Hydrofoil transport system

Abstract

The invention relates to a hydrofoil transport system comprising at least one hydrofoil craft extending in a longitudinal direction (X) and comprising two hulls connected by a central platform, propulsion means and a control house (4), wherein the hydrofoil craft further comprises, at its bow, a first underwater pylon (9) located along the longitudinal direction (X) and, at its stern, an underwater frame (12), wherein the first underwater pylon (9) comprises, at one end intended to be submerged, a first hydrofoil (8), and wherein the underwater frame (12) comprises, at one end intended to be submerged, a second hydrofoil (10), wherein the first hydrofoil and the second hydrofoil are intended to adopt at least two positions, a first position close to the hulls and a second position away from the hulls, and wherein the first pylon is mounted so as to be rotatable through the central platform about a vertical axis such that at least a first position can be assumed, in which the first hydrofoil is orthogonal to the longitudinal direction (X) and a second position can be assumed, 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.

Description

[0001] Description

[0002] TITLE: HYDROPTER TRANSPORT SYSTEM

[0003] TECHNICAL FIELD AND PREVIOUS ART

[0004] The present invention relates to a hydrofoil transport system, said system transporting, for example, goods, freight, preferably contained in at least one container.

[0005] 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), lifting the hull partially or completely out of the water. This reduces hull drag by approximately 30% to 40% and decreases the power required for cruising speed. Furthermore, it generates little to no wake at high speeds, thus minimizing erosion of riverbanks and coastlines.

[0006] This reduction in power required reduces the energy needed to move the boat.

[0007] Furthermore, land freight transport is very important, with the majority of this transport carried out by truck. A small portion of freight transport is carried out by river or lake. However, this mode 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 remains relatively high given the environmental constraints imposed in all sectors. 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 riverside residents.

[0008] Given 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.

[0009] STATEMENT OF THE INVENTION

[0010] It is therefore one aim of the present application to offer a new system of transport on water, for example of goods, which does not present all or some of the disadvantages mentioned above.

[0011] The stated objective is achieved by a transport system, for example for goods, comprising at least one hydrofoil with two hulls, a first steerable hydrofoil at the bow and a second hydrofoil at the stern, means for controlling the movement of the hydrofoil, and a storage space for goods between the hulls. Both hydrofoils are retractable.

[0012] The use of two hydrofoils provides sufficient lift for transporting a heavy load. Furthermore, changing the orientation of the first hydrofoil and raising both hydrofoils significantly reduces drag at low speeds and facilitates movement in shallow waters, particularly near docking quays.

[0013] Furthermore, the use of a hydrofoil allows 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 to 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 along certain coastlines, speed is limited to reduce wave generation, which is responsible for erosion and a nuisance to residents. Thanks to this invention, it is possible to overcome this limitation.

[0014] Hydrofoils are advantageously attached to underwater masts, said masts being retractable and / or vertically mobile.

[0015] A particularly advantageous feature is that the ends of the rear hydrofoil have a modifiable orientation allowing the hydrofoil's wingspan to be reduced, making docking easier.

[0016] Very advantageously, the storage space is sufficient to accommodate either 2 twenty-foot containers, or one forty-foot container capable of holding up to 30 tons of goods.

[0017] The invention further reduces the energy consumption of maritime and river transport systems, thereby lowering their carbon footprint compared to other modes of transport, particularly road transport. A particularly advantageous feature of the transport system is that it comprises several hydrofoils moving in convoy, with the lead hydrofoil piloting the entire convoy. Communication channels are established between the different hydrofoils. This allows only one pilot to transport a large quantity of goods.

[0018] The present invention relates to a hydrofoil transport system comprising at least one hydrofoil extending along a longitudinal direction, comprising two hulls connected by a central platform, propulsion means and a piloting 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 hydrofoil being intended to take at least two positions, a first position close to the hulls and a second position far 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 with a different orientation. The second hydrofoil preferably has a fixed orientation orthogonal to the longitudinal direction.

