Hydrofoil with variable lift and drag for a nautical craft

Abstract

The invention relates to a hydrofoil (1) for a watercraft comprising a fuselage (2) and two wings (4, 5) arranged on each side of the fuselage (2) and intended to provide hydrodynamic lift to the hydrofoil (1) when it is moving in the water. According to the invention, the two wings (4, 5) are rotatable relative to the fuselage (2) between a deployed position when the hydrofoil (1) is stationary and a retracted position towards a rear part (7) of the fuselage (2) by the pressure of the water exerted on the wings (4, 5) when the hydrofoil (1) is moving in the water. Abstract figure: Fig. 1

Description

Title of the invention: Hydrofoil with variable lift and drag for a nautical craft

[0001] The invention relates to a hydrofoil for a nautical craft and to a nautical craft comprising such a hydrofoil.

[0002] Watercraft such as boats, windsurf boards, stand up paddle boards, surfboards, kite surfboards or windsurf boards use hydrofoils (or foils) to reduce the drag of a watercraft hull crossing the water and provide faster movement.

[0003] Hydrofoils such as that in document FR3049262 make it possible to vary the height of the hull of the nautical craft depending on the speed of the craft in the water.

[0004] Hydrofoils comprise a fuselage, a mast intended to be attached to the watercraft, two wings at the front of the fuselage and a tail at the rear of the fuselage. The wings are intended to provide hydrodynamic lift to the hydrofoil when it is moving in the water.

[0005] However, the hydrofoils of the prior art have the disadvantage of causing drag in the water, reducing the speed of the nautical craft when it reaches high speeds. The performance of the nautical craft is therefore limited by the hydrofoils of the prior art.

[0006] The aim of the invention is therefore to overcome the drawbacks of the prior art by proposing a hydrofoil making it possible to reduce the lift and therefore the drag of the hydrofoil in the water as a function of the speed of the nautical craft in order to increase the speed of the craft.

[0007] To do this, the invention thus relates, in its broadest sense, to a hydrofoil for a nautical craft comprising a fuselage and two wings arranged on each side of the fuselage and intended to provide hydrodynamic lift to the hydrofoil when it is moving in the water.

[0008] According to the invention, the two wings are rotatable relative to the fuselage between a deployed position when the hydrofoil is stationary and a retracted position towards a rear part of the fuselage by the pressure of the water exerted on the wings when the hydrofoil moves in the water.

[0009] The invention thus provides a hydrofoil making it possible to reduce the lift and therefore the drag of the hydrofoil in the water as a function of the speed of the nautical craft and more precisely when the speed of the nautical craft increases.

[0010] The variable geometry wings of the hydrofoil make it possible to reduce the drag at the leading edges and therefore the friction of the hydrofoil with the water. The machine nautical can thus reach higher speeds. Navigation comfort is also improved.

[0011] Advantageously, in the deployed position, the two wings are substantially perpendicular to a longitudinal axis L of the fuselage. In the retracted position, each of the two wings forms an angle with the longitudinal axis L when the speed of the hydrofoil is greater than a minimum speed. This angle is less than 90° and gradually decreases when the speed of the hydrofoil increases.

[0012] According to a possible embodiment, the wings are mechanically connected to a mobile assembly moving in translation inside the fuselage along the longitudinal axis L and relative to the fuselage. The retraction of the two wings towards the fuselage causes the translation of the mobile assembly towards a front part of the fuselage. The deployment of the two wings causes the translation of the mobile assembly towards the rear part of the fuselage.

[0013] This mobile assembly provides a simple and solid means of movement.

[0014] Preferably, the wings comprise a first wing mounted for rotation on the fuselage about a first axis and a second wing mounted for rotation on the fuselage about a second axis. The hydrofoil comprises connecting means connecting the wings to the mobile assembly.

[0015] According to one embodiment, the connecting means comprise two recesses hollowed out on each side of the movable assembly, a first recess receiving an inner end of the first wing and a second recess receiving an inner end of the second wing. The inner end of the first wing forms a lever against a front portion of the first recess to push the movable assembly towards the front portion of the fuselage when the speed of the hydrofoil increases. The inner end of the second wing forms a lever against a front portion of the second recess to push the movable assembly towards the front portion of the fuselage when the speed of the hydrofoil increases.

