Submersible vehicle

Abstract

The invention relates to a submersible vehicle comprising a hull (10) in which a flow channel (39.2) is at least partially accommodated, 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 adapt the hydrodynamics of such a submersible vehicle both for underwater travel and for surface travel, according to the invention a lateral fin (110) is arranged on each of the port and starboard sides in the region of the stern of the hull (10), each lateral fin being adjustable between at least two operating positions.

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 arranging a side wing on the starboard and port sides in the region of the stern of the hull. Preferably, at least one side wing is adjustable between at least two operating positions or can be brought into two different operating states. Because the two side wings are adjustable relative to the hull, the hydrodynamics and thus the ferry operation of the submersible vehicle can be specifically influenced for both surface and underwater travel. For surface travel, it has proven suitable if the side wings are in a laterally extended position at the stern, where they form a hull widening. The side wings can therefore be guided on the water surface during surface travel and support the submersible vehicle, which leads to improved lateral stability. The side wings have no or only an insignificant influence on the maneuverability of the submersible vehicle.In addition, the side wings then also serve as additional airflow surface, which counteracts the water resistance. This creates an upright force on the stern of the submersible that acts against the direction of gravity. This upright force leads to a righting moment. This moment rotates in the opposite direction to the righting moment caused by the airflow approaching the submersible at the front. This way, the water position of the submersible is aligned in a streamlined manner when traveling above water. For underwater travel, it has proven advantageous if the side wings can be adjusted to a different operating position. For example, the side wings can be adjusted so that they protrude less or not at all laterally beyond the hull. For example, the side wings can then be fully or partially retracted into the hull.The side wings are thus adjusted to an operating position suitable for underwater travel. For example, they then no longer influence the rotation of the submersible vehicle around the central longitudinal axis, or not as strongly as when extended. Alternatively, it can also be provided that the side wing(s) can be removably attached to the watercraft. In the attached state, the advantageous driving characteristics mentioned above can be realized. If the side wing(s) are no longer required, they can be easily removed and stowed separately. In order to be able to put a side wing into two different operating states, it can be provided that the side wing is designed in at least two parts, for example. Depending on the desired type of application, a user can then use the side wing either in its assembled form or in a partially assembled form.If the side wing is designed in two parts, for example, it can be used with just one attachment or optionally with both attachments.

[0013] According to a preferred variant of the invention, downward-facing planing surfaces can be provided on both sides of the hull, each planing surface being assigned a side wing, and the side wing extending the planing surfaces laterally with their undersides in at least one operating position. In this case, the side wing interacts with the planing surfaces to produce a special effect, as they support planing and thus promote an increase in speed when traveling above water. The side wing can be aligned with the planing surfaces or offset from them, for example, connecting to the planing surfaces via a ledge.

[0014] If the fuselage is designed to have side wing mounts into which the side wings can be adjusted, this results in a space-saving design. Furthermore, in the retracted position, the side wings have little or no influence on the outer contour of the fuselage, which has a positive effect on aerodynamics. A particularly simple design for the side wings is achieved if the side wings are designed to be flat, or at least largely flat, in the area of ​​their underside.

[0015] It may also be provided that the side wings are disc-shaped and have an upper wing surface that runs parallel to the underside of the wing, at least in some areas. This allows for a low component height for the side wings, allowing them to be arranged in a space-saving manner in the operating position for underwater travel.

[0016] For the side wings, a streamlined design is achieved if the side wings are intended to widen in the direction of flow starting from their front wing side in the direction of flow when they are in an extended operating position suitable for surface travel.

[0017] A reliable and simple-acting adjusting mechanism can be realized if it is provided that the side wings are each pivotably mounted about a pivot axis, wherein the pivot axis is preferably arranged in the region of the front side of the wing in the direction of flow.

[0018] According to one variant of the invention, it can be provided that the side wings are each coupled to an actuator by means of which they can be adjusted by motor or manually between the at least two operating positions. In this case, it can be provided that both side wings can be adjusted simultaneously in one adjusting movement. If the side wings are adjusted by motor, in particular by electric motor, then advantageously one electric motor can be used to adjust both side wings, thus resulting in a low component outlay. For adjusting the side wings, for example, an operating element, in particular a switch, can be provided with which the user can change the operating position of the side wings. It is conceivable that the operating element is attached to or assigned to a handle which a user can hold on to while driving in order to simplify operation.It is also conceivable to use a sensor that detects ambient conditions during ferry operation. An evaluation circuit can then be used to automatically adjust the appropriate operating position. For example, the sensor can detect whether the submersible is operating above or below water. The appropriate operating position for the side wings can then be automatically adjusted.

