Ground-effect marine craft of the flying-boat type

Abstract

The present invention relates to a ground-effect marine craft (1) of the flying-boat type, comprising a hull (2) and a wing assembly having a pair (3) of front wings and a pair (4) of rear wings connected at their distal ends by plates (5), as well as a surface (6) providing additional lift which is supported underneath by at least one central centreboard (7), characterised in that each of the lateral ends (60) of the surface (6) are connected to each of the side plates (5) located on the same side, so as to provide at least two inclined portions (62) as part of the surface (6).

Description

[0001] GROUND-EFFECT MARITIME CRAFT OF THE FLYING BOAT TYPE

[0002] TECHNICAL FIELD OF THE INVENTION

[0003] The present invention falls within the field of maritime navigation.

[0004] The invention relates to a maritime craft, such as a ship or boat, intended for navigation on a body of water, such as a sea or an ocean, or even a lake.

[0005] For this purpose, the vessel is equipped with a hull, ensuring the majority of its buoyancy.

[0006] More specifically, the invention relates to a ground effect maritime craft, namely that such a craft generates an aerodynamic ground effect phenomenon, in order to maintain itself in flight, thus resembling a boat-plane, or also called a "navion" (contraction of "navire-avion"), commonly designated "GEV" (for "Ground Effect Vehicle") or "WIG" (for "Wing In Ground effect").

[0007] To impart such a ground effect to the vessel, the hull must be equipped with one or more aerodynamic lifting surfaces, generally in the form of an aerodynamic wing with at least one pair of wings extending laterally on either side of the hull in a nearly horizontal plane. These wings have an aerodynamic profile, with an upper and lower surface connected upstream by a leading edge and downstream by a trailing edge. The wings then form a virtual nozzle with the water surface at their lower end, generating a cushion of pressurized air that increases aerodynamic performance.

[0008] To increase lift and performance, it is common practice to equip the wingtips with wingtip plates, usually called "endplates," extending almost vertically above the wing's plane. To improve ground effect, these plates create a tunnel effect and limit the recirculation of airflow at the wingtips.

[0009] In addition, such a plate can serve as a float at the wingtips, preventing tipping while afloat and limiting roll during planing and landing maneuvers, as well as when moving afloat.

[0010] In a specific case of two pairs of wings, located at the front and rear, allowing for increased aerodynamic lift, the side plates then connect the ends of the front and rear wings on each side, protecting each rear wing from the effects of vortices generated by the distal ends of each front wing, which are detrimental to the aerodynamics of the rear wings.

[0011] In addition, it should be noted that a ground effect flying craft allows the craft to be raised to a limited height, up to a few meters above the water, on the order of 10% to 20% (percent) of the length of the craft.

[0012] This ground-effect craft is then akin to a "flying boat". STATE OF THE TECHNOLOGY

[0013] Furthermore, a ground-effect craft, such as a flying boat, includes other elements necessary for its maneuvers, both afloat and in flight, attached to the hull in the form of one or more fins receiving corresponding control surfaces, notably in the form of flaps, such as rudders. Like an aircraft, a known craft may include a central rudder located at the rear of the hull or fuselage. Preferably, a craft of this type includes two rudders positioned on either side of the craft, aligned with the side plates.

[0014] Each of the fins has a roughly triangular shape, with a truncated upper distal end, and a front edge that slopes increasingly upwards from the front to the rear of the boat.

[0015] Furthermore, the fin(s) serve as upper supports at each distal end of a horizontal plane. This horizontal plane acts as a stabilizer and additional upper-mounted load-bearing surface. In addition, such a plane receives one, or preferably several, flaps, commonly referred to as "rear flaps."

[0016] That being said, several problems lie in the aerodynamic constraints suffered by the fin(s) and this horizontal plane, whether it is supported in its center by a single fin, or at each of its lateral ends by a lateral fin.

[0017] In the case of a central fin, the wing's lateral ends oscillate and vibrate, especially when the rear flaps are deployed and during abrupt maneuvers, particularly during takeoff and landing. Furthermore, this single central attachment point must be structurally reinforced to withstand localized deformations induced by torsional and bending forces at this single junction between the horizontal stabilizer and the top of the central fin. While a double central fin can limit these deformations and vibrations, they nevertheless disrupt flight handling and the desired aerodynamic effect.

