Diving craft

Abstract

The invention relates to a diving craft having a hull (10) that comprises a flow-channel receptacle (38), or in which a flow-channel receptacle (38) is associated with the hull (10), wherein a flow channel (39.2) is at least partially arranged or formed in the flow-channel receptacle (38), the flow channel (39.2) has a flow inlet and a stern-side flow outlet (39), and a propeller (36) is arranged in the flow channel (39.2) and can be indirectly or directly driven by a drive shaft (62) of a motor (61), wherein the flow-channel receptacle (38) is delimited on its underside by a connection portion (38.2), and a guide element (33) is fastened to an attachment point (33.4) of the connection portion (38.2) in the region of the inlet opening, and wherein the guide element (33) extends, with its region facing away from the attachment point (33.4), towards the bow and is indirectly or directly coupled to the hull (10). In order to provide improved flow guidance, the guide element (33) extends towards the stern (27), past the edge of the connection portion (38.2) facing the inlet opening, and into the flow channel (39.2) in the region of the attachment point (33.4), and the guide element (33) delimits two feed regions (34.1, 34.2) from one another in the flow direction downstream of this attachment point (33.4) in the flow channel.

Description

[0001] submersible vehicle

[0002] The invention relates to a submersible vehicle with a hull which has a flow channel receptacle or wherein a flow channel receptacle is assigned to the hull, wherein a flow channel is arranged or formed at least in part in the flow channel receptacle, wherein the flow channel has a flow inlet and a rear-side flow outlet, wherein a propeller is arranged in the flow channel and can be driven directly or indirectly by a motor by means of a drive shaft, wherein the flow channel receptacle is delimited on its underside by means of a connecting section, wherein a guide element is fastened to a connection point of the connecting section, and wherein the guide element extends with its region facing away from the connection point in the direction of the bow and is coupled directly or indirectly to the hull.

[0003] Submersible vehicles according to the invention include, for example, buoyancy and diving aids. They can be used to pull a user, with the submersible vehicle being capable of switching between surface and submersible travel. In particular, the submersible vehicle can be designed to effect the transition between surface and submersible travel solely by shifting weight.

[0004] A submersible vehicle according to the invention may, for example, be such that it has a support surface on its upper side on which a user can rest part of his body.

[0005] A submersible vehicle according to the invention can have a handle, for example, on the starboard and port sides, to which a user can hold on while driving. In particular, the handle can also be equipped with control elements by means of which the submersible vehicle's functions can be controlled.

[0006] For example, one or more control elements can be used to vary the speed of an electric motor that drives the propeller in the flow channel.

[0007] Preferably, the handles are arranged in the front part of the watercraft, in particular in the bow area of ​​the submersible.

[0008] Furthermore, a submersible vehicle according to the invention may have a display which is arranged in the field of vision of the user and which is designed to display functions and / or operating states of the submersible vehicle.

[0009] DE 10 2013 100 544 A1 discloses a swimming and diving aid in which a flow channel is incorporated in the hull. A propeller is arranged in the flow channel, driven by an electric motor via a drive shaft. The electric motor is powered by accumulators, which are also located in the hull. A guide element in the form of a blade is mounted upstream of the flow channel's inlet.

[0010] Another submersible vehicle that can be used as a swimming and diving aid is known from US 2015 / 0217847 A1. A propulsion unit with a flow channel is attached to the bottom of the submersible vehicle.

[0011] It is an object of the invention to provide a submersible vehicle of the type mentioned at the outset which has an improved efficiency.

[0012] This object is achieved with the features of claim 1. According to the invention, the guide element extends toward the stern, past the edge of the connecting section facing the inlet opening and into the flow channel in the region of the connection point, and the guide element separates two feed areas from one another in the flow channel downstream of this connection point. Because the guide element is now guided into the flow channel, it can better direct the flowing water toward the propeller. Any swirl components in the supplied water jet can be reduced. Overall, the efficiency and thrust performance of the submersible vehicle can be significantly improved.

[0013] Preferably, the connection point of the connecting section is the point that lies at least partially in the central transverse plane of the submersible. Further preferably, the connection point is located in a region of the connecting section of the flow channel receptacle that forms the lowest point at the inlet opening, toward the underside of the submersible.

[0014] According to a preferred variant of the invention, it can be provided that the axis of rotation of the drive shaft forms a thrust axis, wherein the thrust axis lies in a thrust plane, wherein two vectors spanning the thrust plane are arranged such that the first vector runs in the direction of the thrust axis and the second vector perpendicular to it in the floating position and in the rest position of the submersible vehicle horizontally between the port and the starboard side, wherein a central transverse plane is provided which is perpendicular to the thrust plane and accommodates the thrust axis, and that the guide element extends following the connection point in the direction of the central transverse plane into the flow channel in a direction perpendicular to the thrust axis.

[0015] Preferably, according to the invention, the projection of the connection point perpendicular to the axis of rotation of the drive shaft into the thrust plane of the submersible vehicle results in a projected connection point, and the guide element extends beyond this projected connection point into the flow channel. In this way, the supplied water jet can be reliably guided in the flow channel. Accordingly, the guide element extends through the inlet opening of the flow channel into the flow channel. Here, it divides the flow channel into two supply areas in the flow area upstream of the propeller.

