HYDROPTER TRANSPORT SYSTEMS

Abstract

Hydrofoil transport system comprising at least one hydrofoil extending along a longitudinal direction (X), comprising two hulls connected by a central platform, propulsion means and a pilot station (4), said hydrofoil also comprising at its bow a first underwater mast (9) located in the longitudinal direction (X) and at its stern an underwater chassis (12), the first underwater mast (9) comprising at one end intended to be submerged a first hydrofoil (8), the underwater chassis (12) comprising at one end intended to be submerged a second hydrofoil (10), the first hydrofoil and the second hydrofoil being intended to assume at least two positions, a first position close to the hulls and a second position far from the hulls,in which the first mast is mounted to rotate movably through the central platform around a vertical axis so that the first hydrofoil can assume at least a first position orthogonal to the longitudinal direction (X) and a second position in which the first hydrofoil has an orientation different from the orthogonal orientation and in which the second hydrofoil has a fixed orientation orthogonal to the longitudinal direction. [Fig.1]

Description

Title of the invention: HYDROPTER TRANSPORT SYSTEM TECHNICAL FIELD AND PREVIOUS ART

[0001] The present invention relates to a hydrofoil transport system, said system transporting, for example, goods, freight, preferably contained in at least one container.

[0002] A hydrofoil is a boat whose hull is equipped with at least one hydrofoil. The boat's speed generates hydrodynamic lift on the hydrofoil(s) capable of raising the hull partially or completely out of the water, thereby reducing hull drag by approximately 30% to 40% and decreasing the power required for cruising speed. Furthermore, it generates little or no wake at high speeds, thus limiting erosion of riverbanks and coastlines.

[0003] This reduction in the power required makes it possible to reduce the energy required to move the boat.

[0004] Furthermore, land transport of goods is very important, with the majority of this transport carried out by truck. A small portion of goods transport is carried out by river or lake. However, such a means of transport has the advantage of relieving congestion on the roads and reducing the risk of accidents involving trucks. In addition, it consumes significantly less energy. River transport is generally carried out using barges or canal boats. However, energy consumption is still relatively high given the environmental constraints imposed in all areas. Moreover, transport by barge or canal boat is relatively slow. A slow speed is required to reduce wave generation and limit erosion, as well as to minimize disruption to river residents.

[0005] In light of the environmental challenges facing the world, the hydrofoil appears as a very interesting alternative for maritime and river transport. However, existing hydrofoils are not suitable for transporting heavy loads. Furthermore, they are quite bulky. Description of the invention

[0006] It is therefore one of the aims of the present application to offer a new system of transport on water, for example of goods, which does not have all or some of the disadvantages mentioned above.

[0007] The stated objective is achieved by a transport system, for example for goods, comprising at least one hydrofoil having two hulls and, at the bow, a first steerable hydrofoil and, at the bow, a A second hydrofoil is located at the stern, along with control mechanisms for the hydrofoil's movement and a cargo storage area between the hulls. Both hydrofoils are retractable.

[0008] The use of two hydrofoils provides sufficient lift for transporting a heavy load. Furthermore, changing the orientation of the first hydrofoil and raising both foils significantly reduces drag at low speeds and facilitates movement in shallow waters, particularly near berthing quays.

[0009] Furthermore, the use of a hydrofoil makes it possible to reach speeds three to four times greater than those of barges and other vessels without generating waves. For example, a hydrofoil can reach a cruising speed of 20 knots while generating little or no waves, whereas the speed of a barge or other vessel is limited to 5 knots to reduce wave generation. Indeed, in canals, rivers, and on certain coastlines, speed is limited to reduce wave generation, which is responsible for erosion and a nuisance to residents. Thanks to the invention, it is possible to overcome this limitation.

[0010] Hydrofoils are advantageously fixed to underwater masts, said masts being retractable and / or vertically mobile.

[0011] In a particularly advantageous way, the ends of the rear foil have a modifiable orientation allowing the wingspan of the foil to be reduced, facilitating in particular docking.

[0012] Very advantageously, the storage space is sufficient to accommodate either 2 20-foot containers or one 40-foot container capable of holding up to 30 tons of goods.

[0013] The invention makes it possible to further reduce the energy consumption of maritime and river transport systems, further reducing its carbon footprint compared to other means of transport, particularly road transport.

[0014] In a particularly advantageous manner, the transport system comprises several hydrofoils moving in convoy, with the lead hydrofoil piloting the movement of the entire convoy, and means of communication being established between the different hydrofoils. Only one pilot is then required to transport a large quantity of goods.

[0015] The present invention relates to a hydrofoil transport system comprising at least one hydrofoil extending along a longitudinal direction, having two hulls connected by a central platform, propulsion means, and a pilot station. The hydrofoil also comprises, at its bow, a first underwater mast located along the longitudinal direction and, at its stern, an underwater chassis. The first underwater mast has, at one end The submersible frame includes a first hydrofoil at one submerged end, and a second hydrofoil. Both the first and second hydrofoils are designed to assume at least two positions: a first position close to the hulls and a second position away from the hulls. The first mast is mounted to rotate flexibly through the central platform around a vertical axis, allowing the first hydrofoil to assume at least one position orthogonal to the longitudinal direction and a second position in which the first hydrofoil has an orientation different from the orthogonal direction and the second hydrofoil has a fixed orientation orthogonal to the longitudinal direction.

