Submersible vehicle

Abstract

The present invention relates to a diving vehicle having a body (10) having a lower fuselage (30) in its lower region, wherein a flow channel (39.2) is at least partially housed in the body (10), or wherein the body (10) is equipped with a flow channel (39.2), wherein the flow channel (39.2) is at least partially arranged within a flow channel receiving portion (38), particularly a protrusion (39.3), preferably protruding in the lower fuselage (30), wherein a water acceleration device, particularly a propeller (36), is arranged in the flow channel (39.2), which can be indirectly or directly driven by a motor (61) via a drive shaft (62). In order to improve the driving characteristics of such a diving vehicle, according to the invention, downwardly oriented skid surfaces (37) are provided on both sides of the body (10), and at least one lifting wing (80) is arranged protruding in the lower fuselage (30) to generate lift in the tail region of the diving vehicle during driving.

Description

Technical Field

[0001] The present invention relates to a diving vehicle having a body having a lower fuselage in a region on its underside, wherein a flow channel is at least partially housed within the body, or wherein the body is equipped with a flow channel, wherein the flow channel is at least partially arranged within a flow channel receiving portion, particularly a protrusion, in the lower fuselage, wherein a water acceleration device, particularly a propeller, is arranged within the flow channel, the water acceleration device being indirectly or directly driven by a motor via a drive shaft.

[0002] The diving vehicles according to the invention are, for example, swimming and diving aids. They are capable of pulling a user, and the diving vehicles are adapted to switch between surface travel and underwater travel. In particular, the diving vehicles can be designed to achieve the switch between surface travel and underwater travel solely through a shift in the center of gravity.

[0003] The diving vehicle according to the invention can be designed, for example, to have a support surface on the upper side of the diving vehicle, on which a user can place part of their body.

[0004] The diving vehicle may have handles on both the starboard and port sides, which the user can grip during operation. Specifically, the handles may also be equipped with operating elements that allow control of the diving vehicle's functions.

[0005] This diving vehicle is specially designed so that, during operation, the user can support part of their upper body on the tail area.

[0006] For example, the rotational speed of an electric motor used to drive a propeller located in a flow channel can be adjusted using one or more operating elements. Preferably, within the scope of the invention, the underwater vehicle can be designed to be driven at a speed of less than 4000 rpm, particularly preferably less than 3000 rpm, at the drive shaft to obtain suitable driving force for both surface and underwater travel.

[0007] Preferably, in the diving vehicle according to the invention, the handle can be arranged at the front of the water vehicle, particularly in the bow area of ​​the diving vehicle.

[0008] Furthermore, the diving vehicle according to the invention can have a display arranged in the user's field of vision, and the display is designed to display the functions and / or operating status of the diving vehicle. Background Technology

[0009] A swimming and diving aid is known from DE 10 2013 100 544 A1, in which a flow channel is housed within the body. A propeller is arranged within the flow channel, and the propeller is driven by an electric motor via a drive shaft. The electric motor is powered by a battery also arranged within the body.

[0010] Another diving vehicle capable of being used as a swimming and diving aid is known from US 2015 / 0217847 A1. This diving vehicle has a drive unit with a flow channel mounted on its lower fuselage. When the water vehicle is stationary and floating, i.e., not in motion, the axis of rotation of the drive shaft (which drives the propeller in the flow channel) is horizontally oriented. This creates a horizontally oriented thrust plane. During water travel, the drag force acting on the lower fuselage generates an aufstellmoment that tilts the diving vehicle. This increases water resistance. Summary of the Invention

[0011] The purpose of this invention is to provide a diving vehicle of the above type, which is designed with fluid optimization not only for water travel but also for underwater travel.

[0012] This objective is achieved by having downward-oriented taxiing surfaces on both sides of the fuselage and at least one lifting wing protruding from the lower fuselage to generate lift in the tail region of the underwater vehicle during operation.

[0013] During operation, the opposing airflow at the front of the underwater vehicle (and, if necessary, the weight of part of the user's upper body resting in the tail region) acts on the underwater vehicle. This airflow attempts to lift the vehicle at the nose. To counteract this effect, one or more lifting wings according to the invention generate lift in the tail region. This lift counteracts the upward tendency of the nose and stabilizes the underwater vehicle's attitude in a flow-favorable position. Furthermore, the one or more lifting wings also facilitate gliding. The lifting wings generate a force acting in the opposite direction to gravity. This force helps to lift the underwater vehicle during surface travel. Consequently, the underwater vehicle reaches the gliding surface more quickly and enters a gliding state.

[0014] The gliding surface according to the invention is designed to enable watercraft to glide on the water surface. Accordingly, the gliding surface can be used to enable diving vehicles to transition from water-penetrating travel to gliding travel. During gliding travel, the water-facing area is reduced, thus enabling significantly higher travel speeds on water compared to conventional diving vehicles.

[0015] It has been proven that lifting wings also provide stability during underwater operation, or at least do not adversely affect maneuverability. During underwater operation, the entire submersible vehicle, and especially the upper fuselage, is surrounded by water currents. Since the upper fuselage also generates flow resistance to the water currents, it creates downforce acting in the direction of gravity during underwater operation. This downforce is at least partially compensated for by one or more lifting wings, thus enabling improved updraft-following and consequently improved maneuverability even during underwater operation.

[0016] When at least one lifting wing is arranged at least partially below the associated taxiway, the attitude stabilizing effect of the lifting wing is particularly advantageous.

[0017] One possible variation of the invention is that the sliding surface is connected directly or indirectly to the flow channel housing, particularly the protrusion, on both sides, and at least one lifting wing is arranged on the starboard and port sides of the flow channel housing, which is constructed as a protrusion. This allows for a compact structural form.

