WO2018229355A1

WO2018229355A1 - High stability foil watercraft

Info

Publication number: WO2018229355A1
Application number: PCT/FR2017/051503
Authority: WO
Inventors: Alain THÉBAULT; Anders BRINGDAL
Original assignee: Seabubbles
Priority date: 2017-06-12
Filing date: 2017-06-12
Publication date: 2018-12-20

Abstract

River or coastal watercraft (1), comprising a hull (2), submerged-propeller propulsion units (5), a hydrolift front foil (3) and rear foil (4), each propulsion unit (5) comprising a steerable pod provided with an electric motor (16) and a direct drive propeller (17), two propulsion units (5) being mounted under the rear foil (4) and at least one propulsion unit (5) being mounted under the front foil (3).

Description

Ship with high stability planes

The invention relates to the field of fluvial and coastal transport.

Numerous prototypes of lift ships with carrier planes or hydrofoils have emerged for decades. There are large hydrofoils providing lake or sea crossings of a few tens or hundreds of nautical miles and capable of carrying more than a hundred passengers in the 1980s.

After that, high-speed vessels with no planes, V-hulls or multi-hulls, were able to transport up to 1000 passengers and several hundred cars to nearly 40 knots. Because of their size, such vessels are close to traditional ferries. But an important surf has been reported on the coast near their port. High operating costs that are very sensitive to oil prices have led to the disarmament of many units.

The Applicant has analyzed the situation. The big hydrofoils are able to face hollows of more than one meter. The large draft prohibits some ports. The power required by the propulsion is of the order of 10 000 kW. Their gas turbine engine is noisy and offers good performance at full power. Their use is therefore very constrained.

Small motorized hydrofoils have not been successful. If prototypes are numerous, industrial achievements are rare. Small hydrofoils are subjected to very different mechanical stresses because of their short length compared to the hollows or chop.

From another point of view, transport by urban navigable arteries has not changed in principle for decades: fl eet boats offering a wide vision for mass tourism and barges or barges for the transport of heavy goods . Urban navigable arteries are often poorly or poorly used.

Application WO2015 / 026301 a submerged wing control system for the purpose of carrying out the gyration of the ship. The wings have a shape of J and are adjustable along a vertical axis. The vessel is intended for recreational use. The Applicant has analyzed the structure. Very important efforts are exerted on the wings and the pivots of the wings. The limitation of the game between the orientations of the wings seems difficult. A heavy structure is necessary. The Claimant has come up with a fast, quiet urban passenger transport that respects the banks of waterways and offers a high level of service making it suitable for on-demand use.

The present invention improves the situation.

The invention proposes a fluvial or coastal vessel, comprising a hull, wet propeller propellants, a front carrier plane and a rear hydrosustentation bearing plane. Each thruster comprises a steerable pod provided with an electric motor and a direct drive propeller. Two thrusters are mounted under the rear carrier plane and at least one thruster is mounted under the front carrier plane. High speed and maneuverability are achieved.

In one embodiment, two thrusters are mounted under the front carrier plane. In another embodiment, a thruster is mounted under the front carrier plane in the central position.

In one embodiment, the forward thruster is pivotable and the rear thrusters are fixed. We benefit from the rigidity of the fixed rear thrusters and the maneuverability ensured by the bow thruster.

In one embodiment, the front carrier plane is bilaterally connected to the hull and includes a variable timing portion temporally pivotally mounted about a transverse axis. The adjustable lift reduces drag.

In one embodiment, the entire front carrier plane is temporally variable timing and the transverse axis is secant with the hull. The set has a high rigidity. In one embodiment, the front carrier plane has a decreasing rope, from the hull to the center of said front carrier plane. In one embodiment, the rear carrier plane has a decreasing cord, from the shell to the center of said rear carrier plane.

In one embodiment, the front carrier plane has a decreasing pitch, going towards the center of said front carrier plane.

In one embodiment, the rear carrier plane has a decreasing pitch, going towards the center of said rear bearing plane. The vessel can reach a high speed while maintaining a sufficient central portion immersion for a low ventilation risk. At the launch, that is to say at the transition between archimedean navigation and navigation on planes, the lateral portions provide a high lift relative to their transverse dimension. Planing is easy.

In one embodiment, the front carrier plane is fixed relative to the hull.

In one embodiment, the thruster is connected to the shell by the rear bearing plane and by a ducted arm disposed in a substantially vertical plane in longitudinal section.

In one embodiment, the vessel comprises a ducted arm supporting two propellers.

In one embodiment, the ship comprises two faired arms each supporting a propeller.

In one embodiment, the ship includes batteries housed in the hull and an electrical connection between an electric propulsion motor and the batteries. The electrical connection is of small size.

In one embodiment, the rear carrier plane has a rounded center V shape and a rounded end leading edge away from the center of the rear carrier plane and connecting to the trailing edge. The drag is weak.

In one embodiment, the angle of the V is between 100 and 140 °. High stability is achieved for passenger comfort.

In one embodiment, the rear carrier plane comprises at least two movable trailing edge flaps controlled by said computer via a actuator for controlling the lift of the rear carrier plane. Drag is reduced and stability is improved.

In one embodiment, the rear carrier plane comprises at least two movable trailing edge flaps controlled by said control member via an actuator to laterally tilt the ship. The gyration with canting of the ship allows a passage to turn at higher speed with equal comfort.

In one embodiment, at least one of the carrier planes comprising a leading edge with rounded bosses. The vessel has a low risk of ventilation and low hydrodynamic drag. Ventilation is understood to mean the arrival of air between the extrados of the bearing plane with bossed leading edge and the vein of water situated above said moving extrados. In one embodiment, the bosses are fading towards the trailing edge. The drag is reduced. The extrados and the intrados can be smooth.

In one embodiment, the bosses are arranged at a distance from the center of said carrier plane. The bosses are provided in areas at risk of ventilation.

In one embodiment, said carrier plane comprises a central portion with a substantially constant profile and two lateral portions provided with said bosses. The central portion may have a reduced thickness, resulting in low drag. In one embodiment, the ship comprises a plurality of pressure probes mounted on at least one leading edge of a plane selected from the front carrier plane, the rear carrier plane and, if appropriate, a carrier support arm. one of said carrier planes; and a controller receiving a pressure data measured by each probe to calculate an estimated height relative to the water. The height of the vessel relative to the water can be controlled resulting in excellent stability and reduced energy consumption.

