AU2018298837A1 - Controlled lift assembly with foil for semi-rigid boat - Google Patents

Abstract

The present invention relates to a lift assembly of a semi-rigid boat comprising a hull (13), a keelson (12), a floor (P) and the deck lines (14) thereof, side and bow fenders (11), central accommodations (17), a rear engine characterised in that for front lift, on the port and starboard sides at the central accommodations (17) the hull (13) is bored with a well that allows the passage of a foil with locking, translation and rotation controlled by a control mechanism mounted in a protective housing connected to the structural elements of the boat, floor, deck line (14) and keelson (12), by glassing, bonding and/or bolting, the foil comprises a horizontal portion with one foil tip with a fender having a curved shape that matches the shape of the fender, and a vertical of a foil which comprises a vertical end that curves towards the centre of the boat, and for rear lift, a foil is mounted on the drive shaft of the rear engine.

Description

CONTROLLED LIFT ASSEMBLY WITH FOIL FOR SEMI-RIGID BOAT

The present invention relates to a lift assembly with profiled

wing (such profiled wing being commonly referred to as "foil" in the

common English terminology, or wing), for boats not propelled by

sails. It may be for example boats powered by heat engine, electric

power, hydraulic, solar, hydrogen, hydrojet, etc.

In particular, the invention applies to motorized semi-rigid

boats. The "engine" of these boats can be a thermal engine, electric,

hydraulic, or of another nature. The propulsion member of this

engine may be for example a propeller or a turbine. In the example

which will be detailed in this application it is a propeller motor.

The concept of foil has been developed for years for boats of

various types, and especially for sailing boats.

In these developments, the boat equipped with one or more

foils immersed in water is intended to float on the water at a stop or

at a reduced speed (Archimedean regime), like a boat without foils.

When the boat is advancing on water (propelled by sails, or

some other type of propulsion) the part of the foil (s) that is

immersed is oriented so as to generate lift in the water. This lift is

reflected on the boat that is attached to the foil (s). Depending on the point of application of this lift on the foil, depending on the position of the foil with respect to the boat and depending on the orientation of this lift, this lift can be used to generate various effects

(for example: tending to lift the boat at above the water, or exercise

on the boat a moment of recovery).

In the case of sailing boats, the foils are typically used to

counter the cottage of the boat under sail, and thus tend to

straighten it. More marginally, the foils on sailing boats can be used

to tend to some extent to lift the boat, so as to reduce its wet surface

(ie its hull surface which is submerged).

In all cases, the foils of sailing boats, when arranged in pairs

(usually only one pair) on either side of the longitudinal axis of the

boat, are used only partially: only the foil located under the wind of

the boat lean "works" really, the other foil not being useful, even

having effects detrimental to the good running of the boat because

being immersed with an unwanted orientation but resulting from the

implantation of the foil on the boat.

In order to avoid such harmful effects, retractable foils have

been devised through the hull of the boat. Thus recently known

sailing boats whose foils respectively port and starboard of the boat, are retractable at will and independently of one another. In this way, when the boat is lying (which is the case when the boat is moving forward, and we try to use its foils) we deploy the leeward foil out of the hull of the boat (so this foil under the wind is fully immersed, and active hydrodynamically by generating lift), while the foil on the other side of the boat is sailed through the hull of the boat, to the wind of the boat (so that foil in the wind) is not or only very immersed, and its possible undesirable hydrodynamic effects are avoided).

These sailing boats are currently undergoing significant

development. With these boats the foils are used alternately (so that

only the foil under the wind works), and recent developments have

given access to foils retractable for this use alternately.

In the case of motor boats, the use of the foils is significantly

different, since these boats are not designed to navigate in a lean

position. On the contrary, these motor boats must navigate "flat" on

the water, without citation.

The invention in question here relates to motor boats, and

more particularly to semi-rigid type boats.