[0016] Preferably, the hydrofoil comprises compression means connected to the moving assembly and opposing a resistance force to a force exerted by the pressure of the water on the wings during the movement of the hydrofoil so that the retraction of the wings is adapted to the speed of the hydrofoil.

[0017] This allows the wings to return to their initial position, i.e. in the deployed position, when the hydrofoil slows down or stops. The compression means oppose a resisting force to a force exerted by the pressure of the water on the wings so that the folding of the wings is adapted to the speed of the craft in order to obtain the best lift / drag / speed ratio.

[0018] According to a variant, the compression means comprise at least one spring mounted in compression between a front end of the fuselage and a front end of the mobile assembly.

[0019] This provides a robust, simple and lightweight mechanism.

[0020] According to another variant, the mobile assembly has an elongated shape along the longitudinal axis L. The hydrofoil comprises a tail unit fixed to a rear end of the mobile assembly so that the tail unit is movable in translation between a deployed position when the wings are deployed and a retracted position towards the fuselage when the wings are retracted.

[0021] The empennage may or may not partially retract inside the fuselage.

[0022] The overall length of the hydrofoil may be decreased by a translational movement in order to bring the empennage closer to the wings in a linear manner, in correlation, in synergy and simultaneously with the progressive orientation of the wings towards the rear. This makes it possible to further reduce lift and drag in the water.

[0023] According to another embodiment, the movable assembly comprises a first movable element actuated by the pressure of the water on the first wing and a second movable element actuated by the pressure of the water on the second wing. The first movable element and the second movable element move independently of each other depending on the trajectory followed by the hydrofoil.

[0024] Thus, each of the wings is autonomous in the event of a change in the trajectory of the hydrofoil. This allows the management of the speed differential in turns. The performance of the hydrofoil is improved.

[0025] The invention also relates to a nautical craft comprising at least one hydrofoil as defined above. The hydrofoil is attached to the nautical craft by a mast.

[0026] Embodiments of the present invention will be described below, by way of non-limiting examples, with reference to the appended figures in which:

[0027] [Fig-1] schematically illustrates a top view of a hydrofoil having deployed wings, according to a first embodiment;

[0028] [Fig.2] schematically illustrates a top view of the hydrofoil illustrated in [Fig.l], when its wings are retracted;

[0029] [Fig.3] schematically illustrates a top view of a hydrofoil having deployed wings, according to a second embodiment.

[0030] [Fig.l] illustrates a hydrofoil 1 (or foil) comprising a fuselage 2, a mast 3 intended to be fixed to a nautical craft and two wings 4, 5 including a first wing 4 and a second wing 5 positioned at a front part 8 of the fuselage 2.

[0031] The terms “front” and “rear” are defined relative to the normal direction of advancement A of the hydrofoil 1 in the water.

[0032] The fuselage 2 extends along a longitudinal axis L. The mast 3 is perpendicular to the fuselage 2.

[0033] According to a variant, the hydrofoil 1 may also comprise a tail unit 6 positioned at a rear part 7 of the fuselage 2. The tail unit 6 may be formed from a single fin or from two fins 42, 43 substantially parallel to the two wings 4, 5.

[0034] The wings 4, 5 and the empennage 6 are intended to provide hydrodynamic lift to the hydrofoil 1 when it is moving in the water in the direction of advance A.

[0035] The wings 4, 5 are substantially perpendicular to the mast 3.

[0036] The empennage 6 may comprise a fin substantially perpendicular to the fins 42, 43.

[0037] Alternatively, the wings 4, 5 may form an angle with the mast 3 which is different from 90°. This angle may be between 89° and 80° or between 91° and 100°, for example.

[0038] The nautical craft may be a boat, a windsurf board, a stand up paddle board, a surfboard, a kite surf board, a wingsurf board or a windsurf board, for example.

[0039] According to the invention, the two wings 4, 5 fold towards the fuselage 2 by the pressure of the water exerted on the wings 4, 5 when the hydrofoil 1 moves in the water in the direction of advance A, preferably at very high speed.