[0018] In the case of multiple fins supporting the plane laterally at each of its lateral ends, this framing presents a structural problem, primarily due to its deformable parallelogram shape. Indeed, deformations occur at these corners in a predominantly lateral direction, altering the desired geometry of the assembly, which is detrimental to the structural integrity and reduces its lifespan.

[0019] There is therefore a problem in supporting the horizontal plane with one or more fins, ensuring sufficient structural rigidity to withstand the various aerodynamic stresses, while retaining additional lift and maneuverability in flight, as well as during takeoff and landing.

[0020] DESCRIPTION OF THE INVENTION The invention aims to overcome the disadvantages of the prior art by proposing a ground-effect maritime craft, of the boat-aircraft type with an additional lift plane, located at the rear, which has a specific geometric configuration, with at least inclined portions connected superiorly to each of said lateral plates.

[0021] Thus, the inclined portions offer improved structural rigidity, for better resistance to the various mechanical stresses induced in flight.

[0022] To do this, the ground-effect maritime craft, of the aircraft-boat type, with a horizontal plane (AA 1 extending longitudinally and parallel above a waterline and a vertical median plane (BB 1 extending longitudinally; includes

[0023] - at least one hull;

[0024] - a wing forming an aerodynamic lift emerging along said plane (AA 1 ) horizontal and equipped with: i) at least one pair of forward wings extending symmetrically with respect to the vertical median plane (BB 1 ), with proximal front extremities connected to said hull and distal front extremities; ii) of at least one pair of hind wings extending symmetrically with respect to the vertical median plane (BB 1 ), with proximal aft ends connected to said hull and distal aft ends; the sea craft further comprising

[0025] - lateral plates, each of the lateral plates connecting the distal front end of one of the front wings and the distal rear end of one of the rear wings located on the same side;

[0026] - a surface providing additional lift located above said plane (AA 1) and extending symmetrically with respect to the median vertical plane (BB 1 ), with lateral ends;

[0027] - at least one central fin extending outward from said hull, with an upper end connected to and supporting said surface from below; the upper end of said at least one fin being situated above an upper edge of each of said plates;

[0028] - said at least one central fin and said surface each comprising at least one directional flap;

[0029] - means of controlling the maneuverability of said maritime vessel, by independent actuation of each flap according to different angular positions, generating a pitching, rolling and / or yaw moment with respect to the center of gravity of said maritime vessel, so as to generate a determined trajectory of said maritime vessel in motion.

[0030] Such a maritime vessel is characterized in that - each of the lateral extremities of said surface are connected to each of said lateral plates located on the same side; so as to provide within said surface at least two inclined portions.

[0031] According to additional, non-limiting characteristics, such a maritime vessel has different embodiments, which can be independently combined.

[0032] According to one embodiment, said maritime vessel comprises

[0033] - in alignment with each of the side plates, two plates extending upwards from a lower end to a higher end; the upper end of each plate being located below said surface; and in that

[0034] - each of the lateral ends of said surface are connected to each of the lateral plates located on the same side, via each of the upper ends of one of said plates located on the same side.

[0035] According to one embodiment, each inclined portion has an angle of inclination with respect to the horizontal plane (A-A'j) of at least 15°, in particular between 20° and 50°.

[0036] According to one embodiment, said maritime vessel comprises two inclined central daggerboards extending symmetrically with respect to said vertical median plane (B-B'j.

[0037] According to one embodiment, said surface comprises between said at least two inclined portions, at least one central portion extending horizontally parallel to said plane (A-A'j.

[0038] According to one embodiment, said central portion has a width identical to the width of each of the inclined portions.

[0039] Furthermore, according to a preferred embodiment, at least the inclined sections are equipped with flaps ensuring control of the vessel's maneuverability. The actuation of such flaps, installed along inclined planes, provides improved and more precise control of the vessel's trajectory.

[0040] For this purpose, each inclined portion of said surface includes a rear edge equipped with at least one flap, preferably two flaps.

[0041] According to a preferred embodiment, the means for controlling the maneuverability of said maritime vessel ensure

[0042] - the symmetrical actuation of each flap of each of the two inclined portions allowing control only of pitch, without roll or yaw; - the asymmetrical actuation of each flap of the two inclined portions allowing at least control of roll and induction of yaw according to the direction of said trajectory determined in turn.