[0016] According to the invention, the flow inlet can preferably be arranged in the central region of the lower hull between bow and stern or at least partially arranged in the bow region.

[0017] According to the invention, the motor can be designed as an electric motor powered by batteries. The batteries can be housed in the fuselage.

[0018] If it is intended that the guide element extends past the drive shaft in the direction of the top side of the submersible vehicle and perpendicular to the axis of rotation of the drive shaft into the flow channel and has a coupling section opposite the connection point by means of which the guide element is directly or indirectly coupled to the flow channel receptacle or a component delimiting the flow channel, then the guide element is held stably in the flow channel.

[0019] According to the invention, the guide element can be formed in one piece or in several parts.

[0020] A particularly preferred embodiment of the invention is such that the guide element forms a passage through which the drive shaft or a cladding tube accommodating the drive shaft is guided in front of the propeller in the direction of flow. In this way, in the area of ​​the flow channel in which the cladding tube or the drive shaft is accommodated by the guide element, the water flow is no longer adversely affected by these components, which leads to a further improvement in efficiency.

[0021] Preferably, the drive shaft or a duct accommodating the drive shaft is passed through the passage in a sealed or fitted manner upstream of the propeller in the direction of flow. A negative pressure is created in the flow channel upstream of the propeller during operation. The sealed or fitted passage prevents or reduces to the necessary extent the risk of, for example, air from the hull, in particular from a flooding chamber formed separately from the flow channel in the hull, being sucked into the flow channel.

[0022] For optimized flow guidance, the guide element can be provided with at least one guide section that extends toward the stern past the connection point and protrudes into the flow channel. This section separates the supply areas in the flow channel on opposite sides. Preferably, the central transverse plane of the submersible extends through the guide element, and the supply areas run on both sides of the central transverse plane. The guide element(s) can effectively guide the flow.

[0023] According to the invention, it can also be provided that the guide element has bulged, preferably convexly curved, boundary surfaces in the area of ​​the passage on opposite sides of the drive shaft, with guide element sections of the guide element preferably adjoining the boundary surfaces, and that the guide element sections extend toward the edge of the flow channel. The boundary surfaces surround the area through which the cladding tube or the drive shaft passes. The bulged, particularly curved, geometry is designed to optimize flow.

[0024] If guide element sections are connected to the boundary surfaces and led to the edge of the flow channel, then the area of ​​the feedthrough can be kept stable within the flow channel.

[0025] Particularly preferably, guide element sections of the guide element adjoin the boundary surfaces directly or indirectly on opposite sides, and that the guide element sections extend in opposite directions towards the edge of the flow channel. One conceivable variant of the invention is such that a centering unit is arranged in the flow channel, upstream of the propeller in the direction of flow, which centering unit receives the free end of the drive shaft or the cladding tube at the end with a hub, and that the guide element is guided up to the centering unit, wherein it is preferably provided that the centering unit is supported relative to the guide element and / or connected to it, particularly preferably at least one component of the centering unit is connected to the guide element.

[0026] According to one variant of the invention, the centering unit can be part of the guide element, in particular, it can be at least partially connected to the guide element as a single piece. This reduces the parts and assembly effort.

[0027] The centering unit serves to hold and position the cladding tube or the drive shaft in the flow channel.

[0028] If the guide element is guided all the way to the centering unit, a compact design is achieved. It is also possible for surfaces of the guide element to connect to surfaces of the centering unit in the flow channel to achieve a flow-optimized design.

[0029] It is preferably also conceivable for a flow-optimized design that the centering unit has at least two centering vanes which keep the hub at a distance from the inner wall of the flow channel, and that at least one of the centering vanes is aligned with the guide element in the direction of the axis of rotation of the drive shaft, wherein the guide element preferably adjoins the centering vane directly or separately via a gap region.

[0030] A possible variant of the invention can be such that the width of the guide element, extending perpendicular to the central transverse plane, increases, preferably continuously, in the direction from the stern to the bow. This expansion creates a receiving area inside the hull in which components of the submersible, in particular a part of the drive train (for example, at least part of the engine), can be accommodated in a space-saving manner. A continuous expansion proves to be particularly aerodynamically favorable.

[0031] A streamlined design is preferably achieved if the guide element, at its bow end facing away from the stern, merges into a rounded area of ​​the lower hull that curves outwards towards the underside of the submersible vehicle, wherein the rounded area is arranged in the bow area and more preferably extends from the guide element to the bow tip.

[0032] A preferred variant of the invention may be such that, in addition to the flow channel, a flooding chamber is arranged in the hull, which communicates with the environment via one or more inlet openings and one or more outlet openings. The flooding chamber provides a variable mass component that facilitates the transition between surface and submerged travel.

[0033] Furthermore, the flooding chamber may be designed in such a way that, during the water travel of the submersible vehicle, water flows into the flooding chamber from the environment, is passed through the flooding chamber at least in part and is then discharged again from the flooding chamber through the outlet openings.