Semi-rigid boats are a well-known type of motorized boat that

includes a rigid hull and inflatable side shields. These boats are not equipped with foils today. The reason is that this integration of foil on semi-rigid motorized boats poses many problems, which are related in particular to the dimensioning and the integration of the foils in the boat, to the structures of boat which must support efforts related to the foils which are important and which are distributed differently from what is known of the forces applied to semi-rigid without foils, and the congestion of the installation which could encroach in particular on the interior habitable volume (otherwise reduced), in the respect of safety conditions and industry standards. The problem is particularly acute for the adaptation of foils on a semi-rigid boat that responds to very specific operating constraints that are different from those of sailing boats or motor boats. Another problem that arises with the integration of lifting structures on motorized semi rigid boats is the particular nature of the semi-rigid boat which is used in a so-called beaching application in commonly adopted professional language, namely berthing on the beach. The advantage of a semi-rigid being its flexibility of use, its lightness, to tackle difficult places and water bodies or the depth is low or zero in case of docking. Moreover and fundamentally vis-b-vis the sailboats foils, the lifting structures must be adapted to the navigation characteristics of the semi-rigid, which navigates including without lean, unlike a sailing boat (and in particular sail boats with foils).

A main object of the invention is to provide a profiled wing

assembly for motorized semi-rigid boat which is effective, including

semi-rigid boats of existing type.

A main object of the invention is to provide a profiled wing

assembly for motorized semi-rigid boat that is robust and whose

recovery efforts generated does not affect the structure of the boat

and does not require modification of the structure of the boat.

As will be seen, various aspects of the invention, taken in

combination or separately, can in particular make it possible to:

- to propose a lifting profiled wing for motorized semi rigid boat

which is economic to manufacture and which is easily

industrialisable for the original equipment or for the retrofit,

- to propose a lifting profiled wing for motorized semi rigid boat

which meets the standards of security,

- to propose a set with profiled wing for motorized semi-rigid boat

which improves the quality of use of the boat, namely in particular, to

lower the fuel consumption, to reduce the noise perceived by the users, to lower the engine speed, to increase the comfort of navigation,

- increase the stability of the boat in sailing conditions,

- to propose a lifting profiled wing for motorized semi rigid boat

which does not alter the possibility of docking on beach, and this as

for the safety of the bathers or the users when they are in the water

during the berthing and or the setting in tow, that for the protection of

the wing and the roll to prevent shocks, scratches various damages,

- to propose a lifting profiled wing for motorized semi rigid boat

which does not alter the facility of putting on trailer,

- to propose a lifting profiled wing for motorized semi-rigid boat

which does not alter significantly the passenger comfort, and / or the

livable volume on the boat. By living volume, it is understood the

habitable volume in any deployment situation of the wing, whether

deployed or not deployed.

In one aspect, the invention provides a profiled wing bearing

assembly for motorized semi-rigid boat which comprises a set of

profiled wings which cooperates with a driving and locking

mechanism cooperating with the carrying structure of the boat.

In one aspect, the invention provides a profiled wing assembly

for a motorized semi-rigid boat which comprises a wing support set

which itself comprises front supports and one or more rear supports.

The invention will be better understood on reading the

appended figures, which show a particular embodiment of the

invention in which:

- Figure 1 shows a sectional view of a traditional semi rigid boat.

- Figure 2 shows a top view of a traditional semi rigid boat.

- Figures 3a and 3b show two sectional views of a semi-rigid boat

according to the invention in the docking position, retracted wings,

and in the navigation position, wings extended.

- Figure 4 shows a sectional view of the wing according to the

invention.

FIGS. 5a and 5b show a view from above of two front / rear wing

play support arrangements according to the invention.

- Figure 6 shows a rear view of a boat comprising a carrying

assembly according to one embodiment of the invention.

- Figure 7 shows a view of a boat comprising a carrying assembly

according to one embodiment of the invention.

In the present application, the longitudinal axis of symmetry of

the semi-rigid boat, horizontal plane is a plane containing the

longitudinal axis and the waterline of the boat, and vertical axis is an

axis perpendicular to the horizontal plane.

Figure 1 shows a sectional view of a traditional semi rigid boat

(1) without foils. It is specified that the reference signs used in this

figure may be used, for identical or similar elements, about boats

according to the invention.