[0019] If it is intended that the two actuators of the side wings are driven synchronously with the electromotive actuating device, then the operating positions of the side wings can be changed without significantly affecting the ferry operation.

[0020] If the submersible vehicle is used in the form of a diving sled, in which a user rests with part of his upper body on the rear of the submersible vehicle, then a construction has proven suitable in which it is provided that the side wings protrude at least 30 [mm], preferably at least 50 [mm], particularly preferably at least 70 [mm] laterally beyond the hull contour on the starboard or port side in the extended operating position and / or that the side wings protrude a maximum of 180 [mm], preferably a maximum of 150 [mm], particularly preferably a maximum of 120 [mm] laterally beyond the hull contour on the starboard or port side in the extended operating position.

[0021] In order to be able to easily create a support element at the rear during surface travel, it can be provided that the side wings are arranged in the area of ​​the rear half of the submersible vehicle facing the stern.

[0022] In order to optimise the moment equilibrium when the side wings are extended or partially extended, it can be provided that the axis of rotation of the drive shaft forms a thrust axis which lies in a thrust plane, wherein two vectors spanning the thrust plane are arranged in such a way 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 side wings are arranged completely or for the majority of their volume above the thrust plane.

[0023] A preferred variant of the invention can be such that the sliding surfaces intersect the thrust plane in the region of the vehicle hull, wherein it is preferably provided that the sliding surfaces intersect the thrust plane in a region that is spaced from the rear end by at least 20% and a maximum of 60% of the maximum vehicle length, preferably by at least 20% and a maximum of 50% of the maximum vehicle length, more preferably by at least 20% and a maximum of 40% of the maximum vehicle length, particularly preferably by at least 25% and a maximum of 40% of the maximum vehicle length. By shifting the intersection areas towards the vehicle center, a particularly maneuverable design of the submersible vehicle is created.Particularly good driving characteristics for compactly constructed submersible vehicles, in particular diving sleds, are achieved when the sliding surfaces intersect the thrust plane in an area that is spaced from the rear end by at least 25% and a maximum of 40% of the maximum vehicle length.

[0024] A further preferred variant of the invention can be such that the axis of rotation of the drive shaft forms a / the thrust axis, that a bow tip section of the hull is formed which, starting from the bow tip in the direction of the vehicle stern, extends 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 wherein the thrust axis, which is inclined downwards in the direction from the bow to the stern, intersects the bow tip section. As a result of the obliquely rearward and downwards directed angle of the thrust axis, a water jet is generated which is directed diagonally downwards during surface travel. This results in a thrust component which acts vertically downwards. This thrust component tends to position the submersible vehicle at the rear in the stern area. However, the frontal flow of the submersible vehicle (and, if applicable,The weight of the part of the user's upper body resting on the submersible's stern section counteracts this, attempting to position the hull at the bow. As a result, the submersible's position in the water is further stabilized during surface travel, thus keeping drag 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] The invention is explained in more detail below with reference to an embodiment illustrated in the drawings. They show:

[0027] Figure 1 shows a diving vehicle in the form of a swimming and diving aid in a perspective view from behind and diagonally above,

[0028] Figure 2 shows the submersible vehicle according to Figure 1 in perspective view from the front and diagonally below,

[0029] Figure 3 the submersible vehicle in side view from the left,

[0030] Figure 4 shows the submersible vehicle according to Figures 1 to 3 in a further perspective view from behind and diagonally below,

[0031] Figure 5 shows the submersible vehicle as shown in Figure 3, but in a schematic full-section view,

[0032] Figure 5a is a schematic detailed view along the section marked VV in Figure 5, Figure 6 is a rear view of the submersible vehicle according to Figures 1 to 5 and in a floating position at a standstill,

[0033] Figure 7 shows the watercraft according to Figures 1 to 6 from the front.

[0034] Figure 8 is a schematic representation of two side wings for use in the submersible vehicle according to Figures 1-7 and

[0035] Figure 9 shows the submersible vehicle according to Figures 1-7 in plan view and in a modified operating position with extended side wings.

[0036] Figures 1 and 2 show a submersible vehicle designed as a buoyancy and diving aid. The submersible vehicle has a hull 10.

[0037] For example, as shown in Figure 1, the fuselage 10 may have an upper shell 20. The upper shell 20 may be formed in one piece or in multiple pieces.

