DE202012006183U1 - Underwater hull of a watercraft - Google Patents

Abstract

Vessel having an underwater hull (1) extending from a bow (2) to a stern (3), characterized in that the underwater hull (1) is curved from bow (2) towards stern (3) Has the course that the underwater hull (1) has a plurality each in each case merging immersion depth regions (5, 6), wherein the maximum depth (14) aft at a distance of about 25% of the total water line (13) from the rear (3) is reached and in that the underwater hull (1) has two parallel aligned float elements (10) extending aft from the bow region, the center (12) seen in the axial direction of the underwater hull.

Description

The invention relates to a watercraft having an underwater hull extending from a bow to a stern.

Watercraft are generally known and, for example, wind and / or engine operations. Yachts in particular have different designs, in particular on their underwater hull. Thus, monohulls in the exemplary embodiment as a flat bottom boat or multihull boats z. B. known as catamaran or trimaran. As for the best property in terms of carrying capacity at a low energy demand, the flat bottom boat has become established, whereas the multihull boats are distinguished for best characteristics in terms of achievable top speed with low energy consumption. Vessels with displacement hulls and hulls, which are not primarily built to carry large loads in the manner of their intended use, ie primarily their own weight and rather low payload, such as persons and / or equipment, must be seen on their main hull in cross-section predominantly a V-shaped configuration, which may be a Knickspant or a round bulkhead. The V-shaped configuration of the main frame z. B. straight or curved (concave or convex) ultimately leads to a relatively large displacement over the distance traveled. The necessary energy expenditure grows high 3 to increase the speed. Watercraft that are built to carry large loads, essentially have a flat bottom, similar to the known flat bottom boats. While the last-mentioned "flat bottom vessels" require relatively little energy, but do not have as good driving characteristics, today's conventional displacement and Gleitrümpfe better driving characteristics, but a relatively larger energy needs.

The invention has for its object to improve a vessel of the type mentioned, in particular its underwater hull, by simple means or to create, which has low energy consumption in all speed ranges of the vessel with good driving characteristics, and in which the least possible wave formation is generated ,

According to the invention the object is achieved by a watercraft with the features of claim 1.

It should be noted that the features listed individually in the claims can be combined with each other in any technically meaningful manner and show further embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

According to the invention, a vessel having an underwater hull extending from a bow to a stern, which is straight across the longitudinal axis of the vessel, but which has a curve from the bow towards the stern, is proposed Underwater hull has several, each submerged diving depths, wherein the maximum depth of the underwater hull is reached aft at a distance of about 25% of the total water line from the stern and that the underwater hull has two parallel aligned float elements extending from the bow region, in the axial direction of the underwater hull seen center of the same extend aft. The invention thus relates to the design of an underwater ship, which extends from the bow to the stern. The underwater vessel consists essentially of a bottom plate, which is led by the bow just above the waterline in several arcs to the maximum depth of the skin rump, and has two floats, which are positioned below this ground, parallel to the longitudinal axis of the ship, positioned between outboard and center longitudinal axis are. The swimmers have two tasks. On the one hand, they are to take on the predominant load capacity for the first 2/3 to 3/4 of the ship's length. On the other hand, they have a guiding function for the water displaced by the floats to the center of the ship. The water displaced to the middle is directed on three sides by the two floats and the bottom plate laid down in several arches, so that close to the center of mass a hydrodynamic effect arises, which is able to lift the ship with increasing speed from the water and thus with increasing Drive to reduce the wetted area. The design of the floats determines the total immersion depth.

