EP0218260B1 - Speedboat - Google Patents

Speedboat Download PDF

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Publication number
EP0218260B1
EP0218260B1 EP86114066A EP86114066A EP0218260B1 EP 0218260 B1 EP0218260 B1 EP 0218260B1 EP 86114066 A EP86114066 A EP 86114066A EP 86114066 A EP86114066 A EP 86114066A EP 0218260 B1 EP0218260 B1 EP 0218260B1
Authority
EP
European Patent Office
Prior art keywords
sportsboat
boat
sloping
steps
keel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP86114066A
Other languages
German (de)
French (fr)
Other versions
EP0218260A2 (en
EP0218260A3 (en
Inventor
Wilhelm Dr. Boden
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dealermain Ltd
Original Assignee
Dealermain Ltd
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Publication date
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Priority to AT86114066T priority Critical patent/ATE60740T1/en
Publication of EP0218260A2 publication Critical patent/EP0218260A2/en
Publication of EP0218260A3 publication Critical patent/EP0218260A3/en
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Publication of EP0218260B1 publication Critical patent/EP0218260B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B63B1/20—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/042—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull the underpart of which being partly provided with channels or the like, e.g. catamaran shaped
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B63B1/20—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface
    • B63B2001/201—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type having more than one planing surface divided by longitudinal chines

Definitions

  • the invention relates to a high-speed boat according to the preamble of claim 1.
  • the purpose of the invention is to influence the dynamic trim of such a high-speed boat.
  • a high-speed boat known from DE-A-31 36 715 essentially consists of a boat hull of conventional design with a boat wall, a front leg, a stern and a floor, the surface of the floor facing the water, the so-called headliner, being flat. From this water-side floor surface extends downwards at a lateral distance from and symmetrically to the vertical midships plane, a sliding skid beginning in the area of the front edge of the floor and extending to the stern with several sliding steps sloping down to the outside with vertical step side walls and step sliding surfaces arranged perpendicular to it. Each glide level arises with one arranged transversely to the midships level.
  • Leading edge and with a flat arch forms a downward and backward sliding surface that merges into a slightly ascending wing.
  • the front edges of the sliding steps are arranged offset to one another in such a way that the sliding step adjacent to the midships plane rises most forward.
  • a vertically downward keel skid is provided under the headliner surface, which also has stair-shaped keel steps on both sides with front edges arranged transversely to the midships level, vertical side walls and perpendicularly arranged sliding surfaces.
  • the middle keel step begins in the front stem area; the lateral keel steps begin offset to the rear.
  • the keel steps also rise at the front with a flat arch and merge into a step surface that slopes gently upwards and runs at an acute angle or obliquely into the headlining surface, the keel skids ending a little in front of the stern and the keel steps extending downwards in different ways such that the middle keel step extends farthest to the rear.
  • the keel steps are narrower than the sliding steps of the skids.
  • a front fin protruding laterally from the side walls, possibly also projecting forward over the stern, is arranged in the form of a board-like strip, the shape of which, viewed in plan view, is roughly ship-shaped.
  • the front fin begins arched or pointed like either in front of the front stem or rises in the area of the front stem, has been standing Lich on both sides and runs into the boat side walls at an acute angle or flat arch.
  • the lower surface of the front fin is preferably in the plane of the headliner surface.
  • the bow fin is intended, in particular, to reduce the ramming movement of the ship as it enters rolling waves.
  • the arrangement of the skids and the keel skids in combination with the position of the headlining surface results in two ventilation ducts arranged next to one another, separated by the keel skids and tapering towards the rear, which correspond to the ventilation duct described in DE-C-2 059 087 in terms of shape and effect.
  • a hull with lateral skids with step-like sliding steps is known, in which a central ventilation duct is formed between the skids and the headliner surface, viewed from the side, begins to wedge-shaped on the front post and merges into a flat sky surface parallel to the water line and reaching to the stern.
  • the sliding steps initially arise in an arc shape with a straight edge running at right angles to the midships plane, but then merge into a wedge surface that rises downwards.
  • the sliding steps also start offset to the rear, but end with a vertical trailing edge step also offset to one another, the edge lying further inside, ie adjacent to the midships plane, ending further forward.
  • the most internal glide step is the shortest, while the most outer glide step is the longest and extends to the rear.
  • This design of the skids is not suitable to significantly influence the dynamic trim, because the effective sliding step area of each skid is reduced towards the rear.
  • a high-speed boat of the type specified at the outset can be found in FR-A-2 073 489 or DE-C-2 059 087.
  • the channel roof of the ventilation channel formed between the two skids or the headliner surface is arranged so that it slopes downward from the bow to the rear in such a way that the channel roof is only wetted by the water in the rear area. This is intended to reduce the size of the surface wetted by the water in order to reduce the surface friction resistance.
  • the aim is to remove as much of the surface of the boat as possible from wetting with the water in order to reduce the surface frictional resistance.
  • the boat body is inclined at very high speeds of the boat in such a way that the stern is lower than the bow, which may be caused by the front fin.
  • efforts are made to keep the hull as horizontal as possible, even at maximum speeds, because lower propulsion forces are required.
  • This so-called hydrodynamic trim can only be achieved in known boats due to the spatial shape of the underwater ship up to a certain speed, usually still far from the maximum speed.
  • the object of the invention is to ensure the hydrodynamic trim up to the maximum speed in a high-speed boat of the type described in the introduction.
  • the illustrated, high-speed boat has a hull with a front strut 1, a stern 2, the two boat side walls 3 and the bottom plate 4 with the headliner surface 5.
  • a skid 6 On each side, next to and at a distance from the midships level (not shown), there is a skid 6.
  • the two skids 6 are arranged mirror-symmetrically to the midships level and each have several, for example, four levels 6a, b, c, d (Fig. 1, 3 , 4).
  • the glide levels 6a, b, c, d arise in the bow area from the Floor sky surface 5 in an edge 7 arranged transversely to the midships plane and with an obliquely, preferably flat-arch, arch 7a projecting downwards and merging into a horizontal part 7b.
  • the sliding steps have at least one vertical side surface 8 and a sliding surface 9 arranged perpendicular thereto.
  • the sliding steps When viewed in cross-section, the sliding steps are offset from one another in a step-like manner, with the step located further inwards projecting lower.
  • the original edges 7 are staggered towards the rear, in that the sliding step, which is located further inside, rises further forward.
  • the sliding steps preferably run to the rear 2.
  • a keel runner 10 with keel steps 11 is provided under the headlining surface 5.
  • the front edges 12 of all keel steps 11 preferably originate side by side, the middle keel step 11a starting with a deeper, convex arch 13a and the keel step 11b arranged next to it with a flatter arch 13b.
  • the keel steps like the sliding steps, have at least one vertical side surface 14 and in each case one sliding surface 15 arranged transversely thereto.
  • the keel step 11a runs in the back in a wedge shape into the two keel steps 13b, so that a wider keel step surface 16 results thereafter, this wider keel step in turn wedge-shaped opening into the headliner surface 5.
  • the sliding step 6a can also run into the sliding step 6b, which results in the wider surface 17.
  • the outermost sliding step 6d is preferably aligned approximately vertically with the boat side wall 3a or 3b.
  • a ventilation duct 20 which is described, for example, in DE-A-2 059 087, is formed between each sliding skid 6 and the keel skid 10.
  • a bow fin 18 of the type described in DE-A-3 136 715 is provided on the hull in the area of the front step 1 and the side walls 3a, b.
  • the front fin 18 can spring from the front stem 1 and extend in a pointed or arched shape sideways to the rear and run in a wedge shape into the boat wall 3a, b (FIG. 8). But it can also start projecting from the front stem (Fig. 1, 3, 5). Furthermore, it can be designed as an extension or widening of the base plate 4 in the front area, wherein the keel skids and the skids can extend onto the lower surface of the front fin 18.
  • the free headliner surface 5 in the area between the center of the boat and the stern has a slope 19 that slopes down to the stern, which preferably arises without edges in the headliner surface and is flat or sloping in a concave shape.
  • a buoyancy force is generated which increases with the speed of the flow and levers the stern out of the water.
  • the length and area size of the bevel 19 and their wedge angle ⁇ (FIG.
  • the buoyancy force generated by the flow pressing against the run-up slopes of the runners and the ventilation ducts essentially acts on the foredeck, while the buoyancy force generated by the flow pressing against the bevel 19 acts on the stern area of the boat and compensates for the former buoyancy force.
  • the dynamic center of buoyancy automatically remains at the point where the point of attack for a horizontal swimming position of the boat lies. When the boat is in a horizontal swimming position, the boat is raised further out of the water with increasing speed or with increasing flow force. It is surprising that the boat does not "suck up" with the stern at high speeds.
  • FIGS. 2a and 2b show ascending (FIG. 2a) and horizontal (FIG. 2b) run of the skids in the rear area.
  • the bevels 21 are particularly effective when two or more skids 6a, b, c, d merge into one another in the rear area and e.g. form the larger surface 17 (Fig. 4).
  • the keel runner also merges into a sloping bevel 22 in its rear region, so that there is an upwardly jumping rear edge 23 (FIGS. 3, 4).
  • the slope 19 according to the invention compensates for the additional lift generated by the front fin when exposed to a current.
  • the slopes 21 impart a synergistic effect to the desired buoyancy; because these slants support the effect of the rudder of the boat considerably.
  • the sliding steps create a water displacement across the direction of travel to the outside in the manner of a cascade waterfall.
  • This cascade effect is particularly strong in the area of the slopes 21. Accordingly, the counterforce acting on the boat from the side is also greater than further ahead.
  • the boat when the rudder is turned, the boat first turns, i.e. to where it should go. Only then does the centrifugal force work and tilts the boat out of the curve in the opposite direction.
  • a device which carries the bevel 19, this device being pivotable downwards on the floor about a horizontal axis arranged transversely to the midships plane, preferably at the beginning of the bevel 19 the boat is arranged, for example, as a wedge-shaped Additional part that can be adjusted by mechanical or motor means in such a way that the bevel 19 can be pivoted deeper downwards. This enables the buoyancy to be adjusted to, for example, other loading situations on the boat.
  • Another embodiment of the invention provides the same configuration for the sliding steps and, if appropriate, also for the keel steps.
  • the high-speed boat according to the invention is also particularly suitable for equipping with a pump jet drive known per se.
  • a pump jet drive sucks the water in via an impeller under the ship's floor. Energy is applied to the water in a bend to be expelled again at an angle of approximately 15 ° below the vehicle floor.
  • the pump jet drive is installed in a so-called well, the lower edge of which is flush with the ship's bottom. The engine power is converted into thrust, which is available for propulsion and control in any direction at the same time.
  • Vehicles equipped with a pump jet drive are extremely manoeuvrable.
  • equipping high-speed boats with a pump-jet drive was problematic because not enough water pressure is generated on the vehicle floor on these boats.
  • the bevel 19, in particular the adjustable bevel increases the pressure, so that optimal conditions are created for the operation of a pump jet drive.
  • 5 shows an example of the arrangement of a pump jet drive 24 in the high-speed boat according to the invention.
  • FIGS. 6 and 7 show a special design of the skids 6, which is particularly suitable when using two pump jet drives arranged in the rear region of the skids. It is a slide step 6b which is wider than the other skids and in the rear area of which a pump jet drive 24 is arranged.
  • the sliding step 6b has the slope 21 described.
  • On the two outer edges of the sliding step are arranged vertically downward, starting approximately in the longitudinal center, extending to the rear, wedge-shaped water guiding webs 25, which cause a higher flow rate, so that the water pressure in the area of the drives 24 is thereby additionally increased.
  • the webs 25 end shortly before the pump jet drives 24. It is particularly advantageous if, following the webs 25, the bevel 21 is designed to be even steeper than before (not shown).
  • the slopes 19 and 21, 22 result not only from a slope of the channel roof in the front area of the boat, but in the longitudinal center area e.g. spring from the bottom plate 4 of the boat.
  • the result is _ viewed from the side _ e.g. for example a sine curve if the front canal roof is convexly arched, or a steeper slope that is bent downwards if the front canal roof slopes downwards.
  • 1, 2a, b, c, 3, 5 and 9c schematically show side views, the bevel 19, which would normally not be seen in the side view, is shown in an excellent line so that the invention can be better illustrated.
  • FIG. 9a, b, c show essential features of the invention.
  • the static state of swimming is shown, ie the position of the boat at a standstill on the water.
  • the weight of the boat is designed in combination with the buoyancy forces that act against the underwater ship so that the front bevels (angle ⁇ ) or at least partial areas of the bevels of the keel skids 10 and the skids 6 positioned above the water line 26 (Fig. 9c) and then immerse in the water in the area between the front edge and the longitudinal center of the base plate 4. In the area of the longitudinal center of the base plate 4, all runners are under water.
  • the canal roof or the front headliner surface 5 is located from the front edge of the base plate 4 to approximately the longitudinal center of the base plate 4 above the water line 26 and forms with the water line 26 a wedge space that tapers to the longitudinal center of the base plate 4.
  • the headliner surface 5 continues as a slope 19 backwards to the end of the base plate 4.
  • FIG. 9c also ideally shows a somewhat lower water line 26a, which is located at high speed results. It is essential that the slope 19 still extends below the water line 26a, that is, is wetted by the water.
  • the floating position of the boat is shown schematically in Fig. 9b.
  • FIGS. 9a, b and c belong together insofar as FIG. 9b shows a cross section in each case at the location that is at the same height in the drawing 9a and 9c. It can be seen that the slope 19 is always positioned at least with partial areas under water and that at least one outer step of the skids 6 are arranged above the water line 26. The upper cross-sectional view shows this state in comparison to the lower cross-sectional view in FIG. 9b. The skid level 6d is above the water line, while the slope 19 is in the water.
  • This arrangement of the runners for arranging the bevel 19 ensures that the hull is levered out if the dynamic pressure acts on the bevel 19 during the journey and the hull is tipped forward.
  • the water hits the surface of the runner 6d which has not yet been wetted and generates a compensating buoyancy, so that the boat is lifted further out of the water in an almost horizontal position, i.e. that the water line is shifted down (water line 26a).
  • bevel 19 If the bevel 19 is positioned under water, it also counteracts the heeling of the boat, because the dynamic pressure of the water when the boat is driving has a greater effect on the transversely tilted surface of the bevel 19.
  • edges of the runners 10 and 6 run parallel to the midships plane.

