Submersible vehicle
Patent Information
- Application Number
- AE202602404
- Authority / Receiving Office
- AE · AE
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2024-01-19
- Filing Date
- 2025-01-09
Smart Images
Figure ABST_ABST
Abstract
Description
SUBMERSIBLE VEHICLE The invention relates to a submersible having a hull, which comprises a bottom hull in the area of its underside, wherein a flow channel is accommodated at least sectionally in the hull or wherein a flow channel is assigned to the hull, wherein the flow channel is disposed, at least sectionally, inside a flow channel mount, in particular a bulge, protruding from the bottom hull, wherein a water acceleration device, in particular a propeller, which can be driven directly or indirectly by a motor via a drive shaft, is disposed in the flow channel. Submersibles according to the invention are, for instance, swimming and diving aids. They can be used to pull a user, wherein the submersible is capable of switching between surface travel and submerged travel. In particular, the submersible can be designed to switch between surface travel and submerged travel solely by shifting weight. A submersible according to the invention may, for instance, be such that it comprises a support surface on its topside, on which support surface a user can rest part of the user’s body. For instance, the submersible may comprise a handle each on the starboard side and on the port side, which handle a user can hold on to during travel. In particular, the handle may also be equipped with operating elements that can be used to control the functions of the submersible. In particular, the submersible may be set up such that a user can rest part of their upper body in the stern section during travel. For instance, one or several control elements may be used to vary the speed of an electric motor used to drive the propeller in the flow channel. Preferably, submersibles in the context of the invention can be such that they are driven at a speed of less than 4000rpm, particularly preferably at a speed of less than 3000rpm at the drive shaft, to be able to achieve a suitable drive power for both surface and underwater travel. Preferably, in submersibles according to the invention, the handles can be disposed in the front part of the watercraft, in particular in the bow area of the submersible. Furthermore, a submersible according to the invention may comprise a display, which is disposed in the user's field of vision and which is designed to display functions and / or operating states of the submersible. DE 10 2013 100 544 A1 describes a swimming and diving aid, in which a flow channel is incorporated in the hull. A propeller is disposed in the flow channel, which propeller is driven by an electric motor via a drive shaft. The electric motor is powered by rechargeable batteries, which are also disposed in the hull. Another submersible that can be used as a swimming and diving aid is known from US 2015 / 0217847 A1. A drive unit comprising a flow channel is attached to the bottom hull of the submersible. In the floating position of the watercraft at rest, i.e. not during travel, the axis of rotation of the drive shaft, which drives the propeller in the flow channel, is oriented horizontally. This creates a horizontally oriented thrust plane. During surface travel, the hull-side dynamic pressure acting on the bottom hull generates a bow-up moment that causes the submersible to tilt. This increases the water resistance. The invention addresses the problem of providing a submersible of the type mentioned at the beginning, which is designed to be flow-optimized both for surface travel and for submerged travel. This problem is solved by providing downward-facing gliding surfaces on both sides of the hull and by disposing at least one lift fin projecting from the bottom hull to generate a lift force in the stern section of the submersible during travel. During travel, the frontal oncoming flow of the submersible (and possibly the weight of the part of the user's upper body that rests on the submersible at the stern section), acts on the vehicle. It tries to raise the hull at the bow. This is counteracted by the lift fin(s) according to the invention, which generate a lift force in the stern section. This bow-up force counteracts the bow’s tendency to rise and thereby stabilizes the trim of the submersible in a hydrodynamically favorable attitude. In addition, the lift fin(s) help the submersible to initiate planing through / on water. The lift fins generate a force that acts opposite to gravity. This force helps to uplift the submersible during surface travel. In this way, the submersible gets on its gliding surfaces more quickly, thus entering the planing attitude. The gliding surfaces according to the invention are thus used to enable the watercraft to slide on the water surface. Accordingly, the gliding surfaces can be used to transition the submersible from displacement travel to planing mode. Planing mode reduces the frontal oncoming flow surface facing the water, such that during surface travel significantly higher speeds can be achieved compared to conventional submersibles. It has been shown that the lift fins also have a stabilizing effect during underwater travel; at the very least, they do not interfere with travel. During underwater travel, the entire submersible, and in particular the deck, is immersed in flowing water. Because the deck now also creates flow resistance against the water, a downward force acting in the direction of gravity is generated during the dive. This downward force is at least partially offset by the lift fin(s), resulting in improved frontal oncoming flow and, consequently, better handling also during submerged travel. The attitude-stabilizing effect of the lift fins is particularly advantageous if provision is made for the at least one lift fin to be disposed, at least sectionally, below the assigned gliding surface. One possible embodiment of the invention may be characterized in that the gliding surfaces are connected, either directly or indirectly, to both sides of the flow channel mount, in particular, the bulge, and in that at least one lift fin each is disposed on both the starboard and port sides of the flow channel mount, which is designed as a bulge. This allows a compact design to be implemented. A particularly preferred embodiment of the invention makes provision for the lift fin(s) to be disposed spaced apart from the assigned gliding surface, for the upper profile