[0040] More precisely, the two wings 4, 5 are rotatable relative to the fuselage 2 between a deployed position and a retracted position towards a rear part 7 of the fuselage 2. The deployed position corresponds to a substantially perpendicular positioning of the two wings 4, 5 relative to the longitudinal axis L, as illustrated in [Fig.l], when the speed of the hydrofoil 1 is zero or low.

[0041] When the nautical craft, and therefore the hydrofoil 1, is stationary, the two wings 4, 5 are preferably perpendicular to the longitudinal axis L of the fuselage 2. An angle ai of approximately 90° is formed between the first wing 4 and the longitudinal axis L of the fuselage 2. Similarly, an angle a2 of approximately 90° is formed between the second wing 5 and the longitudinal axis L of the fuselage 2. The two wings 4, 5 are aligned.

[0042] When the two wings 4, 5 are in the retracted position towards the rear part 7 of the fuselage 2, as illustrated in [Fig.2], that is to say when the speed of the hydrofoil 1 is greater than a minimum speed, the angles ai and a2 are less than 90° and decrease progressively when the speed of the hydrofoil 1 increases.

[0043] Each of the two wings 4, 5 extends in a main direction P. More precisely, the angle ai or a2 corresponds to the angle between the longitudinal axis L of the fuselage 2 and the main direction P of each of the two wings 4, 5.

[0044] According to the embodiment of figures 1 and 2, the angles ai and a2 are equal.

[0045] Alternatively, the two wings 4, 5 may not be completely perpendicular. relative to the longitudinal axis L of the fuselage 2 and can form an angle ai or a2 a little less than 90°, 85° for example, with the longitudinal axis L, when the machine nautical is at a standstill.

[0046] As the speed of the watercraft increases, the pressure of the water on the wings 4, 5 causes them to fold towards the rear part 7 of the fuselage 2, forming swept wings whose degree of sweep varies according to the speed.

[0047] The wings 4, 5 are mechanically connected to a mobile assembly 9, 9a, 9b moving in translation inside the fuselage 2 along the longitudinal axis L and relative to the fuselage 2 and to the wings 4, 5.

[0048] The retraction of the two wings 4, 5 towards the fuselage 2 causes the translation of the mobile assembly 9, 9a, 9b towards the front part 8 of the fuselage 2. The deployment of the two wings 4, 5 causes the translation of the mobile assembly 9, 9a, 9b towards the rear part 7 of the fuselage 2.

[0049] The mobile assembly 9, 9a, 9b extends along the longitudinal axis L.

[0050] According to the embodiment shown in Figures 1 and 2, the mobile assembly 9, 9a, 9b comprises a single mobile element 9, having a rod shape.

[0051] The hydrofoil 1 comprises connecting means 12, 13 connecting the wings 4, 5 to the mobile element 9 so as to allow simultaneous movement of the two wings 4, 5 and to obtain angles ai and a2 which are substantially identical for the two wings.

[0052] Preferably, the connecting means 12, 13 comprise two recesses 14, 15 hollowed out on each side of the movable element 9, including a first recess 14 receiving an internal end 16 of the first wing 4 and a second recess 15 receiving an internal end 17 of the second wing 5.

[0053] The inner end 16 of the first wing 4 forms a lever against a front portion 18 of the first recess 14 to push the movable element 9 towards the front portion 8 of the fuselage 2 when the speed of the hydrofoil 1 increases. By analogy, the inner end 17 of the second wing 5 also forms a lever against a front portion 19 of the second recess 15 to push the movable element 9 towards the front portion 8 of the fuselage 2 when the speed of the hydrofoil 1 increases.

[0054] Preferably, the inner end 16 of the first wing 4 and the inner end 17 of the second wing 5 form a point or have a rounded shape with a small radius of curvature.

[0055] The first wing 4 is mounted in rotation on the fuselage 2 around a first axis 10 and the second wing 5 is mounted in rotation on the fuselage 2 around a second axis 11.

[0056] The first axis 10 and the second axis 11 are positioned near the respective inner ends 16, 17.

[0057] Alternatively, the connecting means 12, 13 may comprise two sets of gears (not shown) including a first set of gears associated with the first wing 4 and a second set of gears associated with the second wing 5.

[0058] Each set of gears comprises a first gear fixed to the inner end 16 of the first wing 4 cooperating with a second gear fixed to one of the sides of the movable element 9.