[0016] Most advantageously, the first hydrofoil in the second position is substantially aligned with the longitudinal direction.

[0017] The central platform may include a receiving area, for example for at least one container, between the first underwater mast and the underwater chassis.

[0018] Preferably, the propulsion means are fixed under the second hydrofoil.

[0019] Preferably, the frame comprises two second vertical masts, the second hydrofoil being fixed to a lower end of the second masts.

[0020] Most advantageously, the propulsion means comprise two pods, each pod being fixed to the right of each second mast.

[0021] In a preferred example, the hydrofoil comprises a rear platform extending behind the hulls as a continuation of the central platform, the chassis being able to slide through the rear platform and the second hydrofoil being housed under the rear platform behind the hulls in the position close to the hulls.

[0022] Preferably, the second hydrofoil has longitudinal ends articulated in rotation and / or translation so as to be able to modify its span.

[0023] In an advantageous example, the transport system includes on the central platform a first arrangement at the right of the first underwater mast to receive the first underwater mast when the first hydrofoil is housed between the hulls.

[0024] According to an additional feature, the hulls have a tapered front end and a wide rear part, the rear part extending along the central platform.

[0025] The system may also include means for measuring the longitudinal trim of the hydrofoil and means for correcting it with respect to a horizontal plane.

[0026] According to one embodiment, the hydrofoil is said to be the pilot hydrofoil, said system comprising at least one other hydrofoil, said follower hydrofoil, said follower hydrofoil extending in a longitudinal direction and comprising two hulls connected by a central platform, propulsion means and a pilot station, said hydrofoil also comprising at its bow a first mast A submarine is mounted longitudinally and at its stern has a submersible frame. The first submersible mast has a first hydrofoil at one submerged end, and the submersible frame has a second hydrofoil at one submerged end. The first and second hydrofoils are designed to assume at least two positions: a first position close to the hulls and a second position away from the hulls. The first mast is mounted to rotate movably through the central platform about a vertical axis so that the first hydrofoil can assume at least one position orthogonal to the longitudinal direction and a second position in which the first hydrofoil has an orientation different from the orthogonal direction and the second hydrofoil has a fixed orientation orthogonal to the longitudinal direction.The bridge includes a storage area, and the transport system also includes communication means enabling information exchange between the pilot hydrofoil and the follow hydrofoil. These communication means are advantageously dedicated short-range communication means configured to ensure direct information exchange between the pilot hydrofoil and the follow hydrofoil. The pilot hydrofoil includes a control unit and geolocation means, and the follow hydrofoil includes a control unit and geolocation means. The transport system is configured to operate at least in an imitation mode, in which the pilot hydrofoil is controlled by a driver and the follow hydrofoil replicates the movement behavior of the pilot hydrofoil, and in a differentiated mode, in which the movement behavior of the follow hydrofoil is controlled by the pilot hydrofoil.

[0027] In the differentiated mode, the movement behavior of the following hydrofoil is controlled directly by the driver.

[0028] According to an additional feature, the pilot hydrofoil is configured to send the control unit of the follower hydrofoil at least the positioning, direction, and speed of the pilot hydrofoil, and the control unit of the follower hydrofoil is configured to calculate the trajectory of the follower hydrofoil based on the direction and speed of the pilot hydrofoil, and / or the transport system is configured to operate in another mode, called partial imitation mode. The follower hydrofoil reproduces only part of the movement behavior of the pilot hydrofoil. Brief description of the drawings

[0029] This application will be better understood with the aid of the following description and the attached drawings, in which: - [Fig. 1] is a front perspective view of a freight transport system according to an exemplary embodiment of the present invention, in a deployed configuration, - [Fig.2] is a rear perspective view of a freight transport system according to an embodiment of the present invention, in a deployed configuration, - [Fig.3] is a side view of the transport system of [Fig.1], - [Fig.4] is a front view of the transport system of [Fig.1], - [Fig.5] is a bottom view of the transport system of [Fig.1], - [[Fig.6]] is a view of the front face of the transport system of [Fig.1] in a partially retracted position, - [Fig.7] is a front perspective view of a freight transport system according to an embodiment of the present invention, in a partially retracted configuration, - [Fig.8] is a side view of the hydrofoil from [Fig.6], - [Fig.9] is a rear perspective view of a freight transport system according to an embodiment of the present invention, in a partially retracted configuration, - [Fig.10] is a front perspective view of an example of a hydrofoil follower design, - [Fig. 1 ^ Schematic representation of an example of a transport system according to another example of an embodiment, comprising two hydrofoils, - [[Fig. 12]] is a schematic top-view representation of a transport system movement in imitation or clone mode, - [[Fig. 13]] is a schematic top-view representation of the transport system in a differentiated mode, also referred to as drone mode. DETAILED DESCRIPTION OF IMPLEMENTATION METHODS

[0030] The present invention relates to a hydrofoil transport system usable on seas and oceans, on rivers and canals and on lakes.

