Watercraft

Abstract

The invention relates to a watercraft (10) having a hull which, in the area of the deck (13), has a support on which parts of the upper body of a user can rest and where the user can hold on to handles (20) preferably disposed in the bow area (11), wherein a flow channel (40) is assigned to the hull or the hull has a flow channel (40), wherein a propelling screw (41) is disposed in the flow channel (40), wherein the flow channel (40) has an intake port (33) and, downstream of the propelling screw (41), a jet outlet (43) in the stern area (12), and wherein a support body (50) is disposed on the stern area (12) in such a way that the support body (50) extends the support by means of its support surface (51). In such a watercraft, a considerable increase in traveling speed can be achieved if provision is made for at least one sliding surface (56) to be provided on the underside of the support body (50) and for the support body (50) to be rigidly connected to the hull.

Description

[0001] Watercraft

[0002] The invention relates to a watercraft with a hull which has a support in the area of ​​an upper hull on which a user can partially rest his upper body and hold on to grab handles preferably arranged in the bow area, wherein the hull is associated with a flow channel or the hull has a flow channel, wherein a water propeller is arranged in the flow channel, wherein the flow channel has an intake opening and, in the direction of flow after the water propeller, a jet outlet in the stern area, and wherein a support body is arranged at the stern area such that the support is extended by means of a bearing surface of the support body.

[0003] Such a watercraft is known from DE 10 2018 104 431. This watercraft forms a towing vehicle to which a swim board is attached at the stern via a hinged connection. The swim board extends the support surface of the watercraft. Accordingly, the user rests partially on the watercraft with their upper body and with the rest of their body on the swim board. In this way, the drag resistance that the user's body presents to the flowing water is at least partially eliminated.

[0004] The object of the invention is to provide a watercraft of the type mentioned above with which the speed of travel can be significantly increased.

[0005] This problem is solved by the fact that the supporting body has at least one sliding surface on its underside and that the supporting body is rigidly connected to the fuselage.

[0006] The rigid connection prevents the relative movement of the support structure with respect to the vessel, thus preventing the support structure from buckling at the point of attachment. It has been shown that such a rigid connection significantly reduces drag, particularly during dynamic maneuvers. In this way, a planing surface provided on the underside of the support structure can be used to transition the vessel from displacement to planing mode with optimized flow. This results in considerably increased speeds.

[0007] Preferably, the support structure is designed such that, when attached to the watercraft, its extent in the direction of the watercraft's longitudinal axis (oriented in the direction of travel) is at least 30% to 50%, preferably at least 50% to 70%, and particularly preferably at least 70% of the watercraft's length. At 30% to 50%, the watercraft retains good maneuverability. At 50% to 70%, significant speed increases are already possible. Above 70%, substantial speed increases are achievable. Tests conducted by the inventors have shown that, in some cases, the operating speed could be more than doubled compared to the watercraft's base speed without the support structure.

[0008] According to a preferred embodiment of the invention, the support structure can be interchangeably connected to the hull. This allows the watercraft to be operated in two modes. In the first mode, without the support structure attached, a reduced speed is combined with good dynamic maneuverability. In the second mode, with the support structure attached, particularly fast surface travel is possible. The user thus has the option of configuring the watercraft according to its intended use. This measure also facilitates transport, as the support structure can be removed to save space during transport.

[0009] According to one variant of the invention, it can also be provided that the support body is firmly connected to the watercraft, in particular that it is coupled to the hull in one piece.

[0010] If a detachable connection between the watercraft and the hull is provided, it has proven particularly advantageous to have an interchangeable coupling between the hull and the hull. The interchangeable coupling allows the hull to be connected to the hull on an interchangeable basis. This coupling connection enables the user to easily attach or detach the hull to switch between different operating modes.

[0011] It is advantageous if the quick-release coupling also features one or more projections that engage in one or more mounting points of the other connecting partner (hull or superstructure). This enables a particularly stiff and rigid connection between the watercraft and the superstructure. The projections engaging in the mounting points ensure reliable absorption of the bending stresses occurring in the connection area.

