

These first orifices 32 can be circular, oblong, elliptical, crescent-shaped or any other shape.

According to another characteristic of the invention, each orifice 32 comprises at least one deflector 48.

As illustrated in FIG. 6, the deflector 48 is configured to limit the aspiration of water in the conduit 30, 30 ′ when the boat is operating at high speed as indicated by the arrows in strong lines and not to interfere with the aspiration water in the conduit 30, 30 'when the boat is operating at reduced speed as illustrated by the dotted arrows.

For example, for a boat with a length of 9 m, the minimum hydroplaning speed of the boat is around 16 knots and the maximum hull speed is around 8 knots, these two speeds being separated by a transient operating range which is not a recommended operating mode due to poorer performance.

Thus, when the boat 10 is moving at a high speed, propelled by the combustion engine (s) 26, the conduits 30, 30 ′ do not disturb their operation. At reduced speed, the water is sucked into the conduits 30, 30 ′ to allow the boat 10 to be maneuvered in electric mode with the electric motors 28.

According to the configurations, for each conduit 30, 30 ′, the deflector 48 comprises at least one shape projecting from the wall 22, 22 ′, at the front of the lateral orifice 32, 32 ′, as illustrated in the Figures 2 to 6, 8, 12 and 17, and / or at least one hollow shape relative to the wall 22, 22 ', behind the orifice 32, 32', as illustrated in Figures 12 and 13.

The deflector 48 has a symmetrical projecting shape with respect to a horizontal axis 49 passing through the center of the first orifice.

According to one embodiment, the deflector 48 extends over a part of the periphery of the first orifice 32 between 50% and 80% of the total periphery, from a first end A to a second end B.

This deflector 48 has a height (dimension taken in a direction perpendicular to the wall 22 or 22 ') which has a maximum value at the level of the horizontal axis 49 and which varies progressively to a zero value at the ends A and B.

This deflector 48 has a thickness (dimension taken in the plane of the wall 22, 22 ′) which has a maximum value at the level of the horizontal axis 49 and which varies gradually to a zero value at the ends A and B .

According to the invention, the boat can operate in a different way.

For a forward movement as illustrated in FIG. 2, it is possible to use the combustion engine (s) 26 and / or the electric motors 28 which pump water backwards via the second orifices 34 of the conduits 30, 30 '.

For a rearward movement as illustrated in FIG. 3, it is possible to use the electric motors 28 which pump the water forward via the first orifices 32 of the conduits 30, 30 ′.

To rotate the boat as illustrated in Figure 4, one can use electric motors 28 with opposite discharge directions, a first electric motor 28 driving water backwards via the first port 32 of conduit 30, the second electric motor 28 'driving the water forward via the second orifice 34 of the conduit 30'. As illustrated by way of example in FIGS. 15 and 16, the invention makes it possible to obtain reduced turning radii.

In hybrid operating mode, as illustrated in FIG. 15, the boat 10 rotates with a large turning radius R1 when only the combustion engine 26 is operating. The boat 10 turns with a smaller turning radius R2 when only the combustion engine 26 is operating. This turning radius R2 corresponds to the minimum turning radius that can be reached when only the combustion engine 26 is operating. To reduce the turning radius, it is necessary to operate at least one of the electric motors 28, in particular that located inside the turn, with a forward delivery mode. Thus, it is possible to reach a turning radius R3 less than R2 or even to obtain a pivoting of the boat 10 almost on the spot when the combustion engine 26 is stopped. To obtain pivoting on itself, as illustrated in FIG. 17, the electric motor 28 located inside the turning radius must propel the water flow so as to generate a given thrust F and the electric motor 28 ' located towards the outside of the turning radius must propel the water flow so as to generate a thrust F.sina, the angle a corresponding to the angle formed between the line perpendicular to the thrust F and the longitudinal axis 20 or between the axis of the third section 46 and the normal to the wall.

In all-electric mode of operation, as illustrated in FIG. 16, the boat 10 can turn with a large turning radius R4 by operating only the electric motor 28 located outside the turn with a backflow mode towards the rear, with intermediate turning radii R5 and R6 increasingly reduced by operating the electric motor 28 located outside the turn with a backward delivery mode and the electric motor 28 'located inside of the turn with a push-back mode. It is possible to pivot the boat almost on itself by operating only the electric motor 28 'located inside the turn with a forward pushing mode.

The boat includes a control system illustrated in Figure 9.

The control system comprises at least one control 52 and at least one variable speed drive 54 able to transmit an acceleration instruction to at least one combustion engine 26 and to control at least two electric engines 28.

The control 52 comprises at least one pivoting lever 56. Preferably, the control 52 comprises two joysticks 56, 56 ', a right joystick 56 and a left joystick 56'.

Each lever 56, 56 'is connected to a variable speed drive 54, 54'. In the presence of two joysticks 56, 56 ', the control 52 includes two speed variators 54, 54', a right speed variator 54 connected to the right joystick 56 and a left speed variator 54 'connected to the left joystick 56' .

Each lever 56, 56 'transmits a signal to the speed controller 54, 54' which is a function of its angular position, the angular position of each lever 56 being a function of the desired speed.