[0018] A particularly preferred embodiment of the invention specifies that one or more lifting wings are arranged spaced apart from their associated taxiways, with the lifting wings and the upper profile sides of the taxiways spaced apart and opposite each other. A passageway section opening to the starboard or port side is formed in the lower fuselage between the upper profile side of the lifting wings and the opposite taxiway. A flow region is formed between the upper profile side and the taxiway, particularly in the passageway section, through which water is accelerated during underwater operation. This enhances the suction force acting on the upper profile side of the lifting wings, thereby effectively increasing lift. The lift value advantageously increases with increasing speed.

[0019] An advantageous variant of the invention can be designed such that the upper profile side of at least one lifting wing, oriented towards the upper fuselage of the underwater vehicle, forms a suction side, and the opposite, downward-oriented lower profile side forms a pressure side. Preferably, the upper profile side extends in the flow direction more than the lower profile side. Therefore, the lifting wing functions similarly to an airfoil, effectively generating lift in the tail region. Here, the flow direction extends longitudinally along the underwater vehicle from the nose to the tail.

[0020] In this regard, when the upper contour side is at least partially constructed to be convex and / or the lower contour side is at least partially constructed to be concave, a flow-optimized structural form is obtained.

[0021] In order to generate the least possible drag pressure while still maintaining an effective function, the upper and lower profile sides of at least one lifting wing can be arranged such that their leading edges in the flow direction overlap each other via a wing nose, wherein preferably the wing nose is convexly curved.

[0022] The diving vehicle according to the invention can be designed such that, in the cross-section of the lifting wing, the line connecting the front end and the rear end of the lifting wing in the flow direction extends parallel to a flat planar region of the taxiing surface (37) with a deviation of ±15°, preferably ±10°, and particularly preferably ±5°. Such a diving vehicle, particularly suitable for taxiing, is constructed in a flow-optimized manner, wherein the angle of attack of the lifting wing is adapted to the inclination of the taxiing surface.

[0023] Preferably, one or more lifting wings are arranged in the rear half of the diving vehicle facing the tail, preferably in the rear third of the diving vehicle facing the tail. Such an arrangement is particularly suitable for diving skis, in which the user rests only on part of their upper body on the water vehicle.

[0024] One inventive variation is designed such that the rotation axis of the drive shaft forms a thrust axis, thereby forming a front tip section of the body. This front tip section extends from the front tip in a direction toward the rear of the vehicle. The length of this extension is 10%, preferably 5%, particularly preferably 2.5% of the length of the vehicle measured from the front tip to the rear end. A virtual thrust axis sloping downward in the direction from the front to the rear intersects the front tip section.

[0025] The downward-sloping orientation of the thrust axis generates a water flow that also slopes downward during surface travel. This results in a vertically downward thrust component. This thrust component tends to lift the rear of the submersible in the tail region. However, the opposing current at the front of the submersible (and, if necessary, the weight of the user supporting part of their upper body in the tail region) generates a counterforce, attempting to lift the vehicle at the bow. Consequently, the submersible's attitude on the water is further stabilized during surface travel, thus reducing flow resistance.

[0026] Furthermore, the tilted thrust axis simplifies the transition between underwater driving and descent, as the vertical thrust component supports descent after the nose tilts downward. During underwater driving, the user can appropriately tilt the underwater vehicle, stabilizing its underwater attitude and guiding it into the desired direction of travel. The gliding surface has little or no impact on driving behavior during underwater driving, thus optimizing the driving mode as well.

[0027] According to a variation of the invention, it is conceivable that the taxiing surface extends towards the nose from its rear end, at least 30%, preferably at least 40%, particularly preferably at least 50% of the vehicle's length, in a manner located on the side of the flow channel and above the thrust plane. This allows for a sufficiently large taxiing surface to be achieved in a space-saving manner in the submersible vehicle. The taxiing surface is preferably configured to be flat or partially flat.

[0028] To achieve a structural form with optimized structural space, it is also possible to configure the rotation axis of the drive shaft (which forms the thrust axis) to be located within the thrust plane, wherein two vectors that open the thrust plane are arranged such that the first vector runs along the direction of the thrust axis, and the second vector is perpendicular to the first vector and runs horizontally from the port side to the starboard side when the underwater vehicle is in a floating position and stationary state, and the lifting wing is completely or most of its volume located below the thrust plane.

[0029] Preferably, the gliding surface is arranged such that it intersects the thrust plane in a region, the region being positioned such that the distance from the tail end is at least 20% and at most 60% of the maximum vehicle length, preferably at least 20% and at most 50% of the maximum vehicle length, and more preferably at least 20% and at most 40% of the maximum vehicle length. By moving the intersecting region toward the center of the vehicle, a particularly flexible structure for the diving vehicle is achieved. For compact diving vehicles, particularly superior driving performance is obtained if the gliding surface intersects the thrust plane in a region at a distance from the tail end that is at least 25% and at most 40% of the maximum vehicle length. Attached Figure Description

[0030] The present invention will now be described in more detail with reference to embodiments shown in the accompanying drawings, wherein:

[0031] Figure 1 This image shows a perspective view of a diving vehicle as a swimming and diving aid, viewed from the rear and from an obliquely upward angle. Figure 2 Showing according to Figure 1 A three-dimensional view of the underwater vehicle from the front and from a slightly lower angle. Figure 3 Showing a left-side view of the diving vehicle. Figure 4 Showing according to Figures 1 to 3 Another three-dimensional view of the underwater vehicle from the rear and lower angle. Figure 5 Showing according to Figure 3 The underwater vehicle is shown in a schematic full cross-sectional view. Figure 5a Show along Figure 5 A schematic detail of the section lines marked with VV. Figure 6 Showing according to Figures 1 to 5 A floating underwater vehicle viewed from behind and in a stationary state, and Figure 7 Showing according to Figures 1 to 6 Water transport viewed from the front. Detailed Implementation

[0032] Figure 1 and Figure 2 A diving vehicle is shown, which is configured as a swimming and diving aid. The diving vehicle has a body 10.