[0038] A bow tip 21 is formed in the bow area 22 of the submersible. The bow tip 21 forms the front end of the submersible. 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 hull that is connected to the upper hull 20. The lower hull may be formed in one piece or in multiple pieces.

[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 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 attached in the bow area 22 of the submersible. 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 can be displayed on the display 23 and read by a user.

[0040] 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.

[0041] 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.

[0042] Figs. 1 and 2 show that the upper shell 20 can be curved in a spherical, particularly biconvex, shape adjacent to the bow tip 21. This results in a streamlined shape optimized for underwater travel.

[0043] The lower hull 30 can be designed such that it has a rounded area 31 adjacent to the bow tip 21, which can be spherical, particularly biconvex, curved. Such a design is designed to be flow-optimized for both surface and underwater travel.

[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. Figures 2 and 4 illustrate that the lower part of the hull 30 has planing surfaces 37, preferably immediately adjacent to the rounded area 31. The planing surfaces 37 preferably run on the port and starboard sides.

[0045] The sliding surfaces 37 can preferably be guided to the stern 27 of the submersible vehicle, where they then form end sections 37.3.

[0046] 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.

[0047] 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.

[0048] The two side walls 38.1 can be connected to each other via a connecting section 38.2, wherein the connecting section 38.2 is preferably convexly curved.

[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 forming the lower hull 30. However, it is also conceivable for the guide element 33 to be formed as a separate component connected to the lower hull 30. The guide element 33 can be designed such that it forms an underside edge 33.1 of a wall 33.3. The edge 33.1, and thus also the wall 33.3, extends in the direction from the bow to the stern 27.

[0054] Preferably, the wall 33.3 of the guide element 33 divides the area of ​​the inlet opening into the flow channel 39.2 into two sub-areas. This forms two, preferably separate, supply areas 34.1 and 34.2. The first supply area 34.1 runs on the port side, and the second supply area 34.2 runs on the starboard side.

[0055] 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.

[0056] Furthermore, the guide element 33 may be connected, preferably adjacent to the edge 33.1, to the connecting section 38.2 of the flow channel receptacle 38. As the drawings show, the guide element 33 may 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 forming the passage has a thickened cross-section and is bulged, preferably convexly curved, on its sides. Guide element sections 33.9 of the guide element 33 are connected to the area forming the passage 33.7, preferably at the boundary surfaces 33.8, on opposite sides. As the drawings show, the guide element sections 33.9 may extend in opposite directions toward the inner wall of the flow channel 39.2. Here, the guide element sections may be connected to the flow channel or another component, e.g., the flow channel receptacle.

[0064] The guide element sections 33.9 are preferably designed like wings.

[0065] 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.

[0066] 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.

[0067] Furthermore, the wall 33.3 may taper forward, i.e., toward the bow, with a decreasing height. The wall 33.3 forms water guidance surfaces on both sides, extending from the bow area 22 toward the stern 27 and directing the flowing water toward 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 centring 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 it can then be constructed more compactly.

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

[0076] 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.

[0077] 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.

[0078] 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°.

[0079] 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.

[0080] Figure 5 further illustrates that the rear ends of the gliding surfaces 37 may end above the flow outlet 39. Thus, the entire flow outlet 39 is arranged completely below the horizontal plane HE and / or below the rear ends of the gliding surfaces 37.

[0081] However, it is also conceivable for the rear ends of the sliding surfaces 37 to end below the horizontal plane HE. For example, the rear ends of the sliding surfaces 37 may be spaced from the horizontal plane HE by a maximum distance of M = 0.2 * X, preferably M = 0.1 * X, and end below the horizontal plane HE, where X is the maximum clear opening dimension of the flow outlet 39. In the present embodiment, the maximum clear opening dimension X is the diameter of the circular flow outlet 39 (see Figure 6).

[0082] 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°.

[0083] 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.

[0084] 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.

[0085] Preferably, the accumulators 60 are arranged completely above the thrust plane FE.

[0086] Preferably, the accumulators 60 may extend with their volume for the most part above the horizontal plane HE.

[0087] These measures ensure a good weight distribution in a watercraft according to the invention, which leads to a stable floating position.

[0088] The accumulator(s) 60 may comprise a tubular section in the form of a hollow profile 60.1, within which a plurality of accumulator cells are arranged. At its longitudinal ends, the tubular section is sealed watertight 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] According to one design variant, the control unit 63 may be arranged in the flooding chamber 70 in addition to or alternatively to the accumulator(s) 60. Figure 5 also shows that, for example, the motor 61 may be arranged with most of its volume below the horizontal plane HE in order to optimize weight distribution.