[0059] The gears have curved or half-sphere shapes. The first gear has a counter shape of the second gear. For example, the first gear has a concave shape and the second gear has a convex shape.

[0060] The hydrofoil 1 comprises compression means 20, 20a, 20b connected to the mobile element 9 and opposing a resistance force to a force exerted by the pressure of the water on the wings 4, 5 during the movement of the hydrofoil 1 so that the retraction of the wings 4, 5 is adapted to the speed of the hydrofoil 1.

[0061] Preferably, the compression means 20, 20a, 20b are placed at the front of the fuselage.

[0062] The compression means 20, 20a, 20b comprise at least one spring 20, 20a, 20b mounted in compression between a front end 21 of the fuselage 2 and a front end 22 of the movable element 9.

[0063] The compression means 20, 20a, 20b are calibrated according to the desired performance.

[0064] In the example of figures 1 and 2, the compression means 20, 20a, 20b comprise a single spring 20.

[0065] The spring 20 tends to push the movable element 9 towards the rear part 7 of the fuselage 2.

[0066] The retraction of the wings 4, 5 occurs from a minimum speed of the hydrofoil 1 (or threshold). The pressure of the water on the wings 4, 5 must be sufficient to allow the spring 20 to be compressed.

[0067] The minimum speed can be one knot, for example.

[0068] The angles ai and a2, and therefore the level of lift and drag, depend on the calibration of the spring 20 or its stiffness coefficient.

[0069] According to a variant, the front end 21 of the fuselage 2 comprises a first lug 38 in which a first end 40 of the spring 20 is inserted. A second lug 39 is provided at the front end 22 of the movable element 9 for the insertion and holding of a second end 41 of the spring 20.

[0070] Alternatively, the compression means 20, 20a, 20b can be replaced by a return means such as a return spring connected to the front end 22 of the movable element 9 and to the rear part 7 of the fuselage 2.

[0071] Alternatively, the compression means 20, 20a, 20b may be a hydraulic, pneumatic or gas (nitrogen) cylinder, for example.

[0072] Alternatively, the compression means 20, 20a, 20b can be positioned in mast 3.

[0073] According to one embodiment, the empennage 6 is fixed in a non-removable manner to the rear part 7 of the fuselage 2.

[0074] According to another embodiment, the empennage 6 is fixed to a rear end 23 of the movable element 9 so that the empennage 6 is movable in translation between a deployed position when the wings 4, 5 are deployed and a retracted position towards the fuselage 2 when the wings 4, 5 are retracted.

[0075] Thus, the empennage 6 follows the translational movement of the mobile assembly 9 along the longitudinal axis L.

[0076] The total length of the hydrofoil 1 can decrease by a translational movement in order to bring the fins 42 of the empennage 6 closer to the wings 4, 5, in a linear manner, in correlation, in synergy and simultaneously with the progressive orientation of the wings 4, 5 towards the rear.

[0077] The empennage may or may not partially retract inside the fuselage.

[0078] The rear portion 7 of the fuselage 2 comprises a slot into which a central portion 24 of the empennage 6 is inserted when the empennage 6 is in the retracted position.

[0079] When the speed of the hydrofoil 1 is zero or low, the two wings 4, 5 are unfolded and the empennage 6 is deployed outside the fuselage 2 as far as possible.

[0080] As the speed of the hydrofoil 1 increases, the two wings 4, 5 fold towards the rear of the fuselage 2 and the empennage 6 partially retracts into the rear part 7 of the fuselage 2, further reducing the lift and drag in the water. The leading edges are further reduced.

[0081] According to another variant, the empennage 6 moves but does not enter the rear part 7 of the fuselage 2.

[0082] Preferably, at maximum speed, when the wings 4, 5 are completely retracted and the empennage 6 is in the maximum retracted position, a lateral end edge 25 of the first wing 4 is opposite an edge 27 of a first fin 42 of the empennage 6.

[0083] Similarly, a lateral end edge 26 of the second wing 5 is opposite an edge 28 of a second fin 43 of the empennage 6.

[0084] The fuselage 2 comprises a first lateral slot 29 extending along the longitudinal axis L to allow the passage of a portion 33 of the first wing 4 and its retraction inside the fuselage 2 when the first wing 4 is in the retracted position.