[0034] Preferably, the at least one inlet opening and / or the at least one outlet opening are arranged such that the flow occurs at least during the submersible's dive. For this purpose, it can be provided, for example, that at least one inlet opening is arranged in the region of a single-piece or multi-piece upper shell of the submersible facing the upper side.

[0035] Preferably, at least one electrical component is arranged in the flooding chamber, at least in part, for cooling purposes. It is conceivable that the motor, at least one control unit and / or at least one accumulator is / are arranged in the flooding chamber. Within the scope of the invention, it can also be provided that a flow stator is arranged downstream of the propeller in the flow channel in the direction of flow, wherein the flow stator has one or more stator vanes, which preferably extend in the direction of the axis of rotation of the drive shaft. The stator vanes can extend in particular radially in the flow channel. The flow stator serves to at least partially reduce the swirl in the water jet generated by the propeller. This improves the thrust performance.

[0036] If it is provided that at least one of the stator vanes is at least partially aligned with the guide element and / or with the centering vane of the / a centering unit in the direction of the axis of rotation of the drive shaft, then the flow-optimized design is further improved.

[0037] For improved stability, it can be provided that the guide element has a fastening section following the edge-side connection point of the connecting section, which extends into the flow channel in the direction of the rear, and that the fastening section is fastened to the inside of the flow channel receptacle following the connection point, preferably formed in one piece.

[0038] The guide element proves to be particularly effective if it is provided that the projection of the connection point perpendicular to the axis of rotation of the drive shaft into the thrust plane of the submersible vehicle results in a projected connection point, and that the guide element extends beyond this projected connection point into the flow channel.

[0039] The invention is explained in more detail below with reference to an embodiment illustrated in the drawings. They show:

[0040] Figure 1 shows a diving vehicle in the form of a swimming and diving aid in a perspective view from behind and diagonally above, Figure 2 shows the diving vehicle according to Figure 1 in a perspective view from the front and diagonally below,

[0041] Figure 3 the submersible vehicle in side view from the left,

[0042] Figure 4 shows the submersible vehicle according to Figures 1 to 3 in a further perspective view from behind and diagonally below,

[0043] Figure 5a is a schematic detailed view along the section marked VV in Figure 5,

[0044] Figure 5 shows the submersible vehicle as shown in Figure 3, but in a schematic full-section view,

[0045] Figure 6 shows the submersible vehicle according to Figures 1 to 5 in a rear view and in a floating position at a standstill and

[0046] Figure 7 shows the watercraft according to Figures 1 to 6 from the front.

[0047] Figures 1 and 2 show a submersible vehicle designed as a buoyancy and diving aid. The submersible vehicle has a hull 10.

[0048] For example, as Figure 1 shows, the hull 10 may have an upper shell

[0049] 20. The upper shell 20 can be formed in one piece or in several parts.

[0050] A bow tip 21 is formed in the bow area 22 of the submersible vehicle. The bow tip

[0051] 21 forms the front end of the submersible. For example, the bow tip 21 may be formed by the upper shell 22. However, it is also conceivable that the bow tip 21 is formed by the lower part 30. The lower part 30 may, for example, be formed by a lower shell that is connected to the upper shell 20. The lower shell may be constructed in one piece or in multiple pieces. A handle 24 is attached to the upper shell 20 on the starboard side and a handle 24 on the port side. At least one control element 25 can be attached to one or both handles 24. Functions of the submersible can be controlled using the control element(s) 25. As the illustrations show, the handles 24 are preferably attached in the bow area 22 of the submersible.

[0052] A display 23 is arranged centrally in the area of ​​the upper shell 20, preferably in the area between the two handles 24. Information about the operating status of the submersible vehicle can be displayed on the display 23 and read by a user.

[0053] Armrests 26 are connected to the handles 24 toward the stern 27 of the vessel. The armrests 26 extend on the port and starboard sides, respectively.

[0054] Figure 1 further shows that a charging port 28 can be provided in the area of ​​the upper shell 20. The charging port 28 is covered with a cover cap. This cap can be removed, thus exposing the electrical contacts of the charging port 28. The submersible vehicle can be connected to a power supply via the charging port 28 in order to charge at least one accumulator 60, which is housed in the hull 10 of the submersible vehicle.

[0055] Figs. 1 and 2 show that the upper shell 20 can be curved in a spherical, particularly biconvex, shape adjacent to the bow tip 21. This results in a streamlined shape optimized for underwater travel.

[0056] The lower hull 30 can be designed such that it has a rounded area 31 adjacent to the bow tip 21, which can be spherical, particularly biconvex, curved. Such a design is designed to be flow-optimized for both surface and underwater travel.

[0057] As Figures 1 and 5 show, a bulge 32 can be present in the rounded area 31, which delimits a space arranged in the hull 10. A component of the submersible vehicle can be accommodated therein. For example, an electric motor 61 and / or a control unit 63, which is installed in the bow area 22 of the hull 10, can be accommodated in the area of ​​the bulge 32 in the hull 10, as shown in Figure 5. This supports a compact design.