[0093] 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.

[0094] 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.

[0095] As Figure 2 shows, central sections 37.2 adjoin the end sections 37.3 of the planing surfaces 37 in the direction of the bow. The central 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 central 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.

[0096] The drawings show that the sliding surfaces 37 form a sliding plane 51. The sliding plane 51 can be formed by the sliding surfaces 37 themselves if they are designed as flat surfaces or largely as flat surfaces. If the sliding surfaces 37 are not designed as flat surfaces or not completely as flat surfaces, the sliding plane 51 is formed by an averaged virtual sliding surface plane, wherein this averaged virtual sliding surface plane is arranged such that the surface parts of the sliding surface 37 extend in equal proportions above and below this averaged virtual sliding surface plane.

[0097] 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°.

[0098] Figure 6 illustrates that the flat surface of the sliding surfaces 37, or the averaged virtual sliding surface plane, is set at an angle of attack a=0° to the thrust plane FE. However, it may also be the case that this angle of attack a is > 0°, in which case the angle of attack a opens preferentially toward the starboard or port side.

[0099] Finally, Figure 5 also illustrates that an angle θ is enclosed between the gliding plane 51 and the horizontal plane 52, which opens toward the bow side. This angle θ is preferably selected in the range between 3° and 14°, preferably between 5° and 12°, and particularly preferably between 5° and 10°.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] As shown in Figure 5, the submersible vehicle advantageously has, in addition to the flow channel 39, a flooding chamber 70 in the hull 10, which communicates with the environment via one or more inlet openings 71 and one or more outlet openings 72. Preferably, at least one inlet opening 71 is arranged in the region of a single-piece or multi-piece upper shell 20 of the submersible vehicle, directed toward the upper side 0.

[0104] 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 downwardly directed 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.

[0105] 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.

[0106] In particular, it may be the case that the sliding surfaces 37 intersect the shear plane FE.

[0107] Figures 3 and 6 show that the virtual thrust axis 53 lies in a thrust plane FE, wherein two vectors spanning the thrust plane FE are arranged such that the first vector runs in the direction of the thrust axis 53 and the second vector perpendicular to it in the floating position and in the rest position of the submersible vehicle horizontally from the port to the starboard side 11, 12 (in Figure 5 perpendicular to the image plane). Furthermore, a central longitudinal plane ME is provided which is perpendicular to the thrust plane FE and accommodates the thrust axis 53. It can be the case, as shown in Figure 5, that the sliding surfaces 37 intersect the thrust plane FE in the region of the vehicle hull, wherein it is preferably provided that the sliding surfaces 37 intersect the thrust plane FE in a region which is spaced from the bow end and / or the stern end by 25% of the vehicle length L.

[0108] Preferably, as shown in Fig. 5, the sliding surfaces 37 intersect the thrust plane FE in a region which is spaced 25% from the rear end.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] To reduce the parts and assembly effort, the lift vanes 80 can be formed in one piece with the flow channel holder 38.

[0114] In particular, Figure 3 illustrates that 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, in order to be effective.

[0115] The arrangement of the lift vanes 80 can be such that they are opposite the sliding surfaces 37.

[0116] 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.

[0117] 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 spacing region. Thus, an outwardly open channel section 86 is formed between the upper profile side 85 and the sliding surface 37, through which channel section the water is conducted during ferry operation. Figure 3 further illustrates that the buoyancy vane 80 can be designed such that a connecting line FL, which connects the front end of the buoyancy vane 80 in the direction of flow with the rear end of the buoyancy vane 80 in the direction of flow, can be adapted in its inclination to the orientation of the sliding surface 37. In the present exemplary embodiment, the buoyancy vane 80 faces a flat surface region of the sliding surface 37.The connecting line FL is parallel to the flat area of ​​the sliding surface with a maximum deviation of 15°, preferably with a maximum deviation of 10°, particularly preferably with a maximum deviation of 5°. In the present embodiment, the connecting line FL is parallel to the flat area of ​​the sliding surface 37.

[0118] It may also be the case that the connecting line FL is arranged at an angle to the shear plane FE, wherein the angle which the connecting line FL encloses with the shear 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.

[0119] The buoyancy vanes 80 are designed to generate a buoyancy force in the stern area of ​​the submersible vehicle in the direction of the upper hull. Preferably, the majority of the buoyancy force generated by the buoyancy vanes 80 acts in a direction perpendicular to the thrust plane FE.