[0085] Similarly, the fuselage 2 comprises a second lateral slot 30 extending along the longitudinal axis L to allow the passage of a portion 34 of the second wing 5 and its retraction inside the fuselage 2 when the second wing 5 is in the retracted position.

[0086] The first lateral slot 29 comprises a stop 31 at a front end 36 of the first side slit 29.

[0087] The second side slot 30 includes a stop 32 at a front end 37 of the second side slot 30.

[0088] Advantageously, the lateral slots 29, 30 are each delimited by a fairing 44, 45 projecting from the external surface of the fuselage 2, towards the outside, and covering a part of the wings 4, 5 to ensure aerodynamic continuity between the fuselage 2 and the wings 4, 5.

[0089] According to another embodiment shown in [Fig.3], the mobile assembly 9, 9a, 9b comprises a first mobile element 9a actuated by a first wing 104 and a second mobile element 9b actuated by a second wing 105.

[0090] The first wing 104 is mounted in rotation on the fuselage 102 around a first axis 110 and the second wing 105 is mounted in rotation on the fuselage 102 around a second axis 111.

[0091] The first movable element 9a and the second movable element 9b are distinct and move independently of each other.

[0092] First connecting means 112 mechanically connect the first wing 104 to the first movable element 9a and second connecting means 113 mechanically connect the second wing 105 to the second movable element 9b.

[0093] Preferably, the connecting means 112, 113 comprise two recesses 114, 115 hollowed out on each side of the movable elements 9a, 9b, including a first recess 114 receiving an internal end 116 of the first wing 104 and a second recess 115 receiving an internal end 117 of the second wing 105.

[0094] The inner end 116 of the first wing 104 forms a lever against a front portion 118 of the first recess 114 to push the first movable element 9a towards the front portion 108 of the fuselage 102 when the speed of the hydrofoil 100 increases.

[0095] By analogy, the inner end 117 of the second wing 105 also forms a lever against a front portion 119 of the second recess 115 to push the second movable element 9b towards the front portion 108 of the fuselage 102 when the speed of the hydrofoil 100 increases.

[0096] The hydrofoil 100 comprises a first compression means 20a connected to the first mobile element 9a and opposing a resistance force to a force exerted by the pressure of the water on the first wing 104 during the movement of the hydrofoil 100 so that the retraction of the first wing 104 is adapted to the speed of the hydrofoil 100 and to the trajectory followed by the nautical craft.

[0097] The hydrofoil 100 also comprises a second compression means 20b connected to the second movable element 9b and opposing a resistance force to a force exerted by the pressure of the water on the second wing 105 during the movement of the hydrofoil 100 so that the retraction of the second wing 105 is adapted to the speed of the hydrofoil 100 and the trajectory taken by the nautical vehicle.

[0098] Preferably, the compression means 20a, 20b are placed at the front of the fuselage 2.

[0099] According to a possible embodiment, the first compression means 20a comprises a first spring 20a mounted in compression between a front end 121 of the fuselage 102 and a front end 22a of the first movable element 9a.

[0100] The second compression means 20b comprises a second spring 20b mounted in compression between a front end 121 of the fuselage 102 and a front end 22b of the second movable element 9b.

[0101] The springs 20a, 20b are calibrated according to the requirements and in particular the desired lift / drag / speed ratio.

[0102] Preferably, the springs 20a, 20b are calibrated identically and are identical.

[0103] The springs 20a, 20b tend to independently push each of the movable elements 9a, 9b towards the rear part 107 of the fuselage 102.

[0104] The retraction of the wings 104, 105 occurs from a minimum speed of the hydrofoil 100 (or threshold). The water pressure on the wings 104, 105 must be sufficient to allow the springs 20a, 20b to be compressed.

[0105] When the nautical craft and therefore the hydrofoil 100 is stationary, the two wings 104, 105 are preferably perpendicular to the longitudinal axis L of the fuselage 102. An angle ai of approximately 90° is formed between the first wing 104 and the longitudinal axis L of the fuselage 102. Similarly, an angle a2 of approximately 90° is formed between the second wing 105 and the longitudinal axis L of the fuselage 102. The two wings 104, 105 are aligned.