[0019] Most advantageously, the first hydrofoil in the second position is substantially aligned with the longitudinal direction.

[0020] The central platform may include a receiving area, for example for at least one container, between the first underwater mast and the underwater chassis.

[0021] Preferably, the propulsion means are fixed under the second hydrofoil.

[0022] Preferably, the frame has two second vertical masts, with the second hydrofoil attached to a lower end of the second masts.

[0023] Very advantageously, the propulsion system comprises two pods, each pod being fixed to the right of each second mast.

[0024] In a preferred example, the hydrofoil has a rear platform extending behind the hulls as an extension of the central platform, the chassis being able to slide through the rear platform and the second hydrofoil fitting under the rear platform behind the hulls in the position close to the hulls.

[0025] Preferably, the second hydrofoil has longitudinal ends articulated in rotation and / or translation so as to be able to modify its span.

[0026] 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.

[0027] According to an additional feature, the hulls have a tapered front end and a wide rear section, the rear section extending along the central platform. The system may also include means for measuring the longitudinal trim of the hydrofoil and means for correcting it relative to a horizontal plane.

[0028] According to one embodiment, the hydrofoil is said to be a pilot hydrofoil, the system comprising at least one other hydrofoil, called a follower hydrofoil, the follower hydrofoil extending in a longitudinal direction and comprising two hulls connected by a central platform, propulsion means and a piloting station, the 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 take at least two positions, a first position close to the hulls and a second position far from the hulls.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 one position orthogonal to the longitudinal direction and a second position in which the first hydrofoil has an orientation other than orthogonal 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, said transport system being configured to operate at least in an imitation mode in which the pilot hydrofoil is controlled by a driver and the follow hydrofoil reproduces 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.

[0029] In differentiated mode, the movement behavior of the following hydrofoil is controlled directly by the driver.

[0030] According to an additional feature, the pilot hydrofoil is configured to send the follower hydrofoil's control unit at least its position, direction, and speed, and the follower hydrofoil's control unit is configured to calculate the follower hydrofoil's trajectory based on the pilot hydrofoil's direction and speed. Alternatively, the transport system is configured to operate in another mode, known as partial mimicry mode. The follower hydrofoil replicates only a portion of the pilot hydrofoil's movement behavior.

[0031] BRIEF DESCRIPTION OF THE DRAWINGS

[0032] This application will be better understood with the help of the following description and the attached drawings, which:

[0033] - Figure 1 is a front perspective view of a freight transport system according to an exemplary embodiment of the present invention, in a deployed configuration,

[0034] - Figure 2 is a rear perspective view of a freight transport system according to an exemplary embodiment of the present invention, in a deployed configuration,

[0035] - Figure 3 is a side view of the transport system shown in Figure 1.

[0036] - Figure 4 is a front view of the transport system shown in Figure 1,

[0037] - Figure 5 is a bottom view of the transport system shown in Figure 1,

[0038] - Figure 6 is a view of the front face of the transport system of Figure 1 in a partially retracted position,

[0039] - Figure 7 is a front perspective view of a freight transport system according to an embodiment of the present invention, in a partially retracted configuration,

[0040] - Figure 8 is a side view of the hydrofoil in Figure 6,

[0041] - Figure 9 is a rear perspective view of a freight transport system according to an embodiment of the present invention, in a partially retracted configuration; - Figure 10 is a front perspective view of an embodiment of a following hydrofoil.

[0042] - Figure 11 is a schematic representation of an example of a transport system according to another embodiment, comprising two hydrofoils,

[0043] - Figure 12 is a schematic top-view representation of a movement of the transport system in imitation or clone mode,

[0044] - Figure 13 is a schematic top-view representation of the transport system in a differentiated mode, also referred to as drone mode,

[0045] - Figure 14 is a rear perspective view of a freight transport system according to another embodiment of the present invention, in a deployed configuration.

[0046] DETAILED DESCRIPTION OF IMPLEMENTATION METHODS

[0047] The present invention relates to a hydrofoil transport system usable on seas and oceans, on rivers and canals and on lakes.