[0043] PRESENTATION OF THE DRAWINGS

[0044] Other features and advantages of the invention will become apparent from the following detailed description of non-limiting embodiments of the invention, with reference to the accompanying figures, in which:

[0045] [Fig. 1] schematically represents a perspective view of a first embodiment of a maritime vessel, with a sail plan equipped with two pairs of front and rear wings connected by lateral plates, with a single central fin supporting an additional lifting surface symmetrically equipped with two inclined portions connected to said plates;

[0046] [Fig. 2] schematically represents a perspective view of a second embodiment of a maritime vessel, with plates extending at the rear as a superior continuation of the lateral plates, the inclined portions of said surface being connected to said plates;

[0047] [Fig. 3] schematically represents a view similar to figure 1 of a third embodiment, with an additional load-bearing surface comprising a horizontal central portion;

[0048] [Fig. 4] schematically represents a view similar to figure 1 of a fourth embodiment, with two symmetrical and inclined central fins supporting below the junctions of the horizontal portion with the inclined portions connected to the plates;

[0049] [Fig. 5] schematically represents a perspective view of another embodiment, with a single central fin supporting the horizontal portion of the bearing surface with the inclined portions connected to the plates surmounting the plates;

[0050] [Fig. 6] schematically represents a perspective view of a preferred embodiment, with two inclined central fins supporting the horizontal portion of the bearing surface with the inclined portions connected to the plates;

[0051] [Fig. 7] schematically represents a simplified view according to a vertical section of the first embodiment, highlighting a difference in height between the upper end of the central fin and the upper edge of the plates, as well as an angle of inclination of the inclined portions relative to the horizontal;

[0052] [Fig. 8] schematically represents a simplified view along a vertical section of the second embodiment, highlighting a smaller height difference between the upper end of the central fin and the upper edge of the plates surmounting the plates, with a smaller angle of inclination of the inclined portions; [Fig. 9] schematically represents a simplified view along a vertical section of another embodiment, in which the inclined portions are supported below by two symmetrical and inclined fins;

[0053] [Fig. 10] schematically represents a simplified view along a vertical section of the fourth embodiment;

[0054] [Fig. 1 1 ] schematically represents a simplified view according to a vertical section of the fifth embodiment;

[0055] [Fig. 12] schematically represents a simplified view according to a vertical section of the sixth embodiment, with inclined central fins whose lower ends are spaced laterally;

[0056] [Fig. 13] schematically represents a top view of a maritime vessel according to a corresponding embodiment, with an additional load-bearing surface provided with a horizontal portion and two inclined portions, each equipped with a flap;

[0057] [Fig. 14] schematically represents a top view of a maritime vessel according to a corresponding embodiment, with an additional load-bearing surface provided with a horizontal portion and two inclined portions, each equipped with two flaps;

[0058] [Fig. 15] schematically represents a partial view of a corresponding embodiment, showing overall different controls of maneuverability when actuation of the different flaps;

[0059] [Fig. 16] schematically represents a partial view of another corresponding embodiment, showing overall other controls for aerial maneuvers during the actuation of the different flaps;

[0060] [Fig. 17] schematically represents a partial view similar to Figure 16, according to a symmetrical actuation configuration of the flaps of the inclined portions; and

[0061] [Fig. 18] schematically represents a partial view similar to figure 16 according to an asymmetrical actuation configuration of the flaps of the inclined portions.

[0062] DETAILED DESCRIPTION

[0063] The present invention falls within the field of maritime navigation and relates to a maritime vessel 1, hereinafter referred to as "vehicle 1".

[0064] Such a vessel 1 comprises at least one hull 2.

[0065] According to one embodiment, boat 1 is monohull and comprises a single hull 2.

[0066] According to another embodiment, the vessel 1 is provided as a multihull, comprising at least two hulls 2, connected superiorly to each other.

[0067] Several non-limiting possibilities of boats 1 with one or more hulls 2 are shown in Figure 3. Thereafter, unless otherwise specified, the description considers a hull 2, encompassing the possibility of one or more hulls 2.

[0068] Further on, said at least one hull 2 ​​is provided with a plane AA' extending longitudinally and parallel above a waterline. Said plane AA' may also be confused with said waterline.

[0069] It should be noted that the waterline is defined as the waterline when the vessel 1 is afloat at rest, with its mass evenly distributed with respect to the buoyant force exerted on its partially submerged hull(s) 2, and on a calm water surface, free from swell or waves, i.e., essentially flat. Therefore, the plane A-A' extends horizontally or substantially horizontally.

