Submersible vehicle

Abstract

The invention relates to a submersible vehicle comprising a hull (10) which, in the region of its underside, has a lower hull portion (30), wherein a flow channel (39.2) is at least partially accommodated in the hull (10) or wherein a flow channel (39.2) is associated with the hull (10), wherein the flow channel (39.2) is arranged at least partially within a flow channel receiving portion (38), in particular a protuberance (39.3), which preferably protrudes from the lower hull portion (30), wherein a water acceleration device, in particular a propeller (36), is arranged in the flow channel (39.2) and can be driven indirectly or directly by a motor (61) by means of a drive shaft (62). In order to improve the driving properties of such a submersible vehicle, according to the invention: downward-facing sliding surfaces (37) are provided on both sides of the hull (10); and at least one lift-generating wing (80) is arranged projecting from the lower hull portion (30) in order to generate buoyancy in the stern region of the submersible vehicle during driving operation.

Description

[0001] submersible vehicle

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

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

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

[0005] The launching vehicle can, for example, have a handle on each of the starboard and port sides, which a user can hold onto while driving. In particular, the handle can also be equipped with controls for controlling the submersible's functions. In particular, the submersible can be designed so that a user rests with part of their upper body in the stern area during ferry operations.

[0006] For example, the speed of an electric motor used to drive the propeller in the flow channel can be varied using one or more control elements. Submersible vehicles within the scope of the invention can preferably be designed such that they are driven at a speed of less than 4000 rpm, particularly preferably at a speed of less than 3000 rpm, on the drive shaft in order to achieve suitable propulsion power for both surface and underwater travel.

[0007] Preferably, in submersible vehicles according to the invention, the handles can be arranged in the front part of the watercraft, in particular in the bow area of ​​the submersible vehicle.

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

[0009] DE 10 2013 100 544 A1 discloses a swimming and diving aid in which a flow channel is incorporated into the hull. A propeller is arranged in the flow channel, which is driven by an electric motor via a drive shaft. The electric motor is powered by accumulators, which are also located in the hull.

[0010] Another submersible vehicle that can be used as a swimming and diving aid is known from US 2015 / 0217847 A1. A propulsion unit with a flow channel is mounted on the lower hull of the submersible vehicle. When the vehicle is floating at rest, i.e., not in ferry mode, the axis of rotation of the drive shaft, which drives the propeller in the flow channel, is aligned horizontally. This creates a horizontally aligned thrust plane. During surface travel, the hull-side dynamic pressure acting on the lower hull generates a righting moment that tilts the submersible vehicle. This increases water resistance.

[0011] The object of the invention is to provide a submersible vehicle of the type mentioned at the outset, which is designed to be flow-optimized for both surface travel and submerged travel.

[0012] This object is achieved by providing downward-facing planing surfaces on both sides of the hull and by arranging at least one buoyancy wing protruding from the lower part of the vessel to generate a buoyancy force in the stern area of ​​the submersible vehicle during ferry operation.

[0013] During ferry operation, the frontal airflow against the submersible (and possibly the weight of that part of the user's upper body resting on the submersible at the stern) acts on the vehicle. This tends to position the hull at the bow. The buoyancy vane(s) according to the invention counteracts this by generating a buoyancy force in the stern. This buoyancy force counteracts the position of the bow and thus stabilizes the submersible's position in the water in a streamlined position. In addition, the buoyancy vane(s) assist the submersible in planing. The buoyancy vanes generate a force that acts opposite to gravity. This force assists in lifting the submersible during surface travel. This allows the submersible to reach the planing surfaces more quickly and thus into the planing position.

[0014] The planing surfaces according to the invention thus serve to enable the watercraft to glide on the water surface. Accordingly, the planing surfaces can be used to convert the submersible from a displacement mode to a planing mode. In planing mode, the area exposed to the water surface is reduced, allowing significantly higher speeds to be achieved when traveling above water compared to conventional submersibles.

[0015] It has been shown that the buoyancy vanes also have a stabilizing effect during submerged travel, or at least do not interfere with ferry operation. During submerged travel, the entire submersible, and thus especially the upper hull, is surrounded by water. Since the upper hull also opposes the water's flow resistance, a downforce acting in the direction of gravity acts during submerged travel. This is at least partially compensated by the buoyancy vane(s), resulting in improved flow and thus improved handling even during submerged travel.

[0016] A position-stabilizing effect of the lift wings is particularly advantageous if it is provided that the at least one lift wing is arranged at least partially below the associated sliding surface.

[0017] A possible variant of the invention can be characterized in that the sliding surfaces are directly or indirectly connected to the flow channel receptacle, in particular the bulge, on both sides, and in that at least one lift vane is arranged on each of the starboard and port sides of the flow channel receptacle formed as a bulge. This allows for a compact design.

[0018] A particularly preferred variant of the invention provides that the lifting wing(s) is / are arranged at a distance from the gliding surface assigned to it / them, that the lifting wing is spaced opposite the gliding surface with an upper profile side, and that a channel section open towards the starboard or port side is formed on the lower hull between the upper profile side of the lifting wing and the facing gliding surface. Between the upper profile side and the gliding surface, particularly in this channel section, a flow region is formed through which water is accelerated during submerged travel. This effectively supports the suction effect acting on the lifting wing in the region of the upper profile side and thus the buoyancy force. With increasing travel speed, the amount of buoyancy force also advantageously increases.

[0019] An advantageous variant of the invention can be such that the upper profile side of the at least one buoyancy wing facing the upper hull of the submersible forms a suction side, and the opposite, downward-facing lower profile side forms a pressure side. Preferably, the extension of the upper profile side in the flow direction is greater than the extension of the lower profile side in the flow direction. Thus, the buoyancy wing acts similarly to a hydrofoil, effectively generating a buoyancy force in the stern area. The flow direction runs in the direction of the longitudinal extension of the submersible, from the bow to the stern.

