Submersible vehicle

Abstract

The invention relates to a submersible vehicle comprising a hull (10) which has an underbody hull (30) in the region of the lower face of the hull. A flow channel (39.2) is at least partly received in the hull (10), or a flow channel (39.2) is paired with the hull (10). The flow channel (39.2) has a flow outlet (39) in the region of the stern, and the flow channel (39.2) is arranged at least partly within a flow channel receiving area (38), in particular a protuberance (39.3), which projects from the underbody hull (30). A water-accelerating device, in particular a propeller (36), is arranged in the flow channel (39.2), said propeller being driven by a motor (61) directly or indirectly using a driveshaft (62), wherein the rotational axis (D) of the driveshaft (62) forms a virtual thrust axis (53). Sliding surfaces (37) which are aligned downwards adjoin the flow channel receiving area (38), in particular the protuberance (39.3), on both sides on the underbody hull (30), said sliding surfaces terminating above the thrust axis (53) in the region of the vehicle stern, wherein a bow tip section (B1-B3) of the hull (10) is formed, said bow tip section extending 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), which is measured from the bow tip to the stern-side end, and the virtual thrust axis (53), which is inclined downwards in the direction of bow to stern, intersects the bow tip section (B1-B3). A submersible vehicle constructed in such a manner offers a flow-optimized design both for surface travel as well as for submerged travel.

Description

[0001] Submersible vehicle

[0002] The invention relates to a submersible vehicle with a hull which has a lower section in the region of its underside, wherein a flow channel is accommodated at least in part in the hull or wherein a flow channel is assigned to the hull, wherein the flow channel has a flow outlet in the region of the stern, wherein the flow channel is arranged at least in part within a flow channel receptacle protruding from the lower section, in particular a bulge, wherein a water acceleration device, in particular a propeller, is arranged in the flow channel and can be driven directly or indirectly by a motor by means of a drive shaft, and wherein the axis of rotation of the drive shaft forms a virtual thrust axis.

[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 travel and submersible travel. In particular, the submersible vehicle can be designed to effect the transition between surface travel 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] For example, the launch vehicle may have a handle on both the starboard and port sides that a user can hold onto while driving. In particular, the handle may also be equipped with controls that can be used to control the submersible's functions.

[0006] In particular, the submersible vehicle can be designed so that a user rests with part of his upper body in the rear area during ferry operation.

[0007] For example, the speed of an electric motor used to drive the propeller in the flow channel can be varied using one or more control elements. Submersible vehicles within the scope of the invention can preferably be designed such that they are driven at a speed of less than 4000 rpm, particularly preferably at a speed of less than 3000 rpm, on the drive shaft in order to achieve suitable propulsion power for both surface and underwater travel.

[0008] Preferably, in submersible vehicles according to the invention, the handles can be arranged in the front part of the watercraft, in particular in the bow area of ​​the submersible vehicle.

[0009] 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.

[0010] DE 10 2013 100 544 A1 discloses a swimming and diving aid in which a flow channel is incorporated into the hull. A propeller is arranged in the flow channel, which is driven by an electric motor via a drive shaft. The electric motor is powered by accumulators, which are also located in the hull.

[0011] 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 mounted on the lower hull of the submersible vehicle. When the vehicle is in a floating position at rest, i.e., not in ferry mode, the axis of rotation of the drive shaft, which drives the propeller in the flow channel, is aligned horizontally. This creates a horizontally aligned thrust plane. During surface travel, the hull-side dynamic pressure acting on the lower hull generates a righting moment that tilts the submersible vehicle. This increases water resistance.

[0012] The object of the invention is to provide a submersible vehicle of the type mentioned at the outset, which is designed to be flow-optimized for both surface travel and submerged travel.

[0013] This object is achieved with the features of claim 1. Accordingly, it is provided that downwardly directed sliding surfaces on both sides adjoin the flow channel receptacle, in particular the bulge on the lower part of the vessel, which sliding surfaces end in the region of the vehicle stern above the thrust axis, that a bow tip section of the hull is formed which extends from the bow tip in the direction of the vehicle stern over a length of a maximum of 10%, preferably a maximum of 5%, particularly preferably a maximum of 2.5%, of the vehicle length measured from the bow tip to the stern end, and that the virtual thrust axis runs downwardly inclined from the bow to the stern and intersects the bow tip section.