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Abstract

Fast boat which comprises a boat hull having a front stem, a stern, two side walls as well as a bottom plate with a bottom plate surface facing the water, where on the bottom plate surface facing the water on each side respectively one sliding skid is arranged with sliding steps and preferably in the midships plane a keel skid is provided with keel steps, and between the sliding skids at least one aeration channel is formed, the boat hull being preferably equipped with a bow fin, in which the free bottom surface facing the water has primarily in the area between the longitudinal center of the boat and the stern an inclination which preferably declines towards the stern.

Description

Die Erfindung betrifft ein schnellaufendes Boot gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a high-speed boat according to the preamble of claim 1.

Zweck der Erfindung ist, den dynamischen Trimm eines solchen schnellaufenden Bootes zu beeinflussen.The purpose of the invention is to influence the dynamic trim of such a high-speed boat.

Ein aus der DE-A-31 36 715 bekanntes schnellaufendes Boot besteht im wesentlichen aus einem Bootskörper üblicher Bauart mit einer Bootswandung, einem Vordersteven, einem Heck und einem Boden, wobei die zum Wasser weisende Fläche des Bodens, der sogenannte Bodenhimmel, ebenflächig ist. Von dieser wasserseitigen Bodenflä­che erstreckt sich nach unten im seitlichen Abstand von und symmetrisch zur vertikalen Mittschiffsebene je eine im Bereich der Vorderkante des Bodens beginnende, sich bis zum Heck erstreckende Gleitkufe mit mehreren treppenförmig zur Außenseite hin abfallenden Gleitstufen mit vertikalen Stufenseitenwandungen und senkrecht dazu angeordneten Stufengleitflächen. Jede Gleitstufe entspringt mit einer quer zur Mittschiffsebene angeordneten.A high-speed boat known from DE-A-31 36 715 essentially consists of a boat hull of conventional design with a boat wall, a front leg, a stern and a floor, the surface of the floor facing the water, the so-called headliner, being flat. From this water-side floor surface extends downwards at a lateral distance from and symmetrically to the vertical midships plane, a sliding skid beginning in the area of the front edge of the floor and extending to the stern with several sliding steps sloping down to the outside with vertical step side walls and step sliding surfaces arranged perpendicular to it. Each glide level arises with one arranged transversely to the midships level.