[0048] In the description that follows, the terms "boat", "hydrofoil" and "ship" are used interchangeably.

[0049] The front and the rear refer to the bow and the stern respectively.

[0050] 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.

[0051] Figures 1 to 9 show an example of a transport system according to the invention. The transport system comprises at least one hydrofoil H.

[0052] 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 positioned approximately on the longitudinal axis X of the hydrofoil.

[0053] In addition, the central platform 3 is extended by a rear platform 11 which extends beyond the rear end of the hulls.

[0054] 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. The first underwater mast equipped with the hydrofoil is in the shape of an inverted T. Advantageously, the mast and the hydrofoil are made as a single unit, for example, of steel or composite materials.

[0055] In addition, the first hydrofoil is mounted to rotate around the vertical Z axis so that the first hydrofoil can take several orientations around Z axis, including a position orthogonal to the longitudinal X axis (Figures 1 to 6) and a position aligned with the longitudinal axis (Figures 6 to 9).

[0056] In this example, the first mast is mounted to rotate around the Z axis.

[0057] In a raised and aligned position along the longitudinal axis, the forward hydrofoil is housed between the two hulls 2.

[0058] The raised position of the first hydrofoil is advantageous such that, when the hydrofoil is not in flight (in Archimedean regime and at rest), the first hydrofoil is out of the water, even when the hydrofoil is loaded, reducing the buildup of deposits, also known as fouling, on the hydrofoil. Such deposits can thus be significantly reduced, limiting the decrease in the hydrofoil's efficiency. Furthermore, this out-of-water position reduces the required maintenance. In addition, maintenance of the first hydrofoil can be performed by a diver without having to dry-dock the hydrofoil.

[0059] Limiting fouling also allows for the use of larger usable hydrofoil surfaces.

[0060] The implementation of two hulls connected by a platform provides space to house the first hydrofoil, which has a significant height, allowing the first hydrofoil to be positioned in a very high raised position relative to the waterline, thus ensuring that the first hydrofoil in the raised position is out of the water even when the hydrofoil is fully loaded.

[0061] Preferably, the span of the first forward hydrofoil is such that, when 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 remains within the scope of the invention. Alternatively, the end at the bow is retractable.

[0062] The hydrofoil also includes a second rear hydrofoil 10 attached to an underwater frame 12 and positioned at the stern of the hydrofoil.

[0063] The second rear hydrofoil 10 is mounted under the rear platform 11. The second hydrofoil 10 is vertically retractable.

[0064] In the example shown in figures 1 to 10, the frame 12 has two parallel masts 12.1, 12.2 extending vertically on either side of the longitudinal axis X, at the lower end of which the second hydrofoil 10 is fixed.

[0065] The second hydrofoil has a fixed orientation around the vertical axis orthogonal to the longitudinal direction X.

[0066] The implementation of a frame with two masts arranged on either side of the X axis provides high torsional rigidity around the vertical axis, which allows the dimensions of each of the masts 12.1, 12.2 to be reduced.

[0067] 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.

[0068] The raised position of the second hydrofoil 10 is such that it remains above the waterline even when the hydrofoil is loaded, thus limiting fouling. The implementation of the aft platform 3, which extends beyond the aft longitudinal end of the hulls 2, allows the second hydrofoil to be positioned relatively high and raised, further protecting it from fouling.

[0069] The raised positions of the front and rear hydrofoils above the waterline also improve navigation in Archimedean mode because the risk of the hydrofoils coming into contact with the water is limited, reducing drag.

[0070] Preferably, the longitudinal ends of the rear hydrofoil 10 are configured to be able to assume a position that reduces the wingspan of the rear hydrofoil, thereby 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. It should be noted that the structural part of the hydrofoil is primarily located in the central section; therefore, the implementation of movable ends does not interfere with the hydrofoil's operation.

[0071] Thanks to the implementation of the rear platform, a space is thus provided for the second hydrofoil at the rear of hulls 2.