In one embodiment, the front carrier plane passes under the hull. In one embodiment, the pivoting stroke is between 1 and 5 °. Other features, details and advantages of the invention will appear on reading the following detailed description, and the appended drawings, in which:

FIG. 1 is a side elevational view of a ship according to one aspect of the invention,

FIG. 2 is a front view in elevation of the ship of FIG. 1,

FIG. 3 is a rear elevational view of the vessel of FIG. 1,

FIG. 4 is a rear elevational view of a ship according to another aspect of the invention,

FIG. 5 is a rear elevational view of a ship according to another aspect of the invention,

FIG. 6 is a rear elevational view of a ship according to another aspect of the invention,

FIG. 7 is a side elevational view of a ship according to another aspect of the invention,

FIG. 8 is a sectional view along a vertical longitudinal plane of symmetry of a ship according to another aspect of the invention,

FIG. 9 is a side elevational view of a ship according to another aspect of the invention,

FIG. 10 is a side elevational view of a ship according to another aspect of the invention,

FIG. 11 is a perspective view of a ship according to another aspect of the invention ++ QUADRI ++,

FIG. 12 is a detail view in perspective of the rear part of a ship according to another aspect of the invention,

- Figures 13 and 14 are rear and top views in elevation of the front carrier plane according to another aspect of the invention.

FIGS. 15 to 18 are sectional views along A-A, B-B, C-C and D-D in FIG. 13, and

- Figure 19 is a detailed perspective view of a carrier plane of a ship according to another aspect of the invention. The drawings and the description below contain, for the most part, elements of a certain character. They can therefore not only serve to better understand the present invention, but also contribute to its definition, if any. The vessel 1 is flotation secured by a hull having hydrodynamic properties suitable for navigation at low speed, planing and resumption of flotation, and carrying planes, often called "hydrofoils" or hydrosustentation wings, providing lift of the assembly beyond a planing speed so that the hull hull is located above the water. The hull is in its usual sense the submerged part of the hull, here hull means the submerged part of the hull in Archimedean navigation. The drag decreases sharply during the planing, resulting in reduced energy consumption and increased autonomy. The planing speed is relative to the body of water and, for a given ship, depends on its load while increasing with the load. The carrier planes are configured to provide a planing at a speed of a few knots, 5 knots at most, to reduce the waves generated by the drag and may deteriorate the banks, to increase the average speed stopped and stopped, and for reduce energy consumption. The carrier planes are configured to generate, themselves, a low drag.

The binomial velocity of planing given load / trailing carrier planes being by nature antagonistic, i.e. the one varying the opposite of the other, different pairs are provided according to the average distance to travel. A low planing speed is desirable for a river crossing at short distances and fragile banks. A low drag of the carrier planes is adapted to a bay crossing at medium distances and high speed.

The ship 1 is referenced according to a three-dimensional coordinate system with X the longitudinal axis or axis moving in a straight line, Y the horizontal transverse axis and Z the vertical axis. As the ship may be inclined, the mark is relative to the ship. The X axis can rotate relative to the horizontal, especially in acceleration or deceleration. The Y axis can take heel relative to the horizontal, especially in bends. The Z axis can shift from the vertical for both reasons above. In general, the ship is symmetrical with respect to the longitudinal plane XZ. In addition, the take-off plane is defined as an XY plane passing through the low points of the hull. The ship 1 comprises a hull 2 ensuring the buoyancy at a stop and at low speed, a front carrier plane 3 and a rear carrier plane 4 providing lift in the water at cruising speed. The ship 1 comprises a propellant 5. The vessel 1 is devoid of saffron. Each bearing plane 3, 4 is connected to the shell bilaterally. The term "wing" is sometimes used to designate planes.

In the embodiment of FIGS. 1 to 12, the hull 2 has an inclined bow 6, a stern 7 in a table, straight edges 8 and 9 straight and a bottom 10. The bow 6 has a rounded shape raised towards the front . The stern 7 is generally parallel to the YZ plane. The straight edges 8 and 9 are parallel to the XZ plane. The bow 6 comprises a lower part 6a formed in the same material as the shell 2 and a windshield 6b overlying the lower part 6a. The windshield 6b also extends laterally over a front portion of the free edges 8 and 9.

The bottom 10 may be parallel to the XY plane or ribbed parallel to the X axis. In cross-section, the bottom 10 may have a central edge 10a in V and sides 10b and 10c. The sides 10b and 10c may be substantially in the XY plane. The bottom 10 and the bow 6 are in continuity of curvature. The central edge 10a can be interrupted in front of the rear carrier plane 4. The bottom 10 in the region of the rear carrier plane 4 and back thereof is substantially planar. Fillet connections are formed between the aforementioned elements of the shell 2. The shell 2 may be made of composite material.

The front carrier plane 3 is fixed on each side of the hull 2. The front carrier plane 3 is assembled to the hull in an area having a maximum hull width and located as far forward as possible. In the embodiment of FIGS. 1 to 8, 11 and 12, the front carrier plane 3 has an arch shape passing under the hull 1. The front carrier plane 3 undergoes, in use, predominantly compression constraints and a minor one in particular. bending. This is almost the opposite of the pure bending stresses of an inverted T carrier plane. The front carrier plane 3 is devoid of cantilevered portion. The space between the front bearing plane 3 and the shell 2 is free. The front carrier plane 3 is monobloc. The front carrier plane 3 may be made of composite material.

The front bearing plane 3 can be fixed to the straight edges 8 and 9 by fixing to several screw-nuts on each side. The front carrier plane 3 is located behind the bow 6, in particular to a portion of the hull 2 of maximum width and upward towards the bow 6. The front carrier plane 3 is symmetrical with respect to the XZ plane. The front carrier plane 3 comprises two support portions 11 each in contact with a straight edge 8, 9, a central portion 12 and two inclined portions 13 each disposed between a support portion 11 and the central portion 12.