Vorderkante und bildet mit einem flachen Bogen eine nach unten und hinten gerichtete Anlaufgleitfläche, die in eine etwas aufwärtssteigende Tragfläche übergeht. Die Vorderkanten der Gleitstufen sind nach hinten versetzt zueinander angeordnet dergestalt, daß die zur Mittschiffs­ebene benachbarte Gleitstufe am weitesten vorne entspringt.Leading edge and with a flat arch forms a downward and backward sliding surface that merges into a slightly ascending wing. The front edges of the sliding steps are arranged offset to one another in such a way that the sliding step adjacent to the midships plane rises most forward.

Im Bereich der Mittschiffsebene ist unter der Bodenhimmel­fläche eine vertikal nach unten ragende Kielkufe vorgese­hen, die seitlich beiderseits ebenfalls treppenförmig ab­fallende Kielstufen mit quer zur Mittschiffsebene angeord­neten Vorderkanten, vertikalen Seitenwandungen und senk­recht dazu angeordneten Gleitflächen aufweist. Die mitt­lere Kielstufe beginnt im Vorderstevenbereich; die seit­lichen Kielstufen beginnen nach hinten versetzt dazu. Die Kielstufen entspringen vorne ebenfalls mit einem flachen Bogen und gehen in eine nach oben flach anstei­gende und spitzwinklig bzw. schräg in die Bodenhimmel­fläche einlaufende Stufenfläche über, wobei die Kielkufe ein Stück vor dem Heck endet und die Kielstufen sich unterschiedlich weit nach unten erstrecken derart, daß die mittlere Kielstufe sich am weitesten nach hinten erstreckt. Die Kielstufen sind schmaler ausgebildet als die Gleitstufen der Gleitkufen.In the area of the midships level, a vertically downward keel skid is provided under the headliner surface, which also has stair-shaped keel steps on both sides with front edges arranged transversely to the midships level, vertical side walls and perpendicularly arranged sliding surfaces. The middle keel step begins in the front stem area; the lateral keel steps begin offset to the rear. The keel steps also rise at the front with a flat arch and merge into a step surface that slopes gently upwards and runs at an acute angle or obliquely into the headlining surface, the keel skids ending a little in front of the stern and the keel steps extending downwards in different ways such that the middle keel step extends farthest to the rear. The keel steps are narrower than the sliding steps of the skids.

Am Übergang zwischen den Bootsseitenwandungen und der Bodenhimmelfläche oder gegebenenfalls kurz darüber oder darunter ist eine seitlich von den Seitenwandungen ab­stehende, gegebenenfalls auch nach vorne den Steven überragende Bugflosse in Form einer brettartigen Leiste angeordnet, deren Form _ in der Draufsicht betrachtet _ etwa schiffrumpfartig ist. Die Bugflosse beginnt bogen­oder spitzbogenartig entweder vor dem Vordersteven oder entspringt in dem Bereich des Vorderstevens, steht seit­ lich beiderseits über und läuft spitzwinklig oder flachbogenartig in die Bootsseitenwandungen ein. Die Unterfläche der Bugflosse liegt vorzugsweise in der Ebene der Bodenhimmelfläche. Durch die Bugflosse soll insbesondere bewirkt werden, daß die Stampfbewegung des Schiffes beim Einlaufen in anrollende Wellen gemindert wird.At the transition between the side walls of the boat and the headliner surface or, if applicable, just above or below it, a front fin protruding laterally from the side walls, possibly also projecting forward over the stern, is arranged in the form of a board-like strip, the shape of which, viewed in plan view, is roughly ship-shaped. The front fin begins arched or pointed like either in front of the front stem or rises in the area of the front stem, has been standing Lich on both sides and runs into the boat side walls at an acute angle or flat arch. The lower surface of the front fin is preferably in the plane of the headliner surface. The bow fin is intended, in particular, to reduce the ramming movement of the ship as it enters rolling waves.

Die Anordnung der Gleitkufen und der Kielkufe in Kombi­nation mit der Lage der Bodenhimmelfläche ergibt zwei nebeneinander angeordnete, durch die Kielkufe vonein­ander getrennte, sich nach hinten keilförmig verjüngende Lüftungskanäle, die dem in der DE-C-2 059 087 beschrie­benen Lüftungskanal form_ und wirkungsmäßig entsprechen.The arrangement of the skids and the keel skids in combination with the position of the headlining surface results in two ventilation ducts arranged next to one another, separated by the keel skids and tapering towards the rear, which correspond to the ventilation duct described in DE-C-2 059 087 in terms of shape and effect.

Aus der GB-A-1 199 658 ist zudem ein Bootskörper mit seitlichen Gleitkufen mit treppenförmig nach außen ab­gesetzten Gleitstufen bekannt, bei dem zwischen den gleitkufen ein mittiger Lüftungskanal gebildet ist und die Bodenhimmel­fläche, von der Seite betrachtet, am Vordersteven keil­förmig nach hinten verlaufend beginnt und in eine zur Wasserlinie parallele ebenflächige, bis zum Heck rei­chende Himmelfläche übergeht. Die Gleitstufen entsprin­gen wie beim Gegenstand der DE-A-3 136 715 mit gerader, rechtwinklig zur Mitschiffsebene verlaufender Kante zu­nächst bogenförmig, gehen aber dann in eine nach unten ansteigende Keilfläche über. Die Gleitstufen beginnen ebenfalls nach hinten versetzt zueinander, enden aber mit einer vertikalen Hinterkantenstufe ebenfalls ver­setzt zueinander, wobei die jeweils weiter innenliegende, d.h. zur Mittschiffsebene benachbarte Kante weiter vorne endet. Somit ist die am weitesten innenliegende Gleit­stufe am kürzesten, während die am weitesten außenlie­gende Gleitstufe am längsten ist und bis zum Heck reicht.From GB-A-1 199 658 a hull with lateral skids with step-like sliding steps is known, in which a central ventilation duct is formed between the skids and the headliner surface, viewed from the side, begins to wedge-shaped on the front post and merges into a flat sky surface parallel to the water line and reaching to the stern. As in the subject of DE-A-3 136 715, the sliding steps initially arise in an arc shape with a straight edge running at right angles to the midships plane, but then merge into a wedge surface that rises downwards. The sliding steps also start offset to the rear, but end with a vertical trailing edge step also offset to one another, the edge lying further inside, ie adjacent to the midships plane, ending further forward. Thus, the most internal glide step is the shortest, while the most outer glide step is the longest and extends to the rear.

Diese Ausbildung der Gleitkufen ist nicht geeignet, den dynami­schen Trimm wesentlich zu beeinflussen, weil die wirksame Gleitstufenfläche jeder Gleitkufe zum Heck hin reduziert wird.This design of the skids is not suitable to significantly influence the dynamic trim, because the effective sliding step area of each skid is reduced towards the rear.

Ein schnellaufendes Boot der eingangs angegebenen Art ist aus der FR-A-2 073 489 oder der DE-C-2 059 087 zu entnehmen. Bei dieser bekannten Ausgestaltung ist das Kanaldach des zwischen den beiden Gleitkufen gebildeten Lüftungskanals bzw. die Bodenhimmelfläche so vom Bug zum Heck hin abfallend angeordnet, daß lediglich im Heckbereich das Kanaldach vom Wasser benetzt wird. Hierdurch soll die Größe der vom Wasser benetzten Oberfläche reduziert werden, um den Oberflächen-Reibungswiderstand herabzusetzen. Bei dieser bekannten Ausgestaltung wird somit angestrebt, einen möglichst großen Teil der Oberfläche des Bootes der Benetzung mit dem Wasser zu entziehen, um den Oberflächen-Reibungswiderstand zu verringern.A high-speed boat of the type specified at the outset can be found in FR-A-2 073 489 or DE-C-2 059 087. In this known embodiment, the channel roof of the ventilation channel formed between the two skids or the headliner surface is arranged so that it slopes downward from the bow to the rear in such a way that the channel roof is only wetted by the water in the rear area. This is intended to reduce the size of the surface wetted by the water in order to reduce the surface friction resistance. In this known embodiment, the aim is to remove as much of the surface of the boat as possible from wetting with the water in order to reduce the surface frictional resistance.