[0106] As the speed of the watercraft increases, the water pressure on the wings 104, 105 causes compression of the springs 20a, 20b and consequently retraction of the wings 104, 105 towards the rear part 107 of the fuselage 102.

[0107] When the nautical craft is going straight, the retraction of the wings 104, 105 is identical and therefore the angles ai and a2 are also identical.

[0108] However, when the watercraft turns to the right, as illustrated in the diagram of [Fig.3], the water pressure on the first wing 104 is greater than the water pressure on the second wing 105. The first spring 20a is compressed more than the second spring 20b. The first wing 104 is retracted more than the second wing 105.

[0109] The smaller the curvature of the right turn, the more the first wing 104 is folded. The angle ai is therefore smaller than the angle a2. The lift and therefore the drag in the water are greater for the first wing 104 than for the second wing 105.

[0110] This principle is identical for a left turn compared to the diagram in [Fig.3]

[0111] The angles ai and a2 are therefore not always identical and depend on the direction of the hydrofoil 100 and the radius of curvature of the turn.

[0112] Thus, each of the wings 104, 105 is autonomous in the event of a variation in the trajectory of the hydrofoil 100. This allows management of the speed differential in turns.

[0113] The angles ai and a2 and therefore the level of lift and drag also depend on the calibration of the springs 20a, 20b.

[0114] According to a possible variant, the front end 121 of the fuselage 102 comprises a first lug 138 into which a first end 140 of the first spring 20a is inserted. The front end 121 of the fuselage 102 comprises a second lug 138a into which a first end 140a of the second spring 20b is inserted.

[0115] According to one embodiment, the empennage 106 is fixed in a non-removable manner to the rear part 107 of the fuselage 102.

[0116] According to another embodiment, the empennage 106 comprises two fins 142, 143 substantially parallel to the two wings 104, 105.

[0117] A first fin 142 is fixed to a rear end 23a of the first movable element 9a so that the first fin 142 is movable in translation between a deployed position when the first wing 104 is unfolded and a retracted position inside the fuselage 2 when the first wing 104 is retracted.

[0118] A second fin 143 is attached to a rear end 23b of the second movable element 9b so that the second fin 143 is movable in translation between a deployed position when the second wing 105 is unfolded and a retracted position inside the fuselage 102 when the second wing 105 is folded.

[0119] Thus, the fins 142, 143 are independent and follow the translational movement of the respective mobile assemblies 9a, 9b along the longitudinal axis L.

[0120] The fuselage 102 comprises a first lateral slot 129 extending along the longitudinal axis L to allow the passage of a portion 133 of the first wing 104 and its retraction inside the fuselage 102 when the first wing 104 is in the retracted position.

[0121] Similarly, the fuselage 102 comprises a second lateral slot 130 extending along the longitudinal axis L to allow the passage of a portion 134 of the second wing 105 and its retraction inside the fuselage 102 when the second wing 105 is in the retracted position.

[0122] The first side slot 129 includes a stop 131 at a front end 136 of the first side slot 129.

[0123] The second side slot 130 includes a stop 132 at a front end 137 of the second side slot 130.

[0124] Advantageously, the lateral slots 129, 130 are each delimited by a fairing 144, 145 projecting from the external surface of the fuselage 102, towards the exterior, and covering a portion of the wings 104, 105 to ensure aerodynamic continuity between the fuselage 102 and the wings 104, 105.