The boat (1) of known type and shown in Figure 1 is manufactured

as follows: a hull (13) rigid V-shaped general. A floor (P) closes the

shell to serve as floor and support for passengers and equipment. A

consolidation structure (12) within the volume defined by the hull

(13) and the floor (P) secured to the hull (13) consolidates the

structure of the hull in the hollow formed. The consolidation structure

may for example be rigid internal walls that stiffen the structure and

in particular the hollow between the floor (P) and the shell (13). Note

that the consolidation structure (12), the hull (13), the floor (P), the

livet (14) are all preferably made from the same material and can be

manufactured in a very limited number or even single pieces. The

challenge is to give a compromise of rigidity necessary to absorb the

shocks of the boat on the water and the efforts received, while maintaining a sufficient lightness. The edge of the floor edge forms a livet (14). The livet (14) is rigid and secured to the hull. It goes up and is like a small walk around the floor so that the tip of the feet of the users or objects lying on the floor do not knock against the hollow inflated roll (11) bordering the port side flank, then the bow, then the starboard side of the boat. A storage (17), also called a central move, is commonly installed in the center of the floor. Alternatively, the storage (17) may be offset from the center of the floor to the port or starboard side, or to the bow or stern of the boat. It consists of one or more boxes that house and maintain the console that groups together the controls of the boat, such as engine controls. They may also contain storage chests or other accessories for specific uses.

The height of the storage (17) is sized to allow the boat driver

to see the sea in front of him. This height is thus limited on all semi

rigid boats.

As shown in FIG. 2, with a top view at the boat stern of the

semi-rigid is positioned the propeller motor (20).

Figures 3a and 3b show two sectional views of a semi-rigid

boat according to the invention which comprises wings (40) called

forward lift.

In these figures the boat is shown in the docking position,

Figure 3a, retracted wings, and in the navigation position, Figure 3b,

wings extended. The invention proposes a clever solution that

allows berthing positron to arrange the lifting wings, so that they do

not interfere with the docking or for the living space on the boat. By

cons in sailing position, the wings unfold under the boat and allow to

raise the hull above the water level.

The storage and deployment of the wings (40) can be done

symmetrically and simultaneously. In other words, the two wings

(40) are deployed and stored at the same time, and their position is

symmetrical with respect to the longitudinal axis. In this the foils are

used very differently from the foils used on sailing boats designed to

navigate leans.

Thus, for a boat (100) according to the invention sailing

without leaning, the wings (40) can both be deployed simultaneously

and symmetrically, unlike sailboats that deploy their bearing

surfaces in a non-symmetrical and non-simultaneous manner, according to their lodging. Furthermore, the lift evolves symmetrically on both sides of the longitudinal axis of the boat during the storage and deployment of the wings (40), and the boat

(100) is not destabilized by the operation

. As shown in FIG. 4, the wing (40) comprises substantially two parts:

a so-called lift portion, also called horizontal, and a portion that

allows the horizontal to be lowered into the water, which is a shaft

that can be named vertical.

It is specified that these terms "horizontal" and "vertical" used in this

text about the two parts of the wing (or foil, these two terms being

equivalent here) do not determine the absolute orientation of these

two parts. , which are not necessarily oriented according to the

"true" horizontal and the "true" vertical.

The horizontal includes a main horizontal portion (42) which is the

portion that generates all (or alternatively: a substantial portion) of

the lift of the wing (40). The main horizontal portion (42) has a

surface large enough to generate a lift capable of lifting the hull (13)

at least partially out of the water.

The length (1 in the representation of FIG. 6) of the main horizontal

part (42) is thus preferably between 80% of the radius (r in the representation of FIG. 6) of the strand (1 1) and 110% of the radius of the inflated roll (11), preferably of the order of 95% of the radius of the inflated roll (11). For example, for a inflated roll (11) 29 cm in radius r, the length I of the horizontal portion is preferably between

22 cm and 31 cm, preferably of the order of 27 cm.

