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TECHNICAL FIELD

The present invention refers to a submarine vehicle provided with a wing system. Further, the present invention refers to a wing module for a submarine vehicle.

PRIOR ART

Nowadays, it is felt the need of providing submarine vehicles destined to leisure, entertainment immersions, emergency operations, and adapted to cope with negative weather conditions.

Submarine vehicles, such as submarines or submersible vessels, modify their density with respect to the density of the surrounding water for diving and, even though they show very good performances in terms of maximum reachable immersion depth, when they are used for leisure immersions, are rather bulky, slow and show a reduced maneuverability.

The proposed solutions for overcoming such disadvantages provide submarines provided with a wing system. Even though such solutions are satisfying under different aspects, they still show some inconveniences.

Some of the proposed submarine vehicles are difficult to be piloted by joystick mechanisms coupled to pedal mechanical control mechanisms, which have an operation which requires skilled personnel for being piloted. Some solutions are scarcely maneuverable, do not provide an on-surface travelling mode at high speed and require the presence of assistance vessels for placing them in water before a mission and for recovering them at the end of the mission.

Some amphibian vehicles have wing systems adapted for short immersions in proximity of the water surface, in this case, splashes, swells and a high noise are generated when they are used.

A known solution for a submarine is described in the U.S.A. Patent No. 7,313,389B1 of Hawkes, a further solution is described in the international patent application No. WO2013/062312A1 of Sun Yul Seok, regarding a submarine probe provided with a platform with lateral wings.

Such known solutions are contrary to the needs required for providing nimble, maneuverable and easy to be driven submarine vehicles, without harming the see fauna.

The technical problem underlying the present application consists of devising a combined wing propulsion and immersion system which enables the submarine vehicles to be nimble and reliable, easy to be piloted with structural and operative characteristics such to satisfy the required needs, overcoming the inconveniences cited with reference to the known art.

BRIEF SUMMARY OF THE INVENTION

The Applicants have observed that submarine vehicles can be made more nimble and efficient by adopting a dynamic wing system having a built-in propulsion.

Therefore, the object of the present invention is a submarine vehicle as defined in claim 1 and by preferred embodiments thereof described in the following claims.

It is also an object of the invention a wing module as defined in claim 10 and by preferred embodiments thereof described in dependent claims.

BRIEF DESCRIPTION OF THE DRAWINGS

Further characteristics and advantages of the invention will be better understood from the following description of a preferred embodiment and of variants thereof, given in an illustrative way referring to the attached drawings, wherein:

Figure 1 shows a lateral view of a submarine vehicle made according to the present invention;

Figures from 2 to 4 show the submarine vehicle in Figure 1 respectively by a top, rear and front views;

Figures from 5 to 1 1 show the submarine vehicle in Figure 1 in different operative configurations;

Figures from 12 to 14 show a wing module respectively in a top plan view outlining the internal components, a rear view and a lateral view;

Figure 15 shows an exploded view of a portion of the half wing in Figure 12;

Figures from 16 to 19 show lateral views of a portion of the half wing in Figure 12 in different operative positions;

Figures from 20 to 23 show perspective views of the wing module in Figure 12 in different operative positions;

Figures 24 and 25 show lateral views of the wing module in Figure 12 in different operative steps;

Figures from 26 to 28 show lateral views of the submarine vehicle in Figure 1 , switching towards the hydrofoil mode;

Figures from 29 to 32 show the wing module in Figure 12 respectively in a lateral view, exploded view, a view comprising the interactions with the contacting lines of fluid flow, in other words air and/or water and in a view comprising the lifting resulting forces due to the interactions with the fluid, air and/or water;

Figures 33 and 34 show the submarine vehicle in further two embodiments.

DETAILED DESCRIPTION

Figure 1 schematically shows a submarine vehicle 1 provided with a propulsion wing system which is made according to the present invention.

The submarine vehicle 1 comprises a hull or fuselage 2 having an ellipsoidal body mainly developing along a longitudinal axis X-X from a streamlined bow end 3, to a stern end 4. The hull 2 is completely streamlined and water-tight and comprises a substantially flat bottom 5 connected to a cover 6 which is shaped as a shell. Suitable water-tight bulk heads, which are not shown in the attached Figures, enable to partition and separate the different internal areas of the hull 2, in order to define at least a first crew area 7 and a second area or motor compartment 8 wherein the control and command devices, generators, a thermal motor and battery systems are arranged.

In the shown embodiment, the first crew area 7 comprises a cockpit 9 with a cabin having two tandem seats with one or two driving systems.

