Water board

Abstract

The invention relates to a water board comprising a powerframe in the form of a hard board which is at least partially covered by a shock-absorbing means, a drive integrated into the powerframe being an electric drive comprising a drive unit and a battery unit.

Description

[0001] board

[0002] Description

[0003] The invention relates to a board with an electric drive unit and a battery unit, which is designed for water sports.

[0004] Such boards, also called power or jet boards, are used like a surfboard and allow the surfer to achieve planing with minimal effort.

[0005] JP 2003 026085 A discloses a watercraft with a waterjet propulsion system using an internal combustion engine. This propulsion system is housed in a solid support frame, which is inserted into a buoyancy vessel designed like an inflatable boat. Such a watercraft is considerably heavy and can, in principle, only be launched with the aid of a trailer or launching trolley.

[0006] To overcome this disadvantage, known solutions exist in which the actual board is made of several different modules that are relatively easy to assemble, using an electric jet drive instead of an internal combustion engine. One such concept is disclosed, for example, in WO 2021 / 190 941 A1. The jet drive is housed in a rear module, to which different bow modules for different applications can be attached, thus creating a modular concept. WO 2019 / 122 225 A1 proposes a surfboard in which a jet drive mounted on a carrier is interchangeably inserted into a one-piece hull.

[0007] The publications WO 2019 / 122 321 A1 and EP 3 277 574 B1 disclose jetboards in which the jet propulsion is incorporated into an inflatable hull component. While such jetboards are characterized by minimal weight, the disadvantage is that the inflatable structure, which is designed, for example, as a drop-stitch component, is less torsionally rigid than a hardboard, thus making precise steering by shifting weight more difficult.

[0008] US 2019 168,851 A1 describes a surfboard in which a battery unit and a jet drive are arranged one above the other in a power frame.

[0009] US 2012 225 598 A1 discloses a board in which a drive unit with a battery unit is accommodated in a recess of the board. This recess is formed in the underwater hull of the board, and the drive unit with the battery unit is fixed in position within the recess by means of a cassette.

[0010] Such a structure is very complex, and the underwater installation is problematic both in terms of sealing and in terms of the flow.

[0011] In contrast, the invention is based on the object of designing a comparatively light board with improved mechanical properties.

[0012] This object is achieved by a board having the features of claim 1.

[0013] Advantageous developments of the invention are the subject of the dependent claims. According to the invention, the board is designed with an electric drive unit and an associated battery unit - also called an accumulator unit - which are inserted into at least one recess of a board body designed as a hardboard, hereinafter referred to as the "power frame." An elastic, preferably inflatable, impact protector is attached to the periphery of this power frame, at least in sections, and is connected to the power frame in a force-locking and / or form-locking manner, so that in the event of an unwanted collision, the board is protected against damage and, moreover, the risk of injury to third parties is reduced. This impact protector is optimized with regard to its protective function - the rigidity required to steer the board by shifting the body weight is ensured by the power frame designed as a hardboard.This is preferably floatable even when the drive is mounted alone, ie without shock protection.

[0014] In a particularly preferred embodiment, the electric drive is designed with a radial pump, through which water is sucked in through a planing-surface intake port on the underwater side of the vessel and expelled at the stern through a pressure channel under pressure from a compressor screw. Such radial pumps are characterized by smoother running than the impeller pumps used in conventional jet propulsion systems and are also more robust in operation, thus reducing the risk of damage due to improper use, for example, in contaminated water.

[0015] This radial pump is preferably designed with a screw channel for the compressor screw, the cross-section of which increases toward the pressure channel, with the diameter of the pressure channel then decreasing again from the transition area to the screw channel toward the outlet / nozzle. This measure increases the flow velocity of the fluid / water toward the outlet area, thus ensuring optimal driving dynamics. The drive is further optimized if the intake manifold is designed with an intake scoop section in which an intake channel is formed that opens toward the bow and downwards, through which the water is guided to the central inlet of the radial pump.

[0016] In one embodiment, the intake channel is designed with longitudinal ribs that define channels through which the water is guided to an inlet. These longitudinal ribs cover the pump inlet, minimizing the risk of injury to the surfer due to incorrect handling and the risk of foreign objects entering the pump, thus increasing operational safety.

[0017] In one embodiment of the invention, these longitudinal ribs are formed on a longitudinal rib insert which is inserted into the intake scoop section.

[0018] This has the advantage that the inlet can be easily cleaned and, if necessary, adapted to different conditions by using different geometries of the longitudinal rib insert.

[0019] The controllability and operational safety of the board is further improved if it is designed with a transverse thruster system, which preferably has two transverse thrusters arranged in an approximately X-shape, which are designed in such a way that both cornering and reversing can be controlled by appropriate control of the transverse thrusters, which are preferably each designed with a jet drive.

[0020] As explained above, the power frame has at least one recess for accommodating the drive unit and the battery unit. The radial pump is mounted such that its pump axis, i.e., the axis of the pump motor and the pump impeller, is oriented vertically relative to a bottom surface of the recess. The mounting / support is preferably provided by several elastic plastic bearings, so that virtually no vibrations are transmitted to the board. The power frame can be constructed in one or more parts, for example, to facilitate transport and storage.

[0021] The transverse thrusters can be positioned as an extension of the intake manifold / intake scoop section. In principle, it is also possible to position the transverse thrusters laterally offset from the board's centerline or from the intake manifold, with the respective outlet sections of the transverse thrusters ending in ribs or consoles projecting from the underwater hull. This will be discussed in more detail below. This makes it possible to reliably steer the board centrally or by the surfer, even at low speeds or when stationary and without operating the main drive. It is preferred if the transverse thruster system is designed with two transverse thrusters arranged in an X-shape, preferably with impellers.

[0022] Overheating of the board's components during high-speed travel or high ambient temperatures can be reliably prevented by cooling the drive unit's control unit or the battery unit. Water is diverted from the pressure side of the radial pump as the coolant and then returned to the low-pressure side of the radial pump downstream of the unit to be cooled. Such cooling can be achieved with minimal equipment effort by installing suitable lines and heat exchange surfaces on the respective components.

[0023] As indicated above, the intake port of the radial pump can be designed as an intake scoop opening toward the bow. To prevent damage to this scoop when running into a shallow area or catching fire, a replaceable deflector can be placed in front of the intake scoop toward the bow. This deflector is attached to the board in such a way that damage to the intake scoop is prevented. The position of the impact guard on the power frame is particularly reliable if the latter is designed with a circumferential groove into which correspondingly curved circumferential sections of the, preferably continuous, impact guard engage – this ensures a force-fitting and positive connection between the power frame and impact guard.

[0024] The connection can be further optimized if locking and / or positioning elements, for example knobs or the like, are provided in the contact area between the groove and the peripheral sections, which come into active engagement when the impact protection is applied, preferably when it is inflated.

[0025] To further improve operational safety, the shock protection can be designed with two symmetrical air chambers.

[0026] In a particularly simple embodiment, the power frame has a rear recess through which the pressure channel passes.

[0027] In a particularly preferred embodiment of the invention, the impact protection is designed as an all-round impact protection that encompasses virtually the entire outer circumference of the power frame, thus protecting against damage and also ensuring optimal buoyancy. In one embodiment, this all-round impact protection is penetrated at the rear by the pressure channel, so that it also serves to fix the position of the rear area of ​​the all-round impact protection. By appropriately designing the all-round impact protection, a force-locking and form-fitting connection to the power frame can be achieved essentially without additional fastening elements.

[0028] In one variant of the invention, the impact protection ends on both sides of the rear recess, with the rear end sections of the impact protection being connected by a preferably fixed end profile, which can thus form part of an all-round impact protection system. The end profile is preferably designed such that it grips the rear area of ​​the power frame in a force-fitting and / or form-fitting manner, thus contributing to the relative positioning of these components.

[0029] Advantageously, this end profile is partially bonded to the end sections of the impact protection, preferably by gluing or welding. This partial bond ensures that the drop stitch material has sufficient degrees of freedom to expand in a three-dimensional direction in the specified manner when the impact protection is inflated, thus achieving, for example, a force-fit and form-fit connection with the power frame.

[0030] According to one embodiment of the invention, the end profile is formed with an outlet nozzle which is directly or indirectly in fluid communication with the pressure connection of the pump.