[0020] This results in a flow-optimized design if the upper profile side is / are convex in at least some areas and / or the lower profile side is / are concave in at least some areas.

[0021] In order for the lifting wing to generate the smallest possible dynamic pressure, but nevertheless remain effective, it can be provided that the upper and lower profile sides of the at least one lifting wing merge into one another at the front in the flow direction via a wing nose, wherein it is preferably provided that the wing nose is convexly curved.

[0022] A submersible vehicle according to the invention can be such that a connecting line which, in the cross-section of the buoyancy wing, connects the front end of the buoyancy wing in the flow direction with the rear end of the buoyancy wing in the flow direction, extends parallel to a flat, planar region of the gliding surface (37) with a deviation of ±15°, preferably with a deviation of ±10°, particularly preferably with a deviation of ±5°. Such a submersible vehicle is designed to be flow-optimized, in particular for planing, for which purpose the angle of attack of the buoyancy wing is adapted to the inclination of the gliding surface. It is preferably provided that the buoyancy wing(s) is / are arranged in the region of the rear half of the submersible vehicle facing the stern, preferably in the region of the rear third of the submersible vehicle facing the stern.Such an arrangement is particularly suitable for a diving sled, where the user rests on the watercraft with only part of his upper body.

[0023] A variant of the invention can be such that the axis of rotation of the drive shaft forms a thrust axis, that a bow tip section of the hull is formed which extends from the bow tip in the direction of the vehicle stern over a length of 10%, preferably 5%, particularly preferably 2.5%, of the vehicle length measured from the bow tip to the stern end, and that the virtual thrust axis inclined downwards in the direction from the bow to the stern intersects the bow tip section.

[0024] Due to the obliquely rearward and downward tilt of the thrust axis, a water jet is generated that is directed diagonally downward during surface travel. This results in a thrust component that acts vertically downward. This thrust component tends to position the submersible at the rear in the stern area. However, the flow against the front of the submersible (and possibly the weight of the part of the user's upper body resting on the submersible at the stern area) counteracts this, attempting to position the hull at the bow. As a result, the water position of the submersible is further stabilized during surface travel, thus keeping flow resistance to a minimum.

[0025] Furthermore, the inclined thrust axis simplifies the transition into submerged mode or submerging, as the aforementioned vertical thrust component supports the descent after the bow is tilted downward. During submerged mode, the user can tilt the submersible vehicle appropriately, which stabilizes it in its underwater position and assumes the desired direction of travel. During submerged mode, the planing surfaces have little or no impact on the vehicle's handling, so this mode is also optimized.

[0026] According to one variant of the invention, the sliding surfaces can extend from the rear end of the sliding surfaces over at least 30%, preferably at least 40%, and particularly preferably at least 50% of the vehicle length, laterally adjacent to the flow channel and above the thrust plane, toward the bow. This creates sufficiently large sliding surfaces on the submersible vehicle in a space-saving manner. The sliding surfaces can preferably be designed as a flat or partially flat surface.

[0027] For the purpose of a space-optimized design, it can also be provided that the axis of rotation of the drive shaft, which forms the thrust axis, lies in a thrust plane, wherein two vectors spanning the thrust plane are arranged such that the first vector runs in the direction of the thrust axis and the second vector perpendicular to it in the floating position and in the rest position of the submersible vehicle horizontally from the port to the starboard side, and that the buoyancy wing is arranged completely or for the majority of its volume below the thrust plane.

[0028] Preferably, the sliding surfaces can intersect the thrust plane in an area spaced from the rear end by at least 20% and a maximum of 60% of the maximum vehicle length, preferably by at least 20% and a maximum of 50% of the maximum vehicle length, more preferably by at least 20% and a maximum of 40% of the maximum vehicle length. Shifting the intersection areas toward the center of the vehicle creates a particularly maneuverable submersible design. Particularly good handling characteristics for compact submersibles are achieved, in particular, when the sliding surfaces intersect the thrust plane in an area spaced from the rear end by at least 25% and a maximum of 40% of the maximum vehicle length. The invention is explained in more detail below with reference to an exemplary embodiment illustrated in the drawings. In the drawings:

[0029] Figure 1 shows a diving vehicle in the form of a swimming and diving aid in a perspective view from behind and diagonally above,

[0030] Figure 2 shows the submersible vehicle according to Figure 1 in perspective view from the front and diagonally below,

[0031] Figure 3 the submersible vehicle in side view from the left,

[0032] Figure 4 shows the submersible vehicle according to Figures 1 to 3 in a further perspective view from behind and diagonally below,

[0033] Figure 5 shows the submersible vehicle as shown in Figure 3, but in a schematic full-section view,

[0034] Figure 5a is a schematic detailed view along the section marked VV in Figure 5,

[0035] Figure 6 shows the submersible vehicle according to Figures 1 to 5 in a rear view and in a floating position at a standstill and

[0036] Figure 7 shows the watercraft according to Figures 1 to 6 from the front.

[0037] Figures 1 and 2 show a submersible vehicle designed as a buoyancy and diving aid. The submersible vehicle has a hull 10.

[0038] For example, as shown in Figure 1, the hull 10 may have an upper shell 20. The upper shell 20 may be formed in one piece or in multiple parts. A bow tip 21 is formed in the bow region 22 of the submersible vehicle. The bow tip 21 forms the front end of the submersible vehicle. For example, the bow tip 21 may be formed by the upper shell 20. However, it is also conceivable that the bow tip 21 is formed by the lower hull 30. The lower hull 30 may, for example, be formed by a lower shell that is connected to the upper shell 20. The lower shell may be formed in one piece or in multiple parts.