The support portions 11 are generally parallel. Alternatively, convergent support portions 11 may be provided. Converging support portions 11 are connected to the lateral ends of the inclined portions 13, laterally beyond the shell 2. The corresponding carrier plane is then free of overhang. The support portions 11 located above are less likely to be in the water resulting in a reduction of the average drag and the inclined portions 13 extending laterally further from the shell 2 provide increased stability.

The support portions 11 have a thickness greater than the thickness of the inclined portions 13 and the thickness of the central portion 12. The support portions 11 have a plate shape, optionally indented to lighten the weight estimate. The support portions 11 have a length along the X axis greater than the length of the inclined portions 13 and the length of the central portion 12. A support portion 11 of high length allows high rigidity and distributed force transmission on the free edges 8 and 9. The support portions 11 being out of water in a supported position, their high length and / or their high thickness is independent of the hydrodynamic properties. A Y shape with two branches upward can be provided.

A lower region 11a of the support portions 11 may be thin due to the essentially compressive forces exerted thereon. Said lower region may have a bulge to the outside. The support portions 11 have an increasing thickness upwards so as to distribute the forces of the screw-nut connections. The upper region of the inclined portions 13 out of water in a supported position can also be relatively thick and / or long.

The length of the inclined portions 13 and the length of the central portion 12 is also called rope. The front carrier plane 3 has a constant rope from the edges to the center. The central portion 12 has a rope equal to the chord of the inclined portions 13. The central portion 12 may have a constant chord. The central portion 12 may have a constant thickness. The central portion 12 may have a rope thickness ratio of between 5 and 15%. The central portion 12 may be parallel to the Y axis or rounded to a large radius so as to reduce the draft and the wet surface.

The inclined portions 13 may have a constant or decreasing chord towards the central portion 12. The inclined portions 13 may have a decreasing thickness towards the central portion 12. Each inclined portion 13 may have a width along the X axis of between 25 and 45 % of the size of the carrying plan. The inclined portions 13 may have an inclination with respect to a transverse axis Y:

- decreasing continuously towards the central part 12,

- is constant, close to the connection with the central portion 12 and the support portions 11, for example at an angle between 30 and 50 °.

- or increasing, passing through a maximum of 90 °, then decreasing towards the central portion 12 to obtain a lateral bulging effect widening the front bearing plane 3 relative to the shell 1. The bulge can reach 20 to 50 cm depending on the Y axis.

In general, the inclination of the inclined portions 13 relative to a transverse axis Y in the crossing zone of the water plane is between 30 and 50 °, preferably between 30 and 40 °.

The front and / or rear carrier plane has a descending pitch, going towards the center of said front and / or rear carrier plane. Calibration corresponds to the stabilized navigation incidence in that the timing is relative to a reference point of the vessel and the incidence is relative to the water vein. The wedging angle of the front carrier plane 3 is less than the wedge angle of the rear carrier plane 4. The timing is preferably increasing from the center to the sides. The lift is then increasing with the penetration into the water, hence an easy planing, particularly advantageous for the front of the ship 1. The roll stability is improved, the recessed edge receiving more lift and the opposite edge receiving less lift.

In one mode, the rear carrier plane is uniformly rope and wedge and the front carrier plane is variable rope and setting. Variable calibration is a voluntary twisting, called "twist" in English. The rope and wedging vary outside the central part. The front carrier plane 3 has a trailing edge 3a tapered and a leading edge 3b rounded, see Figure 8 in section. The trailing edge 3a is disposed in a YZ plane transverse. The leading edge 3b is disposed in a transverse YZ plane. The trailing edge 3a and the leading edge 3b are arranged in parallel planes.

The front carrier plane 3 may be provided with ribs 14 of leading edge 3b, cf. 7. Each rib 14 is located substantially in a plane perpendicular to the adjacent portion of the front support plane 3 which supports said rib 14. The ribs 14 are located at a distance from the support portions 11 and at a distance from the central portion 12. ribs 14 are located at least 0.10 m from the shell along the axis Z. The ribs 14 extend on the leading edge 3b and close on 2 to 5 cm on the upper surface. The ribs 14 may be absent from the underside. The ribs 14 extend upstream of the leading edge 3b. The ribs 14 have an upstream edge rounded in the direction of their thickness and in the perpendicular direction. The ribs 14 have a thickness of 1 to 4 mm. The ribs 14 have two opposite parallel faces connected by a fillet.

The ribs 14 are sometimes referred to by the English term "fence". The ribs 14 reduce the phenomenon of ventilation, i.e. of introducing air into the water strip along an inclined portion 13. The ribs 14 increase the lift, reduce drag and allow a higher speed. The ribs 14 may be two to six in number. The ribs 14 are arranged at least 0.10 m under the plane of take-off in projection along the Z axis.

The rear carrier plane 4 may be of the same geometry as the front carrier plane 3. The profile may be the same. The general shape in plan, the rope and the inclination of the oblique parts 13 may be different. The rope of the rear carrier plane 4 is greater than the rope of the front carrier plane 3, with the exception of the rounded ends of the rear carrier plane 4. The rear carrier plane 4 and the front carrier plane 3 may have equal spans. The rear carrier plane 4 may be provided with ribs 14, in particular on the upper region of the inclined portions 13. The ribs 14 extend on the leading edge 3b and in proximity on 2 to 5 cm on the upper surface and on the upper surface. soffit.

In the embodiments shown, the vessel 1 has under the hull 2 a form of letter Pi inverted bottom crosses and legs up. The rear carrier plane 4 forms a single bar and two link arms 15 to the hull 2 form double legs. The rear carrier plane 4 is V-shaped with a rounded bottom in section in a transverse plane. The angle of the V is between 100 and 140 °. The central portion 12 is rounded to a large radius, for example with a radius of curvature located in the bottom of the hull. The part Central 12 has a substantially constant thickness. The rear carrier plane 4 is firmly attached to the connecting arms 15 in a demountable manner. In a variant, the front carrier plane 3 has a similar shape and is held by two arms 15. The space between the arms 15 and between the shell 2 and the front carrier plane 3 is disengaged.