[0012] If the design features two spaced-apart profile sections projecting from the hull or support structure, which are inserted into sockets in the hull or support structure, then the support structure can be easily attached to the watercraft. The spacing of the hollow profile sections allows for reliable absorption of lateral forces. Alternatively, the projecting profile sections can be positioned not on the support structure, but on the watercraft itself, engaging in mounting points, particularly sockets, on the support structure. However, if the hollow profile sections are located on the support structure, they do not interfere with the use of the watercraft when the support structure is removed. Additionally or alternatively, the profile sections can be removed, or a pivot or sliding connection can be provided between the watercraft and the support structure.The design allows for space-saving storage of the profile sections between the hull and the profile section. However, this should not impair the rigid connection between the watercraft and the hull.

[0013] Preferably, however, the profile sections protrude from the support structure and are firmly connected to it. This way, they do not interfere with the watercraft when the support structure is removed. The profile sections being firmly connected to the support structure allow for a particularly rigid connection to the watercraft.

[0014] Within the scope of the invention, it should also be possible, in particular, for the rigid connection between the hull and the support structure to be designed such that, apart from manufacturing tolerances, no rotational and / or translational movements occur between the hull and the support structure. In particular, the rigid connection should be such that no degrees of freedom are permitted between the watercraft and the support structure in the connection area.

[0015] According to a preferred embodiment of the invention, the jet outlet of the flow channel can be arranged such that the water jet generated by the water propeller is guided past, and in particular directed along, the underside of the support body. This enables a particularly flow-optimized design, which can further increase the driving speed. A conceivable alternative embodiment is such that the support body has a recess on its underside, which is designed to partially receive and guide the water jet during vehicle operation. In this way, a low overall height for the support body can be achieved. It has also been shown that guiding the water jet in the recess can lead to a further increase in performance.It is also advantageous if the indentation extends from the connection area of ​​the support body to the rear area of ​​the fuselage towards the end facing away from the bow area and terminates in the area of ​​the underside of the support body.

[0016] If sliding surfaces are arranged on both sides of the central longitudinal axis of the hull, preferably angled relative to each other and preferably designed at least partially as concave surfaces or at least partially as flat surfaces, then a rapid transition from displacement to planing mode can be achieved. The sliding surfaces extend in the direction of the central longitudinal axis of the hull. Preferably, the sliding surfaces are arranged so that they transition directly or indirectly into the water surface of the vessel. The design should be such that the sliding surfaces either transition seamlessly into the water surface of the vessel or that a downward slope is created in the direction of travel. This ensures that no obstructive flow resistance is encountered by the water flow.The fact that the sliding surfaces are angled relative to each other makes it possible to stabilize the ferry operation.

[0017] According to the invention, it can also be provided that the hull has water-guiding surfaces in the area of ​​the lower hull, which extend along the central longitudinal axis running from the bow area towards the stern area, and that the water-guiding surfaces in the stern area have transition areas that are connected to the sliding surfaces of the hull. Preferably, the transition areas are designed to be aerodynamically efficient, for example as convex curves.If it is provided that the hull has projections on both sides, which are arranged in the rear area, that the supporting body is bounded by side edges in the direction of the central longitudinal axis, and that the projections extend transversely to the central longitudinal axis of the hull over the side edges, at least in the connection area, then the lateral connection areas of the supporting body to the watercraft are designed in a flow-optimized manner and disruptive flow resistances, which can generate spray water in particular, are avoided in this area.

[0018] It is particularly advantageous for the projections to at least partially form the water-guiding surfaces. In this way, the water-guiding surfaces can be widened by means of the projections, which improves the sliding properties.

[0019] One possible alternative invention involves the inclusion of a flooding chamber in the hull, in addition to the flow channel. This chamber can be filled with water through water inlet openings during navigation. When the vessel is placed in the water, the flooding chamber fills with water, thus influencing the vessel's buoyancy. When the vessel is removed from the water, the water flows out of the flooding chamber through the water inlet openings, thereby reducing the vessel's transport weight. This results in a simple system for easily adjusting the vessel's buoyancy.