The submarine vehicle 1 is symmetric to a section mid plane Q which is disposed transversally to the hull 2 and crosses the longitudinal axis X-X. The mid plane Q is substantially perpendicular to an abutment plane P comprising the abutment surface of the bottom 5 of the hull 2.

The submarine vehicle 1 has fixed stability surfaces which, in an embodiment comprise a tail plane 70 and a lower ventral fin 71 . Moreover, the submarine vehicle 1 is provided with a wing propulsion system comprising two or more wing modules 19-22, made according to the present invention. The wing modules 19-22 are coupled to the hull

2 substantially normal to the cover 6.

According to an embodiment, the wing modules 19-22 are dynamic and are in a number of four, arranged according to front pair and rear pairs, symmetrically disposed to the mid plane Q. Each wing module 19-22 comprises a half wing 24 developing along a direction Y-Y substantially perpendicular to the mid plane Q. The half wing 24 is rotatively coupled to the hull 2 by a rotating shaft 23 which is integral with the half wing 24.

The half wing 24 is provided with a front spar and a rear spar disposed parallel to the rotating shaft 23 and with a plurality of ribs disposed from a wing root rib 27 to a rib disposed in proximity of an end small fin or winglet 28.

In an embodiment, the rotating shaft 23 is integral with the front spar. The front wing 24 has a front airfoil 25 and rear airfoil 26.

According to the present invention, a nacelle support 30 projects from the bottom of the rear airfoil 26 of the half wing 24. A rotating motor nacelle 40 is rotatively mounted to a free end of the nacelle support 30 by a supporting pin 34. The nacelle support 30 is an element projecting from the half wing 24 and the shape thereof enables to increase the power and efficiency of the motor nacelle 40.

In an embodiment, shown in Figure 12, the nacelle support 30 has supporting lateral plates 31 , projecting from the rear airfoil 26, developing along a transversal direction T-T which is substantially perpendicular to the direction Y-Y. The supporting plates 31 are connected by joining walls 32 enabling to define inside the nacelle support 30, a conduit 33 developing along the transversal direction T-T and which is adapted to convey a water flow along the direction of the motor nacelle 40.

The conduit 33 can have a funnel shape between an inlet 33a and outlet 33b facing the motor nacelle 40. The inlet 33a and outlet 33b can have a cross-section at about 45° with respect to the transversal direction T-T.

The motor nacelle 40 comprises a nacelle body 35 substantially developing along an axis D-D with a central conduit 36. The central conduit 36 comprises an inlet opening 37 and a discharge nozzle 38. An inlet fan 41 is axially disposed in proximity of the inlet opening 37, and an outlet fan is axially disposed in proximity of the discharge nozzle 38.

An electric motor 43 is mounted inside the central conduit 36, the motor axis being disposed along the axis D-D, interposed between the inlet fan 41 and outlet fan 42, and activated for actuating the inlet fan 41 and outlet fan 42.

According to an embodiment, the motor nacelle 40 is mounted between the lateral supporting plates 31 of the nacelle support 30, the supporting pin 34 being substantially disposed perpendicular to the axis D-D. A positioning mechanism 45 is associated to the nacelle support 30 and is coupled to the motor nacelle 40. The positioning mechanism 45 is configured to selectively rotate the motor nacelle 40 to different operative positions with respect to the half wing 24.

According to an embodiment, the positioning mechanism 45 comprises an actuating group 46 provided with an electro-mechanical actuator 47. Figure 15 shows just part of the positioning mechanism 45 interposed between the two supporting plates 31 . Preferably, the actuating group 46 is a transmission for converting a rotation motion to a translation one by a rod-crank system actuated by the actuator 47. Specifically, the actuating group 46 enables to selectively position the motor nacelle 40 between an aligned position, wherein the motor nacelle 40 is disposed substantially coaxial with the nacelle support 30, and a normal position, wherein the motor nacelle 40 is disposed substantially perpendicular to the nacelle support 30.

In both aligned and normal positions, the motor nacelle 40 can provide thrusts opposite to each other according to the rotation of the inlet fan 41 and outlet fan 42. The actuator 47 has a motor provided with a cylindrical body 48 with a driving shaft 49 axially protruding along an axis Z-Z and disposed substantially perpendicular to the supporting plates 31 . The ends of the driving shaft 49 are housed in corresponding channels 50 provided on the internal surface of each supporting plate 31 . A gear 51 is mounted to each end of the driving motor 49 and cooperates with a linear gear rack 52 disposed above each channel 50.