surface of the lift fin to face the gliding surface at a distance, and for a channel section open toward starboard or port side to be formed on the bottom hull between the upper profile surface of the lift fin and the facing gliding surface. A flow zone is formed between the upper profile surface and the gliding surface, particularly in this channel section, through which water is accelerated during submerged travel. This effectively enhances the suction effect acting on the lift fin's upper profile surface and, consequently, the lift force. As the speed increases, advantageously the magnitude of the lift force also increases. A preferred embodiment of the invention may be such that the upper profile surface, which faces the deck of the submersible, of the at least one lift fin, forms a suction side, and the opposite, downward-facing lower profile surface forms a pressure side, wherein preferably provision is made for the length of the upper profile surface in the direction of flow to be greater than the length of the lower profile surface in the direction of flow. As a result, the lift fin functions similarly to an aerofoil, wherein effectively a lift force is generated in the stern section. The flow direction extends along the length of the submersible, in the direction from bow to stern. In this context, a flow-optimized design is achieved if provision is made for the upper profile surface to be designed to be at least sectionally convex and / or for the lower profile surface to be designed to be at least sectionally concave. To ensure that the lift fin generates as little dynamic pressure as possible while remaining effective, provision made be made for the upper and lower profile surface(s) of the at least one lift fin to merge at the front in the direction of flow via a fin nose, wherein preferably provision is made for the fin nose to be convexly curved. A submersible according to the invention may be configured such that a connection line, which in the cross-section of the lift fin connects the leading edge of the lift fin in the direction of flow to the trailing edge of the lift fin in the direction of flow, extends in parallel to a flat, planar region of the gliding surface (37), deviating by ±15°, preferably deviating by ±10°, and most preferably deviating by ±5°. Such a submersible is designed to be aerodynamically optimized, particularly for planing mode, to which end the angle of attack of the lift fin has been adjusted to the inclination of the gliding surface. Preferably, provision is made for the lift fin(s) to be disposed in the area of the rear half of the submersible facing the stern, preferably in the area of the rear third of the submersible facing the stern. This type of arrangement is particularly well-suited for a diving sled, where only part of the user’s upper body rests on the watercraft. A variant of the invention can be such that the axis of rotation of the drive shaft forms a thrust axis, that a bow tip section of the hull is formed, which, starting from the bow tip toward the stern of the vehicle, extends along a length of 10%, preferably 5%, particularly preferably 2.5%, of the vehicle length measured from the bow tip to the stern end, and that the virtual thrust axis, which is inclined downwards in the direction from the bow to the stern, intersects the bow tip section. As a result of the thrust axis being slanted to the rear and downwards, a water jet is generated, which is directed slanted downwards during surface travel. This results in a thrust component that acts vertically downwards. This thrust component aims to righten the submersible at the stern section. However, this is counteracted by the frontal oncoming flow of the submersible (and possibly the weight of the part of the user's upper body that rests on the submersible at the stern section), which tries to raise the hull at the bow. As a result, the submersible’s trim is further stabilized during surface travel, thereby keeping its flow resistance to a minimum. Furthermore, the slanted thrust axis simplifies the transition to submerged travel or a descent, as the aforementioned vertical thrust force component then supports the descent behavior after the bow is inclined downwards. During submerged travel, the user can incline the submersible, wherein it then stabilizes its underwater trim and heads in the desired direction of travel. During submerged travel, the gliding surfaces have little or no effect on the driving characteristics, so that this driving mode is also optimized. According to one variant of the invention, provision may be made for the gliding surfaces to extend from the stern end of the gliding surfaces at least along 30%, preferably at least along 40%, particularly preferably at least along 50%, of the vehicle length, laterally next to the flow channel and above the thrust plane toward the bow. This creates sufficiently large gliding surfaces on the submersible in a space-saving manner. The gliding surfaces may preferably be designed to be plane surfaces or as partially plane surfaces. To optimize the use of available space, provision may be made for the axis of rotation of the drive shaft, which forms the thrust axis, to lie in a thrust plane, wherein two vectors spanning the thrust plane are disposed such that the first vector extends in the direction of the thrust axis and the second vector extends perpendicular thereto, horizontally from portside to the starboard when the submersible is in a floating position and at rest, and for the lift fin to be disposed entirely or for the greater part of its volume below the thrust plane. Preferably, provision may be made for the gliding surfaces to intersect the thrust plane in an area that is disposed spaced apart from the stern end by at least 20% and at most 60% of the maximum vehicle length, preferably by at least 20% and at most 50% of the maximum vehicle length, further preferably by at least 20% and at most 40% of the maximum vehicle length. By shifting the cutting areas toward the center of the vehicle, a particularly maneuverable design of the submersible is created. Particularly good driving characteristics for compactly built submersibles are achieved in particular if provision is made for the gliding surfaces to intersect the thrust plane in an area that is disposed spaced apart from the stern end by at least 25% and at most 40% of the maximum vehicle length. The invention is explained in greater detail below based on an exemplary embodiment shown in the figures. In the