[0120] 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.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] 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, on the other hand, generates a counterclockwise buoyancy moment. This buoyancy moment thus stabilizes the position of the submersible and prevents undesirable tilting. In addition, the buoyancy force of the buoyancy vanes also causes the submersible to lift against the direction of gravity during the transition to planing, so that the submersible reaches the water surface more quickly with its planing surfaces 37 during surface travel.

[0126] Surprisingly, it has been shown that this can reduce the planing speed required to bring the submersible vehicle into planing mode.

[0127] As Figure 2 illustrates, side wings 110 are provided on both sides in the area of ​​the stern of the submersible. The side wings 110 can be adjusted between a set operating position, shown in Figure 2, and an extended operating position, shown in Figure 9. For this purpose, the hull 10 of the submersible has wing receptacles 111, which are connected to the environment via preferably slot-shaped openings. The side wings 110 can be adjusted through these openings. In the extended operating position, the side wings 110 increase the width of the submersible, as Figure 9 shows.

[0128] In the retracted operating position, the side wings 110 protrude only slightly beyond the contour of the fuselage 10, as Figures 2, 6 and 7 illustrate.

[0129] It is also conceivable that the side wings 110 are adjusted completely into the fuselage 10 so that they do not protrude laterally beyond the fuselage 10.

[0130] Preferably, the side wings 110, each with a wing underside 112, are laterally assigned to a sliding surface 37. In this way, the side wings 110, when extended, laterally widen the sliding surfaces 37. This provides an enlarged overall gliding surface, which supports the planing behavior of the submersible vehicle. As the illustration in Figure 2 illustrates, for this purpose the wing underside 112 can be connected to the sliding surface 37 via a step. It is also conceivable for the wing underside 112 to be continuously connected to the sliding surface 37, i.e., to be flush with it. As the illustrations illustrate, the side wings 110 can be plate-shaped, wherein they can, for example, have at least in some regions a flat wing underside and / or a flat wing upper side 112 and 113. However, it is also conceivable for the wing upper side 113 to be curved at least in some regions.The underside of the wing does not have to be flat, but can have a curvature at least in some areas. In the present exemplary embodiment, the underside of the wing 112 is flat and thus adapted to the flat contour of the adjacent area of ​​the sliding surface 37.

[0131] As Figure 9 illustrates, the side wings 110 have a front wing side 116. When deployed, the side wings 110 widen continuously in the area of ​​this front wing side 116 toward the rear up to a maximum deployer width (see maximum projection 120 according to Figure 9). It may be that in the area of ​​the maximum deployer width 120, the side wings 110 form a convexly curved contour in plan view, as illustrated in Figure 9.

[0132] Furthermore, it may preferably be the case that the side wings 110 in the rear wing region 117, following the maximum deployment width, narrow again in the direction of flow toward the rear. This is also shown in Figure 9. It may be the case that the center of gravity of the wing underside 112 of the side wings 110 is shifted toward the rear of the vehicle, as shown in Figure 9.

[0133] The side wings 110 are preferably mounted in the fuselage 10 so that they can pivot about a pivot axis 115. Another mounting arrangement for the side wings 110 is also conceivable, for example, a sliding guide or a pivot guide with a shifted pivot axis of the side wings 110. Preferably, the pivot axis 115 is provided at the front of the side wings 110 in the direction of flow. This facilitates the pivoting of the side wings 110 while underway. On their starboard or port-side outer side, the side wings 110 are delimited by a wing edge 114, which preferably transitions the upper wing surface 113 to the lower wing surface 112 as a convex rounded portion. This eliminates a sharp-edged transition that would pose a risk of injury.

[0134] Figure 8 schematically illustrates a combination of the two side wings 110 with an actuating device 118. As the illustration illustrates, an actuator 119 can be connected to each side wing 110. Preferably, the actuators 119 are coupled to the side wings 110 at the end facing the rear, as illustrated in Figure 8.

[0135] The two actuators 119 are coupled to the actuating device 118. The actuating device 118 can be a manually operable actuating device by means of which the two actuators 119 and, with them, the two side wings 110 can be adjusted.

[0136] Preferably, however, the actuating device 118 is an electromotive unit, which is preferably arranged centrally in the fuselage 10. However, it is also conceivable that the actuator 119 and thus each side wing 110 is assigned its own electromotive unit.