[0039] A handle 24 is attached to the upper shell 20 on each of the starboard and port sides. At least one control element 25 can be attached to one or both of the handles 24. The control element(s) 25 can be used to control functions of the submersible. As can be seen from the illustrations, the handles 24 are preferably mounted in the bow area 22 of the submersible.

[0040] A display 23 is arranged centrally in the area of ​​the upper shell 20, preferably in the area between the two handles 24. Information about the operating status of the submersible vehicle can be displayed on the display 23 and read by a user.

[0041] Armrests 26 are connected to the handles 24 toward the stern 27 of the vessel. The armrests 26 extend on the port and starboard sides, respectively.

[0042] Figure 1 further shows that a charging port 28 can be provided in the area of ​​the upper shell 20. The charging port 28 is covered with a cover cap. This cap can be removed, thus exposing the electrical contacts of the charging port 28. The submersible vehicle can be connected to a power supply via the charging port 28 in order to charge at least one accumulator 60, which is housed in the hull 10 of the submersible vehicle.

[0043] Figs. 1 and 2 show that the upper shell 20 can be spherically curved, particularly biconvex, adjacent to the bow tip 21. This results in a streamlined shape optimized for underwater travel. The lower hull 30 can be designed to have a rounded area 31 adjacent to the bow tip 21, which can be spherically curved, particularly biconvex. Such a design is streamlined for both surface and underwater travel.

[0044] As Figures 1 and 5 show, a bulge 32 can be present in the rounded area 31, which delimits a space arranged in the hull 10. A component of the submersible vehicle can be accommodated therein. For example, an electric motor 61 and / or a control unit 63, which is installed in the bow area 22 of the hull 10, can be accommodated in the area of ​​the bulge 32 in the hull 10, as shown in Figure 5. This supports a compact design.

[0045] Figures 2 and 4 illustrate that the lower hull 30 has sliding surfaces 37, preferably immediately adjacent to the rounded area 31. The sliding surfaces 37 preferably extend on the port and starboard sides.

[0046] The sliding surfaces 37 can preferably be guided to the stern 27 of the submersible vehicle, where they then form end sections 37.3.

[0047] The sliding surfaces 37 can be designed as three-dimensional surfaces. The sliding surfaces 37 can also be designed as flat surfaces or at least have such a flat surface.

[0048] Figures 1 and 4 illustrate that the sliding surfaces 37 extend on both sides of a flow channel receptacle 38. The flow channel receptacle 38 protrudes at the bottom of the lower hull 30. The flow channel receptacle 38 may have two spaced-apart side walls 38.1, which directly or indirectly adjoin the sliding surfaces 37 on the port and starboard sides, for example via preferably concave rounded transitions 38.3. The two side walls 38.1 may be connected to one another via a connecting section 38.2, wherein the connecting section 38.2 is curved, preferably convex.

[0049] Preferably, the spherically curved area 32 merges into the planing surfaces 37, with the bow tip 21 positioned above the planing surfaces 37. When the submersible travels above water, the water is then directed beneath the planing surfaces 37 to achieve optimized flow to these areas. Furthermore, disruptive splashing is avoided or prevented.

[0050] The flow channel receptacle 38 forms or encloses a portion of the hull 10, within which a flow channel 39.2 is housed. The flow channel 39.2 forms a flow inlet, approximately in the center of the submersible. In the area of ​​the stern 27, the flow channel 39.2 forms a flow outlet 39.

[0051] The flow channel 39.2 can be formed and / or delimited at least in regions by a single-part or multi-part hollow body, wherein it can be provided that the hollow body is held at least in regions in the flow channel receptacle 38.

[0052] Figures 1 and 5 illustrate that the flow outlet 39 is delimited by a preferably circumferential boundary edge 39.1.

[0053] A guide element 33 is arranged in the area of ​​the flow inlet. The guide element 33 can be formed, preferably in one piece, with the lower shell that forms the lower hull 30. However, it is also conceivable for the guide element 33 to be formed as a separate component that is connected to the lower hull 30. The guide element 33 can be designed such that it forms an underside edge 33.1 of a wall 33.3. The edge 33.1 and thus also the wall 33.3 extend in the direction from the bow to the stern 27. Preferably, the wall 33.3 of the guide element 33 divides the area of ​​the inlet opening into the flow channel 39.2 into two sub-areas. This forms two, preferably separate, supply areas 34.1 and 34.2. The first feed area 34.1 runs on the port side and the second feed area 34.2 on the starboard side.

[0054] However, it is not necessary for the wall 33.3 to completely separate the two supply areas 34.1 and 34.2. Rather, it may also be provided that overflow areas are formed between the two supply areas 34.1 and 34.2.

[0055] Furthermore, it may be the case that the guide element 33 is connected to the connecting section 38.2 of the flow channel receptacle 38, preferably adjacent to the edge 33.1.

[0056] As the drawings show, the guide element 33 can be coupled to a connection point 33.4 on the inflow-side edge of the flow channel receptacle 38. Adjacent to the connection point 33.4, the guide element forms a fastening section 33.5. By means of this fastening section 33.5, the guide element 33 is fastened, for example, integrally formed, to the inner side of the connecting section 38.2 facing the flow channel 39.2.

[0057] It is preferably provided that the wall 33.3 forms a fastening section 33.4 which extends into the flow channel 39.2, so that the wall 33.3 is also connected on the inside of the connecting section 38.2 in the direction of the rear 27 to the connecting section 38.2 by means of a correspondingly designed fastening section 33.5, as shown in particular in Figure 5.