Bei den bekannten Ausgestaltungen ergibt sich bei sehr hohen Geschwindigkeiten des Bootes eine Schräglage des Bootskörpers derart, daß das Heck tiefer liegt als der Bug, was gegebenenfalls durch die Bugflosse bewirkt wird. Man ist jedoch bestrebt, den Bootskörper auch bei Höchstgeschwindigkeiten möglichst horizontal zu halten, weil dabei geringere Antriebskräfte erforderlich sind. Dieser sogenannte hydrodynamische Trimm ist bei den bekannten Booten aufgrund der Raumform des Unterwasserschiffs nur bis zu einer bestimmten, meist noch weit von der Höchstgeschwindigkeit entfernten Geschwindigkeit zu erreichen.In the known configurations, the boat body is inclined at very high speeds of the boat in such a way that the stern is lower than the bow, which may be caused by the front fin. However, efforts are made to keep the hull as horizontal as possible, even at maximum speeds, because lower propulsion forces are required. This so-called hydrodynamic trim can only be achieved in known boats due to the spatial shape of the underwater ship up to a certain speed, usually still far from the maximum speed.

Aufgabe der Erfindung ist, bei einem schnellaufenden Boot der eingangs beschriebenen Art den hydrodynamischen Trimm bis zur Höchstgeschwindigkeit zu gewährleisten.The object of the invention is to ensure the hydrodynamic trim up to the maximum speed in a high-speed boat of the type described in the introduction.

Diese Aufgabe wird _ ausgehend von einem schnellaufenden Boot gemäß dem Oberbegriff des Anspruchs 1 _ durch die kennzeichnenden Merkmale dieses Anspruchs gelöst. Vorteilhafte Ausbildungen der Erfindung werden in den Unteransprüchen gekennzeichnet.This task is _ starting from a high-speed boat according to the preamble of claim 1 _ solved by the characterizing features of this claim. Advantageous developments of the invention are characterized in the subclaims.

Anhand der Zeichnung wird die Erfindung beispielhaft näher erläutert. Es zeigen:

  • Fig. 1 eine Seitenansicht des Bootskörpers,
  • Fig. 2a, b, c Seitenansichten der Bodenplatte mit Varianten der Keilflächen in der Bodenhimmel­fläche und in den Gleitkufen,
  • Fig. 3 eine Seitenansicht des Bootskörpers mit weiteren Varianten von Keilflächen in der Kielkufe,
  • Fig. 4 eine Unteransicht der Bodenplatte,
  • Fig. 5 eine Seitenansicht des Bootskörpers mit einem Pump-Jet-Antrieb,
  • Fig. 6 eine Unteransicht einer bevorzugten Bodenplatte für einen Pump-Jet-Antrieb,
  • Fig. 7 einen Querschnitt entlang der Linie VII-VII in Fig. 6,
  • Fig. 8 eine perspektivische Ansicht des Bootskörpers,
  • Fig. 9a eine schematische Unteransicht des Bootskörpers bis zum Ursprung der Kielkufe,
  • Fig. 9b schematisch mehrere Querschnitte durch den Boots­körper ohne Decksaufbauten,
  • Fig. 9c schematisch eine Seitenansicht des Bootskörpers ohne Deckaufbauten.
The invention is explained in more detail by way of example with reference to the drawing. Show it:
  • 1 is a side view of the hull,
  • 2a, b, c side views of the base plate with variants of the wedge surfaces in the headliner surface and in the skids,
  • 3 shows a side view of the hull with further variants of wedge surfaces in the keel runner,
  • 4 is a bottom view of the base plate,
  • 5 is a side view of the hull with a pump jet drive,
  • 6 is a bottom view of a preferred base plate for a pump jet drive,
  • 7 shows a cross section along the line VII-VII in FIG. 6,
  • 8 is a perspective view of the hull,
  • 9a is a schematic bottom view of the hull to the origin of the keel runner,
  • 9b schematically shows several cross sections through the hull without deck structures,
  • Fig. 9c schematically shows a side view of the hull without deck structures.

Das abgebildete, schnellaufende Boot weist einen Boots­körper mit einem Vordersteven 1, einem Heck 2, den bei­den Bootsseitenwandungen 3 sowie der Bodenplatte 4 mit der Bodenhimmelfläche 5 auf. Seitlich jeweils neben und im Abstand von der Mittschiffsebene (nicht dargestellt) befindet sich eine Gleitkufe 6. Die beiden Gleitkufen 6 sind zueinander spiegelsymmetrisch zur Mittschiffs­ebene angeordnet und weisen jeweils mehrere z.B. vier Gleitstufen 6a, b, c, d auf (Fig. 1, 3, 4). Die Gleit­stufen 6a, b, c, d entspringen im Bugbereich aus der Bodenhimmelfläche 5 in einer quer zur Mittschiffsebene angeordneten Kante 7 und mit einem schräg, vorzugsweise flachbogenförmig, nach unten ragenden Bogen 7a und gehen in einen horizontalen Teil 7b über. Die Gleitstufen weisen mindestens eine vertikale Seitenfläche 8 und eine senk­recht dazu angeordnete Gleitfläche 9 auf. Die Gleitstufen sind im Querschnitt betrachtet untereinander treppenför­mig nach außen voneinander abgesetzt, wobei jeweils die weiter innenliegende Stufe tiefer ragt. Die Ursprungs­kanten 7 sind nach hinten gestaffelt, indem die jeweils weiter innenliegende Gleitstufe weiter vorne entspringt. Die Gleitstufen laufen vorzugsweise bis zum Heck 2.The illustrated, high-speed boat has a hull with a front strut 1, a stern 2, the two boat side walls 3 and the bottom plate 4 with the headliner surface 5. On each side, next to and at a distance from the midships level (not shown), there is a skid 6. The two skids 6 are arranged mirror-symmetrically to the midships level and each have several, for example, four levels 6a, b, c, d (Fig. 1, 3 , 4). The glide levels 6a, b, c, d arise in the bow area from the Floor sky surface 5 in an edge 7 arranged transversely to the midships plane and with an obliquely, preferably flat-arch, arch 7a projecting downwards and merging into a horizontal part 7b. The sliding steps have at least one vertical side surface 8 and a sliding surface 9 arranged perpendicular thereto. When viewed in cross-section, the sliding steps are offset from one another in a step-like manner, with the step located further inwards projecting lower. The original edges 7 are staggered towards the rear, in that the sliding step, which is located further inside, rises further forward. The sliding steps preferably run to the rear 2.

Im Bereich der Mittschiffsebene ist unter der Bodenhim­melfläche 5 eine Kielkufe 10 mit Kielstufen 11 vorgesehen. Die Vorderkanten 12 aller Kielstufen 11 entspringen vor­zugsweise nebeneinander, wobei die mittlere Kielstufe 11a mit einem tieferreichenden, konvexen Bogen 13a und die daneben angeordnete Kielstufe 11b mit einem flacheren Bogen 13b beginnt. Die Kielstufen weisen, wie die Gleitstufen, mindestens eine vertikale Seitenfläche 14 und jeweils eine quer dazu angeordnete Gleitfläche 15 auf. Die Kiel­stufe 11a läuft rückwärtig keilförmig in die beiden Kiel­stufen 13b ein, so daß sich im Anschluß daran eine brei­tere Kielstufenfläche 16 ergibt, wobei diese breitere Kielstufe wiederum keilförmig in die Bodenhimmelfläche 5 einmündet. In gleicher Weise kann z.B. auch die Gleit­stufe 6a rückwärtig in die Gleitstufe 6b einlaufen, woraus die breitere Fläche 17 resultiert. Vorzugsweise ist die äußerste Gleitstufe 6d etwa vertikal fluchtend mit der Bootsseitenwandung 3a bzw. 3b angeordnet.In the area of the midships, a keel runner 10 with keel steps 11 is provided under the headlining surface 5. The front edges 12 of all keel steps 11 preferably originate side by side, the middle keel step 11a starting with a deeper, convex arch 13a and the keel step 11b arranged next to it with a flatter arch 13b. The keel steps, like the sliding steps, have at least one vertical side surface 14 and in each case one sliding surface 15 arranged transversely thereto. The keel step 11a runs in the back in a wedge shape into the two keel steps 13b, so that a wider keel step surface 16 results thereafter, this wider keel step in turn wedge-shaped opening into the headliner surface 5. In the same way, the sliding step 6a can also run into the sliding step 6b, which results in the wider surface 17. The outermost sliding step 6d is preferably aligned approximately vertically with the boat side wall 3a or 3b.