Figures: Figure 1 shows a perspective view of a submersible in the form of a swimming and diving aid from behind and diagonally above, Figure 2 shows a perspective view of the submersible shown in Figure 1 from the front and diagonally below, Figure 3 shows a side view of the submersible from the left, Figure 4 shows another perspective view of the submersible of Figures 1 to 3 from behind and diagonally below, Figure 5 shows the submersible according to the representation of Figure 3, but in a schematized full sectional view, Figure 5a shows a schematic detailed representation along the section marked V-V in Figure 5, Figure 6 shows the submersible of Figures 1 to 5 viewed from behind and in a floating position when stationary, and Figure 7 shows the watercraft shown in Figures 1 to 6 from the front. Figures 1 and 2 show a submersible designed as a swimming and diving aid. The submersible has a hull 10. For instance, as Figure 1 shows, the hull 10 may comprise an upper shell 20. The upper shell 20 may be designed to be integrally made or multi-part. A bow tip 21 is formed in the bow area 22 of the submersible. The bow tip 21 forms the front end of the submersible. For instance, the bow tip 21 may be formed by the upper shell 20. However, it is also conceivable that the bow tip 21 is formed by the bottom hull 30. The bottom hull 30 may, for instance, be formed by a lower shell that is connected to the upper shell 20. The lower shell may be designed to be integrally made or multi-part. A handle 24 is attached to the upper shell 20 on both the starboard and port sides. At least one control element 25 can be attached to one or both handles 24. The control element(s) 25 can be used to control the functions of the submersible. As can be seen from the illustrations, the handles 24 are preferably attached in the bow area 22 of the submersible. A display 23 is disposed centrally, preferably in the area between the two handles 24, in the area of the upper shell 20. Information about the operating status of the submersible can be shown on the display 23 and read by a user. The handles 24 are adjoined by arm rests 26 toward the stern 27 of the watercraft. The armrests 26 extend on the port or starboard side. Figure 1 also shows that a charging connection 28 may be provided in the area of the upper shell 20. A cover cap covers the charging connection 28. It can be removed to expose the electrical contacts of the charging connection 28. The submersible can be connected to a power supply via the charging connection 28 to charge at least one rechargeable battery 60, which is housed in the hull 10 of the submersible. Figs. 1 and 2 show that, adjacent to the bow tip 21, the upper shell 20 can be spherical, in particular biconvex. This results in a streamlined shape that is optimized for underwater travel. The bottom hull 30 can be designed such that it comprises a rounded area 31 adjacent to the bow tip 21, which can be spherical, in particular biconvex. Such a design is flow-optimized for both surface travel and underwater travel. As Figures 1 and 5 show, there may be a bulge 32 in the rounded area 31, which bulge delimits a space disposed in the hull 10. A component of the submersible can be accommodated therein. For instance, an electric motor 61 and / or a control unit 63, which is installed in the hull 10 in the bow area 22, may be accommodated in the area of the bulge 32 in the hull 10, as shown in Figure 5. In this way, a compact design is supported. Figures 2 and 4 illustrate that the bottom hull 30 comprises gliding surfaces 37, preferably immediately adjacent to the rounded area 31. The gliding surfaces 37 preferably extend on the port and starboard sides. The gliding surfaces 37 can preferably be routed up to the stern 27 of the submersible, where they then form end sections 37.3. The gliding surfaces 37 may be designed as surfaces formed in the three-dimensional space. The gliding surfaces 37 may also be designed as plane surfaces or comprise at least one such plane surface. Figures 1 and 4 illustrate that the gliding surfaces 37 extend on both sides of a flow channel mount 38. The flow channel mount 38 protrudes from the bottom of the bottom hull 30. In this case, the flow channel mount 38 may comprise two side walls 38.1 spaced apart from each other, which are directly or indirectly connected to the gliding surfaces 37, for instance via, preferably concave, rounded transitions 38.3 on the port and starboard sides. The two side walls 38.1 may be interconnected via a connecting section 38.2, wherein the connecting section 38.2 is preferably designed to be convex. Preferably, the spherically curved rounded area 32 merges into the gliding surfaces 37, wherein the bow tip 21 is disposed above the gliding surfaces 37. During surface travel of the submersible, the water is then directed under the gliding surfaces 37 to achieve an optimized frontal oncoming flow onto these areas. In addition, annoying water spray is avoided or prevented. The flow channel mount 38 forms or encloses a partial area of the hull 10, inside which a flow channel 39.2 is accommodated. The flow channel 39.2 forms a flow inlet, approximately in the central area of the submersible. The flow channel 39.2 forms a flow outlet 39 in the area of the stern 27. The flow channel 39.2 can be formed and / or delimited at least sectionally by a one-piece or multi-part hollow body, wherein provision may be made for the hollow body to be held at least sectionally in the flow channel mount 38. Figures 1 and 5 illustrate that the flow outlet 39 is delimited by a, preferably circumferential, boundary rim 39.1. A guide element 33 is disposed in the area of the flow inlet. The guide element 33 may be designed to be, preferably integrally, with the lower shell forming the bottom hull 30. However, it is also conceivable that the guide element 33 is formed as a separate component, which is connected to the bottom hull 30. The guide element 33 can be designed such that it forms an underside edge 33.1 of a wall 33.3. The edge 33.1 and thus also the wall 33.3 extend in the direction from the bow to the stern 27. Preferably, the wall 33.3 of the guide element 33 divides the area of the inlet opening into the flow channel 39.2 into two sub-areas. This forms two, preferably separated from each other, feed areas 34.1 and 34.2. The first feed area 34.1 extends on the port side and the second feed area 34.2 on the starboard side. However, the wall 33.3 does not necessarily completely separate the two feed areas 