[0070] Such a horizontal plane AA' is notably represented in figures 7 to 12.

[0071] Furthermore, boat 1 includes a vertical median plane BB' extending longitudinally, that is, it is located at the center of boat 1 from front to back. Such a vertical median plane BB' is notably shown in Figures 7 to 14.

[0072] Furthermore, such a vessel 1 also includes a center of gravity. This center of gravity depends on the mass of the vessel 1 and the distribution of its load on board. This center of gravity defines a center of equilibrium, around which the vessel 1 pitches, particularly during planing (i.e., takeoff) and during water landing.

[0073] Accordingly, according to the invention, the maritime vessel 1 is designed to have a ground effect, namely that such a vessel 1 generates an aerodynamic ground effect phenomenon, in order to maintain itself in flight.

[0074] To achieve this, the craft 1 includes a sail forming an aerodynamic lift emerging along said horizontal plane A-A'. In particular, the sail is provided with at least one pair of forward wings 3 extending symmetrically with respect to the vertical median plane B-B', namely on either side of the right and left sides of said hull 2, with forward proximal ends connected to said hull 2 ​​and forward distal ends.

[0075] The sail is also provided with at least one pair of rear wings extending symmetrically with respect to the vertical median plane B-B', with rear proximal ends connected to said hull and rear distal ends.

[0076] Therefore, ground-effect craft 1 is of the flying boat type.

[0077] In particular, the wings 3,4 have an aerodynamic profile which, especially with the hull profile 2, in flight, generates a virtual nozzle with the water surface below, forming an overpressure cushion which increases aerodynamic performance.

[0078] According to the invention, the craft 1 further comprises lateral plates 5. Each of the lateral plates 5 connects the forward distal end of one of the forward wings 3 and the rear distal end of one of the rear wings 4 located on the same side. In other words, the tips of the wings 3, 4 located on the right and left are connected by a corresponding lateral plate 5.

[0079] Further on, preferably, the said lateral plates 5 can extend vertically or substantially vertically.

[0080] It should be noted that each of the aforementioned lateral plates 5 extends in projection below the front wings 3 and the rear wings 4. In other words, the plates 5 have a height that extends below the wings 3 and 4.

[0081] The height of the plates 5 under the wings 3,4 allows to limit the flow of the vortex sheets generated from the intrados 31,41, namely offering a vertical surface to block part of the vortices flowing in a lateral direction towards the distal end of the wings 3,4.

[0082] According to one embodiment, each of said lateral plates 5 can also extend in projection above the front wings 3 and the rear wings 4. In other words, the plates 5 have a height that protrudes superiorly, in particular above the upper surface of the wings 3, 4, namely above the highest point.

[0083] The height of the plates 5 above the wings 3,4 allows to limit the flow of at least part of the vortex sheets generated laterally from the outside to the inside.

[0084] In a related manner, craft 1 may include a hull equipped with a cockpit and / or a pilot's position; said hull may form a fuselage incorporating at least in its lower part all or part of said at least one hull 2.

[0085] According to the invention, the vessel 1 comprises a surface 6 providing additional lift located above said plane (AA 1 ) and extending symmetrically with respect to the median vertical plane (BB 1 ) . In other words, surface 6 forms an additional wing located above wings 3,4.

[0086] In addition, said surface 6 includes lateral extremities 60, namely situated on either side, to the right and to the left of hull 2.

[0087] It should be noted that the said surface 6 extends at least over the entire width of the vessel 1, namely between the plates 5.

[0088] The craft 1 further includes at least one central keel 7 extending outward from said hull 2, with an upper end connected to and supporting said surface 6 from below.

[0089] Furthermore, the upper end of said at least one fin 7 is located above an upper edge of each of said plates 5, thus serving as a base on which said surface 6 is fixed and by which it is supported from below.

[0090] According to one embodiment, the boat 1 comprises a single central keel 6, extending vertically, namely along the vertical median plane B-B'. Such an embodiment is notably represented in perspective in Figures 1 to 3 and 5, as well as in vertical cross-section in Figures 7, 8 and 11.

[0091] According to another embodiment, said maritime vessel comprises two inclined central daggerboards extending symmetrically with respect to said vertical median plane (B-B'j). Such an embodiment is notably represented in perspective on figures 4 and 6, as well as in vertical cross-section on figures 9, 10 and 12.