The bottom plate extends from the bow area to the stern. In the invention, the bottom plate seen in side view is curved, quasi executed in a flat S-arc, with several, preferably three inflection points and each start or end point and thus several, preferably two immersion depth regions are provided. The depth of the main hull is thus advantageously divided into two depth zones, and is defined by the definition of five points or turning points, by which the contour of the main hull is interpolated. The five inflection points define four axial length lengths that represent the design length of the floor slab, which is led from the bow just above the waterline in multiple arcs to the maximum depth of the skin ridge. The location of the five Points are designated by the distances on the central axis of the ship and in height to the waterline of the resting ship. The term WLR describes in the sense of the invention, the assumed waterline at rest during medium voyage of the ship. The assumed waterline at rest is determined by the total weight of the ship, which would have to be borne only with the flat bottom plate of the main stocking. At a first inflection point as the starting point of the contour of the base plate to be interpolated, approximately ½ of the total submersion depth of the main hull should be above the assumed waterline. Of course, given dimensions and values are to be understood as exemplary only. A second point or inflection point arranged between the starting point and a third point or inflection point is a height-variable auxiliary point. On the longitudinal axis it is about 9% of the design length of the bottom plate behind (ie seen in the direction of the stern) the starting point. The third inflection point is an essential construction point, which lies 1/6 of the construction length of the base plate behind the starting point in its longitudinal distance. The altitude or depth is preferably about 40% of the total immersion depth of the main hull. A fourth point or inflection point is the design point, which is ¼ before the end of the design length of the bottom plate on the main axis. It lies in its height on the amount of the diving depth of the main hull. Thus, the second depth or the second depth of dip is described in the third section. The contour of the bottom plate forms a right arc in the interpolation from the third point, which soon changes to a left arc, to get to the fourth point. Due to the slight change in the altitude of the starting point and the second point or inflection point, the naturally occurring inflection point is set by the right arc in a left arc within the third distance so that the naturally occurring inflection point is located in front of the center of gravity of the hull. This is the only way that the resulting hydrodynamic effect can lift the bow area out of the water with increasing speed of the vessel in order to reduce the wetted surface of the main hull with increasing speed. An endpoint is at the same height as the fourth point or inflection point at the end of the bottom plate.

Appropriately, the float elements extend parallel to the longitudinal central axis of the vessel or the underwater vessel. In a preferred embodiment, two float elements are provided, which are equally spaced on both sides of the central longitudinal axis to this and identical executed.

The float elements have a bow area, a central area and a stern area. Overall, the float elements on a length, which corresponds to 70% of the total length of the underwater hull.

It is useful if the bow portion has an axial length amount of about 20% of the float element length, wherein the rear portion has a length amount of about 25% of the float element length. The rear area is thus carried out with respect to the total swimmer length with a greater amount of length than the bow area. The central region would suitably have an axial length of about 55% of the float element length.

In a preferred embodiment, the bow region of the respective float element on the bow side is made pointed and widens to form a cylindrically executed body seen in plan view, to which the middle region adjoins. The central region is continued with the cylindrically executed body viewed in the direction of the rear area. The rear area initially continues the n cylindrical body seen in plan view, and then tapers to a point, so that an end point is oriented towards the stern of the underwater hull.

Targeting is also when the float elements with their respective central longitudinal axis seen in the transverse direction at a distance from each other, which corresponds to an amount of about 65% of the width of the underwater hull.

In a preferred embodiment, the float elements are at least partially designed as a hollow body, so that z. As drives and supplies, but also supply means for the crew and disposal options in the respective float element can be added. In both float elements, a drive can be received in each case, wherein both can be coupled together. Thus, the drive can be done by means of only one of the two drive units until the cruise, which can of course also be done with two Antriebsagregaten. Both drives can each be designed with the smallest possible cubic capacity to meet the potential savings. Since in inland waters, z. B. on rivers and channels only low speeds are allowed, it is advantageous that only one of the two drives is actively switched, both drives can be operated alternately, which is controlled manually or automatically.

The float elements are thus advantageously designed so that a water flow guide to the drive screw is present, the water flow velocity below the underwater hull and between the Float elements is advantageously reduced by the slimming in the rear of the float element.

With the invention, a watercraft is thus created, which has a small depth with its underwater hull, the float elements spaced as far as the central longitudinal axis but not maximally spaced to this and thus are not located directly on the side edges of the underwater hull, even to a Aufkimmung of the Bottom plate to allow the side wall.

The float elements end in front of the stern of the vessel, among other things for the reason that there is still sufficient space for the respective drive screw and the rudder system.

The underwater hull is kept very flat with the invention, wherein in the rear area still a flow guide contour could be provided to the drive screws.

It is also beneficial that the underwater hull as a flat bottom at the bow tip just above the waterline (starting point to the second turning point) in a large arc (bulbous) to the third inflection point, ie with the first depth of dip to about 0.4 times (40%) ) of the total immersion depth. From there to about the middle of the float element slimming in the rear area, ie in the second depth range, the underwater hull is guided in a very shallow S-curve on the total immersion depth.