A rod 53 is associated to each end of the driving shaft 49. Each rod 53 has a head

54 mounted to the driving shaft 49, disposed between the motor body 48 and linear gear rack 52 and has a foot end 55 coupled to the motor nacelle 40 by a fixing element 56. In this way, by actuating the actuator 47, each head 54 of rod 53 is moved from an end 50a to the other end 50b of the respective channel 50, while the foot end 55 enables to rotate the motor nacelle 40 about the supporting pin 34. A notch 53a can be provided on the supporting plates 31 for facilitating the movement of the corresponding rod 53. Two or more spacers 57 can be interposed between the motor body 48 and linear gear rack 52 and suitable bearings 58 can be mounted to each end of the driving shaft 49.

Sensor and limit elements are disposed into the channel 50 or in proximity of the same for constantly monitoring the position of each component.

The positioning mechanism 45 is suitably controlled by a control electronic system 60 suitably placed, for example, in the motor compartment 8 of the submarine vehicle 1 , schematically shown in Figure 2.

Figures from 16 to 19 show the operation of the rod-crank system of the positioning mechanism 45 and some positions taken by the motor nacelle 40 in relation to the nacelle support 30 and half wing 24.

The selective position taken by the motor nacelle 30 enables to maximize the motor thrust when the submarine vehicle 1 is immersed and also during an advancing step as hydrofoil mode for compensating the swell.

From the aligned position to the normal position, shown respectively in Figures 16 and 19, the head 54 of each rod 53 moves from an end 50a to the other end 50b of the channel 50 and the motor nacelle 40 moves from a position aligned with the inlet opening 37 facing the outlet 33b of the conduit 33, to a position aligned with the axis D-D and therefore with the inlet opening 37 substantially disposed perpendicular to the nacelle support 30.

Between the axis D-D of the nacelle body 35 and the transversal direction T-T, it is defined a rotation angle a of the motor nacelle 40 which is substantially comprised in the range [0°, -120°]. Preferably, the rotation angle a is comprised in the range [0°, -90°] for having a greater structural simplicity and maneuverability of the submarine vehicle 1 , and still more preferably in the range [30°, -90°] for a greater simplicity and for an easier immersion of the submarine vehicle 1 .

Intermediate positions enable to rotate the motor nacelle 40 to selectable positions enabling to provide thrusts and aerodynamic lifts different from each other and such to make the submarine vehicle 1 easy to be piloted in order to make simpler the required maneuvers. As an example, two intermediate positions are shown in Figures 17 and 18 respectively, wherein the axis D-D of the motor nacelle 40 makes a rotation angle a substantially equal to -30° and -60° with respect to the transversal direction T-T. Obviously, suitable relationship tables between the rotation angle a and the propulsive thrust of the motor nacelle 40 will be obtained and used for correctly positioning the motor nacelle 40 itself.

In an alternative embodiment, the actuating group 46 can comprise two rotative actuators, a hydraulic-type jack or an analogous system.

Referring again to the embodiment shown in Figure 2, the submarine vehicle 1 has four wing modules 19-22 singularly commanded by an operation independent from each other.

Particularly, the rotation axis 23 of each half wing 24 and each motor nacelle 40 of each wing module 19-22 are autonomously commanded. A further actuator 65, schematically shown in Figure 12, commanded by the control system 60, is configured to independently rotate each rotating shaft 23.

Each rotating shaft 23, hinged to the end projecting from the half wing 24, is rotated so that an angle of incidence β substantially comprised between [±90°], is formed between the transversal axis T-T of the half wing 24, and the longitudinal axis X-X of the submarine vehicle 1 . The following description considers positive the anticlockwise measured angles.

According to an embodiment shown in Figure 1 , the first pair 19 and 20, is disposed proximal to the abutment plane P with respect to the second pair 21 and 22, in order to reduce the interferences among the water washes generated by each motor nacelle 40 during their operation.

Moreover, the transversal axis T-T of the nacelle support 30 of the first pair 19 and 20, is misaligned, and particularly is in proximity of the end winglet 28, with respect to the nacelle support 30 of the second pair 21 and 22, which have the transversal axis T-T disposed in proximity of the hull 2, as shown in Figure 2.

Again, this misaligned arrangement enables to reduce the interferences among the water washes generated by each motor nacelles 40 during the operation thereof.

Figures from 5 to 1 1 show some operative positions of the submarine vehicle 1 with respect to positions taken by the dynamic wing modules 19-22.