Zwischen jeweils einer Gleitkufe 6 und der Kielkufe 10 wird ein Lüftungskanal 20 gebildet, der beispielsweise in der DE-A-2 059 087 beschrieben wird.A ventilation duct 20, which is described, for example, in DE-A-2 059 087, is formed between each sliding skid 6 and the keel skid 10.

Am Bootskörper ist im Bereich des Vorderstevens 1 und der Seitenwandungen 3a, b eine von den Seitenwandungen abstehende Bugflosse 18 der in der DE-A-3 136 715 be­schriebenen Art vorgesehen. Die Bugflosse 18 kann am Vordersteven 1 entspringen und spitz_ oder rundbogen­förmig sich seitwärts nach hinten erstrecken und keil­förmig in die Bootswandung 3a, b einlaufen (Fig. 8). Sie kann aber auch vom Vordersteven vorspringend be­ginnen (Fig. 1, 3, 5). Ferner kann sie als Verlängerung bzw. Verbreiterung der Bodenplatte 4 im vorderen Bereich ausgebildet sein, wobei die Kielkufe und die Gleitkufen sich auf die Unterfläche der Bugflosse 18 erstrecken können.A bow fin 18 of the type described in DE-A-3 136 715 is provided on the hull in the area of the front step 1 and the side walls 3a, b. The front fin 18 can spring from the front stem 1 and extend in a pointed or arched shape sideways to the rear and run in a wedge shape into the boat wall 3a, b (FIG. 8). But it can also start projecting from the front stem (Fig. 1, 3, 5). Furthermore, it can be designed as an extension or widening of the base plate 4 in the front area, wherein the keel skids and the skids can extend onto the lower surface of the front fin 18.

Wesentlich ist, daß die freie Bodenhimmelfläche 5 im Be­reich zwischen Bootslängsmitte und Heck eine bis zum Heck abfallende Schräge 19 aufweist, die vorzugsweise kantenlos in der Bodenhimmelfläche entspringt und eben­flächig abfallend oder konkavbogenförmig abfallend aus­gebildet ist. Bei gegen die Schräge 19 anlaufender Strömung wird eine Auftriebskraft erzeugt, die mit der Geschwindigkeit der Strömung wächst und das Heck aus dem Wasser hebelt. Die Länge und Flächengröße der Schräge 19 und ihr Keilwinkel β (Fig. 2a) sind dabei auf den Keilwinkel α sowie die Länge und Flächengröße der An­laufschrägen 7a, 13a, 13b der Gleitstufen 6a, b, c, d und der Kielstufen 11a, 11b sowie auf die keilförmige Ausbildung der Lüftungskanäle 20, insbesondere aber auch auf die Größe der Fläche der Bugflosse 18 derart abgestimmt, daß bei nahezu allen Geschwindigkeiten eine selbsttätige Austarierung des Bootes erfolgt, d.h. das Boot nimmt immer eine horizontale Schwimmlage oder eine vorbestimmte, davon geringfügig abweichende Schwimmlage ein. Die Auftriebskraft, die durch die gegen die Anlauf­schrägen der Kufen und der Lüftungskanäle drückende Strömung erzeugt wird, wirkt im wesentlichen auf das Vorschiff, während die von der gegen die Schräge 19 drückende Strömung erzeugte Auftriebskraft auf den Heckbereich des Bootes wirkt und die erstere Auftriebs­kraft kompensiert. Der dynamische Auftriebskraftschwer­punkt bleibt dabei automatisch an der Stelle, wo der Angriffspunkt für eine horizontale Schwimmlage des Bootes liegt. Das Boot wird bei horizontaler Schwimmlage mit steigender Geschwindigkeit bzw. mit steigender Strömungs­kraft weiter aus dem Wasser gehoben. Überraschend ist, daß das Boot sich bei hohen Geschwindigkeiten nicht mit dem Heck "festsaugt".It is essential that the free headliner surface 5 in the area between the center of the boat and the stern has a slope 19 that slopes down to the stern, which preferably arises without edges in the headliner surface and is flat or sloping in a concave shape. When the flow starts against the slope 19, a buoyancy force is generated which increases with the speed of the flow and levers the stern out of the water. The length and area size of the bevel 19 and their wedge angle β (FIG. 2a) are based on the wedge angle α and the length and area size of the run-up bevels 7a, 13a, 13b of the sliding steps 6a, b, c, d and the keel steps 11a, 11b and on the wedge-shaped design of the ventilation ducts 20, but in particular also on the size of the surface of the front fin 18 agreed that the boat is automatically balanced at almost all speeds, ie the boat always assumes a horizontal swimming position or a predetermined, slightly different swimming position. The buoyancy force generated by the flow pressing against the run-up slopes of the runners and the ventilation ducts essentially acts on the foredeck, while the buoyancy force generated by the flow pressing against the bevel 19 acts on the stern area of the boat and compensates for the former buoyancy force. The dynamic center of buoyancy automatically remains at the point where the point of attack for a horizontal swimming position of the boat lies. When the boat is in a horizontal swimming position, the boat is raised further out of the water with increasing speed or with increasing flow force. It is surprising that the boat does not "suck up" with the stern at high speeds.

Zur Unterstützung der Wirkung der Schräge 19 kann im Heckbereich der Gleitstufen ebenfalls eine Schräge 21 vorgesehen sein (Fig. 1, 2c). Die Fig. 2a und 2b zeigen dagegen aufsteigenden (Fig. 2a) bzw. horizontalen (Fig. 2b) Kufenverlauf im Heckbereich. Besonders wirksam sind die Schrägen 21, wenn zwei oder mehrere Gleitkufen 6a, b, c, d im Heckbereich ineinander übergehen und z.B. die größere Fläche 17 bilden (Fig. 4).To support the effect of the slope 19, a slope 21 can also be provided in the rear region of the sliding steps (FIGS. 1, 2c). FIGS. 2a and 2b, on the other hand, show ascending (FIG. 2a) and horizontal (FIG. 2b) run of the skids in the rear area. The bevels 21 are particularly effective when two or more skids 6a, b, c, d merge into one another in the rear area and e.g. form the larger surface 17 (Fig. 4).

Bei einer weiteren Ausführungsform der Erfindung geht auch die Kielkufe in eine abfallende Schräge 22 in ihrem hinteren Bereich über, so daß sich eine nach oben sprin­gende Hinterkante 23 ergibt (Fig. 3, 4).In a further embodiment of the invention, the keel runner also merges into a sloping bevel 22 in its rear region, so that there is an upwardly jumping rear edge 23 (FIGS. 3, 4).

Hauptsächlich jedoch bewirkt die erfindungsgemäße Schräge 19 eine Kompensation des von der Bugflosse bei Einwirkung einer Strömung zusätzlich erzeugten Auftriebs.Mainly, however, the slope 19 according to the invention compensates for the additional lift generated by the front fin when exposed to a current.