[0033] For example, such as Figure 1 As shown, the body 10 may have an upper shell 20. The upper shell 20 may be constructed as a single piece or in multiple pieces.

[0034] A nose tip 21 is formed in the nose region 22 of the diving vehicle. The nose tip 21 forms the front end of the diving vehicle. For example, the nose tip 21 can be formed from the upper shell 20. However, it is also conceivable that the nose tip 21 can be formed from the lower fuselage 30. The lower fuselage 30 can be formed, for example, from a lower shell connected to the upper shell 20. The lower shell can be constructed as a single piece or in multiple pieces.

[0035] Handles 24 are installed on the starboard and port sides of the upper hull 20. At least one operating element 25 can be installed at one or both handles 24. The functions of the diving vehicle can be controlled by one or more operating elements 25. As shown, the handles 24 are preferably installed in the bow region 22 of the diving vehicle.

[0036] The display 23 is preferably mounted centrally, in the area between the two handles 24, within the area of ​​the upper housing 20. The display 23 can display information about the operating status of the diving vehicle for the user to read.

[0037] A handrail support 26 is attached to the handle 24 in the direction toward the stern 27 of the watercraft. The handrail support 26 extends on the port and starboard sides.

[0038] Figure 1 Further shown, a charging interface 28 can be provided in the area of ​​the upper housing 20. The charging interface 28 is covered by a cap. The cap can be removed to expose the electrical contacts of the charging interface 28. Through the charging interface 28, the diving vehicle can be connected to a power source to charge at least one battery 60 disposed within the body 10 of the diving vehicle.

[0039] Figure 1 and Figure 2 As shown, the upper shell 20 can have a spherical arch, particularly a biconvex arch, immediately following the tip 21. This creates a shape that is favorable for flow and optimized for underwater operation.

[0040] The lower fuselage 30 can be designed with an arcuate region 31 immediately following the tip 21 of the nose, which can be arched into a spherical shape, particularly a biconvex shape. This structural form is optimized for both surface and underwater operation.

[0041] like Figure 1 and Figure 5 As shown, a protrusion 32 can be provided within the arcuate region 31, defining a space within the body 10. This space can accommodate components of the underwater vehicle. For example, this could be such that an electric motor 61 and / or a control unit 63, mounted in the head region 22 of the body 10, are housed within the region of the protrusion 32 within the body 10. Figure 5 As shown. This facilitates the achievement of a compact structural form.

[0042] Figure 2 and Figure 4 As shown, the lower fuselage 30 (preferably directly following the arcuate region 31) has a taxiway 37. Preferably, the taxiway 37 extends on both the port and starboard sides.

[0043] The gliding surfaces 37 are preferably directed to the tail 27 of the diving vehicle, where they form the end section 37.3.

[0044] The sliding surface 37 can be configured as a three-dimensional surface shaped in space. The sliding surface 37 can also be configured as a flat surface or have at least one such flat surface.

[0045] Figure 1 and Figure 4 As shown, the planing surface 37 extends along both sides of the flow channel receiving portion 38. The flow channel receiving portion 38 is located at the lower front of the lower fuselage 30. Here, the flow channel receiving portion 38 can have two spaced-apart sidewalls 38.1, which are connected to the planing surface 37 on the port and starboard sides by means of indirect or direct means, for example by means of a preferably concave arc transition portion 38.3.

[0046] The two sidewalls 38.1 can be connected to each other by a connecting section 38.2, wherein the connecting section 38.2 is preferably constructed in a convex or arched shape.

[0047] Preferably, the spherically arched arc region 32 overlaps with the gliding surface 37, wherein the tip 21 is located above the gliding surface 37. When the underwater vehicle travels on water, the water flow will be directed below the gliding surface 37, thereby achieving optimized flow control in these areas. Furthermore, it avoids or prevents disruptive water splashing.

[0048] The flow channel receiving section 38 forms or surrounds a sub-region of the body 10, within which a flow channel 39.2 is housed. The flow channel 39.2 forms an inlet in the generally central region of the diving vehicle. In the region of the tail 27, the flow channel 39.2 forms an outlet 39.

[0049] The flow channel 39.2 can be formed and / or defined at least partially by a one-piece or multi-piece hollow body, wherein the hollow body can be configured to be at least partially held within the flow channel receiving portion 38.

[0050] Figure 1 and Figure 5 As shown, the outlet 39 is defined by a preferably surrounding defining edge 39.1.

[0051] A guide element 33 is arranged in the region of the inlet. The guide element 33 is preferably constructed as a single piece with the lower housing forming the lower fuselage 30. However, it is also conceivable that the guide element 33 is formed as a separate component connected to the lower fuselage 30. The guide element 33 can be designed to form the lower edge 33.1 of the wall 33.1. Here, the edge 33.1, and further the wall 33.3, extend from the head toward the tail 27.

[0052] 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-regions. This forms two preferably separate conveying regions 34.1 and 34.2. The first conveying region 34.1 extends on the port side and the second conveying region 34.2 extends on the starboard side.

[0053] However, it is not necessary for wall 33.3 to completely separate the two transport areas 34.1 and 34.2. In fact, it is also possible to set up a flow area between the two transport areas 34.1 and 34.2.

[0054] Furthermore, the guide element 33 can preferably be connected immediately to the connecting section 38.2 of the edge 33.1 and the flow channel receiving portion 38.