[0072] In one embodiment, the two ends are hinged around a horizontal axis parallel to the X-axis, with the ends raising or lowering and forming an angle with the horizontal plane. The rear platform 11 can then have openings for the passage of the hydrofoil ends in the folded position. In another embodiment, the two ends are hinged around a vertical axis, with the ends moving forward or backward while remaining in the plane of the rear hydrofoil.

[0073] In another example, the two ends are hinged so that they can be oriented in vertical planes parallel to the longitudinal axis.

[0074] In another example, the two ends are hinged so that they can be oriented in planes oblique to the transverse axis.

[0075] In another example of implementation, the ends of the hydrofoils are mounted to slide in the plane of the hydrofoil, the hydrofoil then being telescopic.

[0076] In another example, the two ends are articulated using a deformable parallelogram so that they can be positioned parallel to the horizontal plane, above or below the hydrofoil.

[0077] In another example, the dimensions of the second hydrofoil are such that it can offer sufficient lift while having an overall dimension not exceeding the overall dimension of the two hulls in the transverse direction.

[0078] 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.

[0079] In the example shown, one propulsion means is fixed to the mast 12.1, and another propulsion means is fixed to the mast 12.2. The implementation of two propulsion means makes it possible to ensure a rotation of the hydrofoil by differentially controlling the thrust exerted by each of the propulsion means.

[0080] The means of propulsion are preferably pods 13, 14, for example electric pods.

[0081] In another example, each of the propellers is driven via a mechanical transmission and linkage from a mechanical motion generated by an electric motor on the rear platform 11. Each transmission is mounted through a mast 12.1, 12.2.

[0082] The propulsion means can be mounted articulated to rotate around the vertical direction.

[0083] The redundancy of propulsion systems ensures that in the event of a failure of one of them, a source of propulsion is always available. The drift generated by the operation of one of the propulsion systems is compensated for by the rudder controls. In Archimedean flight, the propulsion systems are submerged, allowing the hydrofoil to move and steer.

[0084] In resting position, for example at the dock, the means of propulsion may or may not be submerged.

[0085] Electrical power can be supplied by rechargeable electric batteries. Alternatively, the propulsion means include a hydrogen engine or a fuel cell or a fossil fuel engine either coupled to an electric generator or generating mechanical energy that drives the propellers.

[0086] The propulsion systems 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 cargo, and considering that the empty hydrofoil has a mass of 10 to 15 tons, the propulsion systems are configured to move a mass of 50 tons.

[0087] As an 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.

[0088] The use of two parallel beams for the frame has the advantage of simplifying the raising of the rear hydrofoil. However, it should be understood that any other frame structure is possible.

[0089] Very advantageously, the masts 12.1, 12.2 are equipped with rudders 17 further improving the maneuverability of the hydrofoil.

[0090] In another embodiment shown in Figure 14, the 12' frame has a single mast supporting the 10' hydrofoil. The mast can be fitted with a 17' rudder for maneuvering the hydrofoil. Alternatively, the mast is mounted to rotate about the vertical axis over an angular range of + / - 30°, also serving as a rudder. The 13' propulsion system is located below the 13' hydrofoil. When the second mast acts as a rudder, in Archimedean equilibrium the second foil is raised but preferably remains below the hulls, reducing the risk of contact between the foil and the hulls when the mast is pivoted. In its resting position, for example, when docked, the second foil is raised below the aft platform above the waterline.

[0091] The total surface area of ​​the hydrofoils is adapted to ensure sufficient lift for the cargo-laden hydrofoil. For example, each hydrofoil has a wingspan of 7 m and a surface area of ​​13 m². 2 .

[0092] By incorporating retractable hydrofoils, one of which aligns with the longitudinal axis, the boat's drag is significantly reduced at low speeds, further reducing the energy required to move the boat.

[0093] The raising of each of the underwater masts and the rotation of the first mast are preferably ensured by electric or hydraulic motors.

[0094] Regarding the first mast, in one example of implementation the first hydrofoil moves simultaneously in rotation around the Z axis and in translation along the Z axis.