The horizontal also comprises a inflated rolld wing tip (41) whose

curved shape matches the shape of the inflated roll (11) on an

angular sector preferably between 10 degrees and 50 degrees,

preferably about thirty degrees. Thanks to this clever

correspondence of the shapes of the wingtip and the inflated roll, the

wing in the stowed position does not exceed substantially outside

the inflated roll.

Advantageously and thanks to this correspondence of shapes, in a

stowed position, the inflated roll wingtip (41) thus does not move

away from the inflated roll (11) by more than a distance (D in the

representation of the Figure 7) between 0 and 10 cm, preferably

substantially equal to 2 cm.

Thus, the size (in particular the width) of the boat (100) whose wings

(40) are in the stowed position is substantially equal to that of a boat

having no wings (40). The road transport of a boat (100) with wings

(40) is therefore not limited.

Furthermore, the curved shape of the inflated roll wingtip (41) is

used to hold the turns when the boat (100) lies on a wing (40) (this

cottage being in any case more moderate than the cottages

observed on the foil sailboats - and this cottage is also very

transient, being related to the turn). Indeed, whatever the temporary

leaning of the boat (100), a portion of the inflated roll wingtip (41) will

be optimally oriented to generate lift.

This curved wing tip shape can be combined with the other aspects

described in this text, or implemented separately or in isolation.

The vertical comprises a first rectilinear vertical portion (43) and a

second vertical portion (44) curving towards the center of the boat at

an angle of about fifteen degrees. This curved inward shape is

designed to optimize the compromise of storage in the boat on an

acceptable height and descent under water to a maximum depth to

raise the boat to the maximum, while playing with space constraints

peculiar to the exiguity of a semi-rigid boat, and more particularly

small boats of the existing range of semi-rigid boats.

The rectilinear vertical portion (43) may have an angle of inclination

(a in the representation of Figure 6) relative to the vertical axis (true

(as defined at the beginning of this text).

Advantageously, the angle of inclination with respect to the vertical

axis is between 0 degrees and a maximum angle max of 45

degrees, preferably between 30 degrees and 40 degrees, preferably

substantially equal to 36 degrees.

These ranges of values and values of the angle of inclination a have

been identified as optimal for:

on the one hand, to sufficiently distance the main horizontal parts

(42) from the longitudinal axis in order to give the assembly a

satisfactory stability, in particular in terms of housing, on the other

hand, to adapt the position on the axis; vertical of the main part of

horizontal (42), so that when deploying the wing out of the boat, the

horizontal part of the wing is dipped deep into the water and thus

allows, if desired , to raise the hull of the boat above the average

surface of the water but also above the waves, so as to obtain a

calm navigation.

This optimized angle aspect can be combined with the other aspects

described in this text, or implemented separately or in isolation.

Furthermore, the main horizontal portion (42) of the deployed wing is

preferably positioned on the vertical axis between 10 cm below and

5 cm above the center (C in the representation of Figure 6) of the

engine propeller (20). In particular, the main horizontal portion (42)

of the deployed wing may be located at the same level on the

vertical axis as the center of the propeller motor (20). This is valid for

the two wings which, it should be remembered, are typically

deployed simultaneously and in the same way on both sides of the

boat.

Thus, the propeller (which acts in water to propel) and the main

horizontal part (42) (which acts in the water to generate lift) are at

substantially the same depth and work simultaneously, whatever the

lifting of the boat due to the lift of the wings, and the main part of the

horizontal (42) is low enough to ensure satisfactory lift

characteristics, without the propeller is likely to come out of the

water when the boat (100) is at least partially lifted by the bearing

surfaces.

This aspect of concordance of the depths of the propeller and the

main part of the horizontal can be combined with the other aspects

described in this text, or implemented separately or even separately.

The horizontal and the vertical are connected by a rounded elbow.

The thickness of the wing (40) can be of the order of 10 mm to 40

mm, preferably of about 20 mm. The middle cord of the wing (40)

can be between 100 mm and 500 mm, preferably about 300

mm. When the boat is lifted by the wings (40), the immersed length

of a wing (40) (L in the representation of Figure 6) may be between

600 mm and 1200 mm, preferably about 900 mm. The bearing

surface of a wing (40) having a submerged length of 900 mm and an

average rope of 300 mm is 54 dm 2.