34.1 and 34.2 from each other. In fact, provision may also be made for overflow areas to be formed between the two feed areas 34.1 and 34.2. Furthermore, the guide element 33, preferably adjoining the edge 33.1, may be connected to the connecting section 38.2 of the flow channel mount 38. As shown in the drawings, the guide element 33 can be coupled to a connection point 33.4 on the inflow-side edge of the flow channel mount 38. Subsequent to the connection point 33.4, the guide element forms a fastening section 33.5. This fastening section 33.5 is used to attach, for instance integrally mold, the guide element 33 to the inside of the connecting section 38.2 facing the flow channel 39.2. Preferably, provision is made for the wall 33.3 to form a fastening section 33.4, which extends into the flow channel 39.2, such that the wall 33.3 is also connected to the connecting section 38.2 on the inside of the connecting section 38.2 toward the stern 27 by means of a correspondingly designed fastening section 33.5, as shown in particular in Figure 5. Preferably, the flow channel mount 38 is made integrally with the guide element 33. The guide element 33 extends toward the stern 27, past the edge of the connecting section 38.2 facing the inlet opening and into the flow channel 39.2 in the area of the connection point 33.4. In this way, the guide element 33 delimits two feed areas 34.1, 34.2 from each other downstream of this connection point 33.4 in the flow channel 39.2. Figure 5 also illustrates that preferably the projection of the connection point 33.4 perpendicular to the axis of rotation D of the drive shaft 62 into the thrust plane FE of the submersible results in a projected connection point 33.4', and that the guide element 33 extends beyond this projected connection point 33.4' into the flow channel 39.2. As the drawings show, the guide element 33 extends past a drive shaft 62 toward the topside O of the submersible and perpendicular to the axis of rotation D of the drive shaft 62 into the flow channel 39.2. Opposite from the connection point 33.4, the guide element 33 is directly or indirectly coupled to the flow channel mount 38 or a component defining the flow channel 39.2 by means of a coupling section 33.6. Preferably, the guide element 33 in the flow channel 39.2 comprises a feed-through 33.7 downstream of the inlet opening. A sheathing tube 64, which holds the drive shaft 62, is guided through this feed-through 33.7 into the flow channel 39.2. Preferably, the sheathing tube 64 is sealed against the feed-through 33.7. As Figure 5a shows, the area of the guide element 33 that forms the feed-through is designed to be thickened in cross-section and bulges laterally, preferably in a convexly curved manner. Guide element sections 33.9 of the guide element 33 are preferably connected to the area forming the feed-through 33.7 on opposite ends of the boundary surfaces 33.8. As the drawings show, the guide element sections 33.9 may extend in opposite directions towards the inner wall of the flow channel 39.2. There, the guide element sections can be connected to the flow channel or another component, e.g. the flow channel mount. The guide element sections 33.9 are preferably fin-shaped. Figure 5a illustrates that the guide element 33 can be divided in the area of the feed-through 33.7. The dividing plane 33.10 may extend through the feed-through 33.7, which simplifies the assembly of the sheathing tube 64. The guide element 33 can preferably be designed such that it is guided into the rounded area 31 at the bow end, as illustrated in Figures 4 and 5 via a transition 33.2. Further, the wall 33.3 may taper towards the front, i.e. towards the bow, while decreasing in height. The wall 33.3 forms water guide surfaces on both ends, which extend from the bow area 22 toward the stern 27 and which guide the flowing water toward the assigned feed area 34.1 or 34.2. Figure 5 illustrates that a motor 61, preferably an electric motor, is disposed in the interior of the hull 10, which motor drives a propeller 36 by means of a drive shaft 62. Preferably, the drive shaft 62 is guided inside a sheathing tube 64, such that the rotating drive shaft 62 has little or no influence on the water flow guided in the feed area 34.1, 34.2. The propeller 36 is connected to the drive shaft 62 for co-rotation and disposed in the flow channel 39.2. This is illustrated in Figure 5. A centering unit 35, preferably in the form of a centering star, is held in the flow channel 39.2 upstream of the propeller 36. The centering unit 35 may comprise a hub 35.1. Centering blades 35.2 are connected to the hub 35.1. The centering blades 35.2 can preferably be connected to the inner wall of the flow channel 39.2 at the ends facing away from the hub 35.1, preferably be integrally connected thereto. The drive shaft 62 is guided through a mount of the hub 35.1 of the centering unit 35 and preferably held centered in the flow channel 39.2. Preferably, at least three centering blades 35.2 can be used, which are disposed offset from one another in the circumferential direction of the drive shaft 62, preferably spaced equidistantly. Particularly preferably, provision may be made for the wall 33.3 of the guide element 33 to be connected, preferably integrally connected, to the centering unit 35 at least sectionally. For instance, provision may be made for the wall 33 to be connected to the hub 35.1 and / or to at least one of the centering blades 35.2. Preferably, the wall 33.3 is integrally connected to the centering unit 35. This reduces the amount of parts required and improves production accuracy. This also results in improved flow behavior in the flow channel 39.2, as the design can then be more compact. A flow stator 40 can preferably be disposed downstream of the propeller 36 in the flow channel 39.2. Preferably, the flow stator 40 is disposed in the area of the stern end of the flow channel 39.2. The flow stator 40 comprises a plurality of stator blades 41, which preferably extend radially to a thrust axis 53, which coincides with the axis of rotation D of the drive shaft 62. The arrangement of the stator blades 41 can be clearly gathered from Figures 4 and 6. As these drawings illustrate, a stator tip 42 can be used to interconnect the stator blades 41 in the center of the flow channel 39.2. The propeller 36 generates a rotating water jet in the flow channel 39.2. The flow stator 40 is used to reduce the rotation in the water jet or, ideally, to direct it without swirling. This results in