[0031] In one embodiment, the end profile is designed like a portal, wherein the outlet nozzle or the pressure channel is integrated into a rear console of the power frame, which is overlapped by the end profile in the assembled state, wherein the latter can also be brought into force- and / or form-fitting engagement with the power frame and its rear console during inflation.

[0032] The connection of the end profile to the rear end sections of the impact protection is particularly dimensionally stable if the end profile is designed with rounded receptacles that partially encompass the rear end sections of the impact protection. The attachment of the end profile to these end sections is carried out in such a way that – as mentioned above – the formation of the 3D structure of the impact protection is not hindered by the fixation to the receptacles. The positive connection is further improved if the end sections of the impact protection, which are connected to the end profile in a force-locking and / or form-locking manner, partially engage in the rear concave areas of the power frame.

[0033] The groove of the power frame that accommodates the impact protection / all-round impact protection can be designed in such a way that a rear-side or deck-side peripheral edge of the groove that borders the impact protection is extended or widened compared to the other peripheral edge beyond the contact area of ​​the impact protection, so that the support of the impact protection or the force introduction into the impact protection is optimized over the widened peripheral edge area and thus a reliable positioning of the impact protection with respect to the power frame is ensured even during radical driving maneuvers or environmental conditions (e.g. waves).

[0034] The manufacture of the power frame and the positioning of the drive unit and the battery unit within the power frame are particularly simple if the power frame is designed with a single holder for these components.

[0035] According to a further independent aspect of the invention, a groove is formed in the groove of the power frame on the bow side, the width of which groove is designed to accommodate adjacent sections of the impact protection in the deflated (fully deflated) state, so that an axial displacement of the impact protection along the groove with respect to the power frame is possible.

[0036] The displacement path is preferably selected such that, in the displacement position, a positive and / or frictional connection between the end profile or the deflated impact protection on the one hand and the power frame on the other hand can be eliminated. In other words, by displacing the deflated impact protection within the groove, the engagement / overlapping of the power frame with the end profile or impact protection is reduced, so that the impact protection and power frame can be easily separated or assembled. The length of the inner circumferential contour of the approximately annular and deflated impact protection is preferably shorter than the corresponding length of the power frame, so that attaching / placing the impact protection is only possible with a certain amount of force.

[0037] The applicant reserves the right to make a separate device or method claim for this relative displacement of the non-inflated / deflated impact protection within the groove, which is independent of the type of drive used.

[0038] In the previously described embodiments, the impact protection extends along the sidewalls of the power frame from the bow to the stern. In one embodiment, the impact protection is designed only as a bow impact protection, forming the actual bow of the board and covering only a portion of the sidewalls. The stern area is formed exclusively by the power frame, which also houses the drive unit with the battery unit. This bow impact protection effectively protects the board against collisions in the direction of travel and laterally to the direction of travel, covering the vast majority of all potential hazards.

[0039] In such an embodiment, it is preferred if the bow impact protection is designed with two leg-shaped impact protection extensions extending from a bow body, which extend along the sidewalls of the power frame up to approximately half the power frame length. With such a design, the board can be constructed with maximum rigidity, which is far superior to the solutions mentioned above, in which the board is predominantly made of drop stitch material.

[0040] The position of the bow bumper, especially the bumper extensions, is optimally secured when the end sections of the bumper extensions are inserted into pockets or undercuts formed on a sidewall of the power frame, thus securing their position. The bumper extensions are then supported in the pockets and act as a type of shock absorber, preventing damage to the power frame through their elasticity. The stiffness of the board on the one hand and the protection against damage on the other are further improved when the bow bumper has a length that is less than 40%, preferably less than one-third, of the board's length.

[0041] Hydrodynamic drag can be reduced if the side legs merge essentially flush or continuously into the side bolsters of the power frame, eliminating any turbulence caused by lateral overhangs or similar effects. For this purpose, a transition profile can be applied continuously or partially to the impact protection or the power frame in the transition area between the power frame and the impact protection extensions.

[0042] In one embodiment of the invention, different impact protection elements, in particular bow impact protection elements, are assigned to a power frame.

[0043] According to the invention, it is preferred if the length of the power frame is between approximately 2.0 m and 1.6 m, preferably approximately 1.8 m, and the total length of the board with the attached bow protection is between 2.3 m and 2.9 m, preferably approximately 2.8 m. The maximum width is between 70 cm and 90 cm. Padelecs can be larger. More radical designs can be shorter and narrower than the standard jetboards (2.80 m long and 86 cm wide).

[0044] The board's controllability through weight shifting is optimized when its underwater hull is symmetrically convex, preferably V-shaped, with the convexity increasing toward the stern. The apex of this convex bulge then runs longitudinally along the board. This supports the board's tilting and the associated change in direction of travel.

[0045] In the event that the board is equipped with a transverse thruster system, as described above, this can also be located in the area of ​​the convex A / -shaped bulge or laterally offset from the apex of this convex area. It is particularly preferred if the transverse thruster systems terminate in the respective areas of the board with an oval outlet cross-section, so that the overall height of the transverse thruster outlet area is minimized.

[0046] As already explained, the transverse thruster system is preferably designed with impellers positioned in the power frame, each of which pumps the water within an inclined jet tube in such a way that, depending on the control of the respective transverse thruster, cornering, reverse, or both are controlled. Accordingly, several, for example four, impellers are installed in the board.

[0047] The transition of the board from displacement to planing is optimized if a flow separation edge is formed on the power frame or the all-round impact protection.

[0048] In a particularly preferred embodiment, as explained above, a single recess is provided in the power frame to accommodate the drive unit and the battery unit, wherein these two components are each assigned their own cover, which together preferably cover the recess in a fluid-tight manner.

[0049] Alternatively, the power frame can also be designed with a mount for the battery unit and another mount for the drive unit can be provided offset towards the rear.

[0050] A battery unit can be designed with several replaceable battery modules, which can be arranged with their long sides parallel or perpendicular to the board's longitudinal axis. The formation of a flat deck surface of the board is ensured if the additional receptacle assigned to the drive unit is designed with a cover wall that is flush with the deck or formed integrally with it.

[0051] In a particularly advantageous embodiment of the invention, a display of a control unit is accommodated in the deck of the power frame, on which various functional parameters of the board can be read and / or adjusted.

[0052] This control unit can be connected to sensors and communication modules that enable central, user-independent control and monitoring of the board. This allows the board to be automatically returned to the surfer via the control system or moved to a predetermined position in an emergency, such as a fall. This sensor concept is described in a separate application.

[0053] Preferred embodiments of the invention are explained in more detail below with reference to schematic drawings. They show:

[0054] Figure 1 is a three-dimensional view of a first embodiment of a board according to the invention;

[0055] Figure 2 is a three-dimensional bottom view of the board according to Figure 1;

[0056] Figure 2a is a highly schematic representation to explain the structure of a drive unit of the board according to Figures 1 and 2;

[0057] Figure 3 is a plan view of the board according to Figure 1;

[0058] Figure 4 is a side view of the board according to Figure 1; Figure 5 is a rear view of the board according to Figure 1;

[0059] Figure 6 is a three-dimensional exploded view of the board according to Figure 1 without shock protection;

[0060] Figure 7 is a plan view of a power frame of the arrangement according to Figure 6;

[0061] Figure 8 shows a detailed view of an embodiment of a shock protection of the board according to Figure 1 and a radial pump of the electric drive unit;

[0062] Figure 9 shows a grid model of a board with built-in drive and battery unit;

[0063] Figure 10 is a three-dimensional view of another embodiment of a board according to the invention;

[0064] Figure 11 is a three-dimensional view of the board according to Figure 10, with a shock absorber emptied and partially detached from a power frame;

[0065] Figure 12 is a detailed view of the shock protection of the board according to Figures 10 or 11;

[0066] Figure 13 shows a detailed view of the power frame of the board according to Figure 10;

[0067] Figures 14a, 14b, 14c, and 14d are partial views illustrating the assembly and removal of an all-round impact protection device from the power frame; Figure 15 shows the board according to Figure 10 in a state in which the deflated impact protection device is attached to the power frame;

[0068] Figure 16 is a three-dimensional representation of another embodiment of a board, wherein an outlet nozzle is integrated into the end profile;

[0069] Figure 17 is a detailed view of the rear area of ​​the board according to Figure 16 with the peripheral edges of the impact protection and the power frame as well as the end profile visible;

[0070] Figure 18 is a plan view of another embodiment of a board provided with a comparatively small bow shock absorber;

[0071] Figure 19 shows another embodiment of a board with a comparatively short bow shock protection;

[0072] Figure 20 is a three-dimensional representation of another embodiment of a board according to the invention, which is designed with all-round impact protection;

[0073] Figure 21 shows a detailed view of the rear of an embodiment according to Figure 20 with all-round impact protection;

[0074] Figure 22 is a schematic side view of the board according to Figures 20 and 21;

[0075] Figure 23 is a detailed view of an intake hood of the board according to Figure 22;

[0076] Figure 24 is a schematic representation of the drive unit and an embodiment of a battery unit of the board according to Figures 20 to 23; Figure 25 is a three-dimensional representation of a drive unit of the arrangement according to Figure 24;

[0077] Figures 26a, 26b show views of a further embodiment of a board according to the invention and

[0078] Figure 27 shows a highly simplified cross-section of another embodiment of a board.