[0020] If, in addition to water inlet openings, the flooding chamber is also connected to the environment via water outlet openings, such that water is directed through the flooding chamber during navigation and cools an electrical component housed therein, then the flooding chamber can be used for the effective cooling of the electrical components. The flowing water is available for cooling purposes in unlimited quantities. Within the scope of the invention, watercraft are understood to be, in particular, vessels that have an electric motor which drives the propeller directly or indirectly. The electric motor is powered by one or more accumulators. Furthermore, a control unit is provided. This unit controls the functions of the watercraft.

[0021] One or more of the aforementioned components (electric motor, accumulator, control unit) can be housed at least partially in the flooding chamber for cooling purposes.

[0022] One possible design of the invention involves a bulge on the hull that forms or covers the flow channel, and the water-guiding surfaces being arranged on both sides of this bulge. This results in a space-saving design and a particularly favorable flow pattern to the water-guiding surfaces.

[0023] Additionally or alternatively, one or more stabilizing fins may be arranged in the area of ​​the bulge. These stabilizing fins contribute to stabilizing the ferry's operation. They are positioned far apart from the vessel's central longitudinal axis at the bulge, allowing them to effectively exert their stabilizing properties.

[0024] According to the invention, the supporting body can also be formed from a molded body whose core consists of foamed plastic material, and which is encased in a hard plastic layer. For example, the core can consist of PU foam. The encased plastic layer can, for example, be made of PUR.

[0025] The invention will be explained in more detail below with reference to an embodiment shown in the drawings. Figure 1 shows a perspective view from the rear of a watercraft with a support structure.

[0026] Figure 2 shows the watercraft with attached support structure according to Figure 1 in a perspective view from below.

[0027] Figure 3 shows the assembly unit according to Figures 1 and 2 in a top view.

[0028] Figure 4 shows the assembly unit according to Figures 1 and 2 in a bottom view.

[0029] Figure 5 shows a side view of the assembly unit according to Figures 1 and 2.

[0030] Figure 6 shows the assembly unit according to Figures 1 to 5 in a rear view.

[0031] Figure 1 shows a watercraft 10 which, within the scope of the invention, can be used for both diving and surface journeys.

[0032] The watercraft 10 has a hull with a bow section 11 and a stern section 12. An electric motor and one or more batteries are housed in the hull of the watercraft 10. The batteries supply the electric motor with power.

[0033] As can be seen in Figure 1, the watercraft 10 has a hull 13. The hull 13 forms a support surface. A user can rest part of their upper body on this surface. Handrails 20 are provided on the sides of the hull 13. The user can hold onto these handrails 20.

[0034] The handrails 20 can be assigned control elements 21. These control elements 21 can be used to control functionalities of the watercraft 10. For example, the control elements 21 can be configured to regulate the power output of the electric motor. Other functionalities can also be assigned to the control elements 21. For example, they can be used to program a controller of the watercraft 10. It is also conceivable to control other functions of the watercraft 10 using the control elements 21.

[0035] Following the handrails 20, armrests 15 are provided. The user can comfortably rest their forearms on these. Carrying handles 15.1 can also be provided on both sides of the watercraft 10 in the area of ​​the armrests 15. However, this is not mandatory. It is also conceivable not to use such carrying handles 15.1; in that case, water-guiding surfaces can be arranged or continued in the area of ​​the hull 30 of the watercraft 10 in the area below the armrests 15.

[0036] As shown in Figure 1, the handholds 20 can be arranged in a streamlined manner in the area of ​​a handhold recess 16 behind a nose 17 of the watercraft 10.

[0037] The nose 17 is located in the bow area 11 of the watercraft and can be designed independently of the handhold 16. The nose 17 tapers in a streamlined manner towards the front of the watercraft. As the drawings show, it is conceivable that a headlight 17.1 is integrated into the hull of the watercraft in the area of ​​the nose 17 at the front. Additionally or alternatively, a camera can also be provided on the nose 17. Video recordings can be made using the camera, which is particularly advantageous during underwater travel.

[0038] A flooding chamber is integrated into the hull of the watercraft 10. This flooding chamber is connected to the surroundings via water inlet openings 17.2 and further water inlet openings 31, which are arranged in the area of ​​the lower hull and which are clearly visible in Figures 2, 4 and 5.

[0039] One or more of the aforementioned electrical components may be installed in the flooding chamber for cooling purposes. The flooding chamber may also continue to be connected to the surroundings via a water outlet opening 14.