Die Schrägen 21 vermitteln zu der gewünschten Auftriebskraft noch einen synergistischen Effekt; denn diese Schrägen unterstützen ganz beachtlich die Wirkung des Ruders des Bootes. Die Gleitstufen erzeugen eine Wasserverdrängung quer zur Fahrtrichtung nach außen nach Art eines Kas­kadenwasserfalls. Dieser Kaskadeneffekt ist besonders stark im Bereich der Schrägen 21. Demgemäß ist dort auch die von der Seite auf das Boot wirkende Gegenkraft größer als weiter vorne. Wenn das Ruder gelegt wird, legt sich bekanntlich das Boot zunächst in die Kurve, d.h. dorthin, wohin es fahren soll. Erst danach wirkt die Fliehkraft und neigt das Boot in die Gegenrichtung aus der Kurve heraus. In der ersten Neigungsphase, wenn sich das Boot in die Kurve legt, wird kurvenseitig ein höherer Kaskaden­effekt bewirkt und damit verbunden eine höhere, von der Außenseite quer zur Fahrtrichtung auf das Boot wirkende Kraft erzeugt, die das Boot im Heckbereich zur Seite drückt und damit die Ruderwirkung unterstützt. Das Boot dreht schneller und mit einem kleineren Radius.The slopes 21 impart a synergistic effect to the desired buoyancy; because these slants support the effect of the rudder of the boat considerably. The sliding steps create a water displacement across the direction of travel to the outside in the manner of a cascade waterfall. This cascade effect is particularly strong in the area of the slopes 21. Accordingly, the counterforce acting on the boat from the side is also greater than further ahead. As is known, when the rudder is turned, the boat first turns, i.e. to where it should go. Only then does the centrifugal force work and tilts the boat out of the curve in the opposite direction. In the first phase of inclination, when the boat leans into the curve, a higher cascade effect is created on the curve side and, as a result, a higher force is exerted on the boat from the outside, transverse to the direction of travel, which pushes the boat to the side in the stern area and thus the Rudder effect supported. The boat turns faster and with a smaller radius.

Nach einer besonderen, nicht dargestellten, weil leicht vorstellbaren Ausführungsform der Erfindung, ist eine Vorrichtung vorgesehen, die die Schräge 19 trägt, wobei diese Vorrichtung um eine horizontale, quer zur Mitt­schiffsebene angeordnete, vorzugsweise am Anfang der Schräge 19 liegende Achse nach unten schwenkbar am Boden des Bootes angeordnet ist z.B. als keilförmiges Zusatzteil, das mit mechanischen oder motorischen Mit­teln verstellt werden kann derart, daß die Schräge 19 tiefer nach unten schwenkbar ist. Dadurch wird eine Angleichung der Auftriebskraft an z.B. andere Belastungs­situationen des Bootes ermöglicht.According to a special embodiment of the invention, which is not shown because it is easy to imagine, a device is provided which carries the bevel 19, this device being pivotable downwards on the floor about a horizontal axis arranged transversely to the midships plane, preferably at the beginning of the bevel 19 the boat is arranged, for example, as a wedge-shaped Additional part that can be adjusted by mechanical or motor means in such a way that the bevel 19 can be pivoted deeper downwards. This enables the buoyancy to be adjusted to, for example, other loading situations on the boat.

Eine weitere Ausbildung der Erfindung sieht eine gleiche Ausgestaltung für die Gleitstufen und gegebenenfalls auch für die Kielstufen vor.Another embodiment of the invention provides the same configuration for the sliding steps and, if appropriate, also for the keel steps.

Das erfindungsgemäße schnellaufende Boot eignet sich insbesondere auch zur Ausrüstung mit einem an sich be­kannten Pump-Jet-Antrieb. Ein Pump-Jet-Antrieb saugt das Wasser über ein Laufrad unter dem Schiffsboden an. In einem Krümmer wird das Wasser mit Energie beaufschlagt, um dann in einem Winkel von etwa 15° unter dem Fahrzeug­boden wieder ausgestoßen zu werden. Der Pump-Jet-Antrieb ist in einen sogenannten Brunnen eingebaut, dessen Unter­kante mit dem Schiffsboden abschließt. Die Motorleistung wird in Schub umgewandelt, der gleichzeitig zum Vortrieb und zur Steuerung in jede beliebige Richtung verfügbar ist. Fahrzeuge, die mit einem Pump-Jet-Antrieb ausgerüstet sind, besitzen eine hohe Wendigkeit. Die Ausrüstung schnellaufender Boote mit einem Pump-Jet-Antrieb war bisher problematisch, weil bei diesen Booten nicht ge­nügend Wasserdruck am Fahrzeugboden erzeugt wird. Durch die Schräge 19, insbesondere durch die verstellbare Schräge, wird jedoch der Druck erhöht, so daß optimale Bedingungen für den Betrieb eines Pump-Jet-Antriebs ge­schaffen werden. Fig. 5 zeigt beispielhaft die Anordnung eines Pump-Jet-Antriebs 24 bei dem erfindungsgemäßen schnellaufenden Boot.The high-speed boat according to the invention is also particularly suitable for equipping with a pump jet drive known per se. A pump jet drive sucks the water in via an impeller under the ship's floor. Energy is applied to the water in a bend to be expelled again at an angle of approximately 15 ° below the vehicle floor. The pump jet drive is installed in a so-called well, the lower edge of which is flush with the ship's bottom. The engine power is converted into thrust, which is available for propulsion and control in any direction at the same time. Vehicles equipped with a pump jet drive are extremely manoeuvrable. Up to now, equipping high-speed boats with a pump-jet drive was problematic because not enough water pressure is generated on the vehicle floor on these boats. However, the bevel 19, in particular the adjustable bevel, increases the pressure, so that optimal conditions are created for the operation of a pump jet drive. 5 shows an example of the arrangement of a pump jet drive 24 in the high-speed boat according to the invention.

Eine besondere Ausbildung der Gleitkufen 6 zeigen die Fig. 6 und 7, die insbesondere bei Verwendung von zwei im Heckbereich der Gleitstufen angeordneten Pump-Jet-­Antrieben geeignet ist. Es handelt sich um eine relativ zu den anderen Gleitkufen breitere Gleitstufe 6b, in derem Heckbereich ein Pump-Jet-Antrieb 24 angeordnet ist. Die Gleitstufe 6b weist die beschriebene Schräge 21 auf. An den beiden Außenkanten der Gleitstufe sind senkrecht nach unten weisende, etwa in der Längsmitte beginnende, sich nach hinten erstreckende, keilförmig ausgebildete Wasser­leitstege 25 angeordnet, die eine höhere Strömungsge­schwindigkeit bewirken, so daß der Wasserdruck im Bereich der Antriebe 24 dadurch zusätzlich erhöht wird. Die Stege 25 enden kurz vor den Pump-Jet-Antrieben 24. Besonders vorteilhaft ist, wenn im Anschluß an die Stege 25 die Schräge 21 noch steiler als vorher nach unten verlaufend ausgebildet ist (nicht dargestellt).FIGS. 6 and 7 show a special design of the skids 6, which is particularly suitable when using two pump jet drives arranged in the rear region of the skids. It is a slide step 6b which is wider than the other skids and in the rear area of which a pump jet drive 24 is arranged. The sliding step 6b has the slope 21 described. On the two outer edges of the sliding step are arranged vertically downward, starting approximately in the longitudinal center, extending to the rear, wedge-shaped water guiding webs 25, which cause a higher flow rate, so that the water pressure in the area of the drives 24 is thereby additionally increased. The webs 25 end shortly before the pump jet drives 24. It is particularly advantageous if, following the webs 25, the bevel 21 is designed to be even steeper than before (not shown).

Zweckmäßig ist, daß die Schrägen 19 bzw. 21, 22 nicht nur aus einer Schräge des Kanaldachs im vorderen Bereich des Bootes resultieren, sondern im Längsmittenbereich z.B. der Bodenplatte 4 des Bootes entspringen. Es ergibt sich _ von der Seite betrachtet _ z.B. etwa eine Sinus­kurve, wenn das vordere Kanaldach konvex bogenförmig ausgebildet ist, oder eine nach unten abgeknickte steile­re Schräge, wenn das vorliche Kanaldach schräg nach unten verläuft.It is useful that the slopes 19 and 21, 22 result not only from a slope of the channel roof in the front area of the boat, but in the longitudinal center area e.g. spring from the bottom plate 4 of the boat. The result is _ viewed from the side _ e.g. for example a sine curve if the front canal roof is convexly arched, or a steeper slope that is bent downwards if the front canal roof slopes downwards.