[0031] In the description that follows, the terms "boat", "hydrofoil" and "ship" are used interchangeably.

[0032] The front and the rear refer to the bow and the stern respectively.

[0033] Furthermore, the description will focus more particularly on a boat adapted for the transport of goods or freight, but it will be understood that the invention also relates to a hydrofoil configured for the transport of people and / or goods.

[0034] Figures 1 to 9 show an example of a transport system according to the invention. The transport system comprises at least one hydrofoil H.

[0035] The hydrofoil H comprises two hulls 2 connected by a central platform 3, a cockpit 4 and a first forward hydrofoil 8 fixed at its central part to the end of a first underwater mast 9 and located at the bow of the hydrofoil. The first mast is located substantially on the longitudinal axis X of the hydrofoil.

[0036] In addition, the central platform 3 is extended by a rear platform 11 which extends beyond the rear end of the hulls.

[0037] The first hydrofoil 8 is advantageously vertically retractable, facilitating movement in shallow water. In the example shown, the first mast is mounted to slide along a vertical axis Z through the central platform 4 and is received in a housing 13. Preferably, the housing 13 is integrated into the rear of the cockpit 4.

[0038] The first underwater mast equipped with the hydrofoil has the shape of an inverted T. Advantageously, the mast and the hydrofoil are made in one piece, for example of steel or composite materials.

[0039] In addition, the first foil is mounted to rotate around the vertical axis Z so that the first hydrofoil can take several orientations around the Z axis, including a position orthogonal to the longitudinal axis X (Figures 1 to 6) and a position aligned with the longitudinal axis (Figures 6 to 9).

[0040] In this example, the first mast is mounted to rotate around the Z axis.

[0041] In a raised state and aligned along the longitudinal axis, the forward hydrofoil is housed between the two hulls 2.

[0042] Preferably, the span of the first forward hydrofoil is such that, when the first forward hydrofoil is aligned with the longitudinal axis X, it does not extend beyond the bow of the hydrofoil, thus avoiding the risk of damage to the forward hydrofoil upon contact with obstacles. However, a forward hydrofoil with one end protruding from the bow of the hydrofoil does not fall outside the scope of the invention.

[0043] The hydrofoil also includes a second rear hydrofoil 10 fixed to an underwater frame 12 and disposed at the stern of the hydrofoil.

[0044] The second rear hydrofoil 10 is mounted under the rear platform 11.

[0045] The second hydrofoil 10 is vertically retractable.

[0046] In the example shown, the frame 12 has two parallel masts 12.1, 12.2 extending vertically to the lower end of which the second foil 10 is fixed.

[0047] In the example shown, the two masts 12.1, 12.2 are mounted to slide along a vertical axis Z through the rear platform 11.

[0048] Preferably, the longitudinal ends of the rear hydrofoil 10 are configured so that they can assume a position reducing the wingspan of the rear hydrofoil and thus reducing the risk of collision when the hydrofoil is not in flight. Preferably, when the ends of the second hydrofoil are retracted, the second hydrofoil does not extend laterally beyond the rear platform.

[0049] Thanks to the implementation of the rear platform, a housing is thus provided for the second foil at the rear of the hulls 2.

[0050] In one embodiment, the two ends are hinged around a horizontal axis parallel to the X axis, the ends rising or falling and forming an angle with the horizontal plane.

[0051] In another embodiment, the two ends are hinged around a vertical axis, the ends moving forward or backward while remaining in the plane of the rear hydrofoil.

[0052] In another example, the two ends are articulated so as to be able to orient themselves in vertical planes parallel to the longitudinal axis.

[0053] In another example, the two ends are articulated so as to be able to orient themselves in planes oblique to the transverse axis.

[0054] In another example of embodiments, the ends of the foils are mounted sliding in the plane of the hydrofoil, the hydrofoil then being telescopic.

[0055] In another example, the two ends are articulated using a deformable parallelogram so as to be able to position themselves parallel to the horizontal plane, above or below the hydrofoil.

[0056] The hydrofoil also includes propulsion means 13, 14 mounted under the rear hydrofoil. Advantageously, there are two propulsion means arranged on either side of the longitudinal axis X under the rear hydrofoil. In the example shown, one propulsion means is fixed to the mast 12.1, and the other is fixed to the mast 12.2. The use of two propulsion means allows the hydrofoil to gyrate by differentially controlling the thrust exerted by each propulsion means.

[0057] The propulsion means are preferably pods 13, 14, even more preferably electric pods.

[0058] The propulsion means can be mounted articulated in rotation around the vertical direction.

[0059] Electrical power can be supplied by rechargeable electric batteries. Alternatively, the propulsion means comprise a hydrogen engine or a fuel cell or a fossil fuel engine either coupled to an electric generator or generating mechanical energy which drives the propellers.

[0060] The propulsion means are also configured to be able to move the boat "in flight" with its maximum load. For example, in the case of a 40-foot container that can hold up to 30 tons of goods, and considering that The empty hydrofoil has a mass of 10 to 15 tonnes, the propulsion means are configured to move a mass of 50 tonnes.