[0058] Preferably, the flow channel holder 38 is designed as one piece with the guide element 33.

[0059] The guide element 33 extends toward the rear 27, past the edge of the connecting section 38.2 facing the inlet opening, and into the flow channel 39.2 in the region of the connection point 33.4. The guide element 33 separates two supply areas 34.1, 34.2 from each other in the flow channel 39.2 downstream of this connection point 33.4.

[0060] Figure 5 also illustrates that preferably the projection of the connection point 33.4 perpendicular to the rotational axis D of the drive shaft 62 into the thrust plane FE of the submersible vehicle results in a projected connection point 33.4', and that the guide element 33 extends beyond this projected connection point 33.4' into the flow channel 39.2.

[0061] As the drawings show, the guide element 33 extends past a drive shaft 62 toward the top side 0 of the submersible vehicle and perpendicular to the rotational axis D of the drive shaft 62 into the flow channel 39.2. Opposite the connection point 33.4, the guide element 33 is directly or indirectly coupled to the flow channel receptacle 38 or a component delimiting the flow channel 39.2 by means of a coupling section 33.6.

[0062] Preferably, the guide element 33 has a passage 33.7 in the flow channel 39.2 downstream of the inlet opening. A sheath tube 64, which accommodates the drive shaft 62, is guided through this passage 33.7 into the flow channel 39.2. Preferably, the sheath tube 64 is sealed from the passage 33.7.

[0063] As Figure 5a shows, the area of ​​the guide element 33 that forms the passage has a thickened cross-section and is bulged, preferably convexly curved, on its sides. Guide element sections 33.9 of the guide element 33 are connected to the area that forms the passage 33.7, preferably adjoining the boundary surfaces 33.8, on opposite sides. As the drawings show, the guide element sections 33.9 can extend in opposite directions toward the inner wall of the flow channel 39.2. Here, the guide element sections can be connected to the flow channel or another component, e.g., the flow channel receptacle. The guide element sections 33.9 are preferably wing-shaped.

[0064] Figure 5a illustrates that the guide element 33 can be split in the area of ​​the feedthrough 33.7. The split plane 33.10 may extend through the feedthrough 33.7, which allows for simplified assembly of the cladding tube 64.

[0065] The guide element 33 can preferably be designed such that it is guided with a transition 33.2 into the bow-side rounded area 31, as Figures 4 and 5 illustrate.

[0066] Furthermore, it may be the case that the wall 33.3 runs forward, i.e. towards the bow, with a decreasing height.

[0067] The wall 33.3 forms water guiding surfaces on both sides, which extend from the bow area 22 towards the stern 27 and which guide the flowing water towards the associated supply area 34.1 or 34.2.

[0068] Figure 5 illustrates that a motor 61, preferably an electric motor, is arranged in the interior of the hull 10, which motor drives a propeller 36 by means of a drive shaft 62. Preferably, the drive shaft 62 is guided within a cladding tube 64, so that the rotating drive shaft 62 has little or no influence on the water flow guided in the supply area 34.1, 34.2.

[0069] The propeller 36 is non-rotatably connected to the drive shaft 62 and arranged in the flow channel 39.2. This is illustrated in Figure 5. A centring unit 35, preferably in the form of a centering star, is held in the flow channel 39.2 upstream of the propeller 36 in the direction of flow.

[0070] The centrifugal unit 35 may have a hub 35.1. Centrifugal vanes 35.2 are connected to the hub 35.1. The centrifugal vanes 35.2 may preferably be connected to the inner wall of the flow channel 39.2 at the ends facing away from the hub 35.1, preferably connected thereto in one piece.

[0071] By means of a receptacle of the hub 35.1 of the centering unit 35, the drive shaft 62 is guided and preferably kept centered in the flow channel 39.2.

[0072] Preferably, at least three centering vanes 35.2 are used, which are arranged offset from one another in the circumferential direction of the drive shaft 62, preferably with the same pitch.

[0073] Particularly preferably, it can be provided that the wall 33.3 of the guide element 33 is connected to the centering unit 35 at least in some areas, preferably in one piece. For example, it can be provided that the wall 33 is connected to the hub 35.1 and / or to at least one of the centering vanes 35.2. Preferably, the wall 33.3 is connected to the centering unit 35 in one piece. This reduces the number of parts required and improves manufacturing accuracy. Furthermore, this results in improved flow behavior in the flow channel 39.2, since a more compact design is then possible.

[0074] A flow stator 40 can preferably be arranged in the flow channel 39.2 downstream of the propeller 36. The flow stator 40 is preferably arranged in the region of the rear end of the flow channel 39.2. The flow stator 40 has a plurality of stator vanes 41, which preferably extend radially to a thrust axis 53, which coincides with the rotational axis D of the drive shaft 62.

[0075] The arrangement of the stator blades 41 can be clearly seen in Figures 4 and 6. As these drawings illustrate, the stator blades 41 can be connected to one another centrally in the flow channel 39.2 by means of a stator tip 42. The propeller 36 generates a rotating water jet in the flow channel 39.2. The flow stator 40 serves to reduce the rotation in the water jet or, ideally, to direct it without swirling. This results in improved thrust performance.

[0076] As Figures 4 and 6 illustrate, the axis of rotation D of the drive shaft 62 forms a thrust axis 53. The thrust axis 53 lies in a thrust plane FE, with two vectors spanning the thrust plane FE being arranged such that the first vector lies in the direction of the thrust axis 53 and the second vector perpendicular thereto in floating and, in the rest position of the submersible vehicle, runs horizontally between the port and starboard sides, i.e. perpendicular to the image plane in Figure 5. A central longitudinal plane ME, perpendicular to the thrust plane FE and containing the thrust axis 53, runs between the port and starboard sides, as shown in Figure 6 (i.e. in the image plane in Figure 5). The central longitudinal plane ME can be arranged such that it intersects the boundary edge 39.1 of the flow outlet 39 at an upper boundary point P, as shown in the drawings.