[0095] 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 hydrofoil's position orthogonal to the longitudinal direction and the hydrofoil's position 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 orthogonal and aligned, although this orientation offers a reduction in lateral bulk and drag.

[0096] In another embodiment, the translational movements of the mast along the Z-axis and the rotational movements around the Z-axis of the first mast 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.

[0097] For the rear hydrofoil, a rack and pinion system can be used for vertical movement. Other means, such as a cylinder (electric or pneumatic) or a chain / cable / belt system combined with one or more linkage elements, can also be used.

[0098] Underwater struts are referred to as "underwater struts" in English. Furthermore, the hydrofoil has a receiving area 5 on its central platform, which in this example is configured for cargo storage. This storage area is advantageously sized to accommodate a C-type shipping container (shown as a dashed line in Figure 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 tons of cargo. The use of two hydrofoils creates a storage area sufficient to hold one or more containers. The forward mast and the frame are positioned relative to each other to free up space for a 40-foot container or two 20-foot containers.

[0099] Hulls 2 are advantageously configured to improve the stability of the boat, particularly during loading and unloading phases.

[0100] The hulls have a tapered front end 2.1 to cut through the water and a wide rear section 2.2 extending under the landing area 5, improving the hydrofoil's stability. The rear section extends, for example, over two-thirds of the length of each hull.

[0101] In addition, the shape of the hulls ensures sufficient buoyancy.

[0102] Bow thrusters advantageously positioned at the front allow for increased maneuverability of the boat.

[0103] It will be understood that a hydrofoil comprising a single flat-bottomed hull is shaped to accommodate the front hydrofoil or a domed bottom and whose deck forms the reception area.

[0104] The hydrofoil may consist of only one vertically movable hydrofoil with movable ends to reduce its wingspan.

[0105] 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 typically found on a vessel to ensure safe and compliant navigation. The UC1 control unit is connected to the propulsion system and the pilot station. A maneuver by the operator via the pilot station is transmitted by the UC1 control unit to the propulsion system and the various equipment of the pilot boat.

[0106] Cockpit 4 can be a conventional cockpit with a steering wheel or joysticks. Alternatively, cockpit 4 includes a joystick and touchscreen or tablet human-machine interface connected to the UC1 control unit, through which the driver gives driving instructions and selects modes.

[0107] In this example, the helm station 4 is located at the bow of the boat and includes the fitting 16. It takes the form of a pilothouse. The pilothouse can be mounted vertically on the fitting 16, sliding between a low position (shown as a dashed line) allowing the pilot easy access to the interior, and a high position offering good visibility. For example, a rack and pinion system (not shown) is provided between the cabin and the fitting 16, and an electric motor powers the movement of the pilothouse.

[0108] 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.

[0109] Hydrofoils 8 and 10 can be equipped with hinged flaps or control surfaces. These hydrofoils may have hinged flaps positioned on either side of the underwater mast, forming the trailing edge. Controlling these flaps allows for roll and longitudinal stability management. Alternatively, the hydrofoil may have one flap on each side of the mast or more than two flaps.

[0110] The forward and aft underwater masts can be deployed at different depths. Adjusting these two depths allows for the regulation of the boat's longitudinal trim. 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.

[0111] Preferably, the boat is equipped with means of measuring the height of the boat relative to the water surface in flight and means of detecting other vessels, for example these means are of the LIDAR type (Light Detection And Ranging in Anglo-Saxon terminology) using the principle of laser rangefinding.

[0112] An example of how the cargo transport system works is as follows. The hydrofoil is docked, for example, in a river port. The first mast 9 and the second underwater masts 9 and 12 are in the raised position. The first hydrofoil 8 is aligned with the hydrofoil's X-axis and is housed between the two hulls 2. The aft hydrofoil is housed under the aft platform, and advantageously, the hydrofoil tips are retracted. Thus, the hydrofoils 8 and 10 do not protrude laterally from the hull and are positioned as close as possible to it. This facilitates docking and reduces the risk of interaction with the shallow seabed.