The float elements advantageously have a multiple function. On the one hand, the float elements should fulfill a supporting function. On the other hand, the float elements have a water distribution function, so that only half an amount of the displaced water is displaced to the outside, wherein the other half is displaced in the direction of the central longitudinal axis of the underwater hull. This obviously reduces the wave formation to the outside. The float elements by slimming in the rear area but also ensure that the water flow velocity is reduced to the drive screws out each, so that the drive screws can provide more effective feed the necessary. In a preferred embodiment, the float elements in their dimensions with respect to the width and the height, ie in the most advantageous width-height ratio with respect to the width of the drives or motors to be installed and with regard to the desired total immersion depth of the vessel to be adjusted.

In a particularly expedient embodiment of the underwater hull is cut or constructed as a flat bottom with the five points, the above-mentioned position of the points should be preferred. As already mentioned, the lines are chosen so that the underwater hull is guided by an amount of 50% in the middle third of the total length to the total immersion depth, the line being such that it is arranged as uniformly as possible below the center of mass of the vessel.

The aim of the invention is also the interaction of the float elements with the particularly targeted shaping together with the lines of the underwater hull.

Depending on the size of the watercraft, the cross section of the underwater hull on the main bulkhead can be reduced by 20 to 40%, this cross sectional amount with the third power (X ³ ) being included in the power calculation, so that the invention results in a watercraft which, by comparison can be operated much cheaper to known positive displacement watercraft. Also, watercraft can be equipped with the embodiments of the invention because of the low energy consumption particularly easy with electric motors or with battery-powered and / or solar-powered electric motors.

Advantageous embodiments of the invention are disclosed in the subclaims and the following description of the figures. Show it:

1 a longitudinal section of an underwater hull of a watercraft, not shown,

2 a side view of the underwater hull 1 .

3 a view of the underwater hull 1 with recognizable float elements, and

4 a rear view of the underwater hull.

In the different figures, the same parts are always provided with the same reference numerals, which is why these are usually described only once.

1 and 2 show a submarine hull 1 a watercraft, not shown. The underwater hull 1 extends from a bow 2 to a tail 3 , Advantageously, the underwater hull 1 a flat floor 4 on, the one from the bow 2 towards the stern 3 has such a curved course that the underwater hull 1 several each in passing Diving depth ranges 5 and 6 with the maximum depth of aft being a distance of about 25% of the total water line from the stern 3 is reached. The underwater hull 1 has two parallel aligned float elements 10 on which is from the bow area 11 pointing in the axial direction of the underwater hull 1 seen middle 12 the same extend to the aft.

The waterline is designated by the reference numeral 13 or WLR marked. The term WLR describes in the sense of the invention, the assumed waterline at rest during medium voyage of the ship.

A first diving depth area 5 extends from the bow 2 bulging to a diving depth of about 40% of the total depth of the underwater hull 1 , The total immersion depth is indicated by the reference numeral 14 designated.

The bottom plate or the flat bottom 4 extends from the bow area 11 to the rear 3 , In the invention, the bottom plate 4 Seen in side view curved, quasi executed in a flat S-arc, with several, preferably three inflection points P2 to P4 and thus several, preferably two immersion depths 5 and 6 are provided.

The depth 14 of the main hull 1 Part therefore advantageous in two depths of immersion 5 and 6 on, and is defined by the definition of five points P1 to P5 or turning points P2 to P4, by the contour of the main hull 1 is interpolated. By the five turning points P1 to P5 four distances A1 to A4 are defined in their axial length, which is the construction length of the bottom plate 4 represent that from the bow 2 just above the waterline 13 in several bows to the maximum depth 14 of the skin 1 to be led.

The location of the five points P1 to P5 is determined by the routes A1 to A4 on the central axis of the ship and in height to the waterline 13 of the ship at rest. The route A1 extends from the starting point P1 to the point P2, the route A2 connecting from point P2 to point P3. The distance A3 following the route A2 extends from the point P3 to the point P4, followed by the route A4 ending at the point P5 or at the end point P5.