[0077] It can be provided that a boundary line 52 intersecting the bow tip 21 and the upper boundary point P encloses an angle y with the thrust plane FE, preferably in the range between 2° and 7°.

[0078] Preferably, the boundary line 52 lies in a horizontal plane HE, wherein two vectors spanning the horizontal plane HE are arranged such that the first vector runs in the direction of the boundary line 52 and the second vector perpendicular thereto between the port and starboard sides parallel to the thrust plane FE, as illustrated in Figure 5. The sliding surfaces 37 intersect the horizontal plane HE with their stern ends and penetrate it in the direction from the bow to the stern from bottom to top, as shown in Figure 5.

[0079] Figure 5 further illustrates that it is possible for the rear ends of the sliding surfaces 37 to end above the flow outlet 39. Thus, the entire flow outlet 39 is arranged completely below the horizontal plane HE and / or below the rear ends of the sliding surfaces 37. However, it is also conceivable for the rear ends of the sliding surfaces 37 to end below the horizontal plane HE. In this case, it is possible, for example, for the rear ends of the sliding surfaces 37 to end at a maximum distance of M = 0.2 * X, preferably M = 0.1 * X, from the horizontal plane HE and below the horizontal plane HE, where X is the maximum clear opening dimension of the flow outlet 39. In the present exemplary embodiment, the maximum clear opening dimension X is the diameter of the circular flow outlet 39 (see Figure 6).

[0080] Figure 5 further illustrates that the boundary edge 39.1, which delimits the flow outlet 39, forms a surface at the rear. This surface is inclined at an angle p to the horizontal plane 52. This angle p is preferably selected in the range greater than 84°, and more preferably in the range between 84° and less than 110°, particularly preferably in the range greater than 90° and less than 110°.

[0081] If the angle p is selected to be greater than 90°, a downward sloping flow direction is created, so that the water jet does not, or no longer strongly, illuminate the part of the user lying in the water, which is located behind the stern of the watercraft.

[0082] As Figure 5 further illustrates, at least one, preferably two, accumulators 60 may be accommodated within the fuselage 10. If two accumulators 60 are used, they may be positioned on either side of the central longitudinal plane ME. Preferably, the two accumulators 60 are arranged symmetrically to the central longitudinal plane ME.

[0083] Preferably, the accumulators 60 are arranged completely above the thrust plane FE.

[0084] Preferably, the accumulators 60 extend, for the most part, above the horizontal plane HE. These measures achieve a good weight distribution in a watercraft according to the invention, which leads to a stable floating position.

[0085] The accumulator(s) 60 may comprise a tubular section in the form of a hollow profile 64, within which a plurality of accumulator cells are arranged. At its longitudinal ends, the tubular section is sealed in a watertight manner by means of covers 65, 66. Preferably, electronics for monitoring and / or controlling the accumulator cells are housed within the sealed area of ​​the tubular section.

[0086] As Figure 5 shows, a flooding chamber 70 may be formed in the hull 10. The flooding chamber 70 communicates with the environment via water passages. At least one water inlet opening 71 may be present in the bow area and at least one water outlet opening 72 in the stern area of ​​the submersible. The water inlet opening 71 and / or the water outlet opening 72 may penetrate the hull, for example, being formed by the lower and / or upper shell of the submersible.

[0087] When the submersible vehicle is placed in the water, the flooding chamber 70 fills with ambient water via the water passages. During travel in water, in particular during submerged travel, a water flow develops in the flooding chamber 70 from the water inlet opening 71 to the water outlet opening 72, thus ensuring continuous cooling of the electrical components, in particular the accumulators 60 in the flooding chamber 70. Furthermore, the flooding chamber 70 offers the possibility of accommodating water as a variable mass component by being filled, partially filled, or emptied with water. If the flooding chamber 70 is filled or partially filled, it simplifies the transition from surface travel to underwater travel. When the submersible vehicle is lifted out of the water, the flooding chamber empties via the water passages.Preferably, it can also be additionally provided that on the starboard side 11 and / or on the port side 12 there is a water passage opening through which the water can be emptied from the flooding space 70 when the submersible vehicle is lifted out of the water.

[0088] Figure 5 also illustrates that, for example, a control unit 63 may be arranged in the hull 10, by means of which all or at least some of the functions of the submersible vehicle can be electrically controlled. The control unit 63 may be assigned to the motor 61 and electrically and / or mechanically connected to it.

[0089] According to a design variant, the control unit 63 may be arranged in the flooding chamber 70 in addition to or alternatively to the accumulator(s) 60.

[0090] Figure 5 also shows that, for example, the engine 61 can be arranged for most of its volume below the horizontal plane HE in order to optimize the weight distribution.

[0091] According to a design variant, the electric motor 61 may be arranged in the flooding chamber 70 in addition to or as an alternative to the accumulator(s) 60 and in addition to or as an alternative to the control unit 63.

[0092] Figures 2 and 7 show that the sliding surfaces 37 are present on both sides of the flow channel receptacle 38 on the lower hull 30 and are arranged facing downwards. The sliding surfaces 37 may be formed, at least in some regions, by flat surfaces, by three-dimensionally shaped surfaces, or by a combination of a three-dimensionally shaped surface and at least one flat surface. In the present exemplary embodiment, the sliding surfaces 37 are partially, preferably largely, formed by flat surfaces.