[0079] Figure 1 shows a three-dimensional view of a board 1 according to the invention, looking at its deck 2. The board 1 is driven by a drive unit 3 indicated by dashed lines in Figure 1. The board 1 further has a power frame 4 constructed as a hardboard, which is encompassed by a shock absorber 6, which in the illustrated embodiment forms a bow 8 of the board 1. The shock absorber 6 is designed with two legs 14, 16 extending from a bow region 12, which extend to a stern 10 of the board 1 and thereby encompass the stern region of the power frame 4 in sections or completely. In the latter case, all-round shock absorber protection is ensured.

[0080] In the view according to Figure 1, a cover 18 of a battery recess 20 is shown on the deck side, into which - as described in more detail below - a battery unit / accumulator unit 5 is inserted, via which the power supply to the drive unit 3 is provided. The cover 18 is inserted flush with the deck 2, ensuring a largely smooth surface. This is also achieved by the cover surface portion of the power frame 4 merging almost flush with the corresponding cover surface portion of the impact protection 6. As further indicated in Figure 1, the drive unit 3 is designed with a display 22 of a motor controller / control unit, via which - as mentioned above - essential functional parameters of the board 1 can be read or entered. The control unit can be designed with sensors and communication modules, which, among other things, enable automatic control of the board 1 in an emergency.Features of this control unit are explained below. In the illustrated embodiment, the impact protection 6 is essentially inflatable and made of a drop-stitch material. For safety reasons, two separate air chambers 13, 15 can be provided, each of which can be filled via a valve 17, 19. The pressure is selected such that, on the one hand, sufficient rigidity and thus adequate collision protection are ensured, and, on the other hand, a force-fitting and form-fitting connection is established between the power frame 4 and the impact protection 6—this will be discussed further below.

[0081] Figure 2 shows a bottom view of the board 1 according to Figure 1, looking at the planing surface or the "underwater hull" 36 of the board 1. Accordingly, the battery recess 20 is closed towards the planing surface, so that this recess is not visible in Figure 2. Offset towards the stern 10, a recess 23 on the underwater hull side of the board 1 according to the invention is provided, through which the drive unit 3, which is equipped with a radial pump 66 (see Figure 12), and possibly the associated motor control are accessible, wherein the radial pump 66 is positioned in a recess 24 of the power frame 4. The control unit can also be accommodated in the battery recess 20.

[0082] In Figure 2, towards the viewer, i.e. in the area of ​​the underwater hull 36, the recess 23 is covered by an intake scoop section 26 which projects from the underwater hull 36 and in which an intake channel 28 is formed, via which water is guided to an inlet of the radial pump 66. In the illustrated embodiment, the intake channel 28 is formed with a longitudinal rib insert 30, by means of which the intake channel 28 is divided into channels 60 which extend parallel in the inflow direction and along which the water is guided to the inlet of the radial pump. This longitudinal rib insert 30 covers the inlet of the radial pump, so that the risk of injury to the surfer from contact with the running radial pump 66 in the event of a fall or improper use is minimized. Furthermore, the entry of larger solids from the water into the radial pump 66 is prevented.As an extension of the intake scoop section 26, a transverse thruster console 32 is optionally arranged at the rear. This console complements the intake scoop section 26 to form a kind of fin, which improves directional stability while underway. Alternatively, two transverse thruster consoles can be provided laterally or longitudinally offset from the intake scoop section 26. A transverse thruster system 34 (also called an X-Stream rudder system), which is only indicated here, is arranged in this console 32 and can be controlled via the control unit 80, so that the board 1 can be controlled even at low speeds.

[0083] In a preferred embodiment, the transverse thruster system 34 is designed with two transverse thrusters arranged in an X-shape relative to one another, preferably each equipped with an impeller. These are arranged, for example, so that they push forward and backward in directions of 457,225° and 315,7135°. The impellers can be accommodated in the power frame 4.

[0084] According to Figure 2, the recess 23 is covered toward the underwater hull 36 by the intake scoop section 26 and the console 32, more precisely, by their base plates 27, 29, from which the fin-like regions protrude. On the deck side, the recess 24 is covered by a cover (not shown) or covered by a cover wall of the power frame 4.

[0085] The functional principle of the on-board drive is explained using the schematic diagram in Figure 2a.

[0086] As explained above, the drive unit 3 is designed with a radial pump 66, which is accommodated in the recess 24 of the power frame 4. The recess 24 can be designed with a bottom 204 (see also Figure 25) towards the underwater hull or the deck, while the other remaining recess on the deck side or underwater hull side is then closed off by a suitable cover. In the illustrated embodiment, a pump axis 63 of the radial pump 66 is arranged approximately vertically with respect to the deck 2 or the underwater hull 36 / bottom 204, so that a very space-saving installation of the radial pump 66 within the power frame recess 24 is possible. Such a radial pump 66 has an impeller 65, which is driven by a pump motor 69, the latter being arranged coaxially to the impeller 65.

[0087] In the embodiment according to Figure 2a, the water is supplied via an intake port 71 which is open towards the bow (on the right in Figure 2a), and which opens axially into the pump wheel 65 - also called the impeller. The water flowing in via the intake port 71 is accelerated via the pump wheel 65 under the effect of centrifugal force, whereby due to the widening of the cross-section between the radially arranged vanes 73 of the pump wheel 65, the radial velocity of the water decreases outwards, whereby the tangential velocity and pressure increase, so that the water then flows into the compressor screw 67 which surrounds the pump wheel 65 and finally flows under pressure into the pressure channel 68 (pressure pipe) arranged approximately in the tangential direction and finally exits through a rear outlet nozzle 46 of the power frame 4.

[0088] The schematic diagram according to Figure 2a also includes a transverse thruster console 32 with the previously described transverse thruster system 34, which, as explained above, can be designed with two transverse thrusters arranged in an X-shape to enable cornering and reversing. These transverse thrusters (only one shown in Figure 2a) are then each designed, for example, with an impeller 75, the drive of which is housed within the power frame 4.

[0089] In order to enable even less experienced surfers to ride the board safely, a handle can be provided which is attached to the bow 8 via a rope or the like. This handle can optionally be designed so that it also has control elements for setting functional parameters of the board 1. In this case, the signal connection can be made either wired or wirelessly via radio, Bluetooth or the like. The handle can also be held by two ropes / pulling devices / signal lines arranged in a V-shape to one another, thus ensuring improved lateral support for the surfer. Figure 3 shows a bottom view of the board 1, in which the power frame 4 with the intake scoop section 26 attached to it and the console 32 carrying the transverse thruster system 34 can be clearly seen.As explained above, these two components cover the recess 24 accommodating the drive unit 3 downwards (toward the planing surface). The view according to Figure 3 also shows that this recess 24 narrows slightly toward the stern 10. The impact protection 6 encompasses the power frame 4 with its two legs 14, 16 and is also extended toward the bow 8.

[0090] As mentioned, the impact protection 6 can also be made entirely or partially of non-inflatable material. For additional fastening of the impact protection 6, connectors / connecting bars, for example made of PVC, could also be used, which fit into corresponding recesses.