The inclined portions 13 extend from the central portion 12 to respective free ends. The inclined portions 13 have a constant angle with respect to an XY plane, for example between 15 and 40 °. The inclined portions 13 and the central portion 12 form the rear carrier plane 4. Each inclined portion 13 is attached to a respective arm 15 in a region for balancing the mechanical forces of the water on the rear carrier plane 4, in particular between 20 and 25% and between 75 and 80% of the width of the rear carrier plane 4. The inclined portions 13 have a substantially constant thickness between the arms 15 and the central portion 12 and decreasing progressively towards the free ends. The underside of the inclined portions 13 is of constant slope and the extrados of the inclined portions 13 is of decreasing slope towards the free ends.

The trailing edge 4a of the rear bearing plane 4 is located in a transverse plane. The leading edge 4b of the rear bearing plane 4 has a central portion located in a transverse plane and rounded end portions. The central portion extends substantially between XZ planes passing through the arms 15. The end portions are rounded towards the trailing edge 4a with a radius substantially equal to the dimension of the rear bearing plane 4 along the X axis. rear carrier plane 4 may have a constant rope between the arms 15. The central portion 12 may have a constant rope. The rear carrier plane 4 may have a rope-to-rope ratio between 5 and 15% between the arms 15. The rear carrier plane 4 is assembled to the hull 2 in an area as far back as possible from the hull. 2.

The rear carrier plane 4 can be attached to the arms 15 by complementarity of shapes and screw-nut assembly. The connecting arms 15 to the shell 2 are parallel. The arms 15 are spaced a distance less than the maximum width of the shell 2. The arms 15 are profiled with a leading edge of radius greater than the radius of the trailing edge. The arms 15 may comprise a hydrodynamic fairing surrounding a structural beam transmitting the forces between the rear bearing plane 4 and the shell 2. The arms 15 are substantially vertical. The outer surface of the arms 15 may be parallel to an axis Z. In longitudinal section, the arm 15 is located in a substantially vertical plane. The arms 15 have an upper end integral with the shell 2 in the flat rear region of the bottom 10 of the shell 2. The arms 15 extend under the rear carrier plane 4 by propellant supports 15a. In the embodiment of FIGS. 1 to 4, 6 and 8 to 12, the supports 15a are coplanar with the arms 15. The supports 15a can form the pods.

The rear carrier plane 4 and the front carrier plane 3 are configured to project at a speed of between 3 and 5 knots depending in particular on the load transported. Beyond this speed, the shell is supported by the rear carrier plane 4 and the front carrier plane 3.

The center of gravity CG in normal load is located in the plane of longitudinal symmetry XZ. Longitudinally, the center of gravity CG is between the front bearing plane 3 and the rear bearing plane 4, in particular between 40 and 50% of the wet length of the ship starting from the rear end. On the Z axis, the center of gravity CG is located at a maximum height depending on the width of the hull for the archimedean stability and the width of the front carrier plane 3 and rear carrier plane 4 for the stability in open-stern navigation . Taking as base point the take-off plane passing through the low points of the hull, the height position of the center of gravity CG is less than 30%, preferably 25%, of the width of the rear carrier plane. The center of gravity CG may be between 0.30 and 0.40 m above the normal load waterline for a hull 2 of 2.20 to 2.30 m wide.

The empty center of gravity is located at a height above the water surface of less than 0.50 m in the steady state where the hull is above the surface of the water.

During the development of other parameters proved to be important. The hull is located at a distance above the surface of the water between 0.10 and 0.30 m in the steady state where the hull is above the surface of the water. Below 0.10 m, there is too much risk of occasional water-hull contact generating drag. Beyond 0.30 m, stability becomes difficult to ensure.

The distance between the center of the front bearing plane 3 and the bottom of the shell 2 along the Z axis, in particular the central edge 10a, is between 0.30 and 0.70 m. The distance between the center of the rear bearing plane 4 and the bottom of the shell 2 in a transverse plane is between 0.30 and 0.70 m. Below 0.30 m, the stable navigation range is too low between the risk of ventilation when the carrying planes are insufficient immersion and the risk of contact of the hull with the water. Beyond 0.70 m, the trail bearing planes become highly energy-consuming if the carrying planes are very submerged or the stability is reduced if the carrying planes are not very immersed. The preferred range is 0.40 to 0.60 m. The hull has a width greater than or equal to 2.00 m, preferably between 2.20 and 2.30 m. A vessel width of 2.30 m or 2.40 m, corresponding to the span of the supporting planes, offers good stability. The span of the outboard bulge planes can reach 3.00 m. The wingspan of the front and rear carriers can be equal. In the embodiment of Figures 1 to 3, the span of the rear carrier plane is greater than the span of the front carrier plane, especially more than 0.50 m.

The ship 1 may be equipped with one or more seats 27 disposed in a passenger compartment 29 formed between the free edges 8 and 9, behind the windshield 6a. A pilot seat and a plurality of passenger seats are arranged.

The vessel 1 is powered. The ship 1 may comprise from one to four thrusters 5. The thrusters 5 are arranged under the carrier planes along the Z axis. The thrusters 5 are integral with a carrier plane 3, 4. In the single-thruster mode illustrated in FIG. 4, the thruster is installed under the rear carrier plane 4 in the central position. The thruster is orientable about an axis Z, that is to say in azimuth. The thruster is either attached to the only rear carrier plane 4 by a pivot connection, or is attached to a fixed, pivoted fairing arm 15 passing through the rear carrier plane 4. In FIG. 4, the rear carrier plane 4 is associated with a mono thruster 5 supported by a single central arm 15. Laterally, the rear carrier plane 4 is secured to the shell 2 by two support portions 11 similar to the support portions 11 of the front carrier plane 3.