[0093] As Figure 2 shows, the end sections 37.3 of the planing surfaces 37 are adjoined in the direction of the bow by the middle sections 37.2. The middle sections 37.2 also run on the port and starboard sides, respectively, laterally next to the flow channel receptacle 38. Away from the end sections 37.3, the middle sections 37.2 each merge into a planing surface front section 37.1. The planing surface front section 37.1 extends past the inlet opening of the flow channel receptacle 38 and preferably extends into the bow region 22. The planing surface front sections 37.1 preferably serve to continuously transition the planing surfaces 37, directly or indirectly, into the rounded region 31 in the bow region 22.

[0094] The drawings show that the sliding surfaces 37 form a sliding plane 51. The sliding plane 51 can be formed by the sliding surfaces 37 themselves, if these are designed as flat surfaces or largely as flat surfaces.

[0095] If the sliding surfaces 37 are not designed as flat surfaces or not completely as flat surfaces, the sliding plane 51 is formed by an averaged virtual sliding surface plane, wherein this averaged virtual sliding surface plane is arranged such that the surface parts of the sliding surface 37 extend in equal area proportions above and below this averaged virtual sliding surface plane.

[0096] The drawings illustrate that a reference longitudinal line of the flat surface or the averaged virtual gliding surface plane, which runs in the direction from the bow to the stern 27 and passes through the center of gravity of the flat surface or the averaged virtual gliding surface plane, encloses a gliding angle ß with the thrust plane FE. In the present exemplary embodiment, the gliding angle ß can be selected in the range between 2° and 20°, preferably in the range between 4° and 15°, particularly preferably in the range between 8° and 14°, particularly preferably in the range between 11° and 14°.

[0097] Figure 6 illustrates that the flat surface of the sliding surfaces 37, or the averaged virtual sliding surface plane, is set at an angle of attack a=0° to the thrust plane FE. However, this angle of attack a can also be > 0°, in which case the angle of attack a preferably opens towards the starboard or port side. Finally, Figure 5 also illustrates that an angle θ is enclosed between the sliding plane 51 and the horizontal plane 52, which opens towards the bow side. This angle θ is preferably selected in the range between 3° and 14°, preferably between 5° and 12°, particularly preferably between 5° and 10°.

[0098] Figure 5a illustrates that the centner unit 35 can be arranged in the central longitudinal plane ME and can preferably be formed symmetrically to the central longitudinal plane ME.

[0099] The centering unit 35 preferably has at least two centering vanes 35.2, which keep the passage area (hub 35.1) at a distance from the inner wall of the flow channel 39.2. Preferably, at least one of the centering vanes 35.2 is arranged in alignment with the guide element 33 in the direction of the rotational axis D of the drive shaft 62. The guide element 33 can be connected to the centering vane 35.2 directly or separately via a narrow gap.

[0100] Figure 1 illustrates that the width of the guide element 33, extending perpendicular to the central transverse plane ME, increases, preferably continuously, in the direction from the stern to the bow. It may also be the case that the guide element 33, at its bow-side end facing away from the stern 27, merges into a rounded area 31 of the lower hull 30 that curves toward the underside U. The rounded area 31 is arranged in the bow area 22 and more preferably extends from the guide element 33 to the bow tip 21.

[0101] As shown in Figure 5, the submersible vehicle advantageously has, in addition to the flow channel 39, a flooding chamber 70 in the hull 10, which is connected to the environment via one or more inlet openings 71 and one or more outlet openings 72. Preferably, at least one inlet opening 71 is arranged in the region of a one-piece or multi-piece upper shell 20 of the submersible vehicle directed towards the upper side 0. In the submersible vehicle shown in the drawings, the axis of rotation D of the drive shaft 62 forms a virtual thrust axis 53, with the downward-facing sliding surfaces 37 adjoining the flow channel receptacle 38, in particular the bulge 39.3, on the lower hull 30 on both sides.Figure 5 illustrates that a bow tip section B1-B3 of the hull 10 is formed, which extends from the bow tip 21 in the direction of the vehicle stern over a length of 10%, preferably 5%, particularly preferably 2.5%, of the vehicle length L measured from the bow tip 21 to the stern end. The virtual thrust axis 53, which is inclined downwards in the direction from the bow to the stern, intersects the bow tip section B1-B3.

[0102] Figures 3 and 5 illustrate that the sliding surfaces 37 preferably extend from the rear end of the sliding surfaces 37 over at least 30%, preferably at least 40%, particularly preferably at least 50%, of the vehicle length L laterally next to the flow channel 39.2 and particularly preferably above the thrust plane FE in the direction of the bow 22.

[0103] In particular, it may be the case that the sliding surfaces 37 intersect the shear plane FE.

[0104] Figures 3 and 6 show that the virtual thrust axis 53 lies in a thrust plane FE, wherein two vectors spanning the thrust plane FE are arranged such that the first vector runs in the direction of the thrust axis 53 and the second vector perpendicular to it in the floating position and in the rest position of the submersible vehicle horizontally from the port to the starboard side 11, 12 (perpendicular to the image plane in Figure 5). Furthermore, a central longitudinal plane ME is provided which is perpendicular to the thrust plane FE and accommodates the thrust axis 53. It can be the case, as shown in Figure 5, that the sliding surfaces 37 intersect the thrust plane FE in the region of the vehicle hull, wherein it is preferably provided that the sliding surfaces 37 intersect the thrust plane FE in a region which is spaced from the bow end and / or the stern end by 25% of the vehicle length L. Preferably, it is the case, as shown in Figure 5.5 shows that the sliding surfaces 37 intersect the thrust plane FE in a region which is spaced 25% from the rear end.