[0091] Figure 4, which shows a side view of the board 1, clearly shows how, in this embodiment, the intake scoop section 26 and the console 32 supporting the transverse thruster system 34 complement each other to form a kind of fin. According to this view, the large surfaces of the power frame 4 also merge flush with the corresponding large surfaces of the impact protection 6 without any significant step, thus ensuring a largely smooth deck 2 and a largely smooth underwater hull 36.

[0092] Figure 5 shows a rear view of the board 1—in other words, a view of the rear of this board 1. This illustration shows end sections 38, 40 of the legs 14, 16 of the impact protection 6, with these end sections partially encompassing the rear area of ​​the power frame 4. These two end sections 38, 40 are—as explained in more detail below with reference to Figure 12—connected by a rear end profile 42, which is only indicated by dashed lines in the illustration according to Figure 5. In the area covered by the end profile 42, the power frame 4 is designed with a rear recess 44, into which an output channel of the power frame 4 opens and toward which the pressure channel of the drive extends. This is in fluid connection with an outlet nozzle 46, which is preferably formed in the end profile 42 and through which the pressurized water flows out and thus drives the board 1 in the manner of a water jet drive.

[0093] In Figure 6, the board 1 is shown without the impact protection 6, so that only the power frame 4 with the components attached to it is visible. Accordingly, the outer circumference of the power frame 4 is formed substantially circumferentially with a groove 48, into which corresponding bulges 50 (see Figure 5) of the inner circumferential regions of the impact protection 6, in particular the legs 14, 16, engage in a form-fitting manner, ensuring a force-fitting connection between the power frame 4 and the impact protection 6 with sufficient pressure.

[0094] Figure 7 shows a top view of the power frame 4 without the additional components described above (intake scoop section 26, bracket 32, cover 18) - in this view, the design of the recess 24 becomes apparent. As can be seen from this illustration, the peripheral walls 52 of the recess 24 are also rounded in this embodiment, so that the positioning of the actual drive unit 3 is facilitated. As mentioned above, the recess 24 tapers from a comparatively large-area receptacle 54 for the drive unit

[0095] 3 towards the rear 10, initially to a waist 56, which then widens slightly towards the rear recess 44. The previously described pressure channel of the radial pump 66 is guided through this waist in the direction of the rear recess 44. The cross-section of the waist 56 and the rear recess 44 is significantly smaller than the width of the receptacle 54 adapted to the geometry of the radial pump 66. This waist 56 and the rear recess 44 are also visible in the illustrations according to Figures 3 and 6. The area of ​​the power frame leading to the outlet nozzle 46, which is designed with the waist 56 and the rear recess 44

[0096] 4 thus forms a receptacle for an outlet channel 82 (see Figure 9), which opens into the outlet nozzle 46. In a preferred embodiment, the drive unit 3 is designed with the radial pump 66, which—as explained above—is replaceably inserted into the receptacle 54 of the recess 24 of the power frame 4, indicated in Figure 8, and is fixed in position via holders not shown in Figure 8. The drive unit 3 is connected to the control unit, the sensors, the communication modules, and the battery unit 5 via signal and supply lines (likewise not shown).

[0097] The radial pump 66 of the drive unit 3 is connected with its inlet or low-pressure connection to the aforementioned inlet 58. The pressurized fluid (water) is then, as explained with reference to Figure 2a, conveyed via the compressor screw 67 to the pressure channel 68, which extends in sections approximately tangentially to the impeller of the radial pump 66. This pressure channel extends to the rear recess 44, only indicated in Figure 8, and opens into the previously described outlet nozzle 46 of the end profile 42 or is in fluid communication with it. The pressure channel 68 can also directly form the outlet.

[0098] The end profile 42 is, for example, approximately U-shaped in the illustration according to Figure 8, with fastening sections 70, 72 being connected to the end sections 38, 40 of the legs 14, 16. According to the invention, it is preferred if this connection is made by gluing or welding. The two fastening sections 70, 72 are connected via a rear bend 74, in which the outlet nozzle 46 is formed and which is curved according to the rear contour of the power frame 4 or the impact protection 6, so that a loss-minimized airflow in the rear area is ensured. This end profile 42 also reliably connects the power frame 4 and the impact protection 6 in the longitudinal and transverse directions of the board 1.

[0099] Figure 9 shows a grid model of an embodiment of the board 1, in which the drive unit 3 and the battery unit 5 are mounted. In the illustrated embodiment, the latter consists of two removable battery modules 76, 78 which are inserted into the battery recess 20. Of course, a single battery module or more than two battery modules can be used, so that different variations of the battery modules can be used to optimize the weight depending on the planned travel time / distance. In principle, it is also possible to offer battery modules 76, 78 with different capacities, so that cost-effective pricing is possible through the selection of the battery module 76, 78. This modular design also allows the quick replacement of discharged battery modules with charged batteries. In this embodiment, the battery modules are arranged with their long sides parallel to the longitudinal axis of the board.

[0100] In the illustration according to Figure 9, a control unit 80, already mentioned above, is accommodated in the battery recess 20, to which the display 22 is assigned. This control unit 80, the associated sensors, the communication modules, and the implemented software are designed such that the board 1, in particular the drive unit 3 with the radial pump 66 and the transverse thruster system 34 with the impellers, can be controlled by the user / surfer or centrally by a station providing the board 1, so that the board 1 can be returned autonomously, for example, if the surfer falls.

[0101] As already explained with reference to Figure 8, the drive with the radial pump 66 is accommodated in the recess 24, the inlet connection of which is connected to the intake channel 28 and the inlet 58. The outlet of the radial pump 66 is formed by the compressor screw 67 with the above-described pressure channel 68, which opens into the outlet channel 82 of the power frame 4 formed by the waist 56 and the rear recess 44. Via this outlet channel 82 or directly via the pressure channel 68, the water is then guided to the outlet nozzle 46, which in the illustrated embodiment is inserted directly into the rear recess 44 or the console 32. In this embodiment, it is preferred if the above-described end profile 42 is attached to the two end sections 38, 40 of the legs 14, 16 of the impact protection 6, in which the outlet nozzle 46 is then formed.

[0102] In the illustrated embodiment, the impact protection 6 forms a comparatively large area of ​​the bow 8—of course, the impact protection 6 can also be designed with a different geometry. It is preferred that this protects peripheral sections of the power frame 4 against damage and thus also minimizes the risk of injury in the event of a collision with a swimmer or the like.

[0103] Otherwise, the embodiment according to Figure 9 corresponds to the previously described embodiment, so that further explanations are unnecessary.

[0104] In the exemplary embodiment described above, the recess 24 for the drive unit 3 and the battery recess 20 are each designed to be closed with a bottom on the underwater vessel side, so that only one cover is required in each case. In the exemplary embodiment shown, the recess 24 or the recess 23 (see Figure 2) is covered towards the water via the intake scoop section 26 and the console 32. In principle, these recesses can also be designed continuously without a bottom / top surface, so that a cover is required on both sides. Instead of the drive unit 3 with radial pump 66 and compressor screw 67, another suitable drive, for example a jet drive with an impeller, can also be used.

[0105] Figure 10 shows a three-dimensional representation of another embodiment of a board 1 with a shock absorber 6 and a power frame 4, wherein the end sections 38, 40 of the shock absorber 6 are connected by means of a closing profile 42, similar to the embodiment according to Figure 12. This is preferably a materially bonded connection, for example by gluing or welding. The contact areas of the closing profile 42 and the shock absorber 6, in particular the end sections 38, 40 of the shock absorber 6 on the power frame 4, are profiled such that, after the shock absorber 6 is inflated, a reliable force- and form-fitting connection is created between the power frame 4 and the shock absorber 6, whereby no additional fastening means are required, as in the prior art.This is illustrated in Figure 11, which shows the impact protection 6 in the deflated / depressurized state, in which the drop stitch material essentially lies on top of one another with its wall surfaces. In this exemplary embodiment, the power frame 4 is designed with a rear console 84 made of a high-strength plastic, which forms the rear area of ​​the board 1, so to speak, with the pressure channel 68 of the radial pump (not shown in Figure 11) opening into this rear console 84. As mentioned, in Figure 11, the impact protection 6 is shown in the depressurized state and is not yet fully connected to the power frame 4 – this will be discussed further below.