Figure 5 shows the submarine vehicle 1 in a first docked virtual position wherein the rotation angle a is about 0° and also the angle of incidence β is about 0°. The first docked virtual position is taken by the submarine vehicle 1 during the docking step or when it moves on the surface at low speeds.

Figures 6 and 7 show a first and second submerged positions wherein the rotation angle a is about 0° and the angle of incidence β is respectively about -45° and -90°. The motor nacelle 40 is held in the aligned position.

Figures 8 and 9 show a first and second ascending positions wherein the rotation angle a is about 0°, the motor nacelle 40 is held in the aligned position, and the angle of incidence β is respectively about +45° and +90°.

The positions, indicated in Figures 8 and 9, can be also taken by at least one wing module 19-22 for countering, for example, a roll effect of the submarine vehicle 1 which can occur when the passengers board or unboard from the submarine vehicle 1 itself.

Figures 10 and 1 1 show a second and third virtual docked positions wherein the angle of incidence β is respectively about +45° and +90°, while the motor nacelle 40 is positioned and held in the normal position, in other words the axis D-D is substantially parallel to the longitudinal axis X-X of the submarine vehicle 1 .

In such position, the motor nacelle 40 supplies a countering thrust for maintaining the submarine vehicle 1 substantially in a same position by dynamically balancing possible winds and water streams. Moreover, in such position, it is possible to change in real time, the rotation angle a for generating a thrust component perpendicular to the abutment plane P of the hull 2 in order to dynamically counter possible motions caused by the unboarding or boarding passengers and/or pilot.

The arrangement of the half wings 24 with an angle of incidence β comprised between [+45°, +90°] and the motor nacelle 40 in the normal position, enables to generate a greater thrust component towards the vertical, in other words perpendicular to the abutment plane of the hull 2 for aiding the maneuvers of the pilot.

The positions of the single wing modules 19 and 22 and their variations are commanded by the control system 60.

Figures 20 and 21 show axonometric views of the aligned position of the motor nacelle 40. In the same way, Figures 22 and 23 show the normal position of the motor nacelle 40. Figures 24 and 25 show lateral views of successive arrangements which each wing module 19-22 can take. Particularly, Figure 24 shows a dynamic wing module 19-22 from the first docked virtual position to the second submerged position with the angle of incidence β having the maximum amplitude of about -90°. Figure 25 shows a dynamic wing module 19-22 moving from the third docked virtual position to the first docked virtual position by rotating the half wing 24 of the rotating shaft 23 and also by rotating the motor nacelle 40 about the supporting pin 34.

Each wing module 19-22 can take positions different and independent from each other which are obtained by different combinations of the value of the rotation angle a and of the value of the angle of incidence β in order to counter or generate a thrust.

Figures from 27 to 28 show the submarine vehicle 1 in a hydrofoil mode when it moves from the first docked virtual position, shown in Figure 26, then when the submarine vehicle 1 is still or moving at a reduced speed. By increasing the speed, the half wings 24 and motor nacelles 40 are progressively tilted in order to be positioned in a first hydrofoil mode, shown in Figure 27. In such position, the hull 2 is raised from the water surface at the aft portion, while the motor nacelles 40 are submerged and the electric motor 43, located inside them, generates a thrust enabling the submarine vehicle 1 to move and continue to pick up speed.

Figure 28 shows a second hydrofoil mode in which, by increasing the speed, the submarine vehicle 1 , front wing modules 19 and 20, and particularly the half wings 24 and associated motor nacelles 40, are tilted to reach the rotation angle a of about -45° and the angle of incidence β of about +45°, while the rear wing modules 21 and 22 are tilted to reach the rotating angle a of about -65° and the angle of incidence β of about +65°. The hull 2 is completely raised from the water surface, while the motor nacelle 40 of each wing module 19-22 is still submerged and generates the thrust for enabling the submarine vehicle 1 to keep constant the speed thereof.

The second hydrofoil mode substantially corresponds to the second docked virtual position shown in Figure 10, wherein only the motor nacelles 40 are submerged in water.

When the submarine vehicle 1 is in the second hydrofoil mode, it is possible to dynamically compensate a possible swell, by suitably commanding, through the control system 60, the rotation angle a and the angle of incidence β in order to uniformly maintain the hull 2 outside the water surface while the submarine vehicle 1 moves at high speed on the surface.