an improved thrust power. As Figures 4 and 6 illustrate, the axis of rotation D of the drive shaft 62 forms a thrust axis 53. The thrust axis 53 lies in a thrust plane FE, wherein two vectors spanning the thrust plane FE are disposed such that the first vector extends in the direction of the thrust axis 53 and the second vector extends perpendicular thereto, horizontally between the port and starboard sides in the floating position and in the rest position of the submersible, i.e. perpendicular to the image plane in Figure 5. A central longitudinal plane ME perpendicular to the thrust plane FE and accommodating the thrust axis 53 extends between the port and starboard sides, as shown in Figure 6 (i.e. in the image plane in Figure 5). The central longitudinal plane ME can be disposed such that it intersects the boundary rim 39.1 of the flow outlet 39 at an upper boundary point P as shown in the drawings. Provision may be made for a boundary line 52 intersecting the bow tip 21 and the upper boundary point P to form an angle γ with the thrust plane FE, preferably in the range between 2° and 7°. Preferably, the boundary line 52 lies in a horizontal plane HE, wherein two vectors spanning the horizontal plane HE are disposed such that the first vector extends in the direction of the boundary line 52 and the second vector extends perpendicular thereto between the port and starboard sides in parallel to the thrust plane FE, as illustrated in Figure 5. The stern ends of the gliding surfaces 37 intersect the horizontal plane HE and pierce it from bottom to top in the direction from bow to stern, as shown in Fig. 5. Figure 5 further illustrates that the stern ends of the gliding surfaces 37 may end above the flow outlet 39. Consequently, the entire flow outlet 39 is disposed completely below the horizontal plane HE and / or below the stern ends of the gliding surfaces 37. However, it is also conceivable that the stern ends of the gliding surfaces 37 end below the horizontal plane HE. For instance, the stern ends of the gliding surfaces 37 may be spaced apart from the horizontal plane HE at a maximum distance of M= 0.2*X, preferably M= 0.1*X, and end below the horizontal plane HE, wherein X is the maximum clear opening dimension of the flow outlet 39. In this exemplary embodiment, the maximum clear opening dimension X is the diameter of the circular flow outlet 39 (see Figure 6). Figure 5 further illustrates that the boundary rim 39.1, which delimits the flow outlet 39, forms a surface at the stern. This surface is disposed inclined at an angle µ relative to the horizontal plane 52. This angle µ is preferably selected in the range greater than 84° and further preferably in the range from 84° to less than 110°, particularly preferably in the range from greater than 90° to less than 110°. If the angle µ is selected to be greater than 90°, the flow direction slopes downwards towards the rear such that the water jet is not or not as strongly directed at the part of the user lying in the water behind the stern of the watercraft. As Figure 5 further illustrates, at least one, preferably two, rechargeable batteries 60 may be accommodated inside the hull 10. If two rechargeable batteries 60 are used, these can be positioned on either side of the central longitudinal plane ME. Preferably, the two rechargeable batteries 60 are disposed symmetrically to the central longitudinal plane ME. Preferably, the rechargeable batteries 60 can be disposed completely above the thrust plane FE. Preferably, the volume of the rechargeable batteries 60 can extend for the most part above the horizontal plane HE. These measures achieve a good weight distribution in a watercraft according to the invention, which results in a stable floating position. The rechargeable battery or batteries 60 may comprise a tubular section in the form of a sheathing tube 64, inside which a plurality of rechargeable battery cells are disposed. At its longitudinal ends, covers 65, 66 seal the tubular section in a watertight manner. Preferably, provision is made for electronics for monitoring and / or controlling the rechargeable battery cells to be housed inside the sealed area of the tube section. As Figure 5 shows, a flooding chamber 70 can be formed inside the hull 10. The flooding chamber 70 is connected to the environment via water passage openings. At least one water inlet opening 71 may be present in the bow area and at least one water outlet opening 72 may be present in the stern section of the submersible. The water inlet opening 71 and / or the water outlet opening 72 may penetrate the hull shell, e.g. is / are formed by the lower and / or upper shell of the submersible. When the submersible is placed on the water, the flooding chamber 70 is filled with the surrounding water via the water passage openings. During water travel, in particular during submerged travel, a water flow from the water inlet opening 71 to the water outlet opening 72 occurs in the flooding chamber 70, such that continuous cooling of the electrical components, in particular of the rechargeable batteries 60, is performed in the flooding chamber 70. In addition, the flooding chamber 70 offers the option of taking in water as a variable mass component by (partially) filling it with water or emptying it. If the flooding chamber 70 is filled or partially filled, it simplifies the transition from surface travel to underwater travel. When the submersible is lifted out of the water, the flooding chamber is emptied via the water passage openings. Preferably, an additional water passage opening can also be provided on the starboard side 11 and / or on the port side 12, via which additional water passage opening the water can be emptied from the flooding chamber 70 when the submersible is lifted out of the water. Figure 5 also illustrates that, for instance, a control unit 63 may be disposed in the hull 10, by means of which all or at least some of the functions of the submersible can be electrically controlled. The control unit 63 can be assigned to the motor 61 and connected electrically and / or mechanically thereto. According to one design variant, the control unit 63 may be disposed in the flooding chamber 70 in addition to or as an alternative to the rechargeable battery or batteries 60. Figure 5 also shows, for instance, that most of the motor’s 61 volume can be disposed below the horizontal plane HE to optimize the weight distribution. According to one design variant, the electric motor 61 may be disposed in the flooding