[0055] As shown in the figure, the guide element 33 can be coupled to the edge of the inlet side of the flow channel receiving portion 38 at the connection point 33.4. Immediately after the connection point 33.4, the guide element forms a fixing section 33.5. With the help of this fixing section 33.5, the guide element 33 is fixed, for example, one-piece molded on the inner side of the connection section 38.2 facing the flow channel 39.2.

[0056] Preferably, the wall 33.3 forms a fixed section 33.4 that extends into the flow channel 39.2, such that the wall 33.3 is also connected to the connecting section 38.2 on the inner side of the connecting section 38.2 in the direction toward the tail 27 by means of a correspondingly configured fixed section 33.5, particularly as Figure 5 As shown.

[0057] Preferably, the flow channel receiving portion 38 and the guide element 33 are implemented as a single piece.

[0058] The guide element 33 extends in the direction toward the tail 27, along the edge of the connecting section 38.2 toward the inlet opening, and enters the flow channel 39.2 in the region of the connecting point 33.4. Here, in the flow direction, the guide element 33 separates the two conveying regions 34.1, 34.2 relative to each other within the flow channel 39.2 after the connecting point 33.4.

[0059] Figure 5 Also shown, preferably, when the connection point 33.4 is projected perpendicularly to the rotation axis D of the drive shaft 62 onto the thrust plane FE of the submersible vehicle, a projected connection point 33.4' is obtained, and the guide element 33 extends further into the flow channel 39.2 beyond the projected connection point 33.4'.

[0060] As shown in the figure, the guide element 33 extends into the flow channel 39.2 along the drive shaft 62 toward the top side O of the diving vehicle and perpendicular to the rotation axis D of the drive shaft 62. On the opposite side of the connection point 33.4, the guide element 33 is directly or indirectly coupled to the flow channel receiving portion 38 or the component defining the flow channel 39.2 by means of the coupling section 33.6.

[0061] Preferably, the guide element 33 has a through hole 33.7 in the flow channel 39.2 located after the inlet opening in the flow direction. Through this through hole 33.7, a sheath tube 64 accommodating the drive shaft 62 is introduced into the flow channel 39.2. Preferably, the sheath tube 64 is sealed relative to the through hole 33.7.

[0062] like Figure 5aAs shown, the region forming the through hole of the guide element 33 is thickened in cross-section and bulges out, preferably arched, on its sides. In the region forming the through hole 33.7, the guide element 33 is connected on the opposite side to the guide element segment 33.9, which is preferably connected to the defining surface 33.8. As shown in the figures, the guide element segment 33.9 can extend in opposite directions toward the inner wall of the flow channel 39.2. Here, the guide element segment can be connected to the flow channel or other components (e.g., the flow channel receiving portion).

[0063] The guide element section 33.9 is preferably designed in a wing shape.

[0064] Figure 5a The guide element 33 is shown to be split within the area of ​​the through hole 33.7. Here, the dividing plane 33.10 can extend through the through hole 33.7, which simplifies the installation of the sheath tube 64.

[0065] The guide element 33 is preferably designed such that it is guided to the arcuate region 31 on the first side via the transition portion 33.2, such as... Figure 4 and Figure 5 As shown.

[0066] Furthermore, it allows wall 33.3 to gradually decrease in height towards the head (ausläuft).

[0067] Wall 33.3 forms water guiding surfaces on both sides, which extend from the head region 22 toward the tail region 27 and guide the flowing water toward the assigned transport region 34.1 or 34.2.

[0068] Figure 5 As shown, a motor 61, preferably an electric motor, is arranged in the internal space of the body 10, which drives the propeller 36 via a drive shaft 62. Preferably, the drive shaft 62 is guided within a sheath 64 such that the rotating drive shaft 62 does not affect or only minimally affects the water flow guided in the delivery areas 34.1, 34.2.

[0069] The propeller 36 is torsionally connected to the drive shaft 62 and arranged within the flow channel 39.2. For example... Figure 5 As shown. In the flow direction, a centering unit 35 (preferably in the form of a positioning star) is provided in the flow channel 39.2 before the propeller 36.

[0070] The centering unit 35 may have a hub 35.1. A centering wing 35.2 is connected to the hub 35.1. The centering wing 35.2 may preferably be connected to the inner wall of the flow channel 39.2 at the end opposite to the hub 35.1, preferably in a one-piece connection.

[0071] The drive shaft 62 is guided and preferably kept centered in the flow channel 39.2 by the hub 35.1 housed on the centering unit 35.

[0072] Preferably, at least three centering wings 35.2 can be used, which are arranged staggered from each other at the same spacing along the circumference of the drive shaft 62.

[0073] Particularly preferably, the wall 33.3 of the guide element 33 can be configured to be at least partially connected to the centering unit 35, preferably as a single piece. For example, the wall 33.3 can be connected to at least one of the hub 35.1 and / or the centering wing 35.2. Preferably, the wall 33.3 is connected to the centering unit 35 as a single piece. This reduces the number of parts and improves manufacturing accuracy. Furthermore, this results in improved flow characteristics in the flow channel 39.2, as it can be constructed more compactly.

[0074] In the flow direction, behind the propeller 36, a flow stator 40 is preferably arranged in the flow channel 39.2. The flow stator 40 is preferably arranged in the region at the tail end of the flow channel 39.2. The flow stator 40 has a plurality of stator blades 41, which preferably extend radially along the thrust axis 53, which coincides with the rotation axis D of the drive shaft 62.

[0075] The arrangement of the stator blades 41 can be clearly seen from Figure 4 and Figure 6 As can be seen from the figures, the stator blades 41 can be connected to each other in the middle of the flow channel 39.2 by means of the stator tip 42.