[0113] A crane loads a container onto the hydrofoil storage area.

[0114] Means are possibly planned to secure the container to the bridge, for example strap systems.

[0115] Once the container is in place, the pilot begins maneuvering to leave the port. He starts the propulsion systems. The underwater masts remain retracted. The hydrofoil H moves away from the quay at low speed.

[0116] 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 slides downward and pivots simultaneously, and the aft masts slide downward and their ends deploy, allowing the boat to rise above the water's surface and "fly" on the hydrofoils. The energy consumption required for this movement is significantly reduced compared to conventional waterborne freight transport.

[0117] 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.

[0118] As the vessel approaches the container's port of entry, the pilot reduces the ship's speed and raises the underwater masts. This simultaneously rotates the forward hydrofoil into a position aligned with the ship's centerline and retracts the ends of the aft hydrofoil. In this position, the ship can approach the quay without risk of collision between the hydrofoils and the seabed or any other structure, since no hydrofoil ends protrude from the platforms. Once the ship is alongside, a crane unloads the container. Either another container is loaded onto the ship, such as an empty one, or the ship departs empty.

[0119] In a very advantageous example schematically represented in figures 11 to 13, the cargo transport system comprises a master or pilot hydrofoil P similar to the hydrofoil H in figure 1, and one or more follower hydrofoils designated by the reference S, thus forming a convoy with a pilot hydrofoil and follower hydrofoils, allowing the transport of several containers with a single pilot.

[0120] W denotes the water surface.

[0121] Figure 10 shows an example of a follower hydrofoil S.

[0122] In the following description, the transport system comprises a single following hydrofoil. The following hydrofoil S is structurally quite similar to that of the pilot hydrofoil P. It consists of two hulls connected by a central platform, a first hydrofoil 108 attached to the end of a first underwater mast 109, a second hydrofoil 110 attached to the ends of two underwater masts 112, and propulsion means 113, 114. Alternatively, the following vessel may include one or more propulsion means. The central platform includes a cargo area.

[0123] In the example shown, the propulsion means 113, 114 are provided for the rear hydrofoil.

[0124] 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 its vertical axis to align with the longitudinal axis and stow between the two hulls. The aft hydrofoil features foldable ends.

[0125] In this example, the follower hydrofoil S does not have a cockpit.

[0126] As with the H hydrofoil, the P pilot hydrofoil includes an electronic control unit UC1, or central computer, and at least one underwater mast position sensor. The P pilot hydrofoil also includes all the measuring instruments typically found on a vessel to ensure safe and compliant 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.

[0127] The cockpit is similar to that of the hydrofoil H.

[0128] The follow hydrofoil includes a UC2 control unit and the measuring elements usually fitted to a boat to ensure safe navigation.

[0129] The pilot hydrofoil P and the follow hydrofoil S also include means of geolocation by satellite GP, GS respectively allowing a location of a few meters, for example on the order of a few meters.

[0130] The pilot and follow hydrofoils are equipped with TCP / TCS communication means. Preferably, these means are short-range communication methods implementing a technology designated as "dedicated short-range communication" or DSRC. These communication means are particularly well-suited for direct vehicle-to-vehicle (V2V) 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 Materials Today: Proceedings, vol. 45, Part 7, 2021, pages 5925-5933.

[0131] These methods are radio communication tools that allow for highly localized communication. Furthermore, they do not interfere with other communication systems.

[0132] The TCP communication means of the pilot hydrofoil P include a pilot transmitter and a pilot receiver, and the TCS communication means of the follow hydrofoil S include a follower transmitter and a follower receiver that communicate by teletransmission. The pilot transmitter is configured to send information and instructions to the control unit UC2 of the follow 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.

[0133] 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 coming from the cockpit and has a movement behavior different from that of the pilot hydrofoil P.