Die Fig. 1, 2a, b, c, 3, 5 und 9c zeigen schematisch Seitenansichten, wobei die Schräge 19, die normaler­weise bei der Seitenansicht nicht erkennbar wäre, in einer ausgezeichneten Linie dargestellt ist, damit die Erfindung besser verdeutlicht werden kann.1, 2a, b, c, 3, 5 and 9c schematically show side views, the bevel 19, which would normally not be seen in the side view, is shown in an excellent line so that the invention can be better illustrated.

Die Fig. 9a, b, c zeigen wesentliche Merkmale der Er­findung. Dargestellt ist der statische Schwimmzustand, d.h. die Lage des Bootes im Stillstand auf dem Wasser. Das Gewicht des Bootes ist in Kombination mit den Auftriebskräften, die gegen das Unterwasserschiff wirken, so ausgelegt, daß die vorderen Anlaufschrägen (Winkel α) oder zumindest Teilbereiche der Anlauf­schrägen der Kielkufe 10 und der Gleitkufen 6 über der Wasserlinie 26 (Fig. 9c) positioniert sind und dann ins Wasser eintauchen im Bereich zwischen der Vorderkante und der Längsmitte der Bodenplatte 4. Im Bereich der Längsmitte der Bodenplatte 4 befinden sich alle Kufen unter Wasser. Zudem befindet sich das Kanaldach bzw. die vordere Bodenhimmelfläche 5 von der Vorderkante der Bodenplatte 4 bis etwa zur Längsmitte der Boden­platte 4 über der Wasserlinie 26 und bildet mit der Wasserlinie 26 einen sich bis zur Längsmitte der Boden­platte 4 verjüngenden Keilraum. Im Anschluß an das Ein­tauchen des Kanaldachs bzw. der Bodenhimmelfläche 5 in das Wasser verläuft die Bodenhimmelfläche 5 als Schräge 19 nach hinten weiter bis zum Ende der Bodenplatte 4. Die Fig. 9c zeigt idealisiert außerdem noch eine etwas tiefer lie­gende Wasserlinie 26a, die sich bei hoher Geschwindigkeit ergibt. Dabei ist wesentlich, daß die Schräge 19 dennoch unter die Wasserlinie 26a reicht, d.h. vom Wasser benetzt wird. Die Schwimmlage des Bootes ist schematisch in Fig. 9b dargestellt. Es handelt sich um schematische Querschnitte jeweils an der Stelle des Bootskörpers, die der Stelle in Fig. 9c gegenüberliegt. Die Fig. 9a, b und c gehören insoweit zusammen, als die Fig. 9b einen Querschnitt jeweils an der Stelle darstellt, die sich zeichnungsmäßig in der gleichen Höhe in den Fig. 9a und 9c befindet. Es ist erkennbar, daß die Schräge 19 immer zumindest mit Teilbereichen unter Wasser positioniert ist und daß mindestens eine äußere Stufe der Gleitkufen 6 oberhalb der Wasserlinie 26 an­geordnet sind. Diesen Zustand zeigt die obere Querschnitts­darstellung im Vergleich zur unteren Querschnittsdar­stellung in Fig. 9b. Die Gleitkufenstufe 6d befindet sich oberhalb der Wasserlinie, während die Schräge 19 im Wasser liegt.9a, b, c show essential features of the invention. The static state of swimming is shown, ie the position of the boat at a standstill on the water. The weight of the boat is designed in combination with the buoyancy forces that act against the underwater ship so that the front bevels (angle α) or at least partial areas of the bevels of the keel skids 10 and the skids 6 positioned above the water line 26 (Fig. 9c) and then immerse in the water in the area between the front edge and the longitudinal center of the base plate 4. In the area of the longitudinal center of the base plate 4, all runners are under water. In addition, the canal roof or the front headliner surface 5 is located from the front edge of the base plate 4 to approximately the longitudinal center of the base plate 4 above the water line 26 and forms with the water line 26 a wedge space that tapers to the longitudinal center of the base plate 4. Following the immersion of the canal roof or the headliner surface 5 in the water, the headliner surface 5 continues as a slope 19 backwards to the end of the base plate 4. FIG. 9c also ideally shows a somewhat lower water line 26a, which is located at high speed results. It is essential that the slope 19 still extends below the water line 26a, that is, is wetted by the water. The floating position of the boat is shown schematically in Fig. 9b. These are schematic cross sections at the location of the hull that is opposite the location in FIG. 9c. FIGS. 9a, b and c belong together insofar as FIG. 9b shows a cross section in each case at the location that is at the same height in the drawing 9a and 9c. It can be seen that the slope 19 is always positioned at least with partial areas under water and that at least one outer step of the skids 6 are arranged above the water line 26. The upper cross-sectional view shows this state in comparison to the lower cross-sectional view in FIG. 9b. The skid level 6d is above the water line, while the slope 19 is in the water.

Diese Anordnung der Kufen zur Anordnung der Schräge 19 gewährleistet ein Heraushebeln des Bootskörpers, wenn während der Fahrt der dynamische Druck auf die Schräge 19 wirkt und der Bootskörper nach vorne abgekippt wird. Das Wasser trifft dann auf die noch nicht benetzte Fläche der Kufe 6d und erzeugt einen ausgleichenden Auftrieb, so daß das Boot in einer nahezu horizontalen Lage weiter aus dem Wasser gehoben wird, d.h. daß die Wasserlinie nach unten verschoben wird (Wasserlinie 26a).This arrangement of the runners for arranging the bevel 19 ensures that the hull is levered out if the dynamic pressure acts on the bevel 19 during the journey and the hull is tipped forward. The water then hits the surface of the runner 6d which has not yet been wetted and generates a compensating buoyancy, so that the boat is lifted further out of the water in an almost horizontal position, i.e. that the water line is shifted down (water line 26a).

Wenn die Schräge 19 unter Wasser positioniert ist, dann wirkt sie auch der Krängung des Bootes entgegen, weil der dynamische Druck des Wassers beim Fahren des Bootes stärker auf die quer abgekippte Fläche der Schräge 19 wirkt.If the bevel 19 is positioned under water, it also counteracts the heeling of the boat, because the dynamic pressure of the water when the boat is driving has a greater effect on the transversely tilted surface of the bevel 19.

Nach einer bevorzugten Ausführungsform der Erfindung verlaufen die Kanten der Kufen 10 und 6 parallel zur Mittschiffsebene.According to a preferred embodiment of the invention, the edges of the runners 10 and 6 run parallel to the midships plane.

Claims (21)