[0014] As a result of the obliquely rearward and downward orientation of the thrust axis, a water jet is generated which is directed diagonally downwards during surface travel. This results in a thrust component that acts vertically downwards. This thrust component tends to position the submersible at the rear in the stern area. However, the flow against the front of the submersible (and possibly the weight of the part of the user's upper body that rests on the submersible at the stern area) counteracts this and tries to position the hull at the bow. As a result, the water position of the submersible is stabilized and thus the flow resistance is kept low. The planing surfaces provided according to the invention serve to enable the watercraft to glide on the water surface. Accordingly, the planing surfaces can be used to convert the submersible from a displacement mode to a planing mode.This reduces the area of ​​the inflow exposed to the water, so that significantly higher speeds can be achieved when traveling above water compared to conventional submersible vehicles.

[0015] Furthermore, the inclined thrust axis simplifies the transition into submerged mode or submerging, as the aforementioned vertical thrust component supports the descent after the bow is tilted downward. During submerged mode, the user can tilt the submersible vehicle appropriately, allowing it to stabilize in its underwater position and then assume the desired direction of travel. During submerged mode, the planing surfaces have little or no impact on the vehicle's handling, so this mode is also optimized.

[0016] According to a preferred variant of the invention, the planing surfaces at the rear can be provided with end sections in the area of ​​the flow outlet of the flow channel. This creates generously dimensioned and therefore effective planing surfaces.

[0017] In order to guarantee stable planing, according to a variant of the invention it is provided that the central longitudinal plane intersects the boundary edge of the flow outlet at an upper boundary point, that a boundary line intersecting the bow tip and the upper boundary point is provided, that the boundary line lies in a horizontal plane, wherein two vectors spanning the horizontal plane are arranged such that the first vector runs in the direction of the boundary line and the second vector perpendicular thereto between the port and starboard sides parallel to the thrust plane, and that the planing surfaces intersect the horizontal plane with their stern ends, or that the stern ends of the planing surfaces are arranged at a maximum distance of M = 0.2 * X, preferably M = 0.1 * X from the horizontal plane and below the horizontal plane, where X is the maximum clear opening dimension of the flow outlet.

[0018] In order to guarantee sufficient propulsion during surface travel, in particular during planing travel, it is provided according to a variant of the invention that the flow outlet of the flow channel in the direction of the underside of the lower hull at least up to the thrust axis over the stern ends of the end sections of the planing surfaces, preferably the flow outlet with at least 75% of its cross-sectional area, more preferably the flow outlet with at least 90% of its cross-sectional area, particularly preferably the flow outlet completely, protrudes over the stern ends of the end sections of the planing surfaces.

[0019] A variant of the invention can be characterized in that the end sections of the gliding surfaces each merge into a gliding surface front section toward the bow, that the gliding surface front sections each form a transition section at their end facing away from the end section, which extends toward the bow, and that the front sections, with their transition sections, each extend laterally of the inlet opening of the flow channel. This results in a high-performance and space-saving design.In this case, the area of ​​the flow channel that forms the inlet opening into the flow channel preferably protrudes at least partially beyond the transition sections toward the underside, preferably with at least 50% of the cross-sectional area, more preferably with at least 75% of the cross-sectional area, and particularly preferably with at least 85% of the cross-sectional area of ​​the inlet opening protruding downwards beyond the transition sections. This ensures that a sufficient amount of water is always supplied to the flow channel in every driving situation.

[0020] According to one variant of the invention, the planing surfaces can extend from the stern end of the planing surfaces over at least 30%, preferably at least 40%, and particularly preferably at least 50% of the vehicle's length, laterally adjacent to the flow channel and above the thrust plane toward the bow. This creates sufficiently large planing surfaces on the submersible vehicle while saving space.

[0021] A submersible vehicle according to the invention can be designed such that at least one accumulator for supplying the motor with power is housed in the vehicle hull, and that the volume occupied by the accumulator is arranged largely, preferably entirely, above the thrust axis. This enables a space-saving design and, at the same time, good weight trim of the submersible vehicle both during surface and underwater travel.