In the presence of two combustion engines, each variable speed drive 54 or 54 'includes an emitter 58 to transmit an acceleration instruction to the combustion engines 26 and a power electronics 60, 60' to control the electrical supply of the electric drives 28, 28 '. Each variable speed drive 54, 54 ′ comprises means for determining, as a function of the value of the signal received, the value of the acceleration setpoint for the combustion engine 26 and the value of the power supply for the electric engine 28 .

In the presence of a single combustion engine 26, only the variable speed drive 54 comprises a transmitter 58 for transmitting a setpoint 64 to the combustion engine 26.

As illustrated in FIG. 9, the right lever 56 transmits a right signal 62 to the right variable speed drive 54. Depending on the desired setpoint, the transmitter 58 transmits a setpoint 64 to the combustion engine 26 and the power electronics 60 adapts the right power supply 66 intended for the electric motorization 28 located to the right (or to starboard).

The left joystick 56 'transmits a left signal 62' to the left variable speed drive 54 '. Depending on the desired speed, the power electronics 60 'adapt the left power supply 66' intended for the electric motorization 28 'located on the left (or on the port side). Preferably, each combustion engine 26 is connected to the boat by means of an articulation enabling it to tilt in order to take the propeller out of the water. This articulation is motorized and a tilting command 68 makes it possible to control this articulation in order to tilt the combustion motorization, either to bring it out of the water, or to put it in the water. According to one embodiment, the tilting command 68 is integrated into the command 62.

According to an embodiment illustrated in FIG. 9, the boat comprises:

a start / stop command 70 for each combustion engine 26 or for all the combustion engines 26, and / or a command 72 for, in hybrid mode under certain conditions (low speeds,

...), switch back to fully electric operation and order the stopping of the combustion engine (s) 26, and / or a command 74 to choose the propulsion mode with three positions, a first position E for a function in electric mode, a second position H for operation in hybrid mode and a third position G for purely thermal operation.

According to a preferred embodiment and illustrated in FIG. 9, one of the speed variators 54 is considered to be master and the other speed variator 54 'is considered to be slave.

The exchanges between the different components can be ensured by different means, wired network, communication network, ...

According to a characteristic of the invention, as illustrated in FIG. 9, a boat 10 comprises a steering control device which comprises a pivoting control 82 such as a steering wheel for example, configured to pivot relative to an axis of rotation 84. As illustrated in FIGS. 10 and 11, the steering wheel is configured to occupy different angular positions over a range of -A ° to + A °. For example, the value -A ° corresponds to the maximum value to the left of the angular position of the pivoting control 82 and the value + A ° corresponds to the maximum value to the right of the angular position of the pivoting control 82.

According to the invention, a variant of the steering control device comprises a control system 86 for determining the angular position of the pivoting control 82 and for defining setpoints 88, 88 ', one for each electric motorization 28, 28', said instructions being different from each other, said difference being a function of the angular position of the pivoting control 82. This configuration makes it possible to simplify the control unlike the prior art where the pilot to maneuver must use the steering wheel and the joysticks 56, 56 'which can disturb the beginner or occasional pilot.

According to an embodiment visible in FIG. 9, one of the speed variators 54 is considered to be master and the other speed variator 54 'is considered to be slave. In this case, the control system 86 transmits a single instruction to the speed controller 54 master which is connected by a connection 80 to the speed controller 54 'slave. Upon reception of instructions 89 and 62, the master speed controller 54 determines the value of the power supply 66 of the electric motor 28 and transmits a reference 88 'to the slave speed controller 54' which then determines the value of the power supply electric 66 'of the electric motor 28'.

According to an embodiment illustrated in FIG. 9, the control system comprises a first part 86.1 in the form of a sensor making it possible to convert an angular rotation of the pivoting control 82 into a signal 89 and a second part 86.2 implemented in a variable speed drives, in particular the master variable speed drive 54, the second part 86.2 on receipt of the signal 89 transmitted by the first part 86.1 determining the setpoints 88, 88 'for the variable speed drives 54, 54'.

Advantageously, as illustrated in FIG. 9, it is possible to control the direction of the boat either by pivoting the pivoting control 82 or by positioning the levers differently (with an angular position for the right lever 56 different from that of the lever left 56 ').

Preferably, the boat comprises a control 92 for switching from a normal piloting mode for which the electric motors 28, 28 ′ are controlled exclusively by the joysticks 56, 56 ′ to an assisted mode for which the electric motors 28, 28 'are controlled for steering by the swivel control 82 and for speed by one of the levers.

In the assisted mode, one of the levers 56, 56 ′ is used to transmit a speed setpoint 94 to the control system 86 which, depending on the speed setpoint 94, adapts the setpoints 88, 88 ′ transmitted to the electric motors.

Preferably, the setpoints 88, 88 ′ are symmetrical with respect to a median axis corresponding to the angular position at 0 ° of the pivoting control 82. According to this configuration, the angular position 0 ° of the pivoting control 82 corresponds to a straight movement in front of the boat.