1. A sportsboat having a hull with a stem (1), a bow (2) two sides and also a generally flat underside (4) having a flat surface portion (5), a planing surface (6) having steps (6a, 6b, 6c, 6d) being present at each lateral side of the surface portion (5), at least one vent duct (20) being present between the planing surfaces (6), whereby the surface portion (5) in the shape of a slope encloses with the waterline, a wedge shaped space, characterised in that the surface portion (5) includes an additional sloping section (19) beginning in the approximate longitudinal centre of the boat and which falls away towards the bow.
2. Sportsboat according to Claim 1, characterised in that the sloping portion (19) emerges without edges from its source on the surface portion (5).
3. A sportsboat according to Claim 1 and/or 2, characterised in that the sloping portion (19) comprises a plurality of adjacent rows of sloping portion, each successive row of sloping portion having a bigger angle (β ) than its predecessor.
4. A sportsboat according to Claim 1 and/or 2, characterised in that the sloping portion assumes a concave arching configuration.
5. A sportsboat according to one or more of Claims 1 to 4, characterised in that the lip angle (β) of the sloping portion (19) is approximately the same as the lip angle (α) of the steps of the planing surface (6a, 6b, 6c, 6d).
6. A sportsboat according to one or more of Claims 1 to 5, characterised in that the planing faces (9) of the steps of the planing surfaces (6a, 6b, 6c, 6d) rise upwards and backwards in their rear regions.
7. A sportsboat according to one or more of Claims 1 to 6, characterised in that, in the bow region, a sloping portion (21) is provided for at least one step of the planing surfaces (6a, 6b, 6c, 6d).
8. A sportsboat according to Claim 7, characterised in that, in the bow region, two or more steps of the planing surfaces (6a, 6b, 6c, 6d) merge smoothly into each other and form a larger area (17).
9. A sportsboat according to one or more Claims of Claims 1 to 8, characterised in that a keel skid (10) with keel steps (11a, 11b) is situated on the surface portion (5) along the longitudinal centreline of the boat.
10. A sportsboat according to Claim 9, characterised in that the keel skid (10) has a slope (22) which tapers off and has a rear edge (23) which rises upwards in the rear area.
11. A sportsboat according to one or more of Claims 1 to 10, characterised in that the sloping portion (19) is located on a device, which is hinged about a horizontal axis positioned transversely to the longitudinal centreline and located preferably at the beginning of the sloping section, and which is positioned on the bottom of the boat in a manner enabling it to be swung downwards.
12. A sportsboat according to Claim 11, characterised in that the sloping portion is arranged on a wedge-shaped accessory which can be swivelled by mechanical or motorized means.
13. A sportsboat according to one or more of Claims 1 to 12, characterised in that the hull is fitted with a nose fin (18).
14. A sportsboat according to one or more of Claims 1 to 13, characterised in that, in the now area, it is equipped with at least one pump-jet drive (24).
15. A sportsboat according to one or more of Claims 1 to 14, characterised in that at least one step of the planing surfaces (6a, 6b, 6c, 6d) has, on both its outside edges, a water-guide rib (25) which extends downward, is commencing approximately in the longitudinal centre, runs rearwards and is wedge-shaped.
16. A sportsboat according to one or more of Claims 1 to 15, characterised in that the sloping portions (19, 21 and 22) in the bow section - and seen from the side - have a steeper downwards incline by comparison with the sloping portions in the nose section.
17. A sportsboat according to one or more of Claims 1 to 16, characterised in that, in the static and/or dynamic float condition of the boat, the weight of the boat in conjunction with the lift forces acting on its submerged section is such that the front approach inclines or at least parts of the approach inclines of the keel skid (10) and the planing surfaces (6) are positioned above the waterline (26) and are immersed in the water in the area between the leading edge and the longitudinal centre of the underside (4) and that the front of the surface portion (5) extends from the leading edge of the underside (4) approximately as far as the longitudinal centre of the underside (4) above the waterline (26) and with the waterline (26) forms a wedge-­ shaped space narrowing as far as the longitudinal centre of the underside, and that, after submersion of the vent duct or the surface portion (5) into the water, the surface portion (5) continues as a sloping section (5) backwards as far as the end of the underside (4).
18. A sportsboat according to one or more of Claims 1 to 17, characterised in that the sloping section (19) is always under water, in both the dynamic and the static floating condition.
19. A sportsboat according to Claim 17 or 18, characterised in that some parts of the sloping section (19) at least are always under water.
20. A sportsboat according to one or more of Claims 17 to 19, characterised in that at least one step (6d) of the planing surface (6) is situated above the waterline (26).
21. A sportsboat according to one or more of Claims 1 to 20, characterised in that the longitudinal edges of the planing surfaces (10 and 6) and their steps extend parallel to the longitudinal centreline of the craft.
EP86114066A 1985-10-11 1986-10-10 Speedboat Expired - Lifetime EP0218260B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86114066T ATE60740T1 (en) 1985-10-11 1986-10-10 FAST RUNNING BOAT.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853536408 DE3536408A1 (en) 1985-10-11 1985-10-11 HIGH SPEED BOAT
DE3536408 1985-10-11

Publications (3)

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EP0218260A2 EP0218260A2 (en) 1987-04-15
EP0218260A3 EP0218260A3 (en) 1988-02-10
EP0218260B1 true EP0218260B1 (en) 1991-02-06

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ID=6283421

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EP86114066A Expired - Lifetime EP0218260B1 (en) 1985-10-11 1986-10-10 Speedboat

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US (1) US4858549A (en)
EP (1) EP0218260B1 (en)
JP (1) JP2620622B2 (en)
KR (1) KR910000633B1 (en)
CN (1) CN1004065B (en)
AT (1) ATE60740T1 (en)
AU (1) AU585656B2 (en)
BR (1) BR8604993A (en)
CA (1) CA1303431C (en)
DD (1) DD250098A5 (en)
DE (2) DE3536408A1 (en)
DK (1) DK485786A (en)
ES (1) ES2020177B3 (en)
FI (1) FI91733C (en)
GR (1) GR3001903T3 (en)
MY (1) MY100063A (en)
NO (1) NO176089C (en)
NZ (1) NZ217888A (en)
PH (1) PH26716A (en)
PL (1) PL154559B1 (en)
PT (1) PT83524B (en)
YU (1) YU173986A (en)
ZA (1) ZA867720B (en)

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FR2641516A2 (en) * 1987-12-24 1990-07-13 Dejoux Andre IMPROVEMENTS TO CATAMARAN FREE SAILBOARD FLOATS
DE9000582U1 (en) * 1990-01-20 1990-03-22 Lübecker Bootswerft Fritz Staack & Co., 2400 Lübeck Longitudinal step bottom channel boat (LSBK boat)
DE4204110A1 (en) * 1991-09-21 1993-03-25 Leopold Jaegers SHIP
GB9325762D0 (en) * 1993-12-16 1994-02-23 Paragon Mann Ltd Boat
JPH07312566A (en) * 1994-05-18 1995-11-28 Yaesu Musen Co Ltd Key reception tone generating radio equipment
FR2742118B1 (en) * 1995-12-07 1998-01-16 Castelain Claude VOUTE HAVING A CERTAIN TYPE OF SHRINKAGE FOR HULL INTENDED FOR ALL TRAVELING OR LEISURE EQUIPMENT FOR USE ON THE WATER, Whatever their mode of propulsion
SE9700691L (en) * 1997-02-26 1998-08-27 Volvo Penta Ab hulls
US7055450B2 (en) * 2004-05-06 2006-06-06 Errecalde George A Transportation vehicle and method operable with improved drag and lift
ITMI20130153A1 (en) * 2013-02-04 2014-08-05 Claudio Gariboldi BOAT PROVIDED WITH IMPROVED HULL
CN103523154A (en) * 2013-10-30 2014-01-22 青岛科技大学 H-shaped drag reduction ship and working principle
AU2014397128A1 (en) * 2014-06-11 2017-01-12 Monotricat Srl C.R. Hull for low drag boats

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DE2524913A1 (en) * 1975-06-05 1976-12-16 Eckes Water jet drive for fast boat - with effectively constant area duct and central impeller leading water upward
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Also Published As

Publication number Publication date
ES2020177B3 (en) 1991-08-01
AU585656B2 (en) 1989-06-22
NO864046D0 (en) 1986-10-10
NZ217888A (en) 1989-03-29
FI864100A (en) 1987-04-12
YU173986A (en) 1989-02-28
FI91733B (en) 1994-04-29
GR3001903T3 (en) 1992-11-23
PH26716A (en) 1992-09-15
KR910000633B1 (en) 1991-01-31
BR8604993A (en) 1987-07-14
AU6355086A (en) 1987-04-16
CA1303431C (en) 1992-06-16
PL154559B1 (en) 1991-08-30
FI864100A0 (en) 1986-10-10
DE3536408C2 (en) 1991-05-23
KR870003917A (en) 1987-05-06
DK485786A (en) 1987-04-12
NO176089B (en) 1994-10-24
PL261800A1 (en) 1988-01-21
DE3536408A1 (en) 1987-04-16
ATE60740T1 (en) 1991-02-15
JP2620622B2 (en) 1997-06-18
FI91733C (en) 1994-08-10
US4858549A (en) 1989-08-22
PT83524A (en) 1986-11-01
EP0218260A2 (en) 1987-04-15
DK485786D0 (en) 1986-10-10
NO864046L (en) 1987-04-13
CN86107540A (en) 1987-06-10
JPS62116385A (en) 1987-05-27
NO176089C (en) 1995-02-01
MY100063A (en) 1989-08-18
DE3677448D1 (en) 1991-03-14
PT83524B (en) 1991-03-20
ZA867720B (en) 1988-01-27
CN1004065B (en) 1989-05-03
EP0218260A3 (en) 1988-02-10
DD250098A5 (en) 1987-09-30

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