[0061] By way of example, the takeoff speed is between 13 knots and 15 knots, the cruising speed is between 20 knots and 22 knots, and the top speed is around 25 knots.

[0062] The use of two parallel beams for the frame has the advantage of simplifying the raising of the rear foil. However, it will be understood that any other frame structure is possible.

[0063] Very advantageously, the masts 12.1, 12.2 are equipped with rudders 17 further improving the maneuverability of the hydrofoil.

[0064] The total surface area of ​​the hydrofoils is adapted to ensure sufficient lift for the hydrofoil loaded with goods. For example, each hydrofoil 8, 10 has a wingspan of 7 m and a surface area of ​​13 m².

[0065] By providing retractable hydrofoils, one of which aligns with the longitudinal axis, the drag of the boat is significantly reduced at low speed, which makes it possible to further reduce the energy required to move the boat.

[0066] The raising of each of the underwater masts and the rotation of the first mast are preferably ensured by electric or hydraulic motors.

[0067] Regarding the first mast, in one embodiment the first hydrofoil moves simultaneously in rotation around the Z axis and in translation along the Z axis.

[0068] For example, the first underwater mast 9 is guided by a helical shape in its arrangement so that, when raised, it naturally pivots between the position of the hydrofoil orthogonal to the longitudinal direction and the position of the hydrofoil substantially aligned with the longitudinal direction. It will be understood that the angle of rotation between the lowered and raised positions can be less than 90°. Thus, in the raised position, the first hydrofoil can assume any orientation between the orthogonal and aligned orientations, this orientation nevertheless offering a reduction in lateral bulk and drag.

[0069] Alternatively, the vertical movement of the first mast and its rotation are successive. For example, first, the first mast is lowered, and then it is rotated to assume the active position. Advantageously, the hydrofoil's rotation is triggered automatically after the underwater mast has reached the desired deployed position.

[0070] For the rear hydrofoil, a rack and pinion type system can be implemented for vertical movement. Any other means such as a (electric or pneumatic) cylinder or a chain / cable / belt combined with one or more return elements can be used.

[0071] Underwater masts are referred to as "Under water struts" in Anglo-Saxon terminology.

[0072] In addition, the hydrofoil has a receiving area 5 on the central platform, which in this example is configured for storing goods. Advantageously, this storage area is sized to accommodate a shipping container C (shown in dashed lines in [Fig. 3]), for example, a 40-foot container, i.e., with a length of 12 m, a width of 2.44 m, and a height of 2.59 m. This type of container can carry up to 30 tonnes of goods.

[0073] The use of two hydrofoils provides sufficient storage space to accommodate one or more containers. The front mast and the chassis are positioned relative to each other to free up space for one 40-foot container or two 20-foot containers.

[0074] The hulls 2 are advantageously configured to improve the stability of the boat, particularly during the loading and unloading phases.

[0075] The hulls have a tapered front end 2.1 to cut through the water and a wide rear section 2.2 extending below the landing area 5, improving the stability of the hydrofoil. The rear section extends, for example, over two-thirds of the length of each hull.

[0076] In addition, the shape of the hulls ensures sufficient buoyancy.

[0077] Bow thrusters advantageously placed at the front allow for increased maneuverability of the boat.

[0078] It will be understood that a hydrofoil comprising a single flat-bottomed hull is shaped to accommodate the front or curved-bottom hydrofoil and whose deck forms the reception area.

[0079] The hydrofoil may consist of only one vertically movable hydrofoil whose ends are mobile to reduce its wingspan.

[0080] The hydrofoil includes an electronic control unit UC1 or central computer and at least one underwater mast position sensor. The hydrofoil also includes all the measuring instruments normally found on a boat to ensure safe and compliant navigation. The control unit UC1 is connected to the propulsion system and the pilot station. A maneuver by the operator via the pilot station is transmitted to the propulsion system and the various equipment of the pilot boat by the control unit UC1.

[0081] The cockpit 4 can be a conventional cockpit with a steering wheel or joysticks. Alternatively, the cockpit 4 includes a joystick-type human-machine interface and a touchscreen or tablet connected to the control unit UC1, through which the driver gives driving instructions and selects modes.

[0082] In this example, the helm station 4 is located at the bow of the boat and includes the fitting 16. It is in the form of a pilot cabin. The pilot cabin can be mounted to slide vertically on the fitting 16 between a low position (shown in dashed lines) allowing the pilot easy access to the interior of the pilot cabin, and a high position offering good visibility to the pilot.

[0083] For example, a rack and pinion system (not shown) is provided between the cabin and the fitting 16 and an electric motor ensures the movement of the cockpit.

[0084] A goods transport system in which the pilot station is on the deck or at the stern level does not fall outside the scope of the present invention.

[0085] Hydrofoils 8 and 10 can be equipped with hinged flaps or control surfaces. The hydrofoils may have hinged flaps arranged on either side of the underwater mast, forming the trailing edge. Controlling these flaps allows for the management of roll and longitudinal stability. Alternatively, the hydrofoil has one flap on each side of the mast or more than two flaps.

[0086] The forward and aft underwater masts can be deployed at different depths. Adjusting these two depths allows the longitudinal trim of the vessel to be set. Preferably, the roll angle control and the longitudinal trim control are interdependent. This interdependence can be managed by an experienced pilot or automatically using models, as is well known in the prior art.