[0106] The two end sections 38, 40 of the impact protection 6 are connected to the end profile 42, which has lateral receptacles 86, 88 into which the end sections 38, 40 engage, so that they are partially encompassed by the receptacles 86, 88, each of which is designed with a concave groove. As explained below, the end sections 38, 40 are integrally connected to the end profile 42 in this area.

[0107] In this exemplary embodiment, the end profile 42 is designed in a portal-like manner, so that when installed, it bridges the rear console 84 and engages it in a form-fitting manner. For example, support walls 90, 92 of the end profile 42 are concavely rounded. The portal-like end profile 42 has a portal opening 94 in the center, which covers a channel section 96 through which the pressure channel 68 passes. In the assembled state, it rests positively on the support walls 90, 92 with portal side walls 98, 100. This will be explained in more detail below.

[0108] Figure 12 shows a detailed view of the impact protection 6 according to Figure 11, with a view of the end profile 42 attached to the stern. This has a largely flat portal surface 102, which runs flush with the underwater hull area of ​​the board 1 or is angled towards the stern. In this illustration, it can be clearly seen that the two receptacles 86, 88 engage around the end sections 38, 40 at the stern, with the wrap / engagement angle preferably being 180° or more, so that a corresponding circumferential area of ​​the end sections 38, 40 is encompassed by the receptacles 86, 88 of the end profile 42 - also called the stern part. As mentioned, the end profile 42 is designed like a portal with the portal opening 94, which is laterally delimited by the portal side walls 98, 100.In the illustration according to Figure 12, adhesive surfaces on the end sections 38, 40 are marked with the reference numerals 104, 106, along which the end profile 42 shown in Figure 12 is connected to the end sections 38, 40 of the impact protection 6. This partial bonding enables the drop stitch material to bulge during inflation (pressurization) according to the design of the drop stitch cut and to achieve a force- or form-locking connection with the power frame 4. Furthermore, when the impact protection 6 is inflated, a force- / form-locking connection is also established between the end profile 42 and the two end sections 38, 40, so that the end profile 42 is connected to the impact protection 6 both materially and force- and / or form-locking.

[0109] Figure 13 is a partial view of the bow-end section of the power frame 4, which is circumferentially provided with the aforementioned concave groove 48, into which correspondingly bulging peripheral regions of the impact protection 6 engage in a force-fitting and form-fitting manner during inflation. In the illustrated embodiment, a deck wall 108 on the underwater vessel side (located at the top in Figure 13) is designed with a somewhat smaller surface area than a deck-side bottom wall 110, thus ensuring optimal support of the impact protection 6 in the main load direction (vertically toward the water surface). This will be discussed further in connection with Figure 27.

[0110] In the bow area of ​​the power frame 4, a groove 112 is formed approximately at the apex of the concave profile, the groove width b of which is designed such that - as explained below - the deflated drop stitch material of the impact protection 6 can be inserted into the groove 112. The groove depth t is selected - as also explained below - such that by moving the deflated impact protection 6 within the groove 112, the previously described force-Z form fit between the power frame 4 and impact protection 6 can be reduced or eliminated in order to simplify assembly / disassembly. This is important because it is not possible to attach the inflated impact protection 6 to the power frame 4 and, after inflation of the impact protection 6, a reliable positional fixation with respect to the power frame 4 is ensured.With the state of the art mentioned above, the board can be mounted by inserting the board body into an open rear recess of the inflated drop stitch structure - however, additional fastening devices are required to fix the position.

[0111] The illustration in Figure 14a shows the emptied drop stitch material of the impact protection 6, which is positioned by being folded over within the concave groove 48 of the power frame 4, with the power frame 4 preferably resting with its cover side on the floor. During assembly, the end profile 42 with the end sections 38, 40 of the impact protection 6 is then in the angled state shown in Figure 11, in which there is no force / form fit with the power frame 4. To create this force / form fit, the drop stitch material of the impact protection 6 is then displaced according to Figure 14b according to the groove depth t, so that it partially immerses itself in the groove 112. This immersion depth or the depth t of the groove 112 is designed such that in this relative position between the impact protection 6 and the power frame 4, the end profile 42 with the two end sections 38, 40 can be lowered with some pre-tension according to Figure 14c, whereby then no ora rather minimal force and form fit exists between the power frame 4 and the impact protection 6. By inflating and / or moving the impact protection 6 out of the overlap area with the groove 112, the distance a shown in Figure 14c between a stop projection 114 of the end profile 42 and a counter bearing 116 on the power frame 4 can then be reduced until the stop projection 114 runs onto the counter bearing 116 (see Figure 14d).

[0112] As shown in Figure 15, the deflated impact protection 6 is aligned with respect to the groove 48 of the power frame 4 after being placed on the power frame 6, wherein the end profile 42 rests with the stop projection 114 on the counter bearing 116 of the power frame 4 and additionally the end profile 42 is supported via the two portal side walls 98, 100 on the support walls 90, 92 of the rear console 84. During assembly, the impact protection 6 is then pressurized / inflated, whereby the drop stitch material expands in such a way that a force / form fit is created between the concave groove 48 of the power frame 4 and the corresponding bulges 50 of the receptacle 54 of the impact protection 6 (and also between the impact protection 6 and the end profile 42) - the power frame 4 is then reliably connected to the impact protection 6, as shown in Figure 10 already described.

[0113] For disassembly, the previously described steps are performed in reverse order: First, the air is released from the impact protection 6, then the drop stitch material of the impact protection 6 is pushed into the groove 112, so that the distance a shown in Figure 14c is created between the end profile 42 and the counter bearing 116 of the power frame 4. According to Figure 11, the active engagement can then be released by bending / lifting the rear area of ​​the impact protection 6, so that the power frame 4 and the impact protection 6 can be easily separated from each other.

[0114] This procedure and design of the concave groove 48 with a groove 112 and the procedure for assembly and disassembly are preferred in all embodiments with closed all-round impact protection 6.

[0115] Figure 16 shows a simplified embodiment in which - similar to the variant according to Figure 12 - the end profile 42 is designed with an outlet nozzle 46 that is in fluid communication with the pressure connection of the radial pump 66. This end profile 42 is - similar to the previously described embodiment - in turn connected to the end sections 38, 40, so that in the assembled state (view according to Figure 16), the impact protection 6 with the end profile 42 is connected to the power frame 4 in a force-locking and / or form-locking manner.

[0116] Figure 17 shows a partial view of the rear area of ​​the board 1 in a partially transparent representation, so that invisible areas can be seen in Figure 16. This representation shows the outlet nozzle 46 passing through the end profile 42, through which the water jet pressurized by the radial pump 66 exits at the rear. The end profile 42 has - similar to the previously described embodiment - two groove-like receptacles 86, 88 that encompass partial areas of the two end sections 38, 40 of the impact protection 6, with the previously described adhesive surfaces 104, 106 being provided in these sections. This means that in this embodiment too, the two end sections 38, 40 are connected to the end profile 42 in a materially bonded and force-fitting / positively locking manner.

[0117] In the previously described embodiment, the two receptacles 86, 88 encompass the rear-side areas of the two end sections 38, 40; in the embodiment according to Figures 16, 17, the receptacles 86, 88 encompass circumferential areas 118, 120 of the end sections 38, 40 that partially face each other, thus also ensuring a reliable connection. In principle, however, the end profile 42 can also be designed such that it encompasses the end sections 38, 40 at the rear.

[0118] As can be seen in particular from Figure 16, the end profile 42 is designed with a fitting area 122 that extends into a corresponding fitting recess 124 of the power frame 4, so that a reliable connection between the all-round impact protection 6 and the power frame 4 is ensured in this exemplary embodiment as well. This is further supported in the exemplary embodiment shown by the fact that the areas of the end sections 38, 40 located outside the connecting profile 42 in Figures 16 and 17 extend at least partially into concave extensions 126, 128 of the power frame 4 (see Figure 17).

[0119] In the embodiments described above, the impact protection extends from the bow 8 to the stern 10, the latter being formed either by the power frame 4 alone or by this and the end profile 42 of the all-round impact protection 6.