[0022] Preferably, it can further be provided that two accumulators are housed in the vehicle hull, arranged on either side of the thrust axis, and that the volume occupied by both accumulators is arranged largely, preferably entirely, above the thrust axis. Thus, one of the accumulators is arranged on the starboard side and the other on the port side. This further improves the weight trim for the benefit of driving stability. The accumulators are preferably arranged symmetrically to the central longitudinal plane of the submersible vehicle.

[0023] A preferred variant of the invention can be such that 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 from the port to the starboard side, wherein a central longitudinal plane is provided which is perpendicular to the thrust plane and accommodates the thrust axis, and that the sliding surfaces intersect the thrust plane in the region of the vehicle hull, wherein it is preferably provided that the sliding surfaces intersect the thrust plane in a region which is arranged at a distance of 25% of the vehicle length from the bow end and / or the stern end. This results in a good moment equilibrium when the submersible vehicle is traveling above water.

[0024] Preferably, it can be provided that the sliding surfaces intersect the thrust plane in an area that is spaced from the rear end by at least 20% and a maximum of 60% of the maximum vehicle length, preferably by at least 20% and a maximum of 50% of the maximum vehicle length, more preferably by at least 20% and a maximum of 40% of the maximum vehicle length. By shifting the intersection areas towards the center of the vehicle, a particularly maneuverable design of the submersible vehicle is created. Particularly good handling characteristics for compact submersible vehicles are achieved in particular if it is provided that the sliding surfaces intersect the thrust plane in an area that is spaced from the rear end by at least 25% and a maximum of 40% of the maximum vehicle length.

[0025] A conceivable variant of the invention is such that each planing surface has an averaged virtual planing surface plane and / or a flat surface, wherein the averaged virtual planing surface plane is arranged such that the surface parts of the planing surface extend above and below this averaged virtual planing surface plane in equal proportions, and such that the flat surface or the averaged virtual planing surface plane encloses a planing angle with the thrust plane that is open towards the stern. Such a construction enables good planing behavior and stable surface-level gliding. When the watercraft is submerged, the planing surfaces lose their buoyancy due to their inclination, or at least this buoyancy is greatly reduced. This enables stable submersion.

[0026] Preferably, the gliding angle is selected in the range between 2° and 20°, preferably in the range between 4° and 15°, and particularly preferably in the range between 10° and 14°. This allows for dynamic transitions between planing and submerged travel. In particular, an angle range between 4° and 15° provides a good compromise between good gliding characteristics and good airflow to the vessel during submerged travel. An angle range between 10° and 14° is optimized for planing travel.

[0027] A preferred variant of the invention can be such that the projections of the boundary line and the flat surface of the planing surface or the averaged virtual planing surface plane into the central longitudinal plane are at a boundary angle in the range between 3° and 14°, with this boundary angle opening towards the bow. The thrust force component, which acts downward as a result of the inventive adjustment of the thrust axis, is increased by the angular assignment of the planing surface to the boundary line during planing. This also allows for sufficient stabilization of this fast ferry operation. In displacement mode, however, the inclined position of the thrust axis is smaller, so that here a lower water resistance is effective, which benefits energy-efficient operation.These properties are particularly advantageous if the limiting angle is selected in the range between 5° and 12°, particularly preferably between 5° and 10°.

[0028] According to one embodiment of the invention, each sliding surface can also have an averaged virtual sliding surface plane or a flat surface, wherein the averaged virtual sliding surface plane is arranged such that the surface parts of the sliding surface extend above and below this averaged virtual sliding surface plane in equal area proportions, and that a reference transverse line of the flat surface or of the averaged virtual sliding surface plane, which runs in the direction from the central longitudinal plane towards the associated starboard or port side of the submersible vehicle and which passes through the center of gravity of the flat surface or of the averaged virtual sliding surface plane, encloses an angle of attack with the central longitudinal plane, which angle opens towards the associated starboard or port side. In this case, the averaged virtual sliding surface planes or the flat surfaces of the sliding surfaces can preferably be set in a V-shape relative to one another.Such a geometry is particularly advantageous during fast cornering, both above and below water. This angle can also be set to 0°. In this case, the averaged virtual planing surface planes or the flat surfaces of the planing surfaces can be aligned or parallel to each other.