[0058] Figures 2 and 4 illustrate that the lower hull 30 has sliding surfaces 37, preferably immediately adjacent to the rounded area 31. The sliding surfaces 37 preferably extend on the port and starboard sides.

[0059] The sliding surfaces 37 can preferably be guided to the stern 27 of the submersible vehicle, where they then form end sections 37.3.

[0060] The sliding surfaces 37 can be designed as three-dimensional surfaces. The sliding surfaces 37 can also be designed as flat surfaces or at least have such a flat surface.

[0061] Figures 1 and 4 illustrate that the sliding surfaces 37 extend on both sides of a flow channel receptacle 38. The flow channel receptacle 38 protrudes at the bottom of the lower hull 30. The flow channel receptacle 38 may have two spaced-apart side walls 38.1, which directly or indirectly adjoin the sliding surfaces 37 on the port and starboard sides, for example via preferably concave rounded transitions 38.3.

[0062] The two side walls 38.1 can be connected to each other via a connecting section 38.2, wherein the connecting section 38.2 is curved, preferably convex.

[0063] Preferably, the spherically curved rounded area 32 merges into the planing surfaces 37, with the bow tip 21 being arranged above the planing surfaces 37. When the submersible travels above water, the water is then directed beneath the planing surfaces 37 to achieve an optimized flow to these areas. Furthermore, disruptive splashing is avoided or prevented. The flow channel receptacle 38 forms or encloses a portion of the hull 10, within which a flow channel 39.2 is accommodated. The flow channel 39.2 forms a flow inlet, approximately in the center region of the submersible. In the region of the stern 27, the flow channel 39.2 forms a flow outlet 39.

[0064] The flow channel 39.2 can be formed and / or delimited at least in regions by a single-part or multi-part hollow body, wherein it can be provided that the hollow body is held at least in regions in the flow channel receptacle 38.

[0065] Figures 1 and 5 illustrate that the flow outlet 39 is delimited by a preferably circumferential boundary edge 39.1.

[0066] A guide element 33 is arranged in the area of ​​the flow inlet. The guide element 33 can be formed, preferably in one piece, with the lower shell forming the lower hull 30. However, it is also conceivable for the guide element 33 to be formed as a separate component connected to the lower 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, extends in the direction from the bow to the stern 27.

[0067] 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 separate, supply areas 34.1 and 34.2. The first supply area 34.1 runs on the port side, and the second supply area 34.2 runs on the starboard side.

[0068] However, it is not necessary for the wall 33.3 to completely separate the two supply areas 34.1 and 34.2. Rather, it can also be provided that overflow areas are formed between the two supply areas 34.1 and 34.2. Furthermore, the guide element 33 can be connected to the connecting section 38.2 of the flow channel receptacle 38, preferably adjacent to the edge 33.1.

[0069] As the drawings show, the guide element 33 can be coupled to a connection point 33.4 on the inflow-side edge of the flow channel receptacle 38. Adjacent to the connection point 33.4, the guide element forms a fastening section 33.5. By means of this fastening section 33.5, the guide element 33 is fastened, for example, integrally formed, to the inner side of the connecting section 38.2 facing the flow channel 39.2.

[0070] It is preferably provided that the wall 33.3 forms a fastening section 33.4 which extends into the flow channel 39.2, so that the wall 33.3 is also connected on the inside of the connecting section 38.2 in the direction of the rear 27 to the connecting section 38.2 by means of a correspondingly designed fastening section 33.5, as shown in particular in Figure 5.

[0071] Preferably, the flow channel holder 38 is designed as one piece with the guide element 33.

[0072] The guide element 33 extends toward the rear 27, past the edge of the connecting section 38.2 facing the inlet opening, and into the flow channel 39.2 in the region of the connection point 33.4. The guide element 33 separates two supply areas 34.1, 34.2 from each other in the flow channel 39.2 downstream of this connection point 33.4.

[0073] 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 vehicle 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 in the direction of the upper side O of the submersible vehicle and perpendicular to the axis of rotation D of the drive shaft 63 into the flow channel 39.2. Opposite the connection point 33.4, the guide element 33 is directly or indirectly coupled to the flow channel receptacle 38 or a component delimiting the flow channel 39.2 by means of a coupling section 33.6.

[0074] Preferably, the guide element 33 has a passage 33.7 in the flow channel 39.2 downstream of the inlet opening. A sheath tube 64, which accommodates the drive shaft 62, is guided through this passage 33.7 into the flow channel 39.2. Preferably, the sheath tube 64 is sealed from the passage 33.7.

[0075] As Figure 5a shows, the area of ​​the guide element 33 forming the passage has a thickened cross-section and is bulged, preferably convexly curved, on its sides. Guide element sections 33.9 of the guide element 33 are connected to the area forming the passage 33.7, preferably at the boundary surfaces 33.8, on opposite sides. As the drawings show, the guide element sections 33.9 may extend in opposite directions toward the inner wall of the flow channel 39.2. Here, the guide element sections may be connected to the flow channel or another component, e.g., the flow channel receptacle.