chamber 70 in addition to or as an alternative to the rechargeable battery or batteries 60 and in addition to or as an alternative to the control unit 63. Figures 2 and 7 show that the gliding surfaces 37 are present on both ends of the flow channel mount 38 on the bottom hull 30 and are disposed facing downwards. The gliding surfaces 37 may be formed at least sectionally by plane surfaces, by surfaces shaped in a three-dimensional space or by a combination of a three-dimensionally shaped surface and at least one plane surface. In this exemplary embodiment, the gliding surfaces 37 are formed in part, preferably for the most part, by plane surfaces. As Figure 2 shows, center sections 37.2 adjoin the end sections 37.3 of the gliding surfaces 37 toward the bow. The center sections 37.2 also extend on the port side and starboard side, respectively, laterally next to the flow channel mount 38. Facing away from the end sections 37.3, the center sections 37.2 each merge into a gliding surface front section 37.1. The gliding surface front section 37.1 is routed past the inlet opening of the flow channel mount 38 and preferably extends into the bow area 22. The gliding surface front sections 37.1 are preferably used to continuously transition the gliding surfaces 37 directly or indirectly into the rounding area 31 in the bow area 22. The drawings show that the gliding surfaces 37 form a gliding plane 51. The gliding plane 51 may be formed by the gliding surfaces 37 themselves if these are designed as plane surfaces or for the most part as plane surfaces. If the gliding surfaces 37 are not designed as plane surfaces or are not completely designed as plane surfaces, the gliding plane 51 is formed by a mean virtual gliding surface plane, wherein this mean virtual gliding surface plane is disposed such that equal proportions of the surface parts of the gliding surface 37 extend above and below this mean virtual gliding surface plane. The drawings illustrate that a reference longitudinal line of the plane surface or of the mean virtual gliding surface plane extending in the direction from the bow to the stern 27 or the mean virtual planar surface plane, which extends through the center of gravity of the planar surface or the mean virtual planar surface plane, forms a gliding angle β with the thrust plane FE. In this exemplary embodiment, the gliding angle β can be selected in the range from 2° to 20°, preferably in the range from 4° to 15°, particularly preferably in the range from 8° to 14°, especially preferably in the range from 11° to 14°. Figure 6 illustrates that the plane surface of the gliding surfaces 37 or the mean virtual gliding surface plane is set at an angle of inclination α=0° to the thrust plane FE. However, this angle of inclination may also be α > 0°, wherein the angle of inclination α preferably opens towards the starboard or port side. Finally, Figure 5 also illustrates that an angle δ is formed between the gliding plane 51 and the horizontal plane 52, which angle opens towards the bow end. This angle δ is preferably selected in the range from 3° to 14°, preferably from 5° to 12°, particularly preferably from 5° to 10°. Figure 5a illustrates that the centering unit 35 can be disposed in the central longitudinal plane ME and can preferably be designed symmetrically to the central longitudinal plane ME. The centering unit 35 preferably has at least two centering blades 35.2, which keep the area of the feed-through (hub 35.1) at a distance from the inner wall of the flow channel 39.2. Preferably, at least one of the centering blades 35.2 is disposed in alignment with the guide element 33 in the direction of the axis of rotation D of the drive shaft 62. The guide element 33 can be connected directly or separately to the centering blade 35.2 via a narrow gap area. Figure 1 illustrates that the width of the guide element 33 extending perpendicular to the central transverse plane ME increases, preferably continuously expands, in the direction from the stern to the bow. The guide element 33 may at its bow end facing away from the stern 27 merge into a curved rounded area 31 of the bottom hull 30 curved towards the underside U, wherein the rounded area 31 is disposed in the bow area 22 and extends further, preferably from the guide element 33 to the bow tip 21. As shown in Figure 5, the submersible advantageously has a flooding chamber 70 in the hull 10 in addition to the flow channel 39, which flooding chamber is connected to the environment via one or several inlet openings 71 and one or several outlet openings 72. Preferably, at least one inlet opening 71 is disposed in the area of an upper shell 20 of the submersible, which upper shell is directed towards the topside O and is integrally made or multi-part. In the submersible shown in the drawings, the axis of rotation D of the drive shaft 62 forms a virtual thrust axis 53, wherein the gliding surfaces 37 directed downwards adjoin the flow channel mount 38, in particular the bulge 39.3, on both sides of the bottom hull 30. Figure 5 illustrates that a bow tip section B1-B3 of the hull 10 is formed, which bow tip section, starting from the bow tip 21 toward the stern of the vehicle, extends along a length of 10%, preferably 5%, particularly preferably 2.5%, of the vehicle length L measured from the bow tip 21 to the stern end. In so doing, the virtual thrust axis 53, which is inclined downwards in the direction from the bow to the stern, intersects the bow tip section B1-B3. Figures 3 and 5 illustrate that the gliding surfaces 37 preferably extend, starting from the stern end of the gliding surfaces 37, at least along 30%, preferably at least along 40%, particularly preferably at least along 50%, of the vehicle length L laterally next to the flow channel 39.2 and in particular preferably above the thrust plane FE toward the bow 22. In particular, the gliding surfaces 37 may intersect the thrust plane FE. Figures 3 and 6 show that the virtual thrust axis 53 lies in a thrust plane FE, wherein two vectors spanning the thrust plane FE are disposed such that the first vector extends in the direction of the thrust axis 53 and the second vector extends perpendicular thereto horizontally from the port side to the starboard side 11, 12 in the floating position and in the rest position of the submersible (perpendicular to the image plane in Figure 5). Furthermore, a central longitudinal plane ME is provided that is perpendicular to the thrust plane FE and incorporates the thrust axis 53. As Fig. 5 shows, the