[0040] When the vessel 10 is launched into the water, water from the surrounding area flows into the flooding chamber through the water inlet openings 17.2 and 31, and initially also through the water outlet opening 14. When the vessel 10 is put into ferry mode, the water flows into the flooding chamber through the water inlet openings 17.2 and 31. The water then flows through the flooding chamber and exits through the water outlet opening 14.

[0041] In this way, a water current is generated in the flooding chamber during ferry operation. This water current can be used for the continuous cooling of the electrical component(s) housed therein.

[0042] If 13 water inlet openings 17.2 are provided in the area of ​​the upper hull, these can be used to displace the air in the flooding space when the water flows in through other water inlet openings 17.2, 31.

[0043] If the water inlet openings 31 are provided in the area of ​​the hull 30, then a continuous water supply is guaranteed during ferry operation.

[0044] Figure 1 further shows that a recess 18 is present in the area of ​​the upper hull 13. This recess 18 is located between the handrails 20. The recess 18 accommodates a display 18.1. The user can monitor operating parameters on this display 18.1 while underway. The aforementioned controls 21 can also be used to switch between different display states of the display 18.1. Additionally or alternatively, further controls 18.2 can be provided on the upper hull 13, preferably in the area of ​​the recess 18. These controls 18.2 can also be used to control functionalities of the watercraft 10. Preferably, these controls 18.2 can also be used to control the function of the display and its display states.

[0045] A charging plug is provided in the area of ​​the upper hull 13. This charging plug can be sealed watertight with a cover element 18.3. The batteries can be connected to a power supply for charging via this charging plug.

[0046] Figures 2 and 4 show the construction of the hull 30. In these illustrations, the water inlet openings 31 on the underside of the vessel 10 are clearly visible.

[0047] A flow channel 40 is arranged within the hull of the watercraft 10. A water propeller 41 is arranged in this flow channel 40. The water propeller 41 is driven by the electric motor, which is also housed in the hull.

[0048] The flow channel 40 has an intake opening 33. This intake opening 33 is located on the underside of the watercraft 10, preferably in the midsection, as shown in Figure 5. The intake opening 33 is generously dimensioned. To mechanically stabilize this intake opening, a stabilizing element 34 is used, which, in the form of a blade, supports the radially outer area of ​​the flow channel 40 against the hull. As shown in Figure 2, inflow areas of the intake opening 33 are formed laterally to the side of the stabilizing element 34.

[0049] The watercraft 10 has a bulge 32 in the area of ​​its hull 30, which is clearly visible in the drawings. This bulge 32 accommodates the flow channel 40. Figure 2 shows that the watercraft 10 has water guide surfaces 35 laterally to the side of the bulge 32. The water guide surfaces thus extend on both sides of the flow channel 40.

[0050] As shown in the drawings, the water guide surfaces 35 can be continuously extended into guide surfaces of the hull 30, which extend in front of the intake opening 33. Preferably, these guide surfaces transition seamlessly into the water guide surfaces 35.

[0051] To allow the water guidance surfaces 35 to be dimensioned as large as possible, lateral projections 35.1 are provided on the hull. The water guidance surfaces 35 extend over these lateral projections 35.1.

[0052] Towards the rear, the water guide surfaces 35 transition into transition areas 36. These transition areas 36 can, for example, be formed in the form of convex bulges.

[0053] As the drawings show, a support structure 50 can be attached to the watercraft 10. The support structure 50 can be rigidly connected to the watercraft 10. This means that the support structure 50 cannot be bent relative to the watercraft in the direction of the plane shown in Figure 5. It is particularly preferred that the connection of the support structure 50 to the watercraft 10 be such that the support structure cannot be adjusted either translationally or rotationally in the connection area to the watercraft 10 (within the limits of manufacturing tolerances).

[0054] The support body 50 can either be interchangeable or permanently connected to the watercraft 10.

[0055] The support body 50 forms a bearing surface 51 on its upper side. This bearing surface 51 adjoins the upper hull 13 of the watercraft 10. In this way, the bearing surface of the watercraft 10, on which the user can lie, is extended and results from the sum of the bearing surfaces of the upper hull 13 and the bearing surface 51 of the support body 50.