[0076] The propeller 36 generates a rotating water flow in the flow channel 39.2. The flow stator 40 is used to reduce the rotation in the water flow or ideally orient it without rotation. This results in improved thrust performance.

[0077] like Figure 4 and Figure 6 As shown, the rotation axis D of the drive shaft 62 forms the thrust axis 53. The thrust axis 53 lies in the thrust plane FE, wherein two vectors that open the thrust plane FE are arranged such that the first vector runs along the direction of the thrust axis 53, and the second vector is perpendicular to the first vector and runs horizontally between the port and starboard sides when the underwater vehicle is in a floating state and a stationary position. Figure 5 The plane is perpendicular to the image plane. A longitudinal plane ME, perpendicular to the thrust plane FE and containing the thrust axis 53, extends between the port and starboard sides, as shown. Figure 6 As shown (i.e., in) Figure 5 (within the image plane). The central longitudinal plane ME can be arranged such that it intersects the boundary edge 39.1 of the outlet 39 at the upper boundary point P, as shown in the figure.

[0078] It is possible to set a boundary line 52 that intersects the tip 21 and the upper boundary point P to form an angle γ with the thrust plane FE, preferably in the region between 2° and 7°.

[0079] Preferably, the boundary line 52 is located in the horizontal plane HE, wherein the two vectors that open the horizontal plane HE are arranged such that the first vector runs along the direction of the boundary line 52, and the second vector is perpendicular to the first vector and runs parallel to the thrust plane FE between the port and starboard sides, as shown below. Figure 5 As shown. The sliding surface 37 intersects the horizontal plane HE at its tail end and is as follows. Figure 5 As shown, it crosses the horizontal plane from bottom to top, from the head to the tail.

[0080] Figure 5 It is further shown that the tail end of the sliding surface 37 can terminate above the outlet 39. Therefore, the entire outlet 39 is completely below the horizontal plane HE and / or below the tail end of the sliding surface 37.

[0081] However, it is also conceivable that the tail end of the sliding surface 37 terminates below the horizontal plane HE. For example, the maximum distance between the tail end of the sliding surface 37 and the horizontal plane HE could be M = 0.2. X, preferably M=0.1 X terminates below the horizontal plane HE, where X is the maximum net opening size of the outlet 39. In this embodiment, the maximum net opening size X is the diameter of the circular outlet 39 (see [reference]). Figure 6 ).

[0082] Figure 5 Further shown, the defining edge 39.1 of the defining outlet 39 forms a plane on the tail side. This plane is arranged at an angle μ relative to the horizontal plane 52. This angle μ is preferably selected in a region greater than 84°, and more preferably in a region between 84° and less than 110°, particularly preferably in a region greater than 90° and less than 110°.

[0083] If the angle µ is selected to be greater than 90°, a backward and downward flow direction will be generated, so that the water flow will not or will not be strongly sprayed onto the part of the user in the water behind the tail of the water vehicle.

[0084] like Figure 5 Furthermore, it is shown that at least one, preferably two, batteries 60 can be accommodated within the body 10. If two batteries 60 are used, they can be located on either side of the central longitudinal plane ME. Preferably, the two batteries 60 are arranged symmetrically with respect to the central longitudinal plane ME.

[0085] Preferably, the battery 60 can be arranged entirely on the thrust plane FE.

[0086] Preferably, the battery 60 extends above the horizontal plane HE with most of its volume.

[0087] These measures achieve good weight distribution in the water transport according to the invention, thereby resulting in a stable floating state.

[0088] One or more batteries 60 may have a tubular section in the form of a hollow profile 64, within which a plurality of battery cells are arranged. At its longitudinal ends, the tubular section is waterproofly sealed by end caps 65, 66. Preferably, electronic devices for monitoring and / or controlling the battery cells are provided within the sealed area of ​​the tubular section.

[0089] like Figure 5 As shown, a water injection chamber 70 can be formed within the body 10. The water injection chamber 70 is connected to the external environment through a water flow hole. Here, at least one water inlet 71 located in the bow region of the diving vehicle and at least one water outlet 72 located in the tail region of the diving vehicle are possible. The water inlet 71 and / or the water outlet 72 can penetrate the outer shell of the body, for example, formed by the lower shell and / or upper shell of the diving vehicle.

[0090] When the diving vehicle is placed in the water, the water tank 70 is filled with ambient water through the water flow holes. During underwater operation, especially during underwater operation, a water flow is formed within the water tank 70 from the inlet 71 to the outlet 72, thereby continuously cooling the electrical components, particularly the battery 60 located within the water tank 70. Furthermore, the water tank 70 can also function as a variable-mass component to hold water, meaning it can be filled, partially filled, or emptied. When the water tank 70 is full or partially filled, it simplifies the transition from surface to underwater operation. When the diving vehicle is lifted out of the water, the water tank is emptied through the water flow holes. Preferably, additionally, water flow holes can be provided on the starboard side 11 and / or the port side 12, through which water can be drained from the water tank 70 when the diving vehicle is lifted out of the water.

[0091] Figure 5 Similarly, for example, a control unit 63 can be arranged within the body 10, by means of which all or at least some of the functions of the underwater vehicle can be electrically controlled. The control unit 63 can be assigned to and electrically and / or mechanically connected to the motor 61.

[0092] According to one design variant, the control unit 63 can also be additionally or alternatively arranged within the water tank 70, replacing one or more batteries 60.

[0093] Figure 5 It is also shown that, for example, most of the volume of motor 61 can be arranged below the horizontal plane HE to optimize weight distribution.

[0094] According to one design variant, the electric motor 61 can be additionally or alternatively disposed in one or more batteries 60 and the control unit 63 in the water tank 70.