gliding surfaces 37 may intersect the thrust plane FE in the area of the vehicle hull, wherein wherein preferably provision is made for the gliding surfaces 37 to intersect the thrust plane FE in an area disposed spaced apart from the bow end and / or the stern end by 25% of the vehicle length L, respectively. Preferably, as Fig. 5 shows, the gliding surfaces 37 intersect the thrust plane FE in an area that is disposed spaced apart from the stern end by 25%. As shown in Figure 2, for instance, at least one foot 90 may be disposed on the underside of the flow channel mount 38. On shore, the submersible can be parked thereon without damaging the flow channel mount 38. Preferably, the foot 90 is integrally connected to the flow channel mount 38. In addition or as an alternative, one or more adjustable feet 100 may also be provided on the bow side, for instance, integrally formed on the underside of the hull 10. There, too, the support feet 100 are used to park the submersible on land without causing damage. Figure 2 further illustrates that at least one lift fin 80 may be provided at the submersible. As the illustrations show, a submersible according to the invention may be provided with two lift fins 80 in the stern section, wherein one of them is designed to protrude to starboard and the other to portside. Preferably, the lift fins 80 are disposed on the bottom hull 30 and, more particularly, on the flow channel mount 38 in the area of the bulge 39.3, as illustrated in the drawings. To reduce the number of parts and the assembly effort, the lift fins 80 may be integrally formed with the flow channel mount 38. Figure 3, in particular, illustrates that the lift fins 80 can be disposed in the rear half of the vehicle length L, preferably in the region of the rear third of the vehicle length L, to function effectively. The lift fins 80 can be arranged to face the gliding surfaces 37. Figure 3 also illustrates that the lift fins 80 are disposed in the region below the thrust plane FE, or at least that the majority of their volume is disposed below the thrust plane FE. The assignment of the lift fins 80 relative to their assigned gliding surfaces 37 is such that an upper profile surface 85 of the lift fin 80 faces the gliding surface 37, forming a spacer area. This creates a channel section 86 open to the environment between the upper profile surface 85 and the gliding surface 37, through which channel section water is directed during travel. Figure 3 further illustrates that the lift fin 80 can be designed such that a connection line FL connecting the leading edge of the lift fin 80 (in the direction of flow) to the trailing edge of the lift fin 80 (in the direction of flow) can be designed with an inclination adapted to the orientation of the gliding surface 37. In this exemplary embodiment, the lift fin 80 faces a plane surface region of the gliding surface 37. The connection line FL is parallel to the plane region of the gliding surface, deviating no more than 15°, preferably deviating no more than 10°, and most preferably deviating no more than 5°. In this exemplary embodiment, the connecting line FL is parallel to the plane region of the gliding surface 37. The connecting line FL may also be disposed at an angle to the thrust plane FE, wherein the angle formed by the connecting line FL and the thrust plane FE is in the range from 3° to 18°, preferably in the range from 7° to 16°, and particularly preferably in the range from 9° to 15°, as shown in Figure 3. The lift fins 80 are designed to generate a lift force toward the deck in the stern section of the submersible. Preferably, most of the lift force generated by each of the lift fins 80 acts in a direction perpendicular to the thrust plane FE. Figure 3 shows that the cross-sectional shape of the lift fins 80 is preferably such that the lift fins 80 comprise a convex upper profile surface 85 and a concave lower profile surface 84. The profile length of the upper profile surface 85 in the direction of flow (i.e., the length in the direction of the vehicle length L) is greater than the profile length of the lower profile surface 84 in the direction of flow. As a result, similar to an airfoil, a suction side is created on the upper profile surface, and a pressure side is created on the lower profile surface 84. When water flows over the lift fin 80 during travel, the pressure difference between the suction side and the pressure side generates a lift force. A fin nose 81 can preferably be used to merge the upper profile surface 85 into the lower profile surface 84 at the front in the direction of flow. The fin nose 81 preferably comprises a convexly rounded geometry, as illustrated in the drawings. At the rear in the direction of flow, the upper profile surface 85 merges into the lower profile surface 84 via a trailing edge 83. The trailing edge 83 may also form a convexly rounded area. Figure 2 illustrates that the projection width, by which the lift fins 80 laterally projects beyond the contour of the flow channel mount 38, may increase in size, preferably continuously, in the direction of flow. To this end, the maximum projection width of the lift fins 80 may be disposed at the end region of the lift fin 80 facing the stern section, as shown in Figure 2. The center of area of the upper profile surface 85 and / or the lower profile surface 84 may be located closer to the stern end of the lift fin 80 than to the front end of the lift fin 80. In particular, the maximum projection width may be displaced from the central area 82 of the lift fin 80 toward the stern end of the lift fin 80. During travel, the lift fin 80 generates a lift force at the stern section. This lift force at least partially compensates for the force resulting from the frontal oncoming flow onto the hull 10. In Figure 3, this frontal oncoming flow generates a clockwise bow-up moment about the center of the vehicle. The lift force generated by the lift fins 80, on the other hand, generates a counterclockwise lift torque. This lift torque thus stabilizes the submersible's position and prevents it from skewing . In addition, the lift force generated by the lift fins also causes an uplift of the submersible against the direction of gravity during its transition to planing mode, such that the gliding surfaces 37 of the submersible reach the water's surface more quickly during surface travel. Surprisingly, it has been found that this can reduce the speed required to initiate planing and bring the submersible into planing mode.