[0137] As Figure 8 shows, to reduce the number of parts, a single electromotive unit is used as the actuator 118. Both actuators 119 are coupled to this unit, so that they can preferably also be adjusted synchronously by the actuator 118.

[0138] Figure 3 illustrates that the two side wings 110 are arranged in the area of ​​the rear half of the submersible vehicle facing the stern 27, so that they can generate optimal buoyancy during travel when they are in the extended position according to Figure 9. Figure 2 shows the operating position of the side wings 110 during underwater travel. If the submersible vehicle transitions from underwater travel to surface travel, the user can extend the two side wings 110 into the operating position shown in Figure 9. For this purpose, it can be provided, for example, that an operating element is provided on one of the handles 24, for example a switch, by means of which the side wings 110 can be moved between their operating positions.

[0139] Figure 9 shows that the side wings 110 preferably protrude beyond the contour of the fuselage 10 with a maximum lateral projection 120 in the deployed operating position. The maximum lateral projection 120 is preferably at least 70 [mm], but preferably at most 120 [mm].

Claims

Claims 1. Submersible vehicle with a hull (10) in which a flow channel (39.2) is accommodated at least in part 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), in particular a bulge (39.3), preferably protruding from the lower part of the vessel (30), 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 in the region of the stern of the hull (10), on the starboard and port sides, a side wing (110) is arranged, which is preferably adjustable between at least two operating positions.

2. Submersible vehicle according to claim 1, characterized in that downwardly directed sliding surfaces (37) are provided on both sides of the hull (10), that a side wing (110) is assigned to each of the sliding surfaces (37), and that the side wings (110) widen the sliding surfaces (37) laterally with their wing undersides (112) in at least one operating position.

3. Submersible vehicle according to claim 1 or 2, characterized in that the hull (10) has lateral wing receptacles (111) into which the side wings (110) can be adjusted.

4. Submersible vehicle according to one of claims 1 to 3, characterized in that the side wings (110) are flat or at least largely flat in the region of their wing underside (112).

5. Submersible vehicle according to one of claims 1 to 4, characterized in that the side wings (110) are disc-shaped and a wing upper side (113) which runs at least partially parallel to the underside of the wing (112) and / or is at least partially curved upwards.

6. Submersible vehicle according to one of claims 1 to 5, characterized in that the side wings (110) widen in the direction of flow, starting from their front wing side in the direction of flow, when they are in an extended operating position.

7. Submersible vehicle according to one of claims 1 to 6, characterized in that the side wings (110) are each pivotally mounted about a pivot axis (115), wherein the pivot axis (115) is preferably arranged in the region of the front wing side (116) in the direction of flow.

8. Submersible vehicle according to one of claims 1 to 7, characterized in that the side wings (110) are each coupled to an actuator (119) by means of which they can be adjusted by motor or manually between the at least two operating positions.

9. Submersible vehicle according to claim 8, characterized in that the two actuators (119) are connected to a motor, in particular electromotive, actuating device (118) which drives the two side wings (110), preferably synchronously.

10. Submersible vehicle according to one of claims 1 to 9, characterized in that the side wings (110) in the extended operating position protrude laterally beyond the hull contour on the starboard or port side with a maximum lateral overhang (120) of at least 30 [mm], preferably at least 50 [mm], particularly preferably at least 70 [mm] and / or that the side wings (110) in the extended operating position protrude laterally beyond the hull contour on the starboard or port side with a maximum lateral overhang (120) of at most 180 [mm], preferably at most 150 [mm], particularly preferably at most 120 [mm].

11. Submersible vehicle according to one of claims 1 to 10, characterized in that the side wings (110) are arranged in the region of the rear half of the submersible vehicle facing the stern (27).

12. Submersible vehicle according to one of claims 1 to 11, characterized in that the axis of rotation (D) of the drive shaft (62) forms a thrust axis (53) which lies in a thrust plane (FE), 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 from the port to the starboard side (11, 12), and that the side wings are arranged completely or for the majority of their volume above the thrust plane.

13. Submersible vehicle according to one of claims 2 to 12, 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 (L), preferably by at least 20% and a maximum of 50% of the maximum vehicle length (L), more preferably by at least 20% and a maximum of 40% of the maximum vehicle length (L), particularly preferably by at least 25% and a maximum of 40% of the maximum vehicle length (L).

14. Submersible vehicle according to one of claims 2 to 13, characterized in that the axis of rotation (D) of the drive shaft (62) forms a / the 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 thrust axis (53) inclined downwards in the direction from the bow to the stern intersects the bow tip section (B1-B3).

Images