[0092] Furthermore, according to the invention, said at least one central fin 7 and said surface 6 each comprise at least one directional flap.

[0093] In addition, each rudder flap is located at a rear edge and is mounted articulated in rotation at different angular positions relative to a mounting plane, namely a neutral position located essentially in the extension of the plane of the fin 7 or of said surface 6. The control of the change of angular position of each flap makes it possible to modify the airflow during the movement of the craft 1, thus ensuring a modification of its trajectory and ensuring its maneuverability, as will be seen later.

[0094] In particular, said fin 7 includes at least one flap 70, located at the level of a rear edge, allowing the craft 1 to be directed at least laterally, to the right or to the left, namely according to a yaw moment L.

[0095] Furthermore, said surface 6 also includes at least one flap 61, located at the level of a rear edge, allowing at least the boat 1 to be directed upwards or downwards, namely a pitching moment T.

[0096] The combination of flaps 61, 70, depending on their number, the orientation of their installation plane, as well as their angular position, therefore allows the trajectory to be controlled by inducing at the center of gravity of the vessel 1, independently or in combination: a yaw moment L, pitch moment T5, but also a roll moment R.

[0097] In this regard, it should be noted that vessel 1 can incorporate various aerodynamic means, necessary to ensure its movements and maneuvers.

[0098] In particular, craft 1 may include a propulsion system generating sufficient thrust for planing and landing, as well as the speed required to generate ground effect. This propulsion system may include one or more motors, positioned at various points on craft 1.

[0099] Vessel 1 may also include various equipment dedicated to its maneuverability and the supervision of its trajectory, such as avionics.

[0100] According to the invention, the vessel 1 includes means for controlling the maneuverability of said maritime vessel, by independent actuation of each flap according to different angular positions, generating a pitching, rolling and / or yaw moment with respect to the center of gravity of said maritime vessel, so as to generate a determined trajectory of said maritime vessel in motion.

[0101] Advantageously, such a maritime vessel 1 is characterized in that each of the lateral ends 60 of said surface 6 is connected to each of said lateral plates 5 located on the same side, so as to provide within said surface at least two inclined portions 62. Thus, the inclined portions 62 provide a mechanical connection, in the form of a truss, part of whose orientation along a determined slope improves the structural rigidity of the entire additional load-bearing surface 6 with the underlying plates 5. In short, the inclined portions 62 are held in place from below, and their inclination absorbs along their length a portion of the lateral deformation forces, making the structure mechanically stronger.

[0102] Further, the invention provides for different geometric configurations, in order to obtain improved structural resistance, depending on the stresses that the craft 1 must undergo in flight, at takeoff and / or landing, as well as during its maneuvers and the desired responsiveness to control its trajectory while moving.

[0103] First, craft 1 can plan to directly connect the inclined portions 62 of the surface 6 with the plates 5.

[0104] Such a configuration is notably represented in perspective on figures 1, 3 and 4, as well as in vertical cross-section on figures 7, 9 and 10.

[0105] The invention also provides for connecting the inclined portions 62 by means of other structural elements.

[0106] To achieve this, the craft 1 may include, aligned with each of the lateral plates 5, two plates 8 extending upwards from a nascent end to a superior end. In short, each plate 6 is situated and is generally contained within the same vertical plane as the corresponding lateral plate 5.

[0107] Furthermore, each of the lateral ends of said surface 6 is connected to each of the lateral plates 5 located on the same side, via each of the upper ends of one of said plates 8 located on the same side. Therefore, the upper end of each of the plates 8 is located below said surface 6. In other words, each of the two plates 8 extends superiorly in line with and in continuity with each of the lateral plates 5, with a height less than said at least one fin 7, so as to laterally support the ends of the inclined portions 62 and connect them with said plates 5.

[0108] Thus, each of the plates 8 forms a vertical reinforcement, in line with the plates 5 which connect the wings 3,4, giving improved stiffness to this structural configuration.

[0109] In addition, according to one embodiment, the plates 8 have a front edge inclined upwards from the front towards the rear of the boat 1. In other words, the plates 6 rise vertically from the top of the plates 5, with a profile sloping towards the rear.

[0110] Such a configuration is notably represented in perspective on figures 2, 5 and 6, as well as in vertical cross-section on figures 8, 11 and 12.

[0111] According to another configuration, the surface 6 may comprise only two inclined portions 62, directly connected to each other at the center of the craft 1.