[0087] Preferably, the boat is equipped with means for measuring the height of the boat relative to the water surface in flight and means for detecting other vessels, for example these means are of the LIDAR (Light Detection And Ranging in Anglo-Saxon terminology) type using the principle of laser rangefinding.

[0088] An example of the operation of the goods transport system is as follows.

[0089] The hydrofoil is docked, for example in a river port. The first mast 9 and the second underwater masts 9, 12 are in the raised position, the first hydrofoil 8 is aligned with the X-axis of the hydrofoil and is housed between the two hulls 2. The aft hydrofoil is housed under the aft platform and advantageously the ends of the hydrofoil are in the retracted position. Thus, the hydrofoils 8, 10 do not protrude laterally from the hull and are positioned as close as possible to the hull. This facilitates docking. The risks of interaction with the shallow seabed are reduced.

[0090] A crane loads a container onto the hydrofoil storage area.

[0091] Means are possibly provided for securing the container to the deck, for example strap systems.

[0092] When the container is in place, the pilot begins maneuvers to leave the port. He starts the propulsion systems. The underwater masts remain in the retracted position. The hydrofoil H moves away from the quay at low speed.

[0093] When the hydrofoil is in sufficiently deep water, this information is provided to the pilot, for example, by means of a sonar system on board. The pilot then increases the boat's speed. Once sufficient speed is reached, the pilot commands the deployment of the underwater masts. The first mast 8 slides downwards and pivots simultaneously, and the aft masts slide downwards and their ends deploy, allowing the boat to rise above the water's surface and "fly" above the water using the hydrofoils. The energy consumption required for this movement is significantly reduced compared to conventional waterborne freight transport.

[0094] In one embodiment, the deployment of the masts and the ends of the rear hydrofoil can be automatically controlled as soon as a minimum speed is reached. Similarly, the retraction of the masts can be automatically controlled as soon as the boat's speed drops below a maximum speed.

[0095] As the vessel approaches the port of destination, the pilot reduces the ship's speed and orders the raising of the underwater masts. This simultaneously causes the forward hydrofoil to rotate into a position aligned with the ship's axis and the ends of the aft hydrofoil to retract. In this position, the ship can reach the quay without risk of collision between the hydrofoils and the seabed or any other structure, since no ends of the hydrofoils protrude from the platforms. Once the ship is alongside the quay, a crane unloads the container. Either another container is loaded onto the ship, for example, an empty one, or the ship departs empty.

[0096] In a very advantageous example schematically represented in Figures 11 to 13, the goods transport system comprises a master or pilot hydrofoil P similar to the hydrofoil H of [Fig. 1], and one or more follower hydrofoils designated by the reference S, thus forming a convoy with a pilot hydrofoil and follower hydrofoils, thus enabling the transport of several containers with a single pilot.

[0097] W denotes the water surface.

[0098] In [Fig. 10], an example of a follower hydrofoil S can be seen.

[0099] In the following description, the transport system comprises a single following hydrofoil. The following hydrofoil S has a structure relatively close to That of the pilot hydrofoil P. It comprises two hulls connected by a central platform, a first hydrofoil 108 fixed to the end of a first underwater mast 109, a second hydrofoil 110 fixed to the ends of two underwater masts 112, and propulsion means 113, 114. Alternatively, the support vessel may include one or more propulsion means. The central platform includes a cargo area.

[0100] In the example shown, the propulsion means 113, 114 are provided for the rear hydrofoil.

[0101] Advantageously, the underwater masts 109 and 112 are retractable, facilitating movement in shallow water and reducing drag at low speeds. The forward hydrofoil pivots around the vertical axis to align with the longitudinal axis and fit between the two hulls. The aft hydrofoil advantageously has folding ends.

[0102] In this example, the follower hydrofoil S does not have a pilot station.

[0103] As with the H hydrofoil, the pilot hydrofoil P includes an electronic control unit UC1 or central computer and at least one underwater mast position sensor. The pilot hydrofoil P also includes all the measuring elements normally fitted to a boat to ensure safe and regulated navigation. The UC1 control unit is connected to the propulsion system and the helm station. A maneuver by the operator via the helm station is transmitted to the propulsion system and the various equipment of the pilot boat by the UC1 control unit.

[0104] The cockpit is similar to that of the hydrofoil H.

[0105] The follower hydrofoil includes a control unit UC2 and the measuring elements usually fitted to a boat to ensure safe navigation.

[0106] The pilot hydrofoil P and the follow hydrofoil S also include satellite geolocation means GP, GS respectively allowing a location of a few meters, for example on the order of a few meters.

[0107] The pilot hydrofoil and the follow hydrofoil include TCP / TCS communication means between them. Preferably, these means are short-range communication means implementing a technology designated "dedicated short-range communication" or DSRC. These communication means are particularly suited to direct vehicle-to-vehicle or V-to-V communication (approximately ten meters). An example of such communication means is described in the document "Vehicle to vehicle data transfer and communication using LI-FI technology," Anbalagan et al., in materialstoday: PROCEEDINGS, vol. 45, Part 7, 2021, pages 5925-5933.