The term WLR describes the assumed waterline in the sense of the invention 13 at rest during medium voyage of the ship. The assumed waterline 13 at rest is determined by the total weight of the ship, the plane even with flat bottom plate 4 only from the main stocking 1 would have to be worn.

At a first inflection point P1 as the starting point P1 of the contour of the base plate to be interpolated 4 should be about ½ of the total immersion depth 14 of the main hull 1 above the assumed waterline 13 lie. Of course, all dimensions and values given above and below are merely exemplary.

A second point P2 or inflection point P2, which is arranged between the starting point P1 and a third point P3 or inflection point P3, is a height-variable auxiliary point. On the longitudinal axis of this P2 is about 9% of the design length of the bottom plate 4 behind (ie towards the stern 3 seen) the starting point P1.

The third inflection point P3 is an essential design point, the 1/6 of the design length of the bottom plate in its longitudinal distance 4 is behind the starting point P1. The altitude or depth is preferably about 40% of the total immersion depth 14 of the main hull 1 ,

A fourth point P4 or inflection point P4 is the design point, ¼, before the end of the design length of the bottom plate 4 located on the main axis. It lies in its height on the depth of the, as described previously described depth of the main hull 1 , Thus, in the third route A3, the second diving depth or the second diving depth area 6 described.

The contour of the bottom plate 4 forms at the interpolation from the third point P3 a right arc, which soon changes into a left arc, to get to the fourth point P4. Due to the slight change in the altitude of the starting point P1 and the second point P2 or inflection point P2, the naturally occurring inflection point 7 from the right bend into a left bend within the third stretch A3 adjusted so that the naturally occurring turning point 7 in front of the center of mass of the hull. Only then will it be possible for the resulting hydrodynamic effect to increase as the vessel travels the bow area 11 from the water can lift, with increasing speed the wetted surface of the main hull 1 to reduce. An end point P5 is at the same height as the fourth point P4 or inflection point P4 at the end of the bottom plate 4 ,

The float elements extend parallel to the longitudinal central axis of the vessel or of the underwater vessel. In a preferred embodiment, two float elements are provided, which are equally spaced on both sides of the central longitudinal axis to this and identical executed.

The float elements 10 have a bow area 21 , a middle area 22 and a rear area 23 on. Overall, the float elements 10 a length on which 70% of the total length of the underwater hull 1 equivalent.

The bow area is an example 21 an axial length amount of about 20% of the float element length, the rear area 23 has a length amount of about 25% of the float element length. The rear area 23 So, based on the total swimmer length, it has a greater length than the bow area 21 , The middle area 22 would suitably have an axial length of about 55% of the float length.

The bow area 21 the respective float element 10 is bow-sided pointed and widens to a cylindrically executed seen in plan body 24 at which the middle area 22 followed. The middle area 22 is with the viewed in plan cylindrical body 24 towards the stern area 23 continued. The rear area 23 leads the cylindrical body seen in supervision 24 continue at first, and then tapers to a point, leaving an end point 25 to the stern of the underwater hull 1 is oriented.

The float elements 10 have with their respective central longitudinal axis X seen in the transverse direction at a distance 26 to each other, which amounts to about 65% of the width 27 of the underwater hull 1 equivalent.

The float elements 10 are exemplified so that a water flow guide to the drive screw is present, the water flow velocity below the underwater hull 1 and between the float elements 10 through the slimming in the rear area 23 the float element is advantageously reduced.

The float elements 10 are spaced as far as possible to the central longitudinal axis X but not maximally spaced from this and thus not directly to the side edges 28 of the underwater hull 1 are arranged.

In 4 It can be seen that the viewed in plan cylindrically executed float elements 10 are executed substantially rectangular, with still Wasserströmungsleitvorrichtungen are visible. In the figures, for. In 3 is still an outboard platform 29 recognizable.