[0076] The guide element sections 33.9 are preferably designed like wings.

[0077] Figure 5a illustrates that the guide element 33 can be split in the area of ​​the feedthrough 33.7. The split plane 33.10 may extend through the feedthrough 33.7, which allows for simplified assembly of the cladding tube 64.

[0078] The guide element 33 can preferably be designed such that it is guided with a transition 33.2 into the bow-side rounded area 31, as illustrated in Figures 4 and 5. Furthermore, the wall 33.3 can taper forward, i.e., toward the bow, with a decreasing height.

[0079] The wall 33.3 forms water guiding surfaces on both sides, which extend from the bow area 22 towards the stern 27 and which guide the flowing water towards the associated supply area 34.1 or 34.2.

[0080] Figure 5 illustrates that a motor 61, preferably an electric motor, is arranged 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 within a hollow tube 62.1, so that the rotating drive shaft 62 has little or no influence on the water flow guided in the supply area 34.1, 34.2.

[0081] The propeller 36 is non-rotatably connected to the drive shaft 62 and arranged 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 in the direction of flow.

[0082] The centering unit 35 may have a hub 35.1. Centering vanes 35.2 are connected to the hub 35.1. The centering vanes 35.2 may preferably be connected to the inner wall of the flow channel 39.2 at the ends facing away from the hub 35.1, preferably connected to it in one piece.

[0083] By means of a receptacle of the hub 35.1 of the centering unit 35, the drive shaft 62 is guided and preferably kept centered in the flow channel 39.2.

[0084] Preferably, at least three centering vanes 35.2 are used, which are arranged offset from one another in the circumferential direction of the drive shaft 62, preferably with the same pitch.

[0085] Particularly preferably, it can be provided that the wall 33.3 of the guide element 33 is connected to the centering unit 35 at least in some areas, preferably in one piece. For example, it can be provided that the wall 33 is connected to the hub 35.1 and / or to at least one of the centering vanes 35.2. Preferably, the wall 33.3 is connected to the centering unit 35 in one piece. This reduces the number of parts required and improves manufacturing accuracy. Furthermore, this results in improved flow behavior in the flow channel 39.2, since a more compact design is then possible.

[0086] A flow stator 40 can preferably be arranged in the flow channel 39.2 downstream of the propeller 36. The flow stator 40 is preferably arranged in the region of the rear end of the flow channel 39.2. The flow stator 40 has a plurality of stator vanes 41, which preferably extend radially to a thrust axis 53, which coincides with the rotational axis D of the drive shaft 62.

[0087] The arrangement of the stator vanes 41 can be clearly seen in Figures 4 and 6. As these drawings illustrate, the stator vanes 41 can be connected to one another centrally in the flow channel 39.2 by means of a stator tip 42.

[0088] The propeller 36 generates a rotating water jet in the flow channel 39.2. The flow stator 40 serves to reduce the rotation in the water jet or, ideally, to direct it without swirling. This results in improved thrust performance.

[0089] 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 arranged such that the first vector runs in the direction of the thrust axis 53 and the second vector perpendicular thereto, in the floating position and in the rest position of the submersible vehicle, runs horizontally between the port and starboard sides, i.e. perpendicular to the image plane in Figure 5. A central longitudinal plane ME, perpendicular to the thrust plane FE and containing the thrust axis 53, runs 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 arranged such that it intersects the boundary edge 39.1 of the flow outlet 39 at an upper boundary point P, as shown in the drawings.

[0090] It can be provided that a boundary line 52 intersecting the bow tip 21 and the upper boundary point P encloses an angle y with the thrust plane FE, preferably in the range between 2° and 7°.

[0091] Preferably, the boundary line 52 lies in a horizontal plane HE, wherein two vectors spanning the horizontal plane HE are arranged such that the first vector runs in the direction of the boundary line 52 and the second vector perpendicular thereto between the port and starboard sides parallel to the thrust plane FE, as illustrated in Figure 5. The sliding surfaces 37 intersect the horizontal plane HE with their stern ends and penetrate it in the direction from the bow to the stern from bottom to top, as shown in Figure 5.

[0092] Figure 5 further illustrates that the rear ends of the gliding surfaces 37 may end above the flow outlet 39. Thus, the entire flow outlet 39 is arranged completely below the horizontal plane HE and / or below the rear ends of the gliding surfaces 37.

[0093] However, it is also conceivable for the rear ends of the sliding surfaces 37 to end below the horizontal plane HE. For example, the rear ends of the sliding surfaces 37 may be spaced from the horizontal plane HE by a maximum distance of M = 0.2 * X, preferably M = 0.1 * X, and end below the horizontal plane HE, where X is the maximum clear opening dimension of the flow outlet 39. In the present embodiment, the maximum clear opening dimension X is the diameter of the circular flow outlet 39 (see Figure 6).

[0094] Figure 5 further illustrates that the boundary edge 39.1, which delimits the flow outlet 39, forms a surface at the rear. This surface is arranged at an angle p to the horizontal plane 52. This angle p is preferably selected in the range greater than 84° and more preferably in the range between 84° and less than 1 10°, particularly preferably in the range greater than 90° and less than 1 10°.