[0029] A watercraft used as a swimming and diving aid must have a compact design. In order to be able to arrange the planing surfaces on the lower hull of such a watercraft in a space-saving manner, it can be provided according to the invention that the maximum width of the submersible, measured perpendicular to the thrust axis, from the port to the starboard side, has the dimension Y; that the flow channel receptacle, in particular the bulge, is delimited by two side walls that are connected to each other by means of a connecting section in the area of ​​the underside of the flow channel receptacle; that the planing surfaces adjoin the side walls on both sides of the lower hull, whereby the planing surfaces extend transversely to the side walls in the direction of the respective port or starboard side;and that the distance between the side walls and the associated starboard or port side bridging the sliding surface over the entire length of the flow channel intake does not fall below the dimension Z = 0.08*Y, preferably Z = 0.1 * Y, particularly preferably Z = 0.15 * Y.,

[0030] In the case of swimming and diving aids according to the invention, the total maximum vehicle length can be in the range between 0.8 metres and 1.5 metres, preferably in the range between 0.9 metres and 1.25 metres.

[0031] The maximum width of swimming and diving aids according to the invention can, for example, be in the range between 0.35 meters and 1.0 meters, preferably in the range between 0.4 meters and 0.9 meters, particularly preferably in the range between 0.4 meters and 0.85 meters.

[0032] A variant of the invention can be such that the thrust axis and the boundary line intersect in the bow area, with the intersection point preferably being at a maximum distance of 0.16 * of the maximum overall length of the submersible, preferably at a maximum distance of 0.2 * of the maximum overall length of the submersible from the bow tip. The intersection point should preferably be located within the hull.

[0033] The formation of a directed jet stream, which in particular does not expose the user of the vehicle to the jet stream or does not expose it to too great an extent, is promoted by the fact that the boundary edge delimiting the flow outlet forms a jet outlet surface through which the water jet generated in the flow channel exits, wherein the jet outlet surface intersects the boundary line at an angle of greater than 84°.

[0034] The invention will be explained in more detail below with reference to an exemplary embodiment illustrated in the drawings. Figure 1 shows a submersible vehicle in the form of a swimming and diving aid in a perspective view from behind and obliquely above,

[0035] Figure 2 shows the submersible vehicle according to Figure 1 in perspective view from the front and diagonally below,

[0036] Figure 3 the submersible vehicle in side view from the left,

[0037] Figure 4 shows the submersible vehicle according to Figures 1 to 3 in a further perspective view from behind and diagonally below,

[0038] Figure 5a is a schematic detailed view along the section marked VV in Figure 5,

[0039] Figure 5 shows the submersible vehicle as shown in Figure 3, but in a schematic full-section view,

[0040] 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

[0041] Figure 7 shows the watercraft according to Figures 1 to 6 from the front.

[0042] Figures 1 and 2 show a submersible vehicle designed as a buoyancy and diving aid. The submersible vehicle has a hull 10.

[0043] For example, as Figure 1 shows, the hull 10 may have an upper shell

[0044] 20. The upper shell 20 can be formed in one piece or in several parts.

[0045] A bow tip 21 is formed in the bow area 22 of the submersible vehicle. The bow tip

[0046] 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 hull 30. The lower hull 30 may, for example, be formed by a lower hull that is connected to the upper shell 20. The lower hull may be formed in one piece or in multiple pieces.

[0047] A handle 24 is attached to the upper shell 20 on each of the starboard and port sides. At least one control element 25 can be attached to one or both of the handles 24. The control element(s) 25 can be used to control functions of the submersible. As can be seen from the illustrations, the handles 24 are preferably mounted in the bow area 22 of the submersible.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] The lower hull 30 can be designed such that it has a rounded area 31 adjoining the bow tip 21, which can be spherical, in particular biconvex, curved. Such a design is flow-optimized for both surface and underwater travel. 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.

[0053] 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.