[0095] Figure 2 and Figure 7 As shown, the sliding surface 37 exists on both sides of the flow channel receiving portion 38 at the lower fuselage 30 and is arranged downwardly. The sliding surface 37 can be formed at least partially by a flat surface, by a three-dimensional surface shaped in space, or by a combination of a three-dimensional surface and at least one flat surface. In this embodiment, the sliding surface 37 is partially, preferably mostly, formed by a flat surface.

[0096] like Figure 2 As shown, the end section 37.3 of the planing surface 37 connects to the intermediate section 37.2 in the direction toward the bow. The intermediate section 37.2 also extends along the sides of the flow channel housing 38 on both the port and starboard sides. Moving away from the end section 37.3, the intermediate section 37.2 transitions to the front section 37.1 of the planing surface. This front section 37.1 extends along the side of the inlet opening of the flow channel housing 38 and preferably extends into the bow region 22. The front section 37.1 is preferably used to continuously, indirectly or directly, transition the planing surface 37 into the arcuate region 31 in the bow region 22.

[0097] As shown in the attached figure, the sliding surface 37 forms the sliding plane 51. If the sliding plane is constructed as a flat surface or is mostly constructed as a flat surface, then the sliding plane 51 can be formed by the sliding surface 37 itself.

[0098] If the gliding surface 37 is not constructed as a flat surface or is not completely constructed as a flat surface, then the gliding plane 51 is formed by an average virtual gliding surface plane, wherein the average virtual gliding surface plane is arranged such that the area portions of the gliding surface 37 are distributed above and below the average virtual gliding surface plane in equal area proportions.

[0099] As illustrated, a reference longitudinal line extending along the direction from the head to the tail 27 of the flat surface or the average virtual sliding surface plane forms a sliding angle β with the thrust plane FE. This reference longitudinal line extends through the centroid of the area of ​​the flat surface or the average virtual sliding surface plane. In this embodiment, the sliding angle β can be selected in the region between 2° and 20°, preferably in the region between 4° and 15°, particularly preferably in the region between 8° and 14°, and more preferably in the region between 11° and 14°.

[0100] Figure 6 As shown, the flat surface or average virtual planar surface of the planar surface 37 is set at an angle of attack α = 0° relative to the thrust plane FE. However, it is also possible for the angle of attack α > 0°, wherein the angle of attack α is preferably opened towards the starboard or port side.

[0101] at last, Figure 5 It is also shown that an angle δ is formed between the sliding plane 51 and the horizontal plane 52, which opens towards the front side. This angle δ is preferably selected in the region between 3° and 14°, more preferably between 5° and 12°, and particularly preferably between 5° and 10°.

[0102] Figure 5a As shown, the centering unit 35 can be arranged in the central longitudinal plane ME and preferably can be constructed symmetrically with respect to the central longitudinal plane ME.

[0103] The centering unit 35 preferably has at least two centering wings 35.2, which maintain a certain distance between the area of ​​the through hole (hub 35.1) and the inner wall of the flow channel 39.2. Preferably, at least one of the centering wings 35.2 is arranged aligned with the guide element 33 in the direction of the rotation axis D of the drive shaft 62. Here, the guide element 33 can be connected directly or separately to the centering wing 35.2 via a narrow slit area.

[0104] Figure 1 As shown, the width of the guide element 33 extending perpendicularly to the mid-plane ME gradually increases and preferably continuously widens in the direction from the tail to the head. Here, the guide element 33 can also transition into the arcuate region 31 of the lower fuselage 30, which arches downward towards the U, at its head end away from the tail 27. The arcuate region 31 is located in the head region 22 and more preferably extends from the guide element 33 to the head tip 21.

[0105] like Figure 5As shown, the diving vehicle advantageously has a water injection tank 70 in the body 10, in addition to the flow channel 39, which communicates with the external environment through one or more water inlets 71 and one or more water outlets 72. Preferably, at least one water inlet 71 is arranged in the region of the upper shell 20 of the diving vehicle, which is oriented upward O and has a one-piece or multi-piece construction.

[0106] In the underwater vehicle shown in the figure, the rotation axis D of the drive shaft 62 forms a virtual thrust axis 53, wherein the sliding surfaces 37 oriented downward on both sides of the lower fuselage 30 are connected to the flow channel receiving part 38, and in particular the protrusion 39.3. Figure 5 As shown, the nose tip section B1-B3 of the body 10 extends from the nose tip 21 toward the rear of the vehicle for a length of 10%, preferably 5%, and particularly preferably 2.5% of the vehicle length L measured from the nose tip 21 to the rear end. Here, a virtual thrust axis 53, which slopes downward in the direction from the nose to the rear, intersects the nose tip section B1-B3.

[0107] Figure 3 and Figure 5 As shown, the skid surface 37 preferably extends from the tail end of the skid surface 37 along the side of the flow channel 39.2 for at least 30%, preferably at least 40%, particularly preferably at least 50% of the length L of the vehicle, and particularly preferably extends above the thrust plane FE toward the head portion 22.

[0108] In particular, the sliding surface 37 can intersect with the thrust plane FE.

[0109] Figure 3 and Figure 6 As shown, the virtual thrust axis 53 lies within the thrust plane FE, wherein two vectors that open the thrust plane FE are arranged such that the first vector runs along the direction of the thrust axis 53, and the second vector is perpendicular to the first vector and runs horizontally from the port side 11 to the starboard side 12 in both the floating and stationary states of the underwater vehicle (in... Figure 5 (Perpendicular to the image plane). Furthermore, a central longitudinal plane ME, perpendicular to the thrust plane FE and containing the thrust axis 53, is provided. Here, as... Figure 5 As shown, the gliding surface 37 can intersect the thrust plane FE in a region of the vehicle body. Preferably, the gliding surface 37 intersects the thrust plane FE in a region arranged such that the distance between the gliding surface 37 and the thrust plane FE and the front end and / or rear end is 25% of the vehicle length L.