[0108] These means are radiocommunication means which allow for very localized communication. Furthermore, they do not interfere with other communication systems.

[0109] The TCP communication means of the pilot hydrofoil P comprise a pilot transmitter and a pilot receiver and the TCS communication means of the follower hydrofoil S comprise a follower transmitter and follower receiver which communicate by teletransmission.

[0110] The pilot transmitter is configured to send information and instructions to the control unit UC2 of the follower hydrofoil via the follower receiver, and the follower transmitter is configured to send information to the control unit UC1 of the pilot hydrofoil via the pilot receiver.

[0111] According to the invention, the transport system is configured so that in a first mode of operation, called imitation or clone mode, the follower hydrofoil S reproduces the movement behavior of the pilot hydrofoil P, and in a second mode of operation, called differentiated mode or drone mode, the follower hydrofoil S follows the instructions from the cockpit and has a movement behavior different from that of the pilot hydrofoil P.

[0112] In the imitation mode, the control unit UC1 sends the trajectory of the pilot hydrofoil to the control unit UC2 via the pilot transmitter and the follower receiver. The pilot hydrofoil processes this information and calculates the trajectory of the follower hydrofoil. Preferably, the transmission takes place directly between the pilot transmitter and the follower receiver, i.e., via V2V, which allows for a shorter exchange time, increased responsiveness, and enhanced transmission security. Alternatively, the transmission can take place via a third-party device, for example, via a local server or a remote cloud. This alternative is feasible in areas with good internet network coverage. Furthermore, the use of the cloud can be considered for processing all or part of certain tasks, provided that the communication time is acceptable and communication security is ensured.

[0113] This trajectory is obtained, for example, by means of satellite geolocation. The control unit UC2 controls all the means involved in the movement of the following hydrofoil, such as the propulsion means and the hydrofoils, so that they reproduce the trajectory of the pilot hydrofoil while maintaining a distance between the pilot hydrofoil and the following hydrofoil. The distance is chosen to ensure the safety of the boats and according to the maximum communication distance between the boats.

[0114] Furthermore, this distance may vary depending on weather conditions. Indeed, in the event of heavy swells, it may be necessary to increase this distance.

[0115] The accuracy of satellite geolocation is sufficient to manage the distance between boats. Indeed, it is not necessary to maintain this distance strictly; it may vary by a few meters. A safety margin is therefore provided to avoid any risk of collision.

[0116] Using satellite geolocation to maintain the distance between boats makes it possible to avoid having to implement sensors between boats; this is all the more advantageous as such sensors are very difficult to implement in a marine environment.

[0117] Communication between the pilot boat and the follow boat is carried out, for example, in the following manner.

[0118] The pilot transmitter sends an information frame to the follower receiver at a certain frequency, for example one to several tens of times per second.

[0119] The information contained in the frame includes, for example, at least the direction of the pilot boat, the speed of the pilot boat, and possibly the location of the pilot boat. Advantageously, the state of the hydrofoils is also transmitted, i.e., a deployed state or a retracted state.

[0120] Preferably, information on speed and direction is obtained, for example, by geolocation means. Alternatively, this information is obtained by means on board the pilot boat.

[0121] When the follower receiver receives this information, the follower transmitter issues an acknowledgment confirming the receipt and consideration of this information.

[0122] The control unit UC2 uses this information, along with the geolocation data of the following vessel, and deduces the movement characteristics of the following vessel so that it reproduces the same trajectory while maintaining a certain distance. It should be noted that the instructions sent to the propulsion means 113 take into account the mass of the following vessel and other characteristics of the following vessel that affect its movement.

[0123] This loop communication continues throughout the entire movement in imitation mode.

[0124] The information frame also allows for the transfer of information from the following vessel to the pilot vessel, such as damage or information on navigation conditions, for example, an increase in swell. Thus, the control unit UC1 is aware at all times of the status and navigation conditions of the following vessel.

[0125] Other information can be sent to the following vessel, for example, the activation of the traffic lights. This information is then processed by the UC2 control unit as needing to be reproduced.

[0126] It should be noted that, preferably, the stability of the following boat is managed automatically by the equipment on board the following boat, thus the The pilot boat driver does not have to manage this, especially since he is at a distance from the pilot boat.

[0127] This direct communication method between the two boats offers robust and secure operation.

[0128] However, preferably, computer security means, also called cybersecurity means, may be provided to increase the operational security of the transport system by securing communications between the two ships and preventing any intrusion by a third party into their onboard electronic architectures.

[0129] The imitation can be partial. In certain situations, it is desirable that the pilot boat's behavior not be reproduced exactly. For example, the operator decides that the following boat should not or cannot imitate the pilot boat; for instance, if the operator considers its load too heavy and that it cannot deploy its hydrofoils, in which case it sends an instruction to the UC2 control unit not to deploy the hydrofoils. Thus, when the pilot boat is moving at a speed sufficient to move on the hydrofoils, the following boat reproduces the pilot boat's trajectory and possibly other behaviors of the pilot boat, but moves on its hull. In this configuration, the following boat sends a signal to the pilot boat as soon as the distance between the two boats exceeds a limit value; the pilot boat then reduces its speed to reduce the distance.