[0054] The sliding surfaces 37 can preferably be guided to the stern 27 of the submersible vehicle, where they then form end sections 37.3.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] Preferably, the spherically curved area 32 merges into the planing surfaces 37, with the bow tip 21 positioned above the planing surfaces 37. When the submersible travels above water, the water is then directed beneath the planing surfaces 37 to achieve optimized flow to these areas. Furthermore, disruptive splashing is avoided or prevented.

[0059] The flow channel receptacle 38 forms or encloses a portion of the hull 10, within which a flow channel 39.2 is housed. The flow channel 39.2 forms a flow inlet, approximately in the center of the submersible. In the area of ​​the stern 27, the flow channel 39.2 forms a flow outlet 39.

[0060] 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.

[0061] Figures 1 and 5 illustrate that the flow outlet 39 is delimited by a preferably circumferential boundary edge 39.1.

[0062] 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.

[0063] 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. 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.

[0064] Furthermore, it may be the case that the guide element 33 is connected to the connecting section 38.2 of the flow channel receptacle 38, preferably adjacent to the edge 33.1.

[0065] 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.

[0066] 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.

[0067] Preferably, the flow channel holder 38 is designed as one piece with the guide element 33.

[0068] 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.

[0069] Figure 5 also illustrates that preferably the projection of the connection point 33.4 perpendicular to the rotational axis 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.

[0070] As the drawings show, the guide element 33 extends past a drive shaft 62 toward the top side O of the submersible vehicle and perpendicular to the rotational axis 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.

[0071] 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.

[0072] 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.

[0073] The guide element sections 33.9 are preferably designed like wings.

[0074] Figure 5a illustrates that the guide element 33 can be divided in the area of ​​the passage 33.7. In this case, the division plane 33.10 can run through the passage 33.7, which allows for simplified assembly of the cladding tube 64. The guide element 33 can preferably be designed such that it extends with a transition 33.2 into the bow-side rounded area 31, as illustrated in Figures 4 and 5.

[0075] Furthermore, it may be the case that the wall 33.3 runs forward, i.e. towards the bow, with a decreasing height.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] By receiving the hub 35.1 of the centering unit 35, the drive shaft 62 is guided and preferably held centered in the flow channel 39.2.

[0081] 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. 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 regions, preferably connected 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 in one piece to the centering unit 35. This reduces the number of parts required and improves manufacturing accuracy. In addition, this results in improved flow behavior in the flow channel 39.2, since it can then be constructed more compactly.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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°.

[0087] 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.

[0088] 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.

[0089] However, it is also conceivable for the rear ends of the sliding surfaces 37 to end below the horizontal plane HE. In this case, it can be the case, for example, that the rear ends of the sliding surfaces 37 are spaced from the horizontal plane HE by a maximum 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 exemplary embodiment, the maximum clear opening dimension X is the diameter of the circular flow outlet 39 (see Figure 6). Figure 5 further illustrates that the boundary edge 39.1, which bounds the flow outlet 39, forms a surface at the rear. This surface is inclined at an angle g to the horizontal plane 52. This angle g 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°.

[0090] 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.

[0091] 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.

[0092] Preferably, the accumulators 60 are arranged completely above the thrust plane FE.

[0093] Preferably, the accumulators 60 may extend with their volume for the most part above the horizontal plane HE.

[0094] These measures ensure a good weight distribution in a watercraft according to the invention, which leads to a stable floating position.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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. According to one design variant, the control unit 63 may be arranged in the flooding chamber 70 in addition to or as an alternative to the accumulator(s) 60.

[0099] Figure 5 also shows that, for example, the engine 61 can be arranged for most of its volume below the horizontal plane HE in order to optimize the weight distribution.

[0100] 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.

[0101] 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.

[0102] As Figure 2 shows, the end sections 37.3 of the sliding surfaces 37 are adjoined in the direction of the bow by the middle sections 37.2. The middle sections 37.2 also run laterally next to the flow channel receptacle 38 on the port and starboard sides, respectively. Away from the end sections 37.3, the middle sections 37.2 each merge into a sliding surface front section 37.1. The sliding 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 sliding surface front sections 37.1 preferably serve to continuously transition the sliding surfaces 37, directly or indirectly, into the rounded region 31 in the bow region 22. 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 these are designed as flat surfaces or mostly as flat surfaces.