[0134] In 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 UC2 then processes this information and calculates the trajectory of the follower hydrofoil. Preferably, the transmission occurs directly between the pilot transmitter and the follower receiver, i.e., via V2V, which allows for shorter exchange times, increased responsiveness, and enhanced transmission security. Alternatively, the transmission can be carried out via a third-party device, for example, a local server or a remote cloud. This option is feasible in areas with good internet network coverage. Furthermore, the cloud can be used to process all or part of certain tasks, provided that the communication time is acceptable and communication security is ensured.

[0135] This trajectory is obtained, for example, using satellite geolocation. The UC2 control unit manages all the systems involved in the movement of the follow hydrofoil, such as the propulsion systems and hydrofoils, so that they replicate the trajectory of the lead hydrofoil while maintaining a distance between the lead hydrofoil and the follow hydrofoil. This distance is chosen to ensure the safety of the vessels and based on the maximum communication range between them.

[0136] Furthermore, this distance may vary depending on weather conditions. Indeed, in the event of heavy swells, this distance may need to be increased.

[0137] The accuracy of satellite geolocation is sufficient to manage the distance between boats. In fact, it is not necessary to maintain this distance strictly; it can vary by a few meters. A safety margin is therefore included to avoid any risk of collision.

[0138] Using satellite geolocation to maintain distance between boats eliminates the need for sensors between them, which is particularly advantageous given the difficulty of deploying such sensors in a marine environment. Communication between the pilot boat and the support boat, for example, is carried out as follows.

[0139] The pilot transmitter sends an information frame to the follower receiver at a certain frequency, for example one to several dozen times per second.

[0140] The information contained in the frame includes, for example, at least the pilot boat's direction, speed, and possibly its location. Advantageously, the state of the hydrofoils is also transmitted, i.e., whether they are deployed or retracted.

[0141] 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.

[0142] When the follower receiver receives this information, the follower sender issues an acknowledgment confirming the receipt and consideration of this information.

[0143] The UC2 control unit uses this information, along with the geolocation data of the following vessel, to deduce the following vessel's movement characteristics, enabling it to replicate the same trajectory while maintaining a certain distance. It should be noted that the instructions sent to the propulsion systems 113 take into account the mass of the following vessel and other characteristics of the following vessel that affect its movement.

[0144] This looped communication continues throughout the entire journey in imitation mode.

[0145] The information frame also allows for the transfer of information from the escort vessel to the pilot vessel, such as damage or information on navigation conditions, for example, an increase in swell. Thus, the UC1 control unit is constantly aware of the status and navigation conditions of the escort vessel.

[0146] 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 if it should be reproduced.

[0147] It should be noted that, preferably, the stability of the following boat is managed automatically by the equipment on board the following boat, so the driver of the pilot boat does not have to manage it, especially since he is at a distance from the pilot boat.

[0148] This method of direct communication between the two boats offers robust and secure operation.

[0149] However, preferably, computer security measures, also known as cybersecurity measures, can 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.

[0150] The imitation can be partial. In certain situations, it is desirable that the pilot boat's behavior not be replicated exactly. For example, the operator may decide that the following boat should not or cannot imitate the pilot boat. For instance, if the pilot boat considers its load too heavy and it cannot deploy its hydrofoils, an instruction is sent 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 replicates the pilot boat's trajectory and possibly other behaviors, 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 certain limit; the pilot boat then reduces its speed to close the distance.

[0151] The differentiated mode will now be described.

[0152] 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.

[0153] Indeed, when the pilot boat approaches a quay, it comes to a complete stop. The follower boat then comes to a stop behind the pilot boat at a predetermined distance. 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, causing the follower boat to perform particular maneuvers. In other words, the follower boat is remotely controlled by the operator. These commands can be transmitted via short-range communication systems.

[0154] This instruction to the following boat can be sent manually by the driver or automatically by the UC1 control unit.

[0155] Alternatively, a message is sent to the driver via the human-machine interface who decides whether or not to order the UC2 control unit to prohibit the deployment of the hydrofoils.

[0156] This type of instruction can take into account several parameters, the mass of the goods, weather conditions such as wind speed, wave height...