[0105] As shown in Figure 2, for example, at least one foot 90 can be arranged in the area of ​​the underside of the flow channel holder 38. The submersible vehicle can be parked on this foot on land without damaging the flow channel holder 38. Preferably, the foot 90 is connected to the flow channel holder 38 as a single piece.

[0106] Additionally or alternatively, one or more adjustable feet 100 can also be provided on the bow side, for example, molded onto the underside of the hull 10. Here, too, the adjustable feet 100 serve to park the submersible vehicle on land without causing damage.

[0107] Figure 2 further illustrates that at least one buoyancy wing 80 can be provided on the christening vehicle. As the illustrations illustrate, in a submersible vehicle according to the invention, two buoyancy wings 80 can be provided in the stern area, one projecting on the starboard side and the other on the port side.

[0108] Preferably, the lift vanes 80 are arranged on the lower hull 30 and particularly preferably on the flow channel receptacle 38 in the region of the bulge 39.3, as the drawings illustrate.

[0109] To reduce the parts and assembly effort, the lift vanes 80 can be formed in one piece with the flow channel holder 38.

[0110] In particular, Figure 3 illustrates that, in order to be effective, the lift wings 80 can be arranged in the region of the rear half of the vehicle length L, preferably in the region of the rear third of the vehicle length L. The arrangement of the lift wings 80 can be such that they face the gliding surfaces 37.

[0111] Figure 3 also illustrates that the lift vanes 80 are arranged in the region below the thrust plane FE or at least most of their volume is arranged below the thrust plane FE.

[0112] The buoyancy vanes 80 are assigned to the associated sliding surface 37 such that an upper profile side 85 of the buoyancy vane 80 faces the sliding surface 37, forming a spaced area. Thus, an outwardly open channel section 86 is formed between the upper profile side 85 and the sliding surface 37, through which the water is directed during ferry operation.

[0113] Figure 3 further illustrates that the lift wing 80 can be designed such that a connecting line FL, which connects the front end of the lift wing 80 in the flow direction with the rear end of the lift wing 80 in the flow direction, can be adapted in its inclination to the orientation of the sliding surface 37. In the present exemplary embodiment, the lift wing 80 is opposite a flat surface region of the sliding surface 37. The connecting line FL is parallel to the flat region of the sliding surface with a deviation of a maximum of 15°, preferably with a deviation of a maximum of 10°, particularly preferably with a deviation of a maximum of 5°. In the present exemplary embodiment, the connecting line FL is parallel to the flat region of the sliding surface 37.

[0114] It is also possible for the connecting line FL to be arranged at an angle to the thrust plane FE, wherein the angle formed by the connecting line FL with the thrust plane FE is selected in the range between 3° and 18°, preferably in the range between 7° and 16°, particularly preferably in the range between 9° and 15°, as shown in Figure 3. The buoyancy vanes 80 are designed such that they generate a buoyancy force in the stern region of the submersible vehicle in the direction of the upper hull. Preferably, the largest part of the buoyancy force generated by the buoyancy vanes 80 acts in a direction perpendicular to the thrust plane FE.

[0115] Figure 3 shows that the cross-sectional design of the lift wings 80 is preferably such that the lift wings 80 have a convex upper and a concave lower profile side 85 and 84. The profile length of the upper profile side 85 in the flow direction (that is, the extension in the direction of the vehicle length L) is greater than the profile length of the lower profile side 84 in the flow direction.

[0116] This creates, similar to an airfoil, a suction side in the area of ​​the upper profile side and a pressure side in the area of ​​the lower profile side 84. If the lift wing 80 is subjected to airflow during flight operation, the pressure difference between the suction and pressure sides creates the lift force.

[0117] The upper profile side 85 can preferably be transitioned into the lower profile side 84 by means of a wing leading edge 81 at the front in the flow direction. The wing leading edge 81 preferably has a convexly rounded geometry, as illustrated in the drawings. In the rear flow direction, the upper profile side 85 transitions into the lower profile side 84 via a trailing edge 83. The trailing edge 83 may also form a convexly rounded region.

[0118] Figure 2 illustrates that the projection width by which the lift vanes 80 protrude laterally beyond the contour of the flow channel receptacle 38 can increase, preferably continuously, in the direction of flow. In this case, the maximum projection width of the lift vanes 80 can be arranged in the end region of the lift vane 80 facing the rear region, as shown in Figure 2.

[0119] It may be the case that the center of gravity of the upper profile side 85 and / or the lower profile side 84 is closer to the rear end of the lifting wing 80 than to the front end of the lifting wing 80. In particular, it may be the case that the maximum overhang width is shifted relative to the central region 82 of the lifting wing 80 toward the rear end of the lifting wing 80.

[0120] During ferry operation, the buoyancy vane 80 generates a buoyancy force in the stern area of ​​the watercraft. This buoyancy force at least partially compensates for the force resulting from the frontal flow against the hull 10. In Figure 3, this frontal flow causes a clockwise righting moment around the center of the vehicle. The buoyancy force generated by the buoyancy vanes 80, in contrast, generates a counterclockwise buoyancy moment. This buoyancy moment thus stabilizes the attitude of the submersible and prevents undesirable tilting.

[0121] In addition, the buoyancy force of the buoyancy wings also causes the submersible vehicle to lift against the direction of gravity during the transition to planing, so that the submersible vehicle reaches the surface of the water more quickly with its planing surfaces 37 during surface travel.

[0122] Surprisingly, it has been shown that this can reduce the planing speed required to bring the submersible vehicle into planing mode.