In the embodiment of FIG. 5, the structure is similar to the previous one except that the single arm 15 divides into two supports 15a by an inverted Y curved beam beneath the rear carrier plane 4. The supports 15a present an angle of about 90 ° between them. The supports 15a can pivot relative to the rear carrier plane 4. The pivot is preferably common to the two supports 15a. The faired beam 25 has a general shape of a wing of low height and dimension along the X axis sufficient to take up the forces generated by the thrust of the propellers 17. The faired beam 25 is hollow. The faired beam 25 forms a housing of the electric power supply cables of the electric motors 16. In the bi-propulsion mode, each thruster is installed under the rear carrier plane 4 in the lateral position. The thrusters may be orientable around a Z axis or fixed. The thrusters are either attached to the only rear carrier plane 4 by pivot links, or each fixed to a faired or pivoted faired arm 15, passing through the rear carrier plane 4, or supported by a single pivoting arm, by a fairing beam. 25. In the case of fixed propellers, the gyration of the ship is effected by difference of speed between the thrusters, or even by inversion of the regime.

In the thruster mode, each thruster is installed under the rear carrier plane 4, one in the central position, the other in the lateral position. The thrusters may be orientable around a Z axis or fixed. The thrusters are either fixed to the only rear carrier plane 4 by pivot links, or each fixed to a fixed or pivoted ducted arm, passing through the rear carrier plane 4, or supported by a single pivoting arm, a faired beam 25 of main axis Y connecting the thruster 5 and the single arm 15. In the case of fixed thrusters, the gyration of the ship is effected by difference in speed between the lateral thrusters, or even by reversion of speed. Alternatively, a thruster 5 is installed under the front carrier plane 3 and the others under the rear carrier plane 4 in lateral position as in the propellant mode. In the embodiment of FIG. 6, three thrusters 5 are provided under the rear carrier plane 4. The thrusters 5 are arranged as the thrusters of FIG. 3 in the lateral position and the thruster of FIG. 4 in the central position. Each of the three thrusters 5 is supported by an arm 15. The three arms 15 support the rear carrier plane 4. The visible support portions 11 are part of the front carrier plane 3. The central portion 12 of the front carrier plane 3 is also visible, as in Figures 4 and 5 slightly above the central portion 12 of the rear carrier plane 4.

In the embodiment of Figure 7, the rear carrier plane 4 is devoid of motorization. The space between the rear carrier plane 4 and the shell 2 is free. The front carrier plane 3 is associated with two thrusters 5. The front carrier plane 3 is similar in shape to that illustrated in Figures 1 and 2. The space between the front carrier plane 3 and the shell 2 is free. Each thruster 5 is supported by a propellant support 15a. The support 15a is fixed to the front carrier plane 3. The support 15a is, here, independent of the rest of an arm as illustrated in the other figures. The forces transmitted by the support 15a are taken up by the front carrier plane 3. Electrical cables pass through the support 15a and the front carrier plane 3 to supply power to the electric motor 16 from the hull 2. The thrusters 5 can be fixed or pivoting around a Z axis. In the quad-thruster mode illustrated in FIG. 11, two thrusters 5 are installed under the rear carrier plane 4 in a lateral position, cf. Figures 1 to 3, and two thrusters are installed under the front carrier plane 3 in the lateral position as in Figure 7. The spacing of the thrusters 5 may be different at the front and rear. The thrusters 5 may be orientable around a Z axis or fixed. The thrusters are either attached to the sole front 3 / rear 4 support plane by pivot connections, for example pods, or fixed, or each fixed to a fixed, pivoted or fixed arm, passing through the front carrier 3 / rear 4 , either supported by a single pivoting arm, a streamlined beam 25 of main axis Y connecting the thrusters and the single arm. In the case of fixed thrusters, the gyration of the ship 1 is effected by the difference in speed between the lateral thrusters, or even by inversion of the speed.

Alternatively, a single forward thruster 5 is centrally mounted under the front carrier plane 3. The forward thruster 5 is a steerable pod and the rear thrusters 5 are stationary. This variant can be combined with the embodiment of FIGS. 9 and 10. In the case of elastic members for pivoting the front carrier plane 3, the speed of the forward thruster relative to the speed of the rear thrusters makes it possible to control the timing of the front carrier plane 3 indirectly. The absence of actuators can thus be bypassed. This variant can also be combined with a front carrier plane 3 fixed relative to the hull and deformable wedge. And the ship is very manoeuvrable, with ability to turn on the spot.

One or more ribs 14 may be mounted on the streamlined arm (s) 15. Air suction along the streamlined arm is avoided. The ribs 14 are symmetrical with respect to the center plane XZ. The ribs 14 extend around the leading edge.

Each thruster 5 comprises an electric motor 16 and a propeller 17 in direct contact with the engine. The electric motor 16 has a diameter less than 0.30 m, preferably 0.25 m. The electric motor 16 has a length / diameter ratio greater than 3½, preferably 4. The propeller 17 is immersed in water in normal operation. The electric motor 16 and the propeller 17 are located under the carrier plane. The ducted arm (s) 15 provides the mechanical connection between the shell 2 and the corresponding thruster 5. The front carrier plane 3 / rear 4 takes part of the mechanical forces generated by the engine. The streamlined arm 15 comprises a tubular body and a fairing reducing drag, fixed on the body. The streamlined arm 15 provides the electrical connection between the shell 2 and the corresponding thruster 5. Electrical cables pass through the tubular body to provide power to the electric motor 16 from the shell 2, for example in a bore in the arm, or in a housing in the carrier plane.

In the shell 2 are housed batteries 18 and a control member 19 provided with an interface 20. The batteries 18 are housed at the bottom of the shell 2 thus lowering the center of gravity. The batteries 18 may be arranged symmetrically. The batteries 18 may be arranged at least partly in two rows spaced apart from each other. The batteries 18 may be arranged at least partly under seats of the passenger compartment of the ship 1. Longitudinally, the batteries 18 are located behind the front carrier plane 3 and forward or at the same level as the rear carrier plane 4. L control member 19 is electrically connected to the batteries 18, to the electric motor 16 and to the interface 20. An electrical supply connection is formed between the batteries 18 and each electric propulsion motor 16. The interface 20 comprises a engine speed control, steering control, battery charge indicator 18 and engine speed indicator. The steering control can be mechanically connected to the steerable thrusters or connected to the control member 19 to generate an order of differentiation of engine speeds.