[0112] According to a preferred configuration, said surface 6 comprises between said at least two inclined portions 62, at least one central portion 63 extending horizontally parallel to said plane (AA 1 ).

[0113] In the corresponding embodiments, with one or two central fins 7, this central portion 63 is then supported by the top of each of said fins 7.

[0114] According to preferred embodiments, as shown in Figures 10 and 12, each of the two inclined fins 7 supports the surface 6 within each zone located at the junction of each of the inclined portions 62 with the horizontal central portion 63.

[0115] According to one embodiment, as shown in Figures 11 and 12, the central portion 63 has a width identical to the width of each of the inclined portions 62. Thus, it is possible to manufacture the surface 6 from three identical pieces joined together.

[0116] Therefore, depending on the different configurations mentioned above, the degree of inclination of the slope of each inclined portion 62 is likely to vary.

[0117] According to one embodiment, each inclined portion 62 has an angle C of inclination with respect to the horizontal plane (A-A') of at least 15°, in particular between 20° and 50°. Such a choice of the degree of inclination makes it possible to provide the desired structural rigidity, without having an excessively large angle C that would reproduce the defects of a deformable parallelogram.

[0118] An example of angle C of inclined portions 62 is highlighted in figures 7 to 10.

[0119] As mentioned previously, at least the inclined sections 62 are equipped with flaps 61 ensuring control of the maneuverability of the maritime vessel 1. The actuation of such flaps 61, installed along inclined planes, offers improved and more precise control of the trajectory of the maritime vessel 1.

[0120] For this purpose, each inclined portion 62 of said surface 6 includes a rear edge equipped with at least one flap 61. Preferably, the rear edge of each inclined portion 62 includes two flaps 61, preferably identical and arranged symmetrically on each side of a median axis of each portion 62, to offer more safety in case of blockage or failure of one of them, as well as to require less operating torque for each flap 61, with better precision in the maneuverability of the craft 1.

[0121] According to one embodiment, the central portion 63 also includes a rear edge equipped with at least one flap 61, preferably two flaps implanted symmetrically on either side of the vertical median plane B-B'.

[0122] A configuration with a single panel is shown in Figure 13, while a configuration with two panels is shown in Figure 14.

[0123] Further on, as mentioned previously, the means of controlling the maneuverability of said maritime vessel 1 ensure, by actuation of the flaps 61, 70, the application to the center of gravity of a yaw moment L, a pitch moment T and / or a roll moment R, allowing the trajectory to be modified and the vessel 1 to be steered.

[0124] In particular, the control means must primarily allow the management of pitch T, through the actuation of all the flaps 61,70, as well as other flaps or rudders mounted articulated at the levels and in relation to other surfaces of the craft 1, such as for example the rear edge of the wings 3,4.

[0125] It should be noted that the placement of the flaps 61, 70, at the levels of the surface 6 and the rudder 7, allows them to be positioned in a raised manner relative to the hull 2, namely above the horizontal plane A-A', offering protection against various factors of wear and fouling, in particular from the water surface on which the vessel 1 is intended to land and get on plane.

[0126] Figures 15 and 16 reproduce the corresponding embodiments, showing the moments applied by the control of the different flaps 61, 70, according to the orientations and arrangements of these different elements.

[0127] According to one embodiment, the means for controlling the maneuverability of said maritime vessel 1 ensure the symmetrical actuation of each flap 61 of each of the two inclined portions 62 allowing control only of pitch T, without roll R or yaw L.

[0128] An example of the control of such a maneuver is shown in Figure 17.

[0129] Conversely, the means of controlling the maneuverability of said maritime vessel 1 ensure the asymmetrical actuation of each flap 61 of the two inclined portions 62 allowing at least to control the roll R and induce the yaw L according to the direction of said trajectory determined in turn, namely a coordinated turn in the natural direction that the vessel 1 must follow, allowing to counter a lateral or "crabbly" displacement usually obtained during this type of maneuver.

[0130] An example of the control of such a maneuver is shown in Figure 18.

[0131] In other words, due to the inclination of the flaps 62 present on the inclined portions 62, as well as possibly of the flaps 70 present on the two fins when they are also inclined, we obtain improved control of the maneuverability of the craft 1, while increasing the structural rigidity of the additional lifting surface 6 which precisely bears the majority of the aerodynamic forces induced by the control of the trajectory by modifying the angular position of said flaps 61,70.