Claims

Claims 1. Submersible vehicle with a hull (10) which has a lower section (30) in the region of its underside, wherein a flow channel (39.2) is accommodated at least in part in the hull (10) or wherein a flow channel (39.2) is assigned to the hull (10), wherein the flow channel (39.2) is arranged at least in part within a flow channel receptacle (38), preferably protruding from the lower section (30), in particular a bulge (39.3), wherein a water acceleration device, in particular a propeller (36), is arranged in the flow channel (39.2), which can be driven directly or indirectly by a motor (61) by means of a drive shaft (62), characterized in that downwardly directed sliding surfaces (37) are provided on both sides of the hull (10), and in that at least one buoyancy vane (80) is arranged projecting from the lower section (30) for generating a buoyancy force in the stern region of the submersible vehicle during ferry operations.

2. Submersible vehicle according to claim 1, characterized in that the at least one buoyancy wing (80) is arranged at least partially below the associated sliding surfaces (37).

3. Submersible vehicle according to claim 1 or 2, characterized in that the buoyancy wing or wings (80) is / are arranged at a distance from the sliding surface (37) assigned to it / them, that the buoyancy wing (80) faces the sliding surface (37) with an upper profile side (85), and that a channel section (86) open towards the starboard or port side (11, 12) is formed on the lower part of the vessel (30), preferably between the upper profile side (85) of the buoyancy wing (80) and the facing sliding surface (37).

4. Submersible vehicle according to one of claims 1 to 3, characterized in that the sliding surfaces (37) are directly or indirectly connected to the flow channel receptacle (38), in particular the bulge (39.3), on both sides, and that on the starboard and port sides (11, 12) of the flow channel receptacle (38) designed as a bulge (39.2), at least one lift wing (80) is arranged on both sides.

5. Submersible vehicle according to one of claims 1 to 4, characterized in that the upper profile side (85) of the at least one buoyancy wing (80) directed towards the upper hull of the submersible vehicle forms a suction side and the opposite, downwardly directed lower profile side (84) forms a pressure side, wherein it is preferably provided that the extension of the upper profile side in the flow direction is greater than the extension of the lower profile side in the flow direction.

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

7. Submersible vehicle according to one of claims 5 or 6, characterized in that the upper and lower profile sides (85, 84) of the at least one buoyancy wing (80) merge into one another at the front in the direction of flow via a wing nose (81), wherein it is preferably provided that the wing nose (81) is convexly curved.

8. Submersible vehicle according to one of claims 1 to 7, characterized in that a connecting line (FL) which, in the cross section of the buoyancy wing (80), connects the front end of the buoyancy wing (80) in the direction of flow with the rear end of the buoyancy wing (80) in the direction of flow, extends parallel to a flat, planar region of the sliding surface (37) with a deviation of ±15°, preferably with a deviation of ±10°, particularly preferably with a deviation of ±5° and / or that the connecting line (FL) encloses an angle with the thrust plane (FE) of the submersible vehicle in the range between X° and Y°, preferably in the range between X° and Y°, particularly preferably in the range between X° and Y°.

9. Submersible vehicle according to one of claims 1 to 8, characterized in that the buoyancy wing or wings (80) is / are arranged in the region of the rear half of the submersible vehicle facing the stern (27), preferably in the region of the rear third of the submersible vehicle facing the stern (27).

10. Submersible vehicle according to one of claims 1 to 9, characterized in that the axis of rotation (D) of the drive shaft (62) forms a thrust axis (53), that a bow tip section (B1-B3) of the hull (10) is formed, which extends from the bow tip (21) in the direction of the vehicle stern over a length of 10%, preferably 5%, particularly preferably 2.5%, of the vehicle length (L) measured from the bow tip to the stern end, and wherein the virtual thrust axis (53) inclined downwards in the direction from the bow to the stern intersects the bow tip section (B1-B3).

11. Submersible vehicle according to one of claims 1 to 10, characterized in that the buoyancy wing (80) protrudes in the direction of the port side (12) or the starboard side (11) with a projection (Ü) of at least 20 [mm], preferably at least 30 [mm], particularly preferably at least 40 [mm], beyond the contour of the hull (10), in particular beyond the flow channel receptacle (38) designed as a bulge (39.2), and / or that the extension of the buoyancy wing(s) (80) in the flow direction from the bow to the stern end is at least 50 [mm], preferably at least 100 [mm], particularly preferably at least 150 [mm].

12. Submersible vehicle according to one of claims 1 to 11, characterized in that the sliding surfaces (37) extend from the rear end of the sliding surfaces (37) at least over 30%, preferably at least over 40%, particularly preferably at least over 50%, of the vehicle length (L) laterally next to the flow channel (39.2).

13. Submersible vehicle according to one of claims 1 to 12, characterized in that the axis of rotation (D) of the drive shaft (62), which forms the thrust axis (53), lies in a thrust plane (FE), wherein two vectors spanning the thrust plane (FE) are arranged such that the first vector runs in the direction of the thrust axis (53) and the second vector perpendicular thereto in the floating position and in the rest position of the submersible vehicle horizontally from the port to the starboard side (11, 12), and that the buoyancy wing is arranged completely or for the majority of its volume below the thrust plane.

14. Submersible vehicle according to claim 13, characterized in that the sliding surfaces (37) intersect the thrust plane (FE) in the region of the vehicle hull, wherein it is preferably provided that the sliding surfaces (37) intersect the thrust plane (FE) in a region which is spaced from the rear end by at least 20% and a maximum of 60% of the maximum vehicle length, preferably by at least 20% and a maximum of 50% of the maximum vehicle length, more preferably by at least 20% and a maximum of 40% of the maximum vehicle length, particularly preferably by at least 25% and a maximum of 40% of the maximum vehicle length.

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