Preferably, the vessel 1 is devoid of saffron. The thrusters 5 are steerable. The thrusters 5 are each attached to a pivoted fairing arm. The streamlined arm 15 extends under the carrier plane ensuring a separation between the water veins displaced by the carrier plane and the veins of water passing in the helix 17. The body of the streamlined arm 15 passes through the carrier plane while the fairing is interrupted by the rear carrier plane 4. The fairing has an upper portion between the shell 2 and the rear carrier plane 4 and a lower portion between the rear carrier plane 4 and the thruster 5. The distance along the Z axis between the rear carrier plane 4 and the axis of the thruster 5 is such that the underside of the trailing edge is located at a level higher than the upper end of the blades of the propeller.

The pivot axes of the thrusters 5 are parallel. The pivoting of the thrusters 5 is indexed. Thus, the thrust angle of each of the rear thrusters relative to the X axis is equal or centered around the same center of gyration. In other words, the angles between the axes of each thruster and the X axis are equal or their normals are intersecting at a point forming a center of gyration. The pivoting of each thruster 5 is provided by a corresponding faired arm 15. The body of each streamlined arm 15 protrudes into the shell 2 and is pivotally controlled by the steering control mechanism. The pivoting of the thrusters 5 exerts a thrust from the bottom of the ship 1 towards the outside of the turn. This thrust tends to tilt the top of the ship 1 towards the inside of the turn. This increases the user comfort when cornering.

The control of the thrusters 5 may be identical, in that the rotation speed of each helix is equal, especially in cruising speed. For low speed maneuvers, the control of the thrusters 5 is advantageously independent. Thus, the speed of each thruster is individual. A higher rotational speed of the outer propeller at the turn makes it possible to turn shorter. A zero rotational speed of the inner propeller decreases the radius of the turn while reducing energy consumption. A reversal of the direction of rotation of the inner helix makes it possible to turn on the spot, by analogy with the turn of a tracked vehicle whose tracks move in opposite directions.

In the embodiment of FIG. 8, each thruster 5 comprises an electric motor 16 mounted on board and a transmission 26 with an angle gear between the propeller 17 and the electric motor 16. The propeller 17 is mounted with a fixed orientation relative to the hull. The propeller 17 is situated under the rear carrier plane 4. Each electric motor 16 is mounted in the shell 2, for example at the bottom of the shell 2. Each thruster 5 is connected to the shell 2 by the rear bearing plane 4 and by a arm 15 disposed in a substantially vertical plane in longitudinal section. The arm 15 is parallel to the Z axis and the return angle is 90 °. Alternatively, the arm 15 may be inclined in a transverse plane and / or in a longitudinal plane. The thrusters 5 are independently controlled and the gyration is done by differentiating the rotational speeds of the propellers 17.

Each transmission 26 with a bevel gear includes a shaft in direct contact with the electric motor 16, a pinion carried by the shaft at an end opposite the electric motor, and a gear wheel meshing with the pinion and in direct contact with the propeller 17. A transmission ratio of 1/1 provides good compactness and allows a small diameter of return resulting in a low drag generated by the referral disposed upstream of the propeller 17 in the direction of flow of the water. along the ship 1.

The drag generated by the gearbox transmission 26 is less than the drag generated by the outboard motor of the previous embodiments. The engine 16 in the shell 2 is subject to less compactness requirements, including diametric, and can therefore offer increased power. High service speeds can be ensured, for example between 25 and 35 knots. The batteries 18 may be of greater capacity than the batteries of the other embodiments to provide high autonomy at high speed. This embodiment is advantageously combined with the following.

In the embodiment of FIGS. 9 and 10, the front carrier plane 3 is temporally variable timing. In other words, the wedging of a given zone of the front carrier plane 3 can be modified. Indeed, the lift - resulting from the forces exerted by the water on the carrier plane - increases with the speed at constant load. The Applicant has realized that a variable setting provides a widening of the payload range for a given speed of interest in the areas where the speed is regulated, a planing at a lower speed resulting in a reduction of the eddies and energy consumption, broadening the speed range for a given load, reducing drag at high speeds, improving stability and reducing the risk of ventilation and charging. The ventilation is a separation between the extrados and the vein of water passing on said extrados, by arrival of air, and results in a loss of lift. The charging is an imbalance of the ship with brutal depression of the bow 6.

Variable setting also increases the difference between the speed at which the vessel moves from Archimedean navigation to the navigation on planes, called planing speed, and the speed at which the ship switches from navigation on planes to planes. Archimedean navigation. The stability of navigation is increased. The ship can thus sail on carrier planes at low speed. This is interesting for docking.

Alternatively, a trailing edge with adjustable angle has been considered. The preferred mode is a front carrier plane 3 pivoting about a transverse axis. The front carrier plane 3 is pivoting in its generality. The one-piece construction of the front carrier plane 3 is retained. The arched shape of the front carrier plane 3 in cross section allows a transmission of forces similar to a vault with mainly compression. The front bearing plane 3 is devoid of cantilevered area. Two joints 21 are each fixed to a freeboard 8, 9. The freeboard 8, 9 can be reinforced in the vicinity of the joints 21. The joints 21 support the front bearing plane 3 about an axis parallel to the Y axis. The hinge axis is intersecting with the hull 2.

In Figure 9, the pivoting of the front carrier plane 3 is controlled. The ship 1 comprises two actuators 22 for pivoting the front carrier plane 3 fixed on the one hand to the hull and on the other hand to the front carrier plane 3. The front carrier plane 3 is hinged to the hull 2 about an axis of pivot above the waterline. The arrangement of the actuators 22 is symmetrical. The actuators 22 have a linear stroke. The mounting of the actuators 22 allows the pivoting of the front carrier plane 3 on an angular stroke of between 1 to 5 °. Stops 23 may be provided to relieve the actuators 22 at the end of the race. The abutments 23 may comprise an elastic member. At the end of the stroke, the actuators 22 exert a prestressing against the stops thus ensuring a stability of the front carrier plane 3 and low vibrations. The rear carrier plane 4 is fixed relative to the hull.

At a first end of the race, the front carrier plane 3 has a high setting providing maximum lift, especially for planing. At a second end of the race opposite to the first, the front carrier plane 3 has a low setting with minimal lift and reduced drag, especially for high speeds. At the second end of the race, the minimum of the local setting of the front carrier plane 3 is greater than zero. The front carrier plane 3 is controlled timing.