[0130] The differentiated mode will now be described.

[0131] According to the invention, the follower boat can be controlled directly by the pilot boat, for example by the pilot boat driver so that the follower boat has a movement distinct from that of the pilot boat, for example when docking.

[0132] Indeed, when the pilot boat approaches a quay, it comes to a stop, and the follower boat then comes to a stop behind the pilot boat at a predetermined distance. In order to also allow the follower boat to dock, it can be commanded to perform a docking maneuver while the pilot boat is stationary. Furthermore, the docking will take place at a location separate from that of the pilot boat. To achieve this, the operator, via the human-machine interface, takes control and sends specific instructions directly to the UC2 control unit of the follower boat so that the follower boat performs particular maneuvers. In other words, the follower boat is remotely controlled by the operator. These commands can be transmitted via short-range communication systems.

[0133] This instruction to the following boat can be sent manually by the driver or automatically by the control unit UC1.

[0134] Alternatively, a message is sent to the driver via the human-machine interface who decides whether or not to order the control unit UC2 to prohibit the deployment of the hydrofoils.

[0135] This type of instruction can take into account several parameters, the mass of the goods, weather conditions such as wind speed, wave height...

[0136] Advantageously, in the imitation mode, it is provided that the following vessel cannot overtake the pilot vessel. Thus, means are implemented to ensure that the following vessel is constantly kept behind the pilot vessel unless a docking maneuver requires it.

[0137] Preferably, all information relating to the navigation of the following vessel is displayed or at least accessible on the pilot vessel's human-machine interface so that the operator has complete knowledge of the following vessel's situation. For example, the relative position of the two vessels may be displayed, such as a top-down view of the following vessel and the pilot vessel, or any other visualization that could be obtained with or without the aid of onboard cameras on the following vessel.

[0138] An example of transport system displacement will now be described.

[0139] The transport system is used for example to transport containers between a first river port and a second river port.

[0140] The pilot boat and the support boat are alongside at the first port. The hydrofoils are in the raised position.

[0141] A crane loads a container onto the pilot boat and a container onto the follower boat S. The trim of each boat is measured and corrected if necessary. The other conditions are checked, and it is assumed that these are such that the hydrofoils of each boat can be deployed. The position of the follower boat for loading the container may be distant from that of the pilot boat. The positioning at this location may have been commanded by the pilot boat operator in differentiated mode.

[0142] The freight transport system is ready to move to the second river port.

[0143] The imitation mode is activated either by the driver or automatically. If the location of the following vessel is far from that of the pilot vessel, it can be programmed for the latter to automatically join the pilot vessel.

[0144] The operator starts the propulsion means of the pilot boat, which begins to move forward. By imitation, the control unit activates the propulsion means and begins to move. The beginning of the movement of the following boat can then take place after the pilot boat has started moving in order to maintain the required safety distance.

[0145] When the seabed is sufficiently deep, the operator deploys the pilot boat's hydrofoils and buoys. This information is sent to the UC2 control unit of the following boat, which then orders the deployment of the following boat's hydrofoils and buoys.

[0146] When the pilot boat reaches sufficient speed, its hull lifts and the pilot boat enters "flight mode." The follower boat behaves the same way. Each boat manages its stability independently. Figure 12 shows a schematic representation of the transport system's movement, with the pilot boat following trajectory T and the follower boat mimicking trajectory T.

[0147] The two vessels travel in convoy, and the following vessel follows the pilot vessel's course. At any time, the operator can manually, possibly following a warning issued to the control unit UC1, or the control unit UC1 can automatically send an instruction to the following vessel to modify its behavior in response to external events. Cases of automatic interventions by the control unit UC1 are pre-recorded in the control unit UC1's memory.

[0148] As the convoy approaches the second river port, the speed is reduced, the masts are retracted, the hydrofoils are aligned with the longitudinal direction, and the buoys are deployed. The pilot boat P positions itself parallel to the quay Q and stops, and the follower boat also stops parallel to the quay ([Fig. 13]). The operator can switch to differentiated mode if necessary. To do this, they take control of the follower boat. The operator, for example using the human-machine interface, commands the movement of the follower boat, for example, to position the follower boat very close to the pilot boat without regard to the distance set during the maneuvers. When moving in differentiated mode, the operator has the follower boat in sight.

[0149] It should be noted that communication between the follower boat and the pilot boat is permanent, i.e. even when both boats are stationary, and at least as long as the boats are electrically supplied.

[0150] A transport system comprising more than one follower vessel does not fall outside the scope of the present invention. In this case, the control station is configured to allow selection of the follower vessel(s) to which the differentiated mode is to be applied.

[0151] In the examples described, each hydrofoil carries one container; it will be understood that each hydrofoil can carry several smaller containers. By Elsewhere, the hydrofoil can transport goods that are not stored in one or more containers but in the form of crates that are secured on the deck, for example by means of a net or any other means.

[0152] The follower hydrofoil may include a rotating forward mast and a rotating rear mast.