[0120] Figure 18 shows an embodiment of a board 1 in which the impact protection is designed as a bow impact protection 6, which only forms the bow area of ​​the board 1. The tail 10 and the areas extending from the maximum width B to the tail are essentially formed solely by the power frame 4, so that the overall rigidity of the board 1 is optimal both in the longitudinal and transverse directions. Such a concept is advantageous, for example, for very short, maneuverable boards 1.

[0121] Similar to the previously described embodiments, a battery recess 20 and a recess for the drive unit 24 are provided in the power frame 4. The battery recess 20 accommodates the battery unit 5, which is designed with two battery modules 76, 78 with an associated BMS. The recess 24 accommodates the drive unit 3, which—as in the above-described embodiments—is essentially designed as a radial pump 66 with a compressor screw 67 and a rear-side pressure channel 68, through which the pressurized water exits through an outlet nozzle 46 provided in the stern 10 and the rear recess 44. As explained above, the water is sucked in via an intake channel on the underwater vessel side, which can be formed, for example, in an intake scoop section (Figure 2).The propulsion unit 3 can further be designed with a transverse thruster system 34, which can also be accommodated in a transverse thruster console 32 on the underwater vessel side (see also Figure 2, Figure 3).

[0122] The radial pump 66 is controlled via a control unit 80, which communicates with a user-operated remote control, with control elements integrated into the board 1, or with a base station, via which the board 1 can also be controlled autonomously in an emergency. Accordingly, the control unit 80 is connected to corresponding communication modules.

[0123] As in the previously described embodiments, a display 22 is integrated into the board 1 in the user's field of view, which display is also in data connection with the control unit 80 or the base station.

[0124] As explained above, the bow impact protection 6 extends only along the bow area of ​​the entire board 1 and thus approximately forms the bow-side part of this board 1. In the illustrated embodiment, the bow impact protection 6 has a bow body 130, from which two leg-like impact protection extensions 132, 134 extend, so that the bow impact protection 6 forms an approximately V-shaped structure in the view according to Figure 18.

[0125] The mutually facing peripheral edges of the two impact protection extensions 132, 134 are rounded to form a bulge 50, similar to the previously described embodiments of the impact protection 6, to which a corresponding groove 48 on adjacent side cheeks 136, 138 of the power frame 4 is assigned and into which this bulge 50 fits precisely.

[0126] The end sections 140, 142 engage into pockets 144, 146 of the groove 48 of the power frame 4, wherein these pockets 144, 146 are designed to form-fit the end sections 140, 142. This is particularly important in the outer areas facing the side walls of the power frame 4. In the illustration according to Figure 26 it can be seen that these pockets 144, 146 in the area of ​​the side walls each form an undercut 148, 150 which encompasses the end section 140 or 142, so that the impact protection extensions 132, 134 are precisely guided laterally and in the area of ​​the side walls a transition as continuous as possible from the end sections 140, 142 of the impact protection extensions 132, 134 to the adjacent board side walls 152, 154 is ensured.In practice, however, a slight step in the transition between the bow impact guard 6 and the power frame 4 cannot be avoided. In principle, such an undesirable step-like transition can be compensated for by means of an attached transition profile. This can be attached to the bow impact guard 6 or the power frame 4 by gluing or welding. The position of the bow impact guard 6 is also fixed by additional elements, which are explained below. As stated above, the impact guard extensions 132, 134 accommodated in the pockets 144, 146 act similarly to shock absorbers, so that in the event of impact loads, the resulting forces are transmitted in a dampened manner to the power frame 4, thus protecting it from damage. As explained above, the total length L of the bow impact guard 6 is preferably less than half the board length and also less than half the length LB of the power frame 4.

[0127] In Figure 18, the reference numeral 156 denotes fastening or locking elements by means of which the bow impact protection 6 is connected to the power frame 4 in addition to the positive connection via the previously described pockets 144, 146.

[0128] Also indicated in Figure 18 are the aforementioned locking elements 156, the basic structure of which is explained using the illustrated details. Accordingly, in the illustrated embodiment, these are formed by hard rubber studs 158 bonded to the drop stitch material of the bow bumper 6. These studs are connected to the drop stitch material 162 of the bow bumper 6 via a base 160, for example, by welding or gluing. The hard rubber studs 158 are positioned in those areas that, when the board 1 is assembled, penetrate into the groove 48 of the power frame 4 and are thus covered by its peripheral walls.In this area, recesses or receptacles (not shown) are formed in the groove 48, into which the hard rubber studs 158 automatically and precisely insert when the bow bumper 6 is inflated, ensuring a secure position even under the comparatively high internal pressure of the drop stitch material 162, which can withstand even the highest loads. The positioning of the individual locking elements 156 is determined with regard to the desired rigidity and load-bearing capacity of the connection to the power frame 4.

[0129] In the embodiment according to Figure 18, a slot 164 is provided between the two shock absorber extensions 132, 134 in the transition area to the bow body 130. When inserted, this slot is completely covered by the groove 48 of the power frame 4, but imparts a certain elasticity to the entire bow shock absorber 6, which facilitates insertion. This makes it very easy to remove the bow shock absorber 6 from the power frame 4 after emptying it via the two valves 17, 19 for transporting the board 1, thus enabling transport with minimal transport volume.

[0130] Figure 19 shows an embodiment in which the bow bumper 6 is designed with a significantly shorter length L than in the previously described embodiment. Accordingly, the length of the two bumper extensions 132, 134 is also significantly shorter than in the previously described embodiment. The board 1 shown in Figure 19 can, for example, have a total length of approximately 2.80 m in the assembled state, with the power frame 4 being designed with a length of approximately 1.80 m to optimize transportability, so that the length L of the bow bumper 6 is correspondingly significantly shorter than the length LB of the power frame 4.

[0131] In the embodiment shown in Figure 19, the bow-side end section of the power frame 4, i.e., the contour 166, is significantly flatter than in the previously described embodiments. In principle, the contour 166 of the power frame 4 can also be designed such that different bow impact protection bodies can be used without modifying the power frame 4.

[0132] Figure 20 shows a three-dimensional representation of a further embodiment of a board 1, which is designed with a more homogeneous structure than the previously described embodiments. In the illustrated embodiment, the board 1 is designed with an all-round impact protection 6, which essentially encompasses the entire outer circumference of the power frame 4, wherein the deck 2 with the cover surface formed by the power frame 4 and the adjacent cover regions of the all-round impact protection 6 is covered with a non-slip covering 178, for example an EVA covering, so that the user's stability is improved. In this embodiment, the drive unit 3 and the battery unit 5 are jointly received in a recess 24 of the power frame 4, indicated by dashed lines, wherein this recess 24 is covered by two covers 18, 19, indicated by dashed lines, wherein the cover 18 covers the drive unit and the cover 19 covers the battery unit 5.These covers 18, 19 are also provided with the EVA coating 178. As in the previously described embodiments, a display 22 is also provided, via which data on board usage and, if applicable, communication with a base station or the like can be displayed.

[0133] A rear wall 180 of the all-round impact protection 6 is penetrated by the outlet area of ​​the pressure channel 68 or an outlet nozzle attached to it. Accordingly, the all-round impact protection 6 is also partially secured relative to the power frame 4 by the pressure channel 68 penetrating the rear wall 180.

[0134] This is also evident from Figure 21, which shows a rear area of ​​a correspondingly designed board 1, although in the variant shown in Figure 21, the EVA covering 178 only covers a section of the power frame 4, while the areas 182 adjacent to the all-round impact protection 6 are designed without a corresponding EVA covering 178 or with a different or differently colored covering. This illustration clearly shows the rear wall 180, which is designed to correspond to the curvature of the all-round impact protection 6 and is penetrated by the pressure channel 68, which is attached to the previously described compressor screw 67. The illustration according to Figure 21 also shows the radial pump 66 and the control unit (motor control) 80, which - as explained at the beginning - can also be designed with additional communication modules and the like in order to enable a data connection to a base station or the like.

[0135] Figure 22 shows a highly simplified side view of a board 1 according to Figures 20 and 21 (previously 33 and 34). This side view essentially shows the all-round impact protection 6, which defines the longitudinal contours of the board 1, encompasses the power frame 4, and in whose groove 48 the all-round impact protection 6 is fixed in position. In the illustrated embodiment, the water is also sucked in via an intake scoop 184, which—as will be explained in more detail below—is open at the front, toward the bow 8, so that water is pumped via an intake channel 28 (see Figure 2a) into the central suction port of the radial pump 66. To avoid damage to the intake scoop 184 when running onto a shoal or a beach, a deflector 186 is mounted in front of the intake scoop 184 in the direction of travel, with which the board 1 runs onto the shoal or the like, so that the intake scoop 184 is not damaged.The deflector 186 is designed with a projection 185 relative to the intake hood 184.