[0095] If the angle p is selected to be greater than 90°, a downward sloping flow direction is created, so that the water jet does not, or no longer strongly, illuminate the part of the user lying in the water, which is located behind the stern of the watercraft.

[0096] As further illustrated in Figure 5, at least one, preferably two, accumulators 60 may be accommodated within the fuselage 10. If two accumulators 60 are used, they may be positioned on either side of the central longitudinal plane ME. Preferably, the two accumulators 60 are arranged symmetrically to the central longitudinal plane ME.

[0097] Preferably, the accumulators 60 are arranged completely above the thrust plane FE.

[0098] Preferably, the accumulators 60 may extend with their volume for the most part above the horizontal plane HE.

[0099] These measures ensure a good weight distribution in a watercraft according to the invention, which leads to a stable floating position.

[0100] The accumulator(s) 60 may comprise a tubular section in the form of a sheathing tube 64, within which a plurality of accumulator cells are arranged. The tubular section is sealed watertight at its longitudinal ends by means of covers 65, 66. Preferably, electronics for monitoring and / or controlling the accumulator cells are housed within the sealed area of ​​the tubular section.

[0101] As Figure 5 shows, a flooding chamber 70 may be formed in the hull 10. The flooding chamber 70 is connected to the environment via water passages. 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 area of ​​the submersible. The water inlet opening 71 and / or the water outlet opening 72 may penetrate the hull, for example, being formed by the lower and / or upper shell of the submersible.

[0102] When the submersible vehicle is placed in the water, the flooding chamber 70 fills with ambient water via the water passages. During travel in water, in particular during submerged travel, a water flow develops in the flooding chamber 70 from the water inlet opening 71 to the water outlet opening 72, thus ensuring continuous cooling of the electrical components, in particular the accumulators 60 in the flooding chamber 70. Furthermore, the flooding chamber 70 offers the possibility of accommodating water as a variable mass component by being filled, partially filled, or emptied with water. If the flooding chamber 70 is filled or partially filled, it simplifies the transition from surface travel to underwater travel. When the submersible vehicle is lifted out of the water, the flooding chamber empties via the water passages.Preferably, it can also be additionally provided that on the starboard side 11 and / or on the port side 12 there is a water passage opening through which the water can be emptied from the flooding space 70 when the submersible vehicle is lifted out of the water.

[0103] Figure 5 also illustrates that, for example, a control unit 63 may be arranged in the hull 10, by means of which all or at least some of the functions of the submersible vehicle can be electrically controlled. The control unit 63 may be assigned to the motor 61 and electrically and / or mechanically connected to it.

[0104] According to one design variant, the control unit 63 may be arranged in the flooding chamber 70 in addition to or alternatively to the accumulator(s) 60. Figure 5 also shows that, for example, the motor 61 may be arranged with most of its volume below the horizontal plane HE in order to optimize weight distribution.

[0105] According to a design variant, the electric motor 61 may be arranged in the flooding chamber 70 in addition to or as an alternative to the accumulator(s) 60 and in addition to or as an alternative to the control unit 63.

[0106] Figures 2 and 7 show that the sliding surfaces 37 are present on both sides of the flow channel receptacle 38 on the lower hull 30 and are arranged facing downwards. The sliding surfaces 37 may be formed, at least in some regions, by flat surfaces, by three-dimensionally shaped surfaces, or by a combination of a three-dimensionally shaped surface and at least one flat surface. In the present exemplary embodiment, the sliding surfaces 37 are partially, preferably largely, formed by flat surfaces.

[0107] As Figure 2 shows, the end sections 37.3 of the planing surfaces 37 are adjoined in the direction of the bow by the middle sections 37.2. The middle sections 37.2 also run on the port and starboard sides, respectively, laterally next to the flow channel receptacle 38. Away from the end sections 37.3, the middle sections 37.2 each merge into a planing surface front section 37.1. The planing surface front section 37.1 extends past the inlet opening of the flow channel receptacle 38 and preferably extends into the bow region 22. The planing surface front sections 37.1 preferably serve to continuously transition the planing surfaces 37, directly or indirectly, into the rounded region 31 in the bow region 22.

[0108] The drawings show that the sliding surfaces 37 form a sliding plane 51. The sliding plane 51 can be formed by the sliding surfaces 37 themselves if they are designed as flat surfaces or largely as flat surfaces. If the sliding surfaces 37 are not designed as flat surfaces or not completely as flat surfaces, the sliding plane 51 is formed by an averaged virtual sliding surface plane, wherein this averaged virtual sliding surface plane is arranged such that the surface parts of the sliding surface 37 extend in equal proportions above and below this averaged virtual sliding surface plane.

[0109] The drawings illustrate that a reference longitudinal line of the flat surface or the averaged virtual gliding surface plane, which runs in the direction from the bow to the stern 27 and passes through the center of gravity of the flat surface or the averaged virtual gliding surface plane, encloses a gliding angle ß with the thrust plane FE. In the present exemplary embodiment, the gliding angle ß can be selected in the range between 2° and 20°, preferably in the range between 4° and 15°, particularly preferably in the range between 8° and 14°, particularly preferably in the range between 11° and 14°.