Figures from 29 to 32 schematically show a wing module 19-22, and the effects of the fluid on the relevant surfaces of its components comprising the half wing 24, nacelle support 30 and motor nacelle 40. Figure 31 shows the so-called "lines of air and water flows" when the half wing 24 is partially submerged in water and the motor nacelle 40 is placed in an intermediate location between the aligned position and normal position. Moreover, Figure 32 shows the aerodynamic lift vectors developing in the half wing 24, nacelle support 30 and motor nacelle 40.

Each half wing 24 can be sized with reference to the aerodynamic lift and thrust values of the motor, required by the submarine vehicle 1 .

In the shown embodiment, the wing modules 1 9-22 are in number of four, and the motion of the submarine vehicle 1 has about six degrees of freedom.

The further fixed stability surfaces of the submarine vehicle 1 , in other words the tail plane 70 and lower ventral fin 71 , hereinbefore cited, are preferably disposed along the longitudinal axis X-X.

The tail plane 70 can have a jagged or linear lateral outline, as shown in Figures 1 and 26, with varying dimensions adapted to improve the stability of the submarine vehicle 1 .

According to an embodiment, shown in Figure 33, the half wing 24 of the rear wing modules 21 -22 can have the rotating shaft 23 associated to the cover 6 and positioned with an angle of inclination γ comprised between [-30°, -1 °], preferably equal to about -5°, with respect to an axis L-L perpendicular to the mid place Q. Such inclination contributes to increase the maneuverability of the submarine vehicle 1 . In the embodiment shown in Figure 34, the half wing 24 of the front wing modules 19-20 can have the rotating shaft 23 positioned with an angle of inclination δ comprised between [+1 °, +30°], preferably about equal to +5° with respect to the axis L-L. Such inclination enables to increase the roll stability of the submarine vehicle 1 .

According to the size of the crew area 7, the passengers of the submarine vehicle 1 can be in number greater than three, and some vehicles are devoid of piloting boards.

The cockpit 9 has an openable roof or canopy 10 hinged to the hull 2 for enabling the passengers to board. The roof or canopy 10, is made of a transparent material, and also contingent and further portions of the hull 2, in order to enable to improve the visibility of the surrounding environment for the on-board passengers.

In a further embodiment, the half wing 24 can comprise two or more step notches provided on the external surfaces of the supporting plates 31 of the nacelle support 30, adapted to help the passengers to board.

Each dynamic wing module 19-22, and particularly the rotation angle a and angle of incidence β and the thrust intensity and thrust direction (forward or backward) of the electric motor 43 of each motor nacelle 40 and actuator 47 are controlled by the control system 60 suitably configured as a known fly-by-wire driving system which receives command input signals from the pilot by one or more joysticks and further command signals from a pedal system. The pedal device can be similar to the one used in aircrafts.

The control system is commanded by an inertial platform comprising at least three accelerometers and three gyroscopes placed orthogonally to each other and one or more position receivers of the GPS/Galileo/GLONASS type or similar.

The position receivers can also cooperate with the control system 60 for performing auxiliary functions useful for compelling the pilot to obey to requirements regarding areas protected or controlled by see and/or harbor and/or environmental authorities.

The submarine vehicle 1 can have a hybrid diesel-electric propulsion system preferably driven by a thermal motor when navigates on the surface, with a lithium-ions battery storage system or another system for the submerged navigation.

In another embodiment, the submarine vehicle 1 comprises a propulsion system completely based on a hydrogen fuel cell and a reservoir suitable for storing a hydrogen quantity sufficient for satisfying the required range standards.

The submarine vehicle according to the present invention, enables to meet the predetermined objects. Particularly, the dynamic wing modules provided with a half wing rotating with respect to the hull and with the motor nacelle pivoted to the half wing, enable to generate a steerable propulsion, in other words a vectorial one, for consequently making simpler the maneuvers required by the pilot.

The distanced position of the motor nacelle from the half wing and the selective rotation thereof enable to generate steerable thrusts which are independent from the aerodynamic lift or negative lift due to the interaction of a fluid (air or water) with the half wing. Different combinations of steerable thrusts and aerodynamic lift or negative lift of the wings enable to obtain a wide range of maneuvers and operative modes (immersion and hydrofoil modes).

Moreover, the present invention enables to obtain an excellent maneuverability in an aquatic environment due to the vectorizable thrust of the motor nacelle with respect to the wing module which can counter the swell and/or instability of the submarine vehicle also due to boarding or unboarding users.

Obviously, the present invention is capable of being implemented by several variants all falling into the scope thereof as defined in the following claims.