[0110] Preferably, such as Figure 5 As shown, the skid surface 37 intersects the thrust plane FE in a region that is arranged 25% away from the tail end.

[0111] like Figure 2 As shown, for example, at least one support leg 90 can be arranged in the area on the bottom side of the flow channel receiving portion 38. Using the support leg, the diving vehicle can be parked on land without damaging the flow channel receiving portion 38. Preferably, the support leg 90 is integrally connected to the flow channel receiving portion 38.

[0112] Alternatively, one or more support feet 100 may be provided on the front side, for example, formed on the bottom side of the body 10. Here, these support feet 100 are used to park the diving vehicle on land without damage.

[0113] Figure 2 As further shown, at least one lifting wing 80 can be provided in the diving vehicle. As shown, in the diving vehicle according to the invention, two lifting wings 80 can be provided in the tail region, one on the starboard side and the other on the port side, and both are configured to protrude.

[0114] Preferably, the lifting wing 80 is arranged at the lower fuselage 30, and particularly preferably at the flow channel receiving portion 38 in the region of the protrusion 39.3, as shown in the figure.

[0115] To reduce the number of parts and assembly workload, the lifting wing 80 can be constructed as a single piece with the flow channel housing 38.

[0116] In particular Figure 3 As shown, the lifting wing 80 can be arranged in the region of the rear half of the vehicle length L, preferably in the region of the rear third of the vehicle length L, to achieve an effective function.

[0117] The lifting wing 80 can be arranged so that it is opposite to the skid surface 37.

[0118] Figure 3 It is also shown that the lifting wing 80 is arranged in the region below the thrust plane FE, or at least most of its volume is located below the thrust plane FE.

[0119] The lifting wing 80 is associated with its associated taxiway 37 in such a way that the upper profile side 85 of the lifting wing 80 and the taxiway 37 form a gap region relative to each other. Therefore, an outwardly open channel section 86 is formed between the upper profile side 85 and the taxiway 37, through which water is guided during operation.

[0120] Figure 3Furthermore, the lifting wing 80 can be designed such that the line FL connecting the front end of the lifting wing 80 in the flow direction and the rear end of the lifting wing 80 in the flow direction can be configured to adapt its inclination to the orientation of the taxiway 37. In this embodiment, the lifting wing 80 faces the flat planar area of ​​the taxiway 37. The line FL is parallel to this flat area of ​​the taxiway with a maximum deviation of 15°, preferably a maximum deviation of 10°, and particularly preferably a maximum deviation of 5°. In this embodiment, the line FL is parallel to the flat area of ​​the taxiway 37.

[0121] The connecting line FL can also be arranged at a certain angle relative to the thrust plane FE, wherein the angle between the connecting line FL and the thrust plane FE is selected in the region between 3° and 18°, preferably in the region between 7° and 16°, and particularly preferably in the region between 9° and 15°. Figure 3 As shown.

[0122] The lifting wing 80 is designed to generate lift in the tail region of the underwater vehicle in a direction toward the upper fuselage. Preferably, most of the lift generated by the lifting wing 80 acts in a direction perpendicular to the thrust plane FE.

[0123] Figure 3 As shown, the cross-section of the lifting wing 80 is preferably such that the lifting wing 80 has a convex upper profile side 85 and a concave lower profile side 84. The profile length of the upper profile side 85 along the flow direction (i.e., along the direction of the vehicle length L) is greater than the profile length of the lower profile side 84 along the flow direction.

[0124] Therefore, similar to an airfoil, a suction side is formed in the region on the upper profile side 84, and a pressure side is formed in the region on the lower profile side 84. If the lifting wing 80 is subjected to an impact during operation, the pressure difference between the suction side and the pressure side will cause lift to be generated.

[0125] The upper profile side 85 can preferably transition to the lower profile side 84 in the forward direction of the flow direction via a wing nose 81. As shown, the wing nose 81 preferably has a convex arc geometry. In the rearward direction of the flow direction, the upper profile side 85 transitions to the lower profile side 84 via an outlet edge 83. The outlet edge 83 can also form a convex arc region.

[0126] Figure 2 As shown, the protruding width of the lifting wing 80 beyond the contour of the flow channel receiving portion 38 on its side can (preferably continuously) increase along the flow direction. Here, the maximum protruding width of the lifting wing 80 can be arranged in the end region of the lifting wing 80 facing the tail region, such as... Figure 2 As shown.

[0127] It is also possible to configure the center of gravity of the area of ​​the upper profile side 85 and / or the lower profile side 84 to be closer to the tail end of the lifting wing 80 than the front end of the lifting wing 80. In particular, the maximum protrusion width can be offset relative to the central region 82 of the lifting wing 80 toward the tail end of the lifting wing 80.

[0128] During operation, the lifting wing 80 generates lift in the tail region of the watercraft. This lift at least partially counteracts the force generated by the headwind at the front of the fuselage 10. Figure 3 In this configuration, the frontal airflow generates an upward moment in a clockwise direction around the vehicle's center. The lift generated by the lifting wing 80, on the other hand, generates a lift moment in a counter-clockwise direction. This lift moment thus stabilizes the attitude of the diving vehicle and prevents unwanted tilting.

[0129] In addition, the lift generated by the lifting wing will cause the underwater vehicle to rise against the direction of gravity during the transition into the gliding state, thus enabling the underwater vehicle to reach the water surface more quickly using its gliding surface 37 when traveling on water.

[0130] The study unexpectedly discovered that this could reduce the initial gliding speed required for underwater vehicles to enter a gliding state.