The actuators 22 are connected to the control member 19. The active adjustment of the setting can be carried out with a maximum setting under a rotational speed value Ri of the propellers 17, a minimum setting above a value R ₂ of speed of rotation of the propellers 17 and a progressive setting with the speed between the values Ri and R ₂ . For example, Ri = 6 knots and R ₂ = 9 knots for a vessel with a maximum service speed of 10 to 15 knots. For a high speed ship, Ri = 8 knots and R ₂ = 20 knots for a vessel with a maximum service speed of 25 to 35 knots.

In FIG. 10, the ship 1 comprises two resilient members 24 for pivoting the front carrier plane 3 fixed on the one hand to the hull and on the other hand to the front carrier plane. The arrangement of the elastic members 24 is symmetrical. The elastic members 24 have a linear or angular stroke. The mounting of the elastic members 24 allows the pivoting of the front carrier plane 3 on an angular stroke of between 1 to 5 °. End stops 23 are provided. At the end of the stroke, the elastic members 24 exert a prestressing against the stops 23. The prestressing at the first end of the stroke can be provided up to a speed greater than the planing speed. Preload at the second end of the stroke may be provided up to a few percent lower than the expected cruising speed. For the rest, we refer to the previous mode. The front carrier plane 3 is variable passive incidence depending on the speed.

The actuators 22 and / or the elastic members 24 have an end articulated to the shell 2 and an opposite end hinged to a support portion 11 of the front bearing plane 3 at the shell along an axis parallel to said axis intersecting with the shell and remote from the hinge 21. The actuators 22 and / or the elastic members 24 are mounted above the waterline at full load. In a variant, the front carrier plane 3 is elastically deformable in wedging. The front carrier plane 3 may be fixed relative to the hull 2. The front carrier plane 3 may comprise a central portion decreasing pitch as a function of the lift.

In the embodiment of FIG. 12, the vessel is similar to that of FIGS. 1 to 3. In addition, the arms 15 support pressure probes 30. The pressure probes 30 may comprise Pitot tubes. Pitot tubes measuring a differential pressure are provided with a leading edge surface responsive to the accumulated static pressure and dynamic pressure and a lateral active surface on the side of the arms 15 responsive to the static pressure. The pressure probes 30 are connected to the control member 19. The pressure probes 30 are here arranged on the leading edge of each arm 15. Alternatively, the pressure probes 30 can be arranged on the edge etching each support portion 11. In practice, the pressure probes 30 are installed on a leading edge of an area of a plane - carrier or support - immersed in Archimedean navigation and emerged in navigation on planes carriers.

The pressure probes 30 are arranged in a row by arm 15 with a distance between two pressure probes 30 between 2 and 6 cm. The pressure probes 30 are inserted into the arm 15 providing a free active surface. The pressure sensors 30 measuring the pressure allow the control member 19, equipped with a calculator, to calculate an estimate of the level of the ship relative to the water body, in other words the depression at the planed state, a height. The accuracy depends in particular on the distance between two neighboring pressure probes. Alternatively, the pressure probes 30 are arranged on one or more support portions 11.

The control member 19 is advantageously provided with a control output of the height of the ship relative to the body of water on the basis of the data provided by the pressure probes 30. According to the configuration of the ship 1, said control output is sent to the thrusters to change their speed, thereby varying the lift, to the pivoting carrier plane pivoting actuators about a transverse axis for adjustment of the setting, for example of the front carrier plane 3, to the deformation actuators d a carrier plane profile, trailing edge flap actuators, etc.

In Archimedean navigation, the arms 15 are immersed and a driving information, also of little use, can not be provided by this means. In the course of planing and in the planed state, the driving information can be provided and is useful. The control member 19 thus has a bilateral driving information. The trim of the ship is available. From the attitude, the control member 19 can generate a pivoting control of the pods of the thrusters 5 to increase or reduce a lateral inclination of the ship. Independently of the pressure probes 30 or in combination, the vessel is equipped with movable trailing edge flaps 28 on the rear carrier plane 4. The movable flaps 28 constitute elevons in the aeronautical sense. Movable flaps 28 moved in the same direction act as pitch control surfaces. Movable flaps 28 moved in opposition act as roll rudders. The action in pitch control makes it possible to lower the stern of the ship, especially during the deceleration phase in order to maintain the horizontality of the ship or to pitch it up slightly. The action in pitch control makes it possible to raise the rear of the ship in order to reduce the lift of the front carrier plane if said lift is excessive. The action in pitch control can be implemented in emergency braking to increase drag and reduce lift very quickly.

The roll control action compensates for load imbalance. The action on the flap 28 inside a bend allows the increase of the drag inside the bend and the lowering of the inside edge at the bend, which has a double effect of making it easier to corner or turn the vessel 1 and reduce the centrifugal force felt by users. In other words, the ship 1 is able to take a turn like a motorcycle and not like a car. The roll control action allows to tilt laterally the ship especially in case of fixed boosters where increased comfort. This is facilitated by the pressure probes 30 above.

The movable flaps 28 extend over the inclined portions 13. The movable flaps 28 are located beyond the arms 15 and at a distance from the free end of the rear carrier plane 4. The movable flaps 28 have a rectangular shape and are articulated around an axis located in the plane of the inclined portions 13. The movable flaps 28 are pivoted by actuators arranged in the thickness of the inclined portions 13 and controlled by the control member 19.

In case of lateral inclination of the ship, a portion of the movable flap 28 on one side may be out of the water resulting in a reduction of the lift of said side and a self-locking effect related to the shape of the rear carrier plane Without action of the movable flaps 28. Simultaneously, an action on the movable flap 28 of said side produces less effect and an action on the movable flap 28 on the opposite side produces a full effect.

In Figures 13 and 14 has been shown a front carrier plane 3 designed for high speeds in comparison with previous embodiments. The Applicant has developed carrier plans offering low drag high service speed, resulting in reduced energy consumption and increased autonomy.