[0056] Figure 6 shows the design of the support surface 51 more clearly. As this drawing shows, the support surface 51 is curved upwards. For this purpose, the support surface 51 may, for example, have a raised central section 51.1. Side sections 51.3 connect to this central section 51.1 via transition sections 51.2. The transition sections 51.2 can, for example, be designed as convex curves, thus enabling comfortable contact. The side sections 51.3 reduce the cross-section of the support body 50 to the side sections of the support body 50 that extend transversely to the central longitudinal axis ML.

[0057] The hull of the watercraft 10 has a mounting section 19 in the stern area 12. This mounting section 19 has, for example, a plug-in receptacle 19.1. A support body 50 can be attached to the mounting section 19.

[0058] The support structure can, for example, have a connection area 52 where it is coupled to the watercraft 10. To connect the support structure 50 to the watercraft, two profile sections, for example two pipe sections, can project from the support structure 50 in the connection area 52. The longitudinal axes of these profile sections run in the direction of the central longitudinal axis ML of the watercraft 10. The profile sections can be inserted into plug-in sockets of the watercraft 10. The plug-in sockets also run in the direction of the central longitudinal axis ML of the watercraft 10.

[0059] For example, the plug-in receptacles can be located in the area of ​​the lateral projections 35.1. This creates a large support spacing transverse to the central longitudinal axis ML. To mount the support body 50, it is inserted into the plug-in receptacles with its profile sections. A suitable releasable locking mechanism can then prevent the support body 50 from being unintentionally removed from the watercraft 10.

[0060] Figure 4 clearly shows that the support body 50 is bounded by side edges 53 along its lateral regions extending in the direction of the central longitudinal axis ML. The side edges 53 extend in the direction of the central longitudinal axis ML such that the width of the support body 50 decreases from the connection point to the watercraft 10. Preferably, the width of the support body 50 decreases continuously. Alternatively, the width of the support body 50 can decrease continuously and / or only in certain areas.

[0061] The side edges 53 transition via rounding section 54 into a rear edge 55 of the support body 50.

[0062] In the connecting area 52, for example, a recess 52.1 can be provided which reduces the width of the supporting body 50 in the direction of the bow area 11.

[0063] Particularly preferred is the arrangement of the support body 50 in the connection area to the hull such that the lateral projections 35.1 cover the connection area 52 of the support body 52 transversely to the central longitudinal axis ML and thus transversely to the direction of travel of the watercraft 10.

[0064] Figures 2, 4, and 6 show that one or more sliding surfaces 56 can be provided on the underside of the support body 50. In the present embodiment, two sliding surfaces 56 are provided, which are angled relative to each other. This is particularly evident in Figure 6. This illustration shows the V-shaped angle of surface areas 56.1 of the sliding surfaces 56. The surface areas 56.1 can be designed as flat surfaces or as concave surfaces. Starting from the connection area 52, a recess 57 is cut into the underside of the support body 50. This recess 57 extends from the connection area 52 towards the free end of the support body 50. The recess 57 is located after the jet outlet 43 of the flow channel 40. Accordingly, the water jet generated by the water screw 41 is guided past the underside of the support body 50.If the optional indentation 57 shown in the drawings is used, this water jet is guided in a flow-friendly manner in the area of ​​the indentation 57.

[0065] Figure 2 shows that a flow stabilizer 42 is provided in the flow channel 40 downstream of the water screw 51. This flow stabilizer 42 serves to straighten the rotating flow of the water jet generated by the water screw 41 (in particular, the propeller), at least to a large extent. This results in a significant increase in performance.

Claims

Claims 1. Watercraft (10) with a hull which has a support in the area of ​​an upper hull (13) on which a user can partially rest his upper body and hold on to handles (20) preferably arranged in the bow area (11), wherein a flow channel (40) is assigned to the hull or the hull has a flow channel (40) with a water screw (41) arranged in the flow channel (40), wherein the flow channel (40) has an intake opening (33) and, downstream of the water screw (41) in the flow direction, a jet outlet (43) in the stern area (12), and wherein a support body (50) is arranged on the stern area (12) in such a way that the support is extended by means of a support surface (51) of the support body (50), characterized in that the support body (50) has at least one sliding surface (56) on its underside and that the support body (50) is rigidly connected to the hull.