Claims

Claims

1. Hydrofoil (1, 100) for a watercraft comprising a fuselage (2, 102) and two wings (4, 5, 104, 105) arranged on each side of the fuselage (2, 102) and intended to provide hydrodynamic lift to the hydrofoil (1, 100) when it is moving in the water, characterized in that the two wings (4, 5, 104, 105) are rotatable relative to the fuselage (2, 102) between a deployed position when the hydrofoil (1, 100) is stationary and a retracted position towards a rear part (7) of the fuselage (2, 102) by the pressure of the water exerted on the wings (4, 5, 104, 105) when the hydrofoil (1, 100) is moving in the water, in position deployed, the two wings (4, 5, 104, 105) are substantially perpendicular to a longitudinal axis (L) of the fuselage (2, 102), in the retracted position, each of the two wings (4, 5, 104, 105) forming an angle with the longitudinal axis (L) when the speed of the hydrofoil (1, 100) is greater than a minimum speed,said angle being less than 90° and decreasing progressively when the speed of the hydrofoil (1, 100) increases, the wings (4, 5, 104, 105) are mechanically connected to a mobile assembly (9, 9a, 9b) moving in translation inside the fuselage (2, 102) along the longitudinal axis (L) and relative to the fuselage (2, 102), the retraction of the two wings (4, 5, 104, 105) towards the fuselage (2, 102) causing the translation of the mobile assembly (9, 9a, 9b) towards a front part (8, 108) of the fuselage (2, 102), and the deployment of the two wings (4, 5, 104, 105) causing the translation of the mobile assembly (9, 9a, 9b) towards the rear part (7, 107) of the fuselage (2, 102).,

2. Hydrofoil (1, 100) according to claim 1, characterized in that the wings (4, 5, 104, 105) comprise a first wing (4, 104) mounted for rotation on the fuselage (2, 102) about a first axis (10, 110) and a second wing (5, 105) mounted for rotation on the fuselage (2, 102) about a second axis (11, 111), the hydrofoil (1, 100) comprising connecting means (12, 13, 112, 113) connecting the wings (4, 5, 104, 105) to the mobile assembly (9, 9a, 9b).

3. Hydrofoil (1, 100) according to claim 2, characterized in that the connecting means (12, 13, 112, 113) comprise two recesses (14, 15, 114, 115) hollowed out on each side of the mobile assembly (9, 9a, 9b) including a first recess (14, 114) receiving an internal end (16, 116) of the first wing (4, 104) and a second recess (15, 115) receiving an inner end (17, 117) of the second wing (5, 105), the inner end (16, 116) of the first wing (4, 104) forming a lever against a front part (18, 118) of the first recess (14, 114) to push the movable assembly (9, 9a, 9b) towards the front part (8, 108) of the fuselage (2, 102) when the speed of the hydrofoil (1, 100) increases and the inner end (17, 117) of the second wing (5, 105) forming a lever against a front part (19, 119) of the second recess (15, 115) to push the movable assembly (9, 9a, 9b) towards the front part (8, 108) of the fuselage (2, 102) when the speed of the hydrofoil (1, 100) increases.

4. Hydrofoil (1, 100) according to any one of claims 1 to 3, characterized in that it comprises compression means (20, 20a, 20b) connected to the mobile assembly (9, 9a, 9b) and opposing a resistance force to a force exerted by the pressure of the water on the wings (4, 5, 104, 105) during the movement of the hydrofoil (1, 100) so that the retraction of the wings (4, 5, 104, 105) is adapted to the speed of the hydrofoil (1, 100).

5. Hydrofoil (1, 100) according to claim 4, characterized in that the compression means (20, 20a, 20b) comprise at least one spring (20, 20a, 20b) mounted in compression between a front end (21, 121) of the fuselage (2, 102) and a front end (22, 22a, 22b) of the mobile assembly (9, 9a, 9b).

6. Hydrofoil (1, 100) according to any one of claims 1 to 5, characterized in that the movable assembly (9, 9a, 9b) has an elongated shape along the longitudinal axis (L), the hydrofoil comprising a tail unit (6, 106) fixed to a rear end (23, 23a, 23b) of the movable assembly (9, 9a, 9b) so that the tail unit (6, 106) is movable in translation between a deployed position when the wings (4, 5, 104, 105) are deployed and a retracted position towards the fuselage (2, 102) when the wings (4, 5, 104, 105) are retracted.

7. Hydrofoil (1, 100) according to any one of claims 1 to 6, characterized in that the movable assembly (9, 9a, 9b) comprises a first movable element (9a) actuated by the pressure of the water on the first wing (104) and a second movable element (9b) actuated by the pressure of the water on the second wing (105), the first movable element (9a) and the second movable element (9b) moving independently of each other depending on the trajectory followed by the hydrofoil (100).

8. Nautical craft, characterized in that it comprises at least one hydrofoil (1, 100) as defined according to any one of claims 1 to 7, the hydrofoil (1, 100) being fixed to the nautical craft by a mast (3).

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