[0136] The structure of the intake scoop 184 is shown in Figure 23. It is formed at the front with an intake opening 188 that is in fluid communication with the previously described intake duct 28 / suction nozzle. Similar to the exemplary embodiment described at the outset, a plurality of longitudinal ribs are provided in the region of the intake opening 188, of which only one is provided with a reference numeral 190 in the illustration according to Figure 23. These longitudinal ribs 190 divide the intake duct 28 into a plurality of channels 60, which taper conically toward the suction nozzle of the radial pump 66, so that a housing 192 of the intake scoop 184 is also tapered toward the rear.

[0137] In the direction of travel, in front of the intake scoop 184, the previously described deflector 186 is provided centrally. This deflector is designed with a convexly curved leading edge 194 and, due to the overhang 185, is slightly higher than the intake scoop 184, so that, for example, objects floating in the water are guided smoothly over the intake scoop 184. With this leading edge 194, the board 1 may also run into a shallow area or the like, thus avoiding a direct collision with the intake scoop 184. The deflector 186 is replaceably connected to the board 1, in particular the power frame 4, via a suitable fixing rail 196. The intake scoop 184 is also screwed to the power frame 4 in a corresponding manner.

[0138] Figure 24 shows a simplified representation of the drive unit 3, which is accommodated in the recess 24. Similar to the exemplary embodiment according to Figure 20, only one recess 24 is provided to accommodate the radial pump 66 with the pressure channel 68, the motor controller / control unit 80, and the battery unit 5, the circumferential contour of which is adapted to the geometry of the aforementioned components (radial pump 66, control unit 80, battery unit 5), so that dead space in this recess 24 is minimized. The representation according to Figure 24 also shows the previously described display 22, which is positioned on the deck 2 of the board 1 so that the data displayed thereon can be easily read by the user.

[0139] In contrast to the previously described solutions, the battery modules 76, 77, 78 are not arranged with their long sides next to each other in the longitudinal direction of the board 1, but rather next to each other transversely. Of course, an arrangement with, for example, two battery modules 76, 78 positioned longitudinally can also be selected.

[0140] As indicated by dashed lines in Figure 24, the control unit 80 and the battery unit 5 are connected to a cooling system 198. This will be explained below with reference to Figure 25. This shows the part of the recess 24 of the board 1 in which the radial pump 66 is accommodated. This illustration shows the compressor screw 67 of the radial pump 66, which merges into the pressure channel 68, which in turn tapers towards the outlet 200 compared to an outlet cross-section of the compressor screw 67. The outlet 200 can be formed by a nozzle 202 that is connected to the pressure channel 68.

[0141] The radial pump 66 is fixed in position at a base 204 of the recess 24 via a plurality of bearings 206 positioned on the outer circumference of the compressor screw 67 and on the pressure channel 68, each bearing being constructed with rubber-Z-plastic bearing elements 208, thus ensuring virtually vibration-free mounting. As explained above, the cross-section of the compressor screw 67 widens toward an end section 210 connected to the pressure channel 68. Upstream of this area, a cooling connection 212 is provided, to which a cooling hose 214 leading to the control unit / motor controller 80 is connected. This cooling hose leads to a heat sink 216 (cooling cap) of the control unit 80, so that the control unit 80 remains within a predetermined temperature range during operation. In the illustrated embodiment, the control unit 80 is positioned upright.In an alternative embodiment, this control unit 80 is mounted horizontally on the bottom 204 of the recess 24 (see Figure 24). The heat sink 216 is designed with cooling channels, through which heat exchange with the control unit 80 is optimized. The heated cooling water then flows back via a return hose 218 to a return connection 220 in the low-pressure area of ​​the radial pump 66. In a corresponding manner, the battery unit 5 can also be supplied with a coolant flow via the radial pump 66.

[0142] In the illustration according to Figure 25, a cooling system 222 of the pump motor 69 is also provided - however, this motor cooling is merely an optional feature, so that further explanations in this regard are unnecessary.

[0143] The peripherally closed all-round impact protection 6 is attached to the power frame 4 in the same way as explained with reference to Figures 13, 14a, 14b, 14c and 14d. Accordingly, as shown in Figure 13, a groove 112 is also provided in the front area of ​​the concave groove 48 of the power frame 4, the geometry of which groove, in particular its width b and its length t, are designed such that when the non-inflated all-round impact protection 6 is attached / bent up, its layered structure can be inserted into the groove 112 according to Figures 14a, 14b, wherein the insertion depth is designed such that a rear-side pressure pipe recess 224 of the rear wall 180 (see Figure 21) can then be guided with some pretension over the pressure pipe 68 or the mouth 200 of the nozzle 202.By pumping up or actively moving the all-round impact protection 6 can then be moved out of the groove 112 again, so that it is fixed in position on the one hand in the groove 48 and on the other hand at the rear by the pressure pipe 68 or the nozzle 202.

[0144] Figures 26a, 26b disclose a variant of a board 1 according to the invention, in which the handling characteristics are further improved compared to the previously described solutions. Figure 26a shows—similar to Figure 22—a schematic side view of the board 1 with the all-round impact protection 6, which is inserted circumferentially into the groove 48 of the only partially visible power frame 4. To optimize the transition from displacement to planing, the board 1 shown is provided with a separation edge 226, which is formed on a rear section of the power frame 4.

[0145] This separation edge 226 is formed on a V-shaped part of the underwater hull 228 of the power frame 4. This is illustrated in Figure 26b, which shows a stern view of the board 1 according to Figure 26a. This illustration again shows the all-round impact protection 6 with the stern wall 180 penetrated by the pressure channel 68 and the nozzle 202.

[0146] The power frame 4 is - as already shown in Figure 26a - designed towards the stern 10 with the V-shaped underwater hull 228, the V-profile of which preferably increases towards the stern 10. The area of ​​the power frame 4 forming this V-shaped underwater hull 228 extends to the stern 10, with the separation edge 226 being located below (towards the water) the stern wall 180 and thus forming the stern 10 of the board 1. As explained above, the V-shaped design of the underwater hull 228 supports the steering of the board 1 through weight shifting, since the V-contour allows it to be tilted / positioned laterally more easily in order to initiate cornering independently of the transverse thruster system 34. The latter can, for example, be designed with at least its mouth area 230, 232 in the area of ​​this V-shaped underwater hull 228.It is preferred to form these orifice areas 230, 232 ovalized, whereby the actual drive, for example the impellers with the associated jet tubes, etc., is accommodated in the power frame 4.

[0147] In the illustration according to Figure 26b, the previously described intake scoop 184 of the radial pump 66 is indicated by dashed lines. This intake scoop 184 is not shown in the schematic illustration according to Figure 26a. In principle, the exemplary embodiments of boards 1 described above can also be designed with a V-shaped underwater hull 228 formed at the stern. The exemplary embodiments are not limited to the aforementioned V-shape; rather, any suitable convex underwater hull profile can be used to optimize the initiation of cornering and the transition to planing.

[0148] Finally, Figure 27 shows, in a highly simplified manner, the cross-section of the board 1 according to the invention, already mentioned in the description of Figure 14a), with the all-round impact protection 6, which extends with its bulges 50 into the groove 48 on the outer circumference of the power frame 4. The peripheral edges 234, 236 delimiting the respective groove 48 on the deck 2 or on the underwater hull 36 are designed in some of the previously described embodiments such that they run approximately in the region of the apex of the areas of the all-round impact protection 6 accommodated in the grooves 48, which a largely flush transition is ensured.

[0149] To improve support or force introduction, the two underwater hull-side peripheral edges 234, 236 visible in the illustration according to Figure 27 can be extended by the dimension L relative to the deck-side peripheral edges 238, 240. Similarly, the latter deck-side peripheral edges 238, 240 can also be extended by the dimension L relative to the underwater hull-side peripheral edges 234, 236. In principle, all peripheral edges can also be extended by the dimension L beyond the respective apex of the all-round impact protection 6 to improve support / force introduction, so that the deck or underwater hull area delimited by the power frame 4 is correspondingly somewhat enlarged.