[0132] In particular, in summary, when the flaps 62 are decoupled or opposed, the boat 1 leans, tilting the AA' plane while orienting the B-B' plane towards the chosen direction, according to the opposite directions of rotation of said flaps 62. By giving additional lift to the left and conversely a drag to the right, a rolling moment is applied to the boat 1, which leans and tilts it to make it turn, generating in particular a moment extending in a lateral direction at the tail, allowing the nose at the front of the boat 1 to be properly oriented towards the desired coordinated turning trajectory.

[0133] Furthermore, it is possible to obtain this trajectory in coordinated turns with a minimum of action of the flaps 62, without necessarily having to resort to the other control surfaces or flaps, in particular the flap(s) 70 of the fin(s) 7.

Claims

DEMANDS 1. Ground-effect maritime craft (1), of the boat-aircraft type, with a horizontal plane (AA 1 extending longitudinally and parallel above a waterline and a vertical median plane (BB 1 extending longitudinally; the maritime vessel (1) comprising - at least one hull (2); - a wing forming an aerodynamic lift emerging along said plane (AA 1 ) horizontal and provided with: i) at least one pair of forward wings (3) extending symmetrically with respect to the vertical median plane (BB 1 ), with proximal front extremities connected to said shell (2) and distal front extremities; ii) of at least one pair of rear wings (4) extending symmetrically with respect to the vertical median plane (BB 1), with aft proximal ends connected to said hull (2) and aft distal ends; the maritime craft (1) further comprising - lateral plates (5), each of the lateral plates (5) connecting the distal front end of one of the front wings (3) and the distal rear end of one of the rear wings (5) located on the same side; - a surface (6) providing additional support located above said plane (AA 1 ) and extending symmetrically with respect to the median vertical plane (B- B'), with lateral extremities (60); - at least one central fin (7) projecting out from said hull (2), with an upper end connected to and supporting from below said surface (6); the upper end of said at least one fin (7) being situated above an upper edge of each of said plates (5); - said at least one central fin (7) and said surface (6) each comprising at least one directional flap (61, 70); - means for controlling the maneuverability of said maritime vessel (1), by independent actuation of each flap (61; 70) according to different angular positions, generating a pitching (T), rolling (R) and / or yaw (L) moment with respect to the center of gravity of said maritime vessel (1), so as to generate a determined trajectory of said maritime vessel (1) in motion. characterized in that - each of the lateral ends (60) of said surface (6) are connected to each of said lateral plates (5) located on the same side; so as to provide within said surface (6) at least two inclined portions (62).

2. A maritime vessel (1) according to the preceding claim, characterized in that it comprises - in alignment with each of the lateral plates (5), two plates (8) extending upwards from a nascent end to an upper end; the upper end of each of the plates (8) being situated below said surface (6); and in that - each of the lateral ends (60) of said surface (6) are connected to each of the lateral plates (5) located on the same side, by means of each of the upper ends of one of said plates (8) located on the same side.

3. A maritime vessel (1) according to any one of the preceding claims, characterized in that - each inclined portion (62) has an angle (C) of inclination with respect to the horizontal plane (AA 1 ) of at least 15°, especially between 20° and 50°.

4. A maritime vessel (1) according to any one of the preceding claims, characterized in that it comprises - two central inclined fins (7) extending symmetrically with respect to said vertical median plane (BB 1 ) .

5. A maritime craft (1) according to any one of the preceding claims, characterized in that said surface (6) comprises - between said at least two inclined portions (62), at least one central portion (63) extending horizontally parallel to said plane (AA 1 ).

6. Sea craft (1) according to the preceding claim, characterized in that - said central portion (63) has a width identical to the width of each of the inclined portions (62).

7. Sea craft (1) according to any one of the preceding claims, characterized in that 16 - each inclined portion (62) of said surface (6) includes a rear edge equipped with at least one flap (61), preferably two flaps (61).

8. A maritime vessel (1) according to the preceding claim, characterized in that the means for controlling the maneuverability of said maritime vessel (1) ensure - the symmetrical actuation of each flap (61) of each of the two inclined portions (62) allowing control only of pitch (T), without roll (R) or yaw (L); - the asymmetrical actuation of each flap (61) of the two inclined portions (62) allowing at least to control the roll (R) and induce the yaw (L) according to the direction of said trajectory determined in turn.

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