LIST OF REFERENCE NUMBERS

1

Underwater hull

2

bow

3

Rear

4

Plattboden

5

First depth of diving area

6

Second depth of dip area

7

Natural turning point

8th

9

10

buoyant elements

11

Bow area of 1

12

Middle of 1

13

waterline

14

Total depth

15

16

17

18

19

20

21

Bow area of 10

22

Mid-range of 10

23

Rear area of 10

24

Cylindrical body

25

End point of 23

26

distance

27

Width of 1

28

Margins of 1

29

Outboard platform

Claims (13)

Vessel containing an underwater hull ( 1 ) extending from a bow ( 2 ) to a tail ( 3 ), characterized in that the underwater hull ( 1 ) one from the bow ( 2 ) towards the stern ( 3 ) has such a curved course that the underwater hull ( 1 ) several in each case merging immersion depth ranges ( 5 . 6 ), wherein the maximum depth ( 14 ) aft at a distance of approximately 25% of the total waterline ( 13 ) from the stern ( 3 ) and that the underwater hull ( 1 ) two parallel aligned float elements ( 10 ) extending from the bow region, the center seen in the axial direction of the underwater hull ( 12 ) extend the same overarching aft. Watercraft according to claim 1, characterized in that the underwater hull is designed as a flat bottom. Vessel according to claim 1 or 2, characterized in that the underwater hull ( 1 ) extends at least partially in a flat S-bend. Vessel according to one of the preceding claims, characterized in that the underwater hull ( 1 ) two immersion depth areas ( 5 . 6 ) and five inflection points (P1 to P5). Vessel according to one of the preceding claims, characterized in that a first immersion depth region ( 5 ) from the bow ( 2 ) bulging to a depth of immersion of about 40% of the total immersion depth ( 14 ) of the underwater hull ( 1 ). Vessel according to one of the preceding claims, characterized in that at a first inflection point (P1) as a starting point (P1) bottom plate ( 4 ) about ½ of the total immersion depth ( 14 ) of the main hull ( 1 ) above the waterline ( 13 ) lie. Vessel according to one of the preceding claims, characterized in that a second point (P2) or inflection point (P2) arranged between the starting point (P1) and a third point (P3) or inflection point (P3) is variable in height, and on the longitudinal axis about 9% of the construction length of the bottom plate 4 behind (ie towards the stern ( 3 ) is behind the starting point (P1). Vessel according to one of the preceding claims, characterized in that the third inflection point (P3) at a length of 1/6 of the construction length of the bottom plate ( 4 ) is behind the starting point (P1), wherein the altitude or depth preferably about 40% of the total immersion depth ( 14 ) of the main hull ( 1 ) is. Vessel according to one of the preceding claims, characterized in that a fourth point (P4) or inflection point (P4) is ¼ before the end of the design length of the bottom plate ( 4 ) is located on the main axis, and in its height at the depth of the depth of the main hull ( 1 ), wherein in the third distance (A3) the second immersion depth region ( 6 ), wherein the contour of the bottom plate ( 4 ) at the interpolation starting from the third point (P3) forms a right arc, which soon changes into a left arc, to get to the fourth point (P4), wherein by the slight change of the altitude of the starting point (P1) and the second point (P2 ) or inflection point (P2) a naturally occurring inflection point (P2) 7 ) is adjusted from the right arc into a left arc within the third segment (A3) such that the naturally occurring inflection point ( 7 ) lies in front of the center of gravity of the hull. Vessel according to one of the preceding claims, characterized in that the float elements ( 10 ) parallel to the longitudinal central axis of the underwater hull ( 1 ) are executed, and on both sides of the central longitudinal axis equidistant from this and are identical. Vessel according to one of the preceding claims, characterized in that the float elements ( 10 ) a bow area ( 21 ), a middle area ( 22 ) and a rear area ( 23 ) and a length amount which 70% of the total length of the underwater hull ( 1 ) corresponds. Watercraft according to one of the preceding claims, characterized in that the respective float element ( 10 ) at its bow area ( 21 ) has an axial length amount of about 20% of the float element length, the rear area thereof ( 23 ) has a length amount of about 25% of the float element length. Vessel according to one of the preceding claims, characterized in that a bow area ( 21 ) of the respective float element ( 10 ) bow-pointed and is to a seen in plan view cylindrically executed body ( 24 ), at which a central area ( 22 ), with the middle region ( 22 ) with the cylindrically executed body ( 24 ) towards the stern area 23 is continued, the rear area ( 23 ) the cylindrical body seen in plan view ( 24 ) continues, and then tapers tapering, so that a tip ( 25 ) to the stern of the underwater hull ( 1 ) is oriented.

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