[0150] Disclosed is a board with a power frame constructed as a hardboard, which is at least partially enclosed by a shock protection, wherein a drive integrated into the power frame is designed as an electric drive with a drive unit and a battery unit. List of reference symbols:

[0151] 1 board

[0152] 2 decks

[0153] 3 Drive unit

[0154] 4 Powerframe

[0155] 5 Battery unit

[0156] 6 bumper protection, all-round bumper protection, bow bumper protection

[0157] 8 Bug

[0158] 10 Rear

[0159] 12 Bow area

[0160] 13 air chamber

[0161] 14 legs

[0162] 15 air chamber

[0163] 16 legs

[0164] 17 Valve

[0165] 18 Cover

[0166] 19 Valve

[0167] 20 Battery recess

[0168] 21 Cover

[0169] 22 Display

[0170] 23 Recess

[0171] 24 Recess (drive unit)

[0172] 26 Intake scoop section

[0173] 27 Base plate

[0174] 28 intake duct

[0175] 29 Base plate

[0176] 30 longitudinal rib insert

[0177] 32 Thruster console

[0178] 34 Transverse thruster system

[0179] 36 Underwater hull

[0180] 38 final section

[0181] 40 final section

[0182] 42 Final profile

[0183] 44 Rear recess Outlet nozzle Concave bulge Circumferential wall Receptacle Waist Circumferential edge extension Inlet Circumferential edge extension Channels Support surface Pump axis Support surface Pump wheel Radial pump

[0184] Compressor screw Pressure channel Pump motor Mounting section Intake manifold Mounting section Wing Tail arch Impeller Battery module Battery module Control unit Outlet channel Tail console Mounting Mounting Support wall Support wall Portal opening Channel section

[0185] Portal side wall

[0186] Portal side wall

[0187] Portal area

[0188] Adhesive surface

[0189] Adhesive surface

[0190] Cover wall

[0191] floor wall

[0192] Nut

[0193] Stop projection

[0194] Counter bearing

[0195] Scope

[0196] Scope

[0197] Pass area

[0198] Fitting recess

[0199] Cove extension

[0200] Cove extension

[0201] bow body

[0202] Shock protection extension

[0203] Shock protection extension

[0204] sidewall

[0205] sidewall

[0206] End section shock protection extension

[0207] End section shock protection extension

[0208] Bag

[0209] Bag

[0210] undercut

[0211] undercut

[0212] Board sidewall

[0213] Board sidewall

[0214] Locking element

[0215] Hard rubber studs

[0216] base

[0217] Dropstitch material slit

[0218] contour

[0219] base

[0220] Center console

[0221] Level

[0222] front edge

[0223] Transition profile

[0224] EVA covering

[0225] Rear wall

[0226] Area

[0227] Intake scoop

[0228] Overhang

[0229] Deflector

[0230] Intake opening

[0231] Longitudinal rib

[0232] Housing

[0233] Leading edge

[0234] Fixation rail

[0235] cooling

[0236] mouth

[0237] Support

[0238] Floor

[0239] warehouse

[0240] Bearing element

[0241] final section

[0242] Cooling connection

[0243] cooling hose

[0244] heat sink

[0245] Return hose

[0246] Return connection

[0247] cooling

[0248] Pressure pipe recess

[0249] tear-off edge

[0250] V-shaped underwater hull Mouth area Mouth area Extended underwater hull peripheral edge Extended underwater hull peripheral edge Deck peripheral edge Deck peripheral edge

Claims

AMENDED CLAIMS received by the International Bureau on 07 April 2025 (07.04.2025) 1. Board with an electric drive unit (3) and a battery unit (5) assigned to it, which are inserted into at least one recess of a power frame (4) designed as a hardboard and with an at least partially inflatable impact protection (6) which is detachably connected to the power frame (4) in a force-locking and form-fitting manner and is preferably designed as an all-round impact protection, the power frame (4) having a concave groove (48) which runs at least in sections and into which correspondingly curved circumferential sections of the impact protection (6) engage, characterized in that the electric drive is designed with a radial pump (66) via which water is sucked in through an intake nozzle (71) on the planing surface / underwater vessel side, subjected to a centrifugal force and expelled at the rear under pressure through a pressure channel (68).

2. Board according to claim 1, wherein the radial pump (66) has a screw channel, which preferably increases in cross-section in the direction of the pressure channel (68), which opens into the single-part or multi-part pressure channel (68), the flow cross-section of which decreases towards the mouth (200).

3. Board according to one of the preceding claims, with a transverse thruster system (34), which is preferably designed with two approximately X-shaped transverse thrusters, which are designed in such a way that both cornering and reversing can be controlled.

4. Board according to one of the preceding claims, wherein the radial pump (66) is mounted with its pump axis (63) in the vertical direction on a bottom (204) of the recess (24), wherein the mounting is preferably carried out via a plurality of plastic bearings. 48 AMENDED SHEET (ARTICLE 19) 5. Board according to one of the preceding claims, wherein a control unit (80) of the drive unit (3) and / or the battery unit (5) is water-cooled, wherein coolant is branched off from the pressure side of the radial pump (66) and returned downstream of the control unit (80) or the battery unit (5) to the low-pressure side of the radial pump (66).

6. Board according to one of the preceding claims, wherein the intake nozzle (71) is designed as an intake scoop (184) opening in the direction of the bow (8), which is preferably provided with a deflector (186).

7. Board according to one of the preceding claims, wherein the impact protection is designed as an all-round impact protection (6) and is penetrated at the rear by the pressure channel (68).

8. Board according to one of the preceding claims, wherein a rear-side or deck-side peripheral edge (234, 236; 238, 240) of the groove (48) adjacent to the impact protection (6), preferably the all-round impact protection, is extended / widened relative to the respective other peripheral edge (234, 236; 238, 240) over the contact area of ​​the impact protection (6).

9. Board according to one of the preceding claims, wherein the impact protection (6) ends on both sides of a rear region, in particular a rear recess (44) of the board (1), wherein rear-side end sections (38, 40) of the impact protection (6) are connected by means of an end profile (42) and / or wherein the impact protection (6) is designed as a bow impact protection (6) forming the bow (8) of the board (1), which is designed with two impact protection extensions (132, 134) extending out of a bow body (130) of the bow impact protection (6), which extend along side cheeks (136, 138) up to a maximum of half the length (LB) of the power frame (4). 49 AMENDED SHEET (ARTICLE 19) 10. Board according to one of the preceding claims, wherein a region of the power frame (4) forming the underwater hull (228) is symmetrically convex, preferably V-shaped, said convexity increasing towards the stern (10).

11. Board according to claim 3 and 10, wherein flow channels of the transverse thruster system (34) open in the region of the convex, in particular V-shaped, region, preferably each with an oval cross-section.

12. Board according to one of claims 3 to 11, wherein the transverse thruster system (34) is formed with impellers (75) which are positioned in the power frame (4).

13. Board according to one of the preceding claims, wherein a flow separation edge (226) is formed on the rear side of the power frame (4) or on the all-round impact protection (6).

14. Board according to one of the preceding claims, wherein the drive unit (3) and the battery unit (5) are accommodated in a common recess (24) of the power frame (4), wherein preferably the drive unit (3) and the battery unit (5) are each assigned a cover (18) which can be opened or closed independently of one another and together cover the recess (24).

15. Board according to one of the preceding claims, wherein, preferably on the bow side, a groove (112) is formed in the hollow groove (48), the geometry of which groove is designed to receive adjacent sections of the all-round impact protection (6) in the deflated state in sections, so that a longitudinal displacement of the all-round impact protection (6) along the groove (112) with respect to the power frame (4) is possible. 50 AMENDED SHEET (ARTICLE 19) 16. Board according to claim 15, wherein the clear length of an inner peripheral wall of the all-round impact protection (6) encompassing the power frame (4) in the deflated state is less than the length of the power frame (4), wherein the displacement path within the groove (112) enables the all-round impact protection (6) to be positioned within the hollow groove (48) of the power frame (4). 51 AMENDED SHEET (ARTICLE 19)

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