Advantageously, the instructions 88, 88 ′ are a function of a boat acceleration instruction which makes it possible to define the speed of the boat. Preferably, when a boat is sailing in a straight line and the pilot wishes to make a turn, the instructions 88, 88 ′ are determined so that the speed of the boat is constant during the turn and equal to the speed which had the boat in a straight line.

Thus, as illustrated in FIGS. 10 and 11, when the motor has a speed VTD in a straight line, the curves of the setpoints 88, 88 ′ have the same value.

Preferably, as illustrated in FIGS. 10 and 11, the setpoint 88 transmitted to the right electric motor 28 is positive and the setpoint 88 'transmitted to the left electric motor 28' is negative when the pivoting control 82 is pivoted to the left and occupies an angular position close to -A °. In contrast, the setpoint 88 transmitted to the right electric motor 28 is negative and the setpoint 88 'transmitted to the left electric motor 28' is positive when the pivoting control 82 is pivoted to the right and occupies an angular position close to + A °.

According to another embodiment illustrated in FIG. 10, given by way of example, the setpoint 88 transmitted to the right electric motorization 28 is maximum and constant over a range going from -A ° to -B ° and decreasing over a range ranging from -B ° to + A °. The setpoints 88 'transmitted to the left electric motor 28' is increasing over a range from A ° to + B °. The setpoint 88 is maximum and constant over a range from + B ° to + A °, the value + A ° being greater than + B °.

For the angular position 0 °, the setpoints 88 and 88 'are equal and positive in forward gear or negative in reverse gear.

When the setpoint 88, 88 'is maximum, the corresponding electric motor 28, 28' is at its nominal speed. In the case of an electric motor, the nominal speed corresponds to the nominal power of the electric motor. For specific needs, for example for a short time maneuver, the speed can equal the maximum speed which corresponds to the maximum power of the electric motor or the drive.

Preferably, outside the ranges which correspond to the maximum speeds of the motorizations 28, 28 ', each setpoint 88, 88' follows at least one affine function, a first setpoint 88 having a negative slope and the other setpoint 88 'having a slope positive.

According to an embodiment visible in FIGS. 10 and 11, each setpoint 88, 88 ′ follows a first affine function 90, 90 ′ with a first slope when its value is positive and follows a second affine function 92, 92 ′ with a second slope when its value is negative, the first slope and the second slope being proportional with a sina ratio, the angle a corresponding to the angle formed between the line perpendicular to the thrust F leaving the lateral orifice 32, 32 ' and the longitudinal axis 20.

According to an embodiment illustrated in FIG. 11, during a gear change, the slopes of the setpoints 88, 88 ′ remain unchanged. Only the values of the intercept for the two setpoints change.

However, the invention is in no way limited to affine functions for the instructions.

5 Thus, the instructions 88, 88 ′ can follow more complex curves.

Claims (9)

1. Hybrid propulsion boat comprising a hull (12), a transom (18) and two walls (22, 22 ') parallel to the longitudinal axis (20) of the boat, at least one combustion engine (26) and at least two electric motors (28, 28 ') symmetrical with respect to the longitudinal axis (20), each electric motor (28, 28') comprising a conduit (30, 30 ') in which flows a flow of water and means (36) for accelerating the flow of water positioned in said conduit (30, 30 '), each conduit (30, 30') extending from at least one first port (32) to at least a second orifice (34) positioned at the level of the transom (18), characterized in that for each duct (30, 30 '), the first orifice (32) is positioned at the level of the wall (22, 22') closer to the conduit (30, 30 '), below the waterline (24). 2. Boat according to claim 1, characterized in that each conduit (30, 30 ') has a length starting from the transom (18) such that the first orifice (32) is offset rearward relative to the center of gravity of the boat. 3. Boat according to one of the preceding claims, characterized in that each conduit (30, 30 ') comprises a first section (42) adjoining the second orifice (34) which is rectilinear and oriented parallel to the longitudinal axis (20 ), a second bent section (44) and a third section (46) adjoining the first orifice (32) which is rectilinear and approximately perpendicular with a straight line passing through the center of the first orifice and the center of gravity of the boat. 4. Boat according to one of the preceding claims, characterized in that each conduit (30, 30 ') has a constant or almost constant section with a diameter greater than or equal to 150 mm. 5. Boat according to one of the preceding claims, characterized in that each orifice (32) comprises at least one deflector (48) configured to limit the suction of water in the conduit (30, 30 ') when the boat operates at high speed and does not interfere with the suction of water in the conduit (30, 30 ') when the boat is operating at reduced speed. 6. Boat according to the preceding claim, characterized in that the deflector (48) comprises at least one projecting shape, positioned at the front of the orifice (32). 7. Boat according to the preceding claim, characterized in that the deflector (48) has and has a symmetrical shape with respect to a horizontal axis (49) passing through the center of the first orifice (32), with a height which has a value maximum at the horizontal axis (49) and which varies gradually to a zero value at the first and second ends (A, B). 8. Boat according to one of claims 5 to 7, characterized in that the deflector (48) 5 comprises at least one hollow shape relative to the wall (22, 22 '), behind the orifice (32, 32 '). 9. Boat according to one of the preceding claims, characterized in that each electric motor (28) is configured to operate at low pressure and at high flow rate.