[0103] 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 area proportions above and below this averaged virtual sliding surface plane.

[0104] 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°.

[0105] 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.

[0106] 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°.

[0107] 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. The centering unit 35 preferably has at least two centering vanes 35.2, which keep the area of ​​the feedthrough (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 the direction of the axis of rotation D of the drive shaft 62 in alignment with the guide element 33. The guide element 33 can be connected to the centering vane 35.2 directly or separately via a narrow gap area.

[0108] 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.

[0109] 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.

[0110] 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.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).

[0111] In particular, it may be the case that the sliding surfaces 37 intersect the shear plane FE.

[0112] 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.

[0113] 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 lower section (30) in the region of its underside, wherein a flow channel (39.2) is accommodated at least in part in the hull (10) or wherein a flow channel (39.2) is assigned to the hull (10), wherein the flow channel (39.2) has a flow outlet (39) in the region of the stern, wherein the flow channel (39.2) is arranged at least in part within a flow channel receptacle (38) projecting from the lower section (30), in particular a bulge (39.3), wherein a water acceleration device, in particular a propeller (36), which can be driven directly or indirectly by a motor (61) by means of a drive shaft (62) is arranged in the flow channel (39.2), wherein the axis of rotation (D) of the drive shaft (62) forms a virtual thrust axis (53), wherein a water acceleration device, in particular a propeller (36), which can be driven directly or indirectly by means of a drive shaft (62) by a motor (61) is arranged on the flow channel receptacle (38), in particular the bulge (39.3), adjoining the lower hull (30) on both sides are sliding surfaces (37) directed downwards, which end in the region of the vehicle stern above the thrust axis (53), wherein 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 to the stern end, and wherein the virtual thrust axis (53) inclined downwards in the direction from the bow to the stern intersects the bow tip section (B1 - B3).

2. Submersible vehicle according to claim 1, characterized in that the sliding surfaces (37) at the rear (27) end with end sections (37.3) in the region of the flow outlet (39) of the flow channel (39.2).

3. Submersible vehicle according to claim 1 or 2, characterized in that the flow outlet (39) of the flow channel (39.2) projects in the direction of the underside of the lower hull (30) at least as far as the thrust axis (53) beyond the rear ends of the end sections (37.3) of the sliding surfaces (37), preferably with at least 75% of its cross-sectional area, more preferably with at least 90% of its cross-sectional area, particularly preferably completely beyond the rear ends of the end sections (37.3) of the sliding surfaces (37).

4. Submersible vehicle according to one of claims 1 to 3, characterized in that the end sections (37.3) of the sliding surfaces (37) each merge into a sliding surface front section (37.2) in the direction of the bow, that the sliding surface front sections (37.2) each form a transition section (37.1) at their end facing away from the end section (37.3), which extends in the direction of the bow, that the front sections (37.2) with their transition sections (37.1) each extend laterally of the inlet opening of the flow channel (39.2), and that preferably the area of ​​the flow channel (39.2) which forms the inlet opening into the flow channel (39.2) projects at least partially over the transition sections (37.1) in the direction of the underside, preferably at least with 50% of the cross-sectional area, more preferably with at least 75% of the cross-sectional area, particularly preferably with at least 85% of the cross-sectional area of ​​the inlet opening via the transfer sections (37.1 ) protrudes downwards.

5. Submersible vehicle according to one of claims 1 to 4, characterized in that the sliding surfaces (37) extend from the rear end of the sliding surfaces (37) at least over 30%, preferably at least over 40%, particularly preferably at least over 50%, of the vehicle length (L) laterally next to the flow channel (39.2) and preferably above the thrust plane (FE) in the direction of the bow (22).