The wings (40) are located at the location (17) of the boat (100), on

the longitudinal axis. On either side of the longitudinal axis at the

level of the move (17), the hull (1 3) of the boat (1 00) is pierced by a

well (32) which follows the section of the vertical of the wing

(40). Each wing (40) is intended to slide in the well (32) between the

stored position and the deployed position.

Preferably, the well (32) opens in its lower part in the peripheral part

of the rigid bottom of the boat and close to the inflated roll (11), so

as not to interfere with the towing of the boat (100) on a road trailer

when the wings (40) are in the stowed position. The road towing is thus facilitated. The angle of inclination of the rectilinear portion of vertical (43) relative to the vertical axis can also help facilitate towing, by removing the wings of the trailer to be placed under the boat. And this inclination also contributes to the wings passing through the rigid shell in its peripheral portion.

This aspect of towing facility can be combined with the other aspects

described in this text, or implemented separately or in isolation.

Furthermore, the arrangement (17) comprises in its lower part a box

170 (hollow or full) which can be for example the station or the pilot's

seat for the pilot (the rest of the move may include the engine

controls, the steering wheel, windshield, etc.).

A housing (1700) is formed in this part (170) of the move (17) on

either side of the longitudinal axis. Two dwellings (1700) are thus

formed in the opposite walls of the lower part (170) of the layout, on

each side of this arrangement.

For each housing: the housing is a hole that allows the foil to cross

the wall of the portion 170, the contour of this hole conforming to the

section of the rectilinear vertical portion (43) of the wing which is

associated with this housing, in order to be able to guide it in sliding

during its retraction for storage, and its deployment.

The foil is indeed retracted inside the lower part 170, during

storage. More specifically, the "vertical" part of the foil is at least

partially retracted inside the lower part 170, during this storage.

This reduces the size of the foil, by its clever retraction within a

structure that exists in any case on semi rigid (such as a cockpit, or

a steering seat for example).

The height of the lower part 170 is limited (in any case it is indeed

limited by the height of the moving 17), itself limited by the visibility

constraint of the driver.

1o This limitation therefore limits the foil stroke upwards. In FIG. 7, the

two foils are represented completely stored (retracted), and it is

seen that their upper end abuts (or is very close to) the upper

horizontal wall 171 of the lower part 170 (in FIG. concave shape).

The housings 1700 may not be simple holes through the walls of the

part 170, but hollow ducts opening these walls and guiding the foils

to the bottom of the duct (this bottom necessarily being below the

underside of the wall 171).

Preferably, the wells (32) and the housings have an angle of

inclination corresponding to the angle of inclination between the

rectilinear vertical portion (43) and the vertical axis. Thus, the size of the wings (40) is minimized by their sliding in the wells (32) and in the accommodation housing (17) between a stowed position, in which the end of the vertical of the wing ( 40) is in abutment against the upper part of the housing, and an extended position, in which the end of the vertical of the wing is flush with the level of the upper part of the well (32) formed in the shell (1 3). The length of the vertical of the wing (40) results from the depth of the housing, therefore the height of the move (17) and the angle of inclination of the rectilinear vertical portion (43). The length of the vertical may advantageously be between 500 mm and 1500 mm, advantageously around 1000 mm.

Figure 3a shows the servo mechanism (31) for actuating and locking

the wing on the boat hull. A work of second-level or original

equipment is performed by piercing the hull of a well (32) which

marries the section of the wing, housing the servo device (31) which

actuates and which locks the wing since and in a low or high

position. The servo device is secured to a protective housing (30)

which protects the passage of the wing and the servo mechanism

(31). This protective case (30) is taken from the structural elements

of the boat, floor, livet and cabin by resumption of lamination, gluing

and / or bolting. In particular, the protective housing (30) is taken up by an anchor which rests in the triangle formed between the livet

(14), the hull (13) and the consolidation structure (12). The

protective case (30) has a substantially flat upper surface oriented at

an angle which may correspond to the angle of the straight vertical

portion (43). Thus, the protective housing (30) houses the servo

device (31) and the vertical wing (40) while restoring an oblique

floor. The size of the wing (40) and its servo mechanism (31) is

minimal and safety is ensured for people sailing on the boat (100).