[0110] Figure 6 illustrates that the flat surface of the sliding surfaces 37, or the averaged virtual sliding surface plane, is set at an angle of attack a=0° to the thrust plane FE. However, it may also be the case that this angle of attack a is > 0°, in which case the angle of attack a opens preferentially toward the starboard or port side.

[0111] Finally, Figure 5 also illustrates that an angle θ is enclosed between the gliding plane 51 and the horizontal plane 52, which opens toward the bow side. This angle θ is preferably selected in the range between 3° and 14°, preferably between 5° and 12°, and particularly preferably between 5° and 10°.

[0112] Figure 5a illustrates that the centering unit 35 can be arranged in the central longitudinal plane ME and can preferably be designed symmetrically to the central longitudinal plane ME.

[0113] The centering unit 35 preferably has at least two centering vanes 35.2, which maintain the passage area (hub 35.1) at a distance from the inner wall of the flow channel 39.2. Preferably, at least one of the centering vanes 35.2 is arranged in alignment with the guide element 33 in the direction of the rotational axis D of the drive shaft 62. The guide element 33 can be connected to the centering vane 35.2 directly or separately via a narrow gap.

[0114] Figure 1 illustrates that the width of the guide element 33, extending perpendicular to the central transverse plane ME, increases, preferably continuously, in the direction from the stern to the bow. It may also be the case that the guide element 33, at its bow-side end facing away from the stern 27, merges into a rounded area 31 of the lower hull 30 that curves toward the underside U. The rounded area 31 is arranged in the bow area 22 and more preferably extends from the guide element 33 to the bow tip 21.

[0115] As shown in Figure 5, the submersible vehicle advantageously has, in addition to the flow channel 39, a flooding chamber 70 in the hull 10, which communicates with the environment via one or more inlet openings 71 and one or more outlet openings 72. Preferably, at least one inlet opening 71 is arranged in the region of a single-piece or multi-piece upper shell 20 of the submersible vehicle, directed toward the upper side O.

[0116] In the submersible vehicle shown in the drawings, the axis of rotation D of the drive shaft 62 forms a virtual thrust axis 53, wherein the downwardly directed sliding surfaces 37 adjoin the flow channel receptacle 38, in particular the bulge 39.3, on the lower part 30 on both sides. Figure 5 illustrates that a bow tip section B1 - B3 of the hull (10) is formed, which extends from the bow tip 21 in the direction of the vehicle stern over 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. 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.

[0117] Figures 3 and 5 illustrate that the sliding surfaces 37 preferably extend from the rear end of the sliding surfaces 37 over at least 30%, preferably at least 40%, particularly preferably at least 50%, of the vehicle length L laterally next to the flow channel 39.2 and particularly preferably above the thrust plane FE in the direction of the bow (22).

[0118] In particular, it may be the case that the sliding surfaces 37 intersect the shear plane FE.

[0119] 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 arranged such that the first vector runs in the direction of the thrust axis 53 and the second vector perpendicular to it in the floating position and in the rest position of the submersible vehicle horizontally from the port to the starboard side 11, 12 (in Figure 5_perpendicular to the image plane). Furthermore, a central longitudinal plane ME is provided which is perpendicular to the thrust plane FE and accommodates the thrust axis 53. It can be the case, as shown in Figure 5, that the sliding surfaces 37 intersect the thrust plane FE in the region of the vehicle hull, wherein it is preferably provided that the sliding surfaces 37 intersect the thrust plane FE in a region which is spaced from the bow end and / or the stern end by 25% of the vehicle length L.

[0120] Preferably, as shown in Fig. 5, the sliding surfaces 37 intersect the thrust plane FE in a region which is spaced 25% from the rear end.

Claims

Claims 1 . Submersible vehicle with a hull (10) which has a flow channel receptacle (38) or wherein a flow channel receptacle (38) is assigned to the hull (10), wherein a flow channel (39.2) is arranged or formed at least in part in the flow channel receptacle (38), wherein the flow channel (39.2) has a flow inlet and a rear-side flow outlet (39), wherein a propeller (36) is arranged in the flow channel (39.2) and can be driven directly or indirectly by a motor (61) by means of a drive shaft (62), wherein the flow channel receptacle (38) is delimited on its underside by means of a connecting section (38.2), wherein a guide element (33) is fastened to a connection point (33.4) of the connecting section (38.2) in the region of the inlet opening, and wherein the guide element (33) is arranged with its connection point (33.4) in the direction of the bow and is directly or indirectly coupled to the hull (10), characterized in that the guide element (33) extends in the direction of the stern (27), past the edge of the connecting section (38,2) facing the inlet opening and in the region of the connection point (33.4), into the flow channel (39.2), and that the guide element (33) delimits two feed areas (34.1, 34.2) from one another in the flow channel behind this connection point (33.4).