2. Watercraft according to claim 1, characterized in that the support body (50) is replaceably connectable to the hull or fixedly connected thereto, in particular is coupled to the hull in one piece.

3. Watercraft according to one of claims 1 or 2, characterized in that an interchangeable coupling is effective between the hull and the supporting body (50), by means of which the supporting body (50) is interchangeably connected to the hull.

4. Watercraft according to claim 2 or 3, characterized in that the interchangeable coupling has one or more projections which are inserted into one or more holding receptacles of the other connection partner (hull or supporting body (50)).

5. Watercraft according to claims 2 to 4, characterized in that on the supporting body (50) or on the hull two spaced-apart Profile sections protrude which are inserted into plug-in receptacles of the fuselage or the supporting body (50).

6. Watercraft according to claim 5, characterized in that the profile sections protrude from the supporting body (50) and are firmly connected thereto.

7. Watercraft according to one of claims 1 to 6, characterized in that the rigid connection between the hull and the supporting body (50) is designed such that, apart from manufacturing tolerances, no rotational movement and / or no translational movement occurs between the hull and the supporting body (50).

8. Watercraft according to one of claims 1 to 7, characterized in that the jet outlet (43) of the flow channel (40) is arranged such that the water jet generated by the water screw (41) is guided past the underside of the supporting body (50), in particular along the underside of the supporting body (50).

9. Watercraft according to one of claims 1 to 8, characterized in that the support body (50) has on its underside a recess (57) which is designed such that it partially receives and guides the water jet during vehicle operation.

10. Watercraft according to claim 9, characterized in that the recess (57) extends from the connection region (52) of the supporting body (50) to the stern region of the hull in the direction of the end facing away from the bow region (11) and preferably terminates in the region of the underside of the supporting body (50).

11. Watercraft according to one of claims 1 to 10, characterized in that sliding surfaces (56) are arranged on both sides of the central longitudinal axis (ML) of the supporting body (50), which are preferably set relative to one another and which are particularly preferably designed at least in regions as concave surfaces or at least in regions as flat surfaces.

12. Watercraft according to one of claims 1 to 11, characterized in that the hull in the region of the lower part of the vessel (30) has water guiding surfaces (35) which extend along the central longitudinal axis (ML), which runs from the bow region (11) towards the stern region (12), and in that the water guiding surfaces (35) in the stern region (12) have transition regions (36) which are transitioned into the sliding surfaces of the supporting body (50).

13. Watercraft according to one of Claims 10, characterized in that the hull has projections (35.1) on both sides, which are arranged in the stern region (12), that the supporting body is limited in the direction of the central longitudinal axis by side edges (53), and that the projections (35.1) are arranged transversely to the Central longitudinal axis (ML) of the fuselage protrude beyond the side edges (53) at least in the connection area (52).

14. Watercraft according to one of claims 13, characterized in that the projections (35.1) at least partially form the water guiding surfaces (35).

15. Watercraft according to one of claims 1 to 14, characterized in that in the hull, in addition to the flow channel (40), a A flooding chamber is arranged which can be filled with water via water inlet openings (17.2, 31) by means of the surrounding water during the water travel.

16. Watercraft according to claim 15, characterized in that the In addition to the water inlet openings (17.2, 31), the flooding chamber is also connected to the environment via water outlet openings (14) in such a way that, during the water travel, water is passed through the flooding chamber and an electrical unit held therein is cooled.

17. Watercraft according to one of claims 1 to 16, characterized in that the handles (20) are arranged on both sides of the central longitudinal axis (ML) and that operating elements (21) are assigned to the handles (ML).

18. Watercraft according to one of claims 1 to 17, characterized in that a bulge (32) is provided on the lower hull (30) which forms the flow channel (40) or covers it, that the water guiding surfaces (31) are arranged on both sides of this bulge (32) and / or that one or more stabilizing fins (38) are arranged in the region of the bulge (32).

19. Watercraft according to one of claims 1 to 18, characterized in that the supporting body is formed from a molded body which has a core of foamed plastic material and that this core is coated with a hard plastic layer.