The servo device (31) allows three things: 1 - the locking position 2

the translation 3 - a rotational movement to adjust the angle of the

wing in the water. The servo device (31) makes it possible to

perform these three things simultaneously and symmetrically for

each wing (40).

FIGS. 5a and 5b show a top view of two front / rear wing play

support arrangements according to the invention with a port and

starboard wing forward play which is positioned at the height of the

moving-in (17 ) and a rear wing (50) mounted on the rear engine

shaft (20) Figure 5a, or by a port and starboard rear wing clearance

(50) mounted somewhat parallel to the set of front fenders.

The rear wing (50) may advantageously have a bearing surface

projected on a horizontal plane participating for between 10% and

30% to the total lift of the boat (100), preferably participating at

about 20% of the total lift . The set of wings (40) before participates

for between 70% and 90% of the total lift. For example, for a boat

whose bearing surface wings (40) is 54 dm 2, the bearing surface of

the rear carrier plane may be of the order of 15 dm 2. Such a boat

(100) can have a take-off speed of the order of 15 kts.

The present invention therefore relates to a semi-rigid boat carrying

assembly comprising a hull (13), a cabin (12), a floor (P) and its

livettes (14), side and hollow inflated rolls (11), a storage (17), a rear

engine (20) characterized in that for front lift, side port and starboard

at the level of the arrangement (17) the hull (13) is pierced by a well

(32) which allows a wing (40) to pass therethrough in translational

locking and rotation by a servo mechanism (31) mounted in a

protective casing (30) taken from the structural elements of the boat,

floor, livet (14) and cabin (12), by resumption of lamination, gluing

and / or bolting, the wing comprises a horizontal part with a tip end d

inflated roll wing (41) whose curved shape matches the shape of the

inflated roll, and a wing vertical which comprises a vertical end (44) which curves towards the center of the boat, and for a rear lift, a wing is mounted on the motor shaft of the rear motor (20).

The present invention therefore relates to a semi-rigid boat carrying

assembly, characterized in that the rear lift is a load-bearing wing

mounted on the rear engine motor shaft (20).

The present invention thus relates to a semi-rigid boat carrying

assembly characterized in that the rear lift comprises a port and

starboard rear wing (50) mounted at the rear of the boat in parallel

with the set of front wings.

It is clear that many variants may possibly be combined here can be

made without ever departing from the scope of the invention as

defined below.

Claims (1)

1 - Semi-rigid boat carrying assembly comprising a hull (13), a

consolidation structure (12), a floor (P) and its livettes (14), side and

hollow inflated rolls (11), a central arrangement (17) comprising a

lower part (170), a rear engine (20) characterized in that:

- For a forward lift, port and starboard side at the central location

storage (17), the hull (13) is pierced with respective wells (32) which

let forward respective forward lift inflated rolls (40) in translational

locking and rotation byservo mechanisms (31 ) mounted in

protective housings (30) taken from the structural elements of the

boat, floor, livet (14) and consolidation structure (12),

- each front lift wing comprises a so-called horizontal portion with

a inflated rolld wing tip extender (41), and a so-called vertical portion

which comprises a vertical end (44) curving towards the center of

the boat,

- each front lift wing is configured so that its so-called vertical portion

is at least partially retracted inside the lower part 170, during its

storage,

- and for a rear lift, the assembly comprises one or more load

bearing wings.

2 - carrying assembly semi-rigid boat according to claim 1

characterized in that the curved shape of the front lift wings takes

the form of the inflated roll.

3 - carrying assembly semi-rigid boat according to one of the

preceding claims characterized in that the rear lift is a lifting wing

mounted on the motor shaft of the rear engine (20).

4 - semi-rigid boat carrying assembly according to one of claims 1 or

1o 2 characterized in that the rear lift comprises a set of rear wing port

and starboard (50) mounted at the rear of the boat in parallel with

the set of front wings.