2. Submersible vehicle according to claim 1, characterized in that the axis of rotation (D) of the drive shaft (62) forms a thrust axis (53), wherein the thrust axis (53) lies in a thrust plane (FE), wherein two vectors spanning the thrust plane (FE) are arranged such that the first vector runs in the direction of the thrust axis (53) and the second vector perpendicular thereto in the floating position and in the rest position of the submersible vehicle horizontally between the port and the starboard side, wherein a central transverse plane (ME) is provided which is perpendicular to the thrust plane (FE) and accommodates the thrust axis (53), and that the guide element (33) extends following the connection point (33.4) in the direction of the central transverse plane (ME) extends into the flow channel (39.2) in a direction perpendicular to the thrust axis (53).

3. Submersible vehicle according to one of claims 1 or 2, characterized in that the guide element (33) extends past the drive shaft (62) in the direction of the upper side (O) of the submersible vehicle and perpendicular to the axis of rotation (D) of the drive shaft (63) into the flow channel (39.2) and has a coupling section (33.6) opposite the connection point (33.4), by means of which the guide element (33) is directly or indirectly coupled to the flow channel receptacle (38) or a component delimiting the flow channel (39.2).

4. Submersible vehicle according to one of claims 1 to 3, characterized in that the guide element (33) forms a passage (33.7) through which the drive shaft (62) or a casing tube (64) receiving the drive shaft (62) is passed, preferably in a sealed or fitted manner.

5. Submersible vehicle according to one of claims 1 to 4, characterized in that the guide element (33) has at least one guide section (33.9) which extends in the direction of the stern (27) past the connection point (33.4) and projects here into the flow channel (39.2) and which, on opposite sides (34.1), delimits the feed areas (34.1, 34.2) in the flow channel (39.2) from one another, wherein preferably the central transverse plane (ME) of the submersible vehicle extends through the guide element (33) and the feed areas (34.1, 34.2) run on both sides of the central transverse plane (ME).

6. Submersible vehicle according to one of claims 1 to 5, characterized in that the guide element (33) has bulged, preferably convexly curved, boundary surfaces (33.8) in the region of the passage (33.7) on opposite sides of the drive shaft (62), wherein guide element sections (33.9) of the guide element (33) adjoin the boundary surfaces (33.8) on opposite sides, and that the guide element sections (33.9) extend in opposite directions towards the edge of the flow channel (39.2).

7. Submersible vehicle according to one of claims 1 to 6, characterized in that in the flow channel (39.2), in the flow direction in front of the propeller (36) a centering unit (35) is arranged, which receives the free end of the drive shaft (62) or the cladding tube (64) at the end with a hub (35.1), and that the guide element (33) is guided up to the centering unit (35), wherein it is preferably provided that the centering unit (35) is supported relative to the guide element (33) and / or is connected to it, particularly preferably at least one component of the centering unit (35) is connected to the guide element (33).

8. Submersible vehicle according to claim 7, characterized in that the centering unit (35) has at least two centering wings (35.2) which hold the hub (35.1) at a distance from the inner wall of the flow channel (39.2), and that preferably at least one of the centering wings (35.2) is aligned with the guide element (33) in the direction of the axis of rotation (D) of the drive shaft (62), wherein the guide element (33) preferably adjoins the centering wing (35.2) directly or separately via a gap region.

9. Submersible vehicle according to one of claims 1 to 8, characterized in that the width of the guide element (33) extending perpendicular to the central transverse plane (ME) increases, preferably continuously, in the direction from the stern to the bow.

10. Submersible vehicle according to one of claims 1 to 9, characterized in that the guide element (33) at its bow-side end facing away from the stern (27) merges into a curved rounded area (31) of the lower part of the vessel (30), wherein the rounded area (31) is arranged in the bow area (22) and more preferably extends from the guide element (33) to the bow tip (21).

11. Submersible vehicle according to one of claims 1 to 9, characterized in that in the hull (10) in addition to the flow channel (39) a flooding chamber (70) is arranged, which is connected to the environment via one or more inlet openings (71) and one or more outlet openings (72), wherein It is preferably provided that at least one inlet opening (71) is arranged in the region of a one-piece or multi-piece upper shell (20) of the submersible vehicle directed towards the upper side (O).

12. Submersible vehicle according to one of claims 1 to 11, characterized in that a flow stator (40) is arranged in the flow channel downstream of the propeller, the flow stator having one or more stator vanes (41) which preferably extend in the direction of the axis of rotation (D) of the drive shaft (62).

13. Submersible vehicle according to one of claims 1 to 12, characterized in that at least one of the stator vanes (41) is aligned with the guide element (33) and / or with the centering vane (35.2) of / a centering unit (35) in the direction of the axis of rotation (D) of the drive shaft (62).

14. Submersible vehicle according to one of claims 1 to 13, characterized in that the guide element (33) has a fastening section (33.5) following the connection point (33.4) of the connecting section (38.2) which extends into the flow channel (33.9) in the direction of the stern (27), and in that the fastening section (33.5) following the connection point (33.4) is fastened on the inside to the flow channel receptacle (38), preferably is formed in one piece.

15. Submersible vehicle according to one of claims 1 to 14, characterized in that 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 vehicle 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).

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