Claims

1. A diving vehicle having a body (10), the diving vehicle having a lower fuselage (30) in a region on the lower side of the diving vehicle, wherein, The body (10) at least partially accommodates a flow channel (39.2), or wherein, The body (10) is equipped with a flow channel (39.2), wherein the flow channel (39.2) is at least partially arranged within a flow channel receiving portion (38), particularly a protrusion (39.3), preferably protruding from the lower fuselage (30), wherein a water acceleration device, particularly a propeller (36), is arranged within the flow channel (39.2), the water acceleration device being indirectly or directly driven by a motor (61) via a drive shaft (62). Its features are, The fuselage (10) has downward-oriented skid surfaces (37) on both sides, and at least one lifting wing (80) is arranged protrudingly at the lower fuselage (30) to generate lift in the tail region of the underwater vehicle during travel.

2. The underwater vehicle according to claim 1, characterized in that, The at least one lifting wing (80) is at least partially arranged below the associated skid surface (37).

3. The underwater vehicle according to claim 1 or 2, characterized in that, One or more lifting wings (80) are arranged at a distance from the taxiway (37) to which the one or more lifting wings are attached, such that the lifting wings (80) face the upper profile side (85) of the taxiway (37), and preferably a passage section (86) opening to the starboard or port side (11, 12) is formed at the lower fuselage (30) between the upper profile side (85) of the lifting wings (80) and the facing taxiway (37).

4. The underwater vehicle according to any one of claims 1 to 3, characterized in that, The sliding surface (37) is connected directly or indirectly to the flow channel receiving portion (38), particularly the protrusion (39.3), on both sides, and at least one lifting wing (80) is arranged on both sides of the flow channel receiving portion (38) which is constructed as the protrusion (39.2) on the starboard and port sides (11, 12).

5. The diving vehicle according to any one of claims 1 to 4, characterized in that, The upper profile side (85) of the at least one lifting wing (80) oriented toward the upper fuselage of the underwater vehicle forms a suction side, and the opposite lower profile side (84) oriented downward forms a pressure side, wherein preferably, the upper profile side extends in the flow direction more than the lower profile side extends in the flow direction.

6. The underwater vehicle according to claim 5, characterized in that, The upper contour side (85) is at least partially convex and / or the lower contour side (84) is at least partially concave.

7. The underwater vehicle according to any one of claims 5 or 6, characterized in that, The upper profile side and the lower profile side (85, 84) of the at least one lifting wing (80) overlap each other at the front end in the flow direction via a wing nose (81), wherein preferably, the wing nose (81) is convexly curved.

8. The underwater vehicle according to any one of claims 1 to 7, characterized in that, In the cross-section of the lifting wing (80), the line (FL) connecting the front end of the lifting wing (80) in the flow direction and the rear end of the lifting wing (80) in the flow direction extends parallel to the flat planar area of ​​the skid surface (37) with a deviation of ±15°, preferably ±10°, and particularly preferably ±5°, and / or the line (FL) forms an angle with the thrust plane (FE) of the underwater vehicle in the region between X° and Y°, preferably in the region between X° and Y°, and particularly preferably in the region between X° and Y°.

9. The underwater vehicle according to any one of claims 1 to 8, characterized in that, One or more of the lifting wings (80) are arranged in the region of the rear half of the diving vehicle facing the tail (27), preferably in the region of the rear third of the diving vehicle facing the tail (27).

10. The diving vehicle according to any one of claims 1 to 9, characterized in that, The rotation axis (D) of the drive shaft (62) forms a thrust axis (53), thereby forming the head tip section (B1-B3) of the body (10). The head tip section extends from the head tip (21) in a direction toward the rear of the vehicle for 10%, preferably 5%, particularly preferably 2.5% of the length (L) of the vehicle measured from the head tip to the rear end, and wherein a virtual thrust axis (53) inclined downward in the direction from the head to the tail intersects the head tip section (B1-B3).

11. The diving vehicle according to any one of claims 1 to 10, characterized in that, The lifting wing (80) protrudes beyond the outline of the fuselage (10) in a direction toward the port side (12) or the starboard side (11) by a protrusion (Ü) of at least 20 mm, preferably at least 30 mm, particularly preferably at least 40 mm, particularly beyond the flow channel receiving portion (38) which is constructed as the protrusion (39.2), and / or the extension of the lifting wing (80) along the flow direction from the bow to the tail end is at least 50 mm, preferably at least 100 mm, particularly preferably at least 150 mm.

12. The diving vehicle according to any one of claims 1 to 11, characterized in that, The gliding surface (37) extends along the side of the flow channel (39.2) from the tail end of the gliding surface (37) for at least 30%, preferably at least 40%, particularly preferably at least 50% of the length of the vehicle (L).

13. The diving vehicle according to any one of claims 1 to 12, characterized in that, The rotation axis (D) of the drive shaft (62) is located within the thrust plane (FE), which forms the thrust axis (53). Two vectors that open the thrust plane (FE) are arranged such that the first vector runs along the direction of the thrust axis (53), and the second vector is perpendicular to the first vector and runs horizontally from the port side to the starboard side (11, 12) when the underwater vehicle is in a floating position and stationary state. The lifting wing is completely or most of its volume located below the thrust plane.

14. The underwater vehicle according to claim 13, characterized in that, The gliding surface (37) intersects the thrust plane (FE) in a region of the vehicle body, wherein preferably, the gliding surface (37) intersects the thrust plane (FE) in a region, the region being arranged such that the spacing between the relative tail ends is at least 20% and at most 60% of the maximum vehicle length, preferably at least 20% and at most 50% of the maximum vehicle length, more preferably at least 20% and at most 40% of the maximum vehicle length, and particularly preferably at least 25% and at most 40% of the maximum vehicle length.

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