The front carrier plane 3 has a decreasing rope towards the center of the ship 1. The front carrier plane 3 has a trailing edge 3a located in a transverse plane YZ. The front bearing plane 3 has a leading edge 3b approaching the leading edge 3b in the inclined portions 13 and situated in a transverse plane YZ in the central portion 12. The rope of the front bearing plane 3 is between 0, 20 and 0.80 m. The minimum of the rope is between 0.20 and 0.30 m. The maximum of the rope is between 0.50 and 0.80 m. The thickness / rope ratio can be constant. The thickness is constant in the central portion 12 and decreasing towards the center in the inclined portions 13. The ratio between the maximum chord and the minimum chord may be between 2 and 6.

The rope of the central portion 12 is constant. The rope of the inclined portions 13 is decreasing opposite the ends of the support planes. The small-sized rope of the central portion 12 has a small wet surface and therefore a low drag. The rope of the inclined portions 13 increasing with the depression of the ship 1 generates increasing lift with the depression of the ship 1. Conversely, the drag generated by the carrier planes decreases sharply during the planing. Decay is stronger than a linear decrease because the decrease of the wet surface varies according to the planing height in a linear manner as in the previous embodiments and the decay of the rope. In addition, the wedging is here descending in the same direction as the rope. The wedging angle α in the central portion 12 is between 1 and 3 °, cf. Figure 15. The maximum angle of wedging, in the vicinity of the section of Figure 18, is between 3 and 5 °. The section plane of FIG. 16, at the beginning of the inclined portion 13, has the same wedging as the central portion 12. The wedging is constant in the central portion 12 and increasing towards the free ends of the inclined portions 13.

The rear carrier plane 4 may have a similar structure. As can be seen in FIG. 13, the arms 15 have a rectangular section at the upper end and a hydrodynamic profiled section at the lower end close to the carrying plane and capable of being immersed in navigation on the supporting planes.

In the embodiment of Figure 19, the vessel is similar to that of Figures 1 to 3. In addition, the leading edge 3b of the front carrier plane 3 is provided with rounded bosses 32. A plurality of bosses 32 is formed on each inclined portion 13. The bosses 32 are arranged at a distance from the center of said carrier plane. The bosses 32 protrude forward. The bosses 32 are separated by a hollow 33 of orientation parallel to the axis X and perpendicular to the local area of the inclined portion 13. The bosses 32 are circular in section in a transverse plane YZ. The bosses 32 have a hemispherical tip in section in a longitudinal plane XZ. The bosses 32 have a diameter substantially equal to the local thickness of the carrier plane. The bosses 32 are arranged at constant spacing. The bosses 32 may be formed on one of the bearing planes 3, 4 or both. Said bosses 32 are fainting towards the upper surface and the lower surface. The extrados and the intrados can be smooth. In other words, the bosses are devoid of projection in a direction perpendicular to the X axis.

The carrier plane may comprise a central portion 12 substantially constant profile and two side portions 13 provided with said bosses 32. The central portion 12 may have a constant wedging and a constant chord. The lateral portions 13 may have a decreasing pitch towards the central portion 12. The bosses 32 are then slightly offset axes. The lateral portions 13 may have a decreasing cord going towards the central portion 12. The bosses 32 have a decrease toward the trailing edge depending on the rope. The carrying plan is lacking leading edge rib located substantially in a plane perpendicular to a neighboring portion of the carrier plane. The bosses 32 offer a reduction in drag while maintaining the lift and reduce the risk of ventilation. The free ends of the lateral portions 13 are oriented generally along the axis X and perpendicular to the main axis of the lateral portions 13 with a rounded bulge, also present in FIG. 13.

The ship 1 offers a wide range of navigation conditions, in particular in terms of cruising speed, planing speed, Archimedean navigation resumption speed, deceleration, radius of gyration in both types of navigation, Archimedean and set-up, etc.

Claims

claims

1. Ship (1) fluvial or coastal, comprising a hull (2), propellants (5) with a wet propeller, a front carrier plane (3) and a rear carrier plane (4) hydrosustentation, each propellant (5) comprising a steerable pod provided with an electric motor (16) and a propeller (17) in direct drive, two thrusters (5) being mounted under the rear carrier plane (4) and at least one thruster (5) being mounted under the front bearing plane (3).

2. Ship (1) according to claim 1, wherein two thrusters (5) are mounted under the front carrier plane (3).

3. Ship (1) according to claim 1, wherein a thruster (5) is mounted under the front carrier plane (3) in the central position.

4. Vessel (1) according to claim 3, wherein the propellant (5) is pivoting front and propellant (5) back are fixed.

5. Ship (1) according to one of the preceding claims, wherein the front carrier plane (3) is connected bilaterally to the shell (2) and comprises a variable timing portion temporally pivotally mounted about a transverse axis.

6. Vessel (1) according to claim 5, wherein the entire front carrier plane (3) is temporally variable timing and the transverse axis is secant with the shell (2).

7. Ship (1) according to one of the preceding claims, wherein the front carrier plane (3) and / or rear has a decreasing rope, from the shell (2) to the center of said front carrier plane (3) and / or back.

8. Ship (1) according to one of the preceding claims, wherein the front carrier plane (3) and / or rear has a decreasing pitch, going towards the center of said front (3) and / or rear carrier plane.

9. Ship (1) according to one of the preceding claims, wherein the front carrier plane (3) is fixed relative to the shell (2).

10. Ship (1) according to one of claims 1 to 8, wherein the front carrier plane (3) is pivotally mounted relative to the shell (2) along a transverse axis.

11. Ship (1) according to one of the preceding claims, wherein the propellant (5) is connected to the shell (2) by the rear bearing plane (4) and by a ducted arm (15) disposed in a plane substantially longitudinal vertical section, including a ducted arm supporting two propellers or two faired arms each supporting a propeller (17).

12. Ship (1) according to one of the preceding claims, comprising batteries (18) housed in the shell (2) and an electrical connection between an electric propulsion motor (16) and the batteries (18).

13. Ship (1) according to one of the preceding claims, wherein the rear carrier plane (4) has a rounded center V shape and a rounded end edge (4b) opposite the center of the rear bearing plane (4) and connecting to the trailing edge, the angle of the V is preferably between 100 and 140 °.