6. Submersible vehicle according to one of claims 1 to 5, characterized in that the maximum width of the submersible vehicle measured perpendicular to the thrust axis (53) from the port to the starboard side (11, 12) has the dimension Y, that the flow channel receptacle (38), in particular the bulge (39.3) is delimited by two side walls (38.1) which are connected to one another by means of a connecting section (38.2) in the region of the underside of the flow channel receptacle (38), that the sliding surfaces (37) adjoin the side walls (38.1) on the underside of the lower hull (30) on both sides, wherein the sliding surfaces (37) extend transversely to the side walls (38.1) in the direction of the respectively associated port or starboard side (11, 12), and that the distance bridging the sliding surface (37) between the side walls (38.1) and the associated starboard or port side (11, 12) over the entire length of the flow channel receptacle (38) does not fall below the dimension Z = 0.08*Y, preferably Z = 0.1 * Y, particularly preferably Z = 0.15 * Y.

7. Submersible vehicle according to one of claims 1 to 6, characterized in that at least one accumulator (60) for supplying the motor with power is accommodated in the vehicle hull, that the volume occupied by the accumulator (60) is arranged for the most part, preferably completely, above the thrust axis (53).

8. Submersible vehicle according to claim 7, characterized in that two accumulators (60) are accommodated in the vehicle hull, which are arranged on either side of the thrust axis (53), and that the volume occupied by both accumulators (60) is arranged for the most part, preferably entirely, above the thrust axis (53).

9. Submersible vehicle according to one of claims 1 to 8, characterized in that 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 from the port to the starboard side (11, 12), wherein a central longitudinal plane (ME) is provided which is perpendicular to the thrust plane (FE) and accommodates the thrust axis (53), and 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 extends from the rear end by at least 20% and a maximum of 60% of the maximum vehicle length, preferably by at least 20% and a maximum of 50% of the maximum vehicle length, more preferably by at least 20% and a maximum of 40% the maximum vehicle length,particularly preferably arranged at a distance of at least 25% and a maximum of 40% of the maximum vehicle length.

10. Submersible vehicle according to one of claims 1 to 9, characterized in that each sliding surface (37) has an averaged virtual sliding surface plane and / or a flat surface, wherein the averaged virtual sliding surface plane is arranged such that the surface parts of the sliding surface (37) extend in equal area proportions above and below this averaged virtual sliding surface plane, and that the flat surface or the averaged virtual sliding surface plane encloses a sliding angle (ß) with the thrust plane (FE). 1 1. Submersible vehicle according to claim 10, characterized in that the glide angle (ß) is 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°.

12. Submersible vehicle according to one of claims 1 to 11, characterized in that the central longitudinal plane (ME) defines the boundary edge (39).1 ) of the flow outlet (39) at an upper boundary point (P), that a boundary line (52) intersecting the bow tip (21 ) and the upper boundary point (P) is provided, that 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 (11 , 12) parallel to the thrust plane (FE), and that the sliding surfaces (37) intersect the horizontal plane (HE) with their stern ends, or that the stern ends of the sliding surfaces (37) are arranged at a distance of a maximum of M = 0.2 * X, preferably M = 0.1 * X from the horizontal plane (HE) and below the horizontal plane (HE), wherein X is the maximum clear opening dimension of the flow outlet (39) is.

13. Submersible vehicle according to one of claims 1 to 12, characterized in that the sliding surfaces (37) and the horizontal plane (HE) diverge in the direction from the stern to the bow.

14. Submersible vehicle according to one of the preceding claims, characterized in that the projections of the boundary line (52) and the flat surface of the sliding surface (37) or the averaged virtual sliding surface plane into the central longitudinal plane (ME) are at a boundary angle (δ) in the range between 3° and 14°, preferably between 5° and 12°, particularly preferably between 5° and 10°.

15. Submersible vehicle according to one of claims 1 to 14, characterized in that the thrust axis (53) and the boundary line (52) intersect in the bow region (22), wherein the point of intersection is preferably at a maximum distance of 0.16 * of the maximum total length of the submersible vehicle (L), preferably at a maximum distance of 0.2 * of the maximum total length of the submersible vehicle (L) from the bow tip (21).

16. Submersible vehicle according to one of claims 1 to 15, characterized in that the boundary edge (39.1) delimiting the flow outlet (39) forms a jet exit surface through which the water jet generated in the flow channel (39.2) exits, wherein the jet exit surface intersects the boundary line (52) at an angle (p), preferably in the range of greater than 84°.

Images