[0153] The present invention offers an alternative to existing maritime and river transport systems, this alternative being both energy-efficient and faster. Furthermore, it can be relatively quiet.

Claims

Demands

1. Hydrofoil transport system comprising at least one hydrofoil extending along a longitudinal direction (X) comprising two hulls connected by a central platform (3), propulsion means (13, 14) and a pilot station (4), said hydrofoil also comprising at its bow a first underwater mast (9) located in the longitudinal direction (X) and at its stern an underwater chassis (12), the first underwater mast (9) comprising at one end intended to be submerged a first hydrofoil (8), the underwater chassis (12) comprising at one end intended to be submerged a second hydrofoil (10), the first hydrofoil (8) and the second hydrofoil (10) being intended to assume at least two positions, a first position close to the hulls (2) and a second position far from the hulls (2),in which the first mast is mounted to rotate movably through the central platform around a vertical axis so that the first hydrofoil can assume at least a first position orthogonal to the longitudinal direction (X) and a second position in which the first hydrofoil has an orientation different from the orthogonal orientation and in which the second hydrofoil has a fixed orientation orthogonal to the longitudinal direction.

2. Transport system according to claim 1, wherein the first hydrofoil (8) in the second position is substantially aligned with the longitudinal direction (X).

3. Transport system according to claim 1 or 2, wherein the central platform comprises a receiving area (5), for example of at least one container, between the first underwater mast and the underwater chassis.

4. Transport system according to any one of claims 1 to 3, wherein the propulsion means are fixed under the second hydrofoil.

5. Transport system according to claims 1 to 4, wherein the chassis comprises two second vertical masts, the second hydrofoil being fixed to a lower end of the second masts.

6. Transport system according to the preceding claim, wherein the propulsion means comprise two pods, each pod being fixed to the right of each second mast.

7. A transport system according to any one of claims 1 to 6, wherein the hydrofoil comprises a rear platform extending behind the hulls(2) as a continuation of the central platform, wherein the chassis is able to slide through the rear platform and wherein the second hydrofoil is housed under the rear platform behind the hulls in the position close to the hulls.

8. Transport system according to any one of claims 1 to 7, wherein the second hydrofoil has longitudinal ends articulated in rotation and / or translation so as to be able to modify its span.

9. Transport system one of claims 1 to 8, comprising on the central platform a first arrangement (13) at the right of the first underwater mast (9) to receive the first underwater mast (9) when the first hydrofoil (8) is housed between the hulls.

10. A transport system according to any one of the preceding claims, wherein the hulls have a tapered front end and a wide rear portion, the rear portion extending along the central platform.

11. Transport system according to any one of claims 1 to 10, comprising means for measuring the longitudinal trim of the hydrofoil and means for correcting it with respect to a horizontal plane.

12. A transport system according to any one of claims 1 to 11, wherein the hydrofoil (P) is said to be the pilot hydrofoil, said system comprising at least one other hydrofoil, said follower hydrofoil, in which said follower hydrofoil extends along a longitudinal direction (X) and comprises two hulls connected by a central platform, propulsion means and a pilot station, said hydrofoil also comprising at its bow a first underwater mast located in the longitudinal direction and at its stern an underwater chassis, the first underwater mast comprising at one end intended to be submerged a first hydrofoil, the underwater chassis comprising at one end intended to be submerged a second hydrofoil, the first hydrofoil and the second hydrofoils being intended to assume at least two positions, a first position close to the hulls and a second position far from the hulls,in which the first mast is mounted to rotate movably through the central platform around an axis,

13.

14. vertical so that the first hydrofoil can take at least a first position orthogonal to the longitudinal direction and a second position in which the first hydrofoil has an orientation different from the orthogonal orientation and in which the second hydrofoil has a fixed orientation orthogonal to the longitudinal direction, in which said bridge includes a storage area, in which the transport system also includes communication means (TCP, TCS) allowing an exchange of information between the pilot hydrofoil (P) and the follow hydrofoil (S), said communication means being advantageously dedicated short-range communication means configured to ensure a direct exchange of information between the pilot hydrofoil and the follow hydrofoil, in which the pilot hydrofoil (P) includes a control unit (UC1) and geolocation means (GP),wherein the follower hydrofoil (S) comprises a control unit (UC2) and geolocation means (GS), said transport system being configured to operate at least in an imitation mode in which the pilot hydrofoil (P) is controlled by a driver and the follower hydrofoil (S) reproduces the movement behavior of the pilot hydrofoil, and in a differentiated mode in which the movement behavior of the follower hydrofoil (S) is controlled by the pilot hydrofoil (P). Marine transport system according to claim 12, wherein in the differentiated mode the movement behavior of the follower hydrofoil is controlled directly by the driver. Marine transport system according to claim 12 or 13, wherein the pilot hydrofoil is configured to send to the control unit of the follower hydrofoil at least the positioning,the direction and speed of the pilot hydrofoil and the control unit of the follow hydrofoil is configured to calculate the trajectory of the follow hydrofoil based on the direction and speed of the pilot hydrofoil and / or in which the transport system is configured to operate in another mode, called partial imitation mode, in which the follow hydrofoil reproduces only part of the movement behavior of the pilot hydrofoil.

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