Claims
1. A submersible having a hull (10), which comprises a bottom hull (30) in the area of its underside, wherein a flow channel (39.2) is accommodated at least sectionally inside the hull (10) , or wherein a flow channel (39.2) is assigned to the hull (10), wherein the flow channel (39.2) is disposed at least sectionally inside a flow channel mount (38), preferably protruding from the bottom hull (30) , in particular a bulge (39.3), wherein a water acceleration device, in particular a propeller (36), is disposed in the flow channel (39.2), which can be driven directly or indirectly by a motor (61) via a drive shaft (62), characterized in that downward-facing gliding surfaces (37) are provided on both sides of the hull (10), and in that at least one lift fin (80) is disposed projecting from the bottom hull (30) to generate a lift force in the stern section of the submersible during travel.
2. The submersible according to claim 1, characterized in that the at least one lift fin (80) is disposed, at least sectionally, below the assigned gliding surfaces (37).
3. The submersible according to claim 1 or 2, characterized in that the lift fin(s) (80) is / are disposed spaced apart from the assigned gliding surface (37), in that an upper profile surface (85) of the lift fin (80) faces the gliding surface (37), and in that, preferably, a channel section (86) open toward starboard or port side (11, 12) is formed at the bottom hull (30) between the upper profile surface (85) of the lift fin (80) and the facing gliding surface (37).
4. The submersible according to any of claims 1 to 3, characterized in that the gliding surfaces (37) are connected, either directly or indirectly, to both sides of the flow channel mount (38), in particular the bulge (39.3), and in that at least one lift fin (80) each is disposed on both the starboard and port sides (11, 12) of the flow channel mount (38), which is designed as a bulge (39.2).
5. The submersible according to any of claims 1 to 4, characterized in that the upper profile surface (85) of the at least one lift fin (80), which faces the deck of the submersible, forms a suction side and the opposite, downward-facing lower profile surface (84) forms a pressure side, wherein preferably provision is made for the length of the upper profile surface in the direction of flow to be greater than the length of the lower profile surface in the direction of flow.
6. The submersible according to claim 5, characterized in that the upper profile surface (85) is at least sectionally designed to be convex and / or the lower profile surface (84) is at least sectionally designed to be concave.
7. The submersible according to any of claims 5 or 6, characterized in that the upper and lower profile surfaces (85, 84) of the at least one lift fin (80) merge at the front in the direction of flow via a fin nose (81), wherein preferably provision is made for the fin nose (81) to be convexly curved.
8. The submersible according to any of claims 1 to 7, characterized in that a connection line (FL), which connects in the cross-section of the lift fin (80) the front end of the lift fin (80) in the direction of flow to the rear end of the lift fin (80) in the direction of flow, extends in parallel to a flat planar region of the gliding surface (37), deviating by ±15°, preferably deviating by ±10°, and most preferably deviating by ±5°, and / or in that the connection line (FL) forms an angle with the thrust plane (FE) of the submersible in the range from X° to Y°, preferably in the range from X° to Y°, particularly particularly from X° to Y°.
9. The submersible according to any of claims 1 to 8, characterized in that the lift fin(s) (80) is / are disposed in the area of the rear half of the submersible facing the stern (27), preferably in the area of the rear third of the submersible facing the stern (27).
10. The submersible according to any of claims 1 to 9, characterized in that the axis of rotation (D) of the drive shaft (62) forms a thrust axis (53), in that a bow tip section (B1-B3) of the hull (10) is formed, which, starting from the bow tip (21) toward the stern of the vehicle, extends along a length of 10%, preferably 5%, particularly preferably 2.5%, of the vehicle length (L) measured from the bow tip to the stern end, and wherein the virtual thrust axis (53), inclined downwards in the direction from the bow to the stern, intersects the bow tip section (B1-B3).
11. The submersible according to any of claims 1 to 10, characterized in that the lift fin (80) protrudes toward port side (12) or starboard (11) by a projection (Ü) of at least 20 [mm], preferably at least 30 [mm], and most preferably at least 40 [mm], beyond the contour of the hull (10), in particular beyond the flow channel mount (38) designed as a bulge (39.2), and / or in that the extent of the lift fin(s) (80) in the flow direction from the bow to the stern end is at least 50 [mm], preferably at least 100 [mm], and most preferably at least 150 [mm].
12. The submersible according to any of claims 1 to 11, characterized in that the gliding surfaces (37) extend from the stern end of the gliding surfaces (37) at least along 30%, preferably at least along 40%, particularly preferably at least along 50%, of the vehicle length (L) laterally next to the flow channel (39.2).
13. The submersible according to any of claims 1 to 12, characterized in that the axis of rotation (D) of the drive shaft (62), which forms the thrust axis (53), lies in a thrust plane (FE), wherein two vectors spanning the thrust plane (FE) are disposed such that the first vector extends in the direction of the thrust axis (53) and the second vector, when the submersible is in a floating position and at rest, extends perpendicular thereto, horizontally from portside to starboard (11, 12), and in that the lift fin is disposed entirely or for the greater part of its volume below the thrust plane.
14. The submersible according to claim 13, characterized in that the gliding surfaces (37) intersect the thrust plane (FE) in the area of the vehicle hull, wherein preferably provision is made for the gliding surfaces (37) to intersect the thrust plane (FE) in an area disposed spaced apart from the stern end by at least 20% and at most by 60% of the maximum vehicle length, preferably by at least 20% and at most by 50% of the maximum vehicle length, more preferably by at least 20% and at most by 40% of the maximum vehicle length, and most preferably by at least 25% and at most by 40% of the maximum vehicle length.