[0157] Advantageously, in the imitation mode, it is stipulated that the following vessel cannot overtake the pilot vessel. Therefore, measures are implemented to ensure that the following vessel remains constantly behind the pilot vessel unless a docking maneuver requires it.

[0158] 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 positioning 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.

[0159] An example of transportation system displacement will now be described.

[0160] The transport system is used, for example, to transport containers between a first river port and a second river port.

[0161] The pilot boat and the support boat are alongside at the first port. The hydrofoils are in the raised position.

[0162] A crane loads a container onto the pilot boat and a container onto the support 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 support 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.

[0163] The freight transport system is ready to move to the second river port.

[0164] The imitation mode is activated either by the driver or automatically. If the position of the following vessel is far from that of the pilot vessel, it can be programmed to automatically join the pilot vessel.

[0165] The operator starts the pilot boat's propulsion system, and it begins to move forward. Simultaneously, the control unit activates its own propulsion system and begins to move. The following boat may begin moving after the pilot boat has started to maintain the required safety distance.

[0166] When the seabed is deep enough, the operator deploys the pilot boat's hydrofoils and buoys. This information is sent to the UC2 control unit on the support vessel, which then orders the deployment of its own hydrofoils and buoys.

[0167] When the pilot boat reaches sufficient speed, its hull lifts and the pilot boat enters "flight mode." The follower boat mimics this behavior. Each boat independently manages its stability. 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.

[0168] The two vessels travel in convoy, with the following vessel tracking the pilot vessel. At any time, the operator can manually, possibly following a warning issued to the UC1 control unit, or the UC1 control unit can automatically send an instruction to the following vessel to modify its behavior in response to external events. Cases of automatic interventions by the UC1 control unit are pre-recorded in its memory.

[0169] 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 escort vessel also stops parallel to the quay (Figure 13). The operator can switch to differentiated mode if necessary. To do this, they take control of the escort vessel. The operator, for example using the human-machine interface, commands the movement of the escort vessel, for instance, to position the escort vessel very close to the pilot boat, regardless of the distance set during the maneuvers. When moving in differentiated mode, the operator has visual contact with the escort vessel.

[0170] It should be noted that communication between the follow 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 powered.

[0171] 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.

[0172] In the examples described, each hydrofoil carries one container; it should be understood that each hydrofoil can carry several smaller containers. Furthermore, the hydrofoil can transport goods that are not stored in one or more containers but in crates secured to the deck, for example, by means of a net or any other method.

[0173] The follower hydrofoil may include a rotating fore mast and a rotating aft mast.

[0174] 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) and is housed between the two hulls under the central platform.

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. A 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. 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. Transport system according to any one of the preceding claims, wherein the hulls have a tapered front end and a wide rear part, the rear part 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 a 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 frame, the first underwater mast comprising at one end intended to be submerged a first hydrofoil, the underwater frame comprising at one end intended to be submerged a second hydrofoil, the first hydrofoil and the second hydrofoils being intended to take 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 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 means of communication (TCP, TCS) enabling an exchange of information between the pilot hydrofoil (P) and the follow hydrofoil (S), said means of communication being advantageously dedicated short-range means of communication configured to ensure a direct exchange of information between the pilot hydrofoil and the follow hydrofoil,wherein the pilot hydrofoil (P) comprises a control unit (UC1) and geolocation means (GP), wherein the follow 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 follow hydrofoil (S) reproduces the movement behavior of the pilot hydrofoil, and in a differentiated mode in which the movement behavior of the follow hydrofoil (S) is controlled by the pilot hydrofoil (P).

13. Marine transport system according to claim 12, wherein in the differentiated mode the movement behavior of the following hydrofoil is controlled directly by the driver.

14. 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, 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 on the basis of the direction and speed of the pilot hydrofoil and / or wherein the transport system is configured to operate in another mode, called partial imitation mode, in which the follower hydrofoil reproduces only part of the movement behavior of the pilot hydrofoil.

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