EP0438032B1 - Boat with a bow door - Google Patents

Boat with a bow door Download PDF

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Publication number
EP0438032B1
EP0438032B1 EP90811019A EP90811019A EP0438032B1 EP 0438032 B1 EP0438032 B1 EP 0438032B1 EP 90811019 A EP90811019 A EP 90811019A EP 90811019 A EP90811019 A EP 90811019A EP 0438032 B1 EP0438032 B1 EP 0438032B1
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EP
European Patent Office
Prior art keywords
boat
flap
bow
wall
open
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
EP90811019A
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German (de)
French (fr)
Other versions
EP0438032A2 (en
EP0438032A3 (en
Inventor
Hans-Rudolf Lehmann
Marcel Lehmann
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Individual
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Individual
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Publication of EP0438032A2 publication Critical patent/EP0438032A2/en
Publication of EP0438032A3 publication Critical patent/EP0438032A3/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B19/00—Arrangements or adaptations of ports, doors, windows, port-holes, or other openings or covers
    • B63B19/08—Ports or like openings in vessels' sides or at the vessels' bow or stern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/14—Arrangement of ship-based loading or unloading equipment for cargo or passengers of ramps, gangways or outboard ladders ; Pilot lifts
    • B63B27/143—Ramps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B19/00—Arrangements or adaptations of ports, doors, windows, port-holes, or other openings or covers
    • B63B19/08—Ports or like openings in vessels' sides or at the vessels' bow or stern
    • B63B2019/083—Bow ports, e.g. for ferries

Definitions

  • the invention relates to a boat according to the preamble of claim 1.
  • Boats of this type are to be distinguished from those in which a flat flap, such as. B. are arranged in DE-OS 2 029 165 by means of a hinge in a flat boat wall part. Those boats have the disadvantage of hydrodynamically unfavorable driving behavior.
  • a boat of the type mentioned is known from FR-A 2 511 969. Also with this boat, like with other boats, care is taken that the flap is always close to the boat wall when swiveling.
  • the lower part of the flap has a recess into which the lower edge of the bow opening engages in a sealing manner when unfolding.
  • the shape of the bow portion below the flap opening is adapted to the pivoting movement of the flap about its pivot axis, ie it is designed as a family of partial circles with a center point on the pivot axis. The one below the fuselage part of the bow opening can therefore no longer be adapted to optimal flow conditions.
  • a two-part pair of flaps is known, the flaps of which can be swung open laterally about vertical swivel axes and run on rollers on a horizontal deck supported by the swiveling process. There is a free space between the bottom edge of the flaps and the surface of the deck, both when the flaps are closed and when they are open.
  • the flaps are separated by this deck from the lower bow area in the area of the water line of the ferry as well as from any water that may enter.
  • the design of the flaps thus has no relation to the driving properties of the ferry, which is even underlined by the resulting contour of the upper bow area when the flaps are closed, namely a V-shaped notch.
  • the object of the invention is to provide a boat with a bow flap which has good driving properties both when the bow flap is open and when it is closed.
  • the boat shown in a side view in FIG. 1 has a V-shaped or spoon-shaped in the longitudinal direction of the boat convex bow a flap 1 arranged symmetrically to the center line of the boat, which is shown unfolded in FIGS. 3 and 4, its outer wall 3 being partially immersed in water 4.
  • the outer wall 3 of the flap 1 is also curved like a spoon and is designed such that its outer shape continues aerodynamically and hydrodynamically into the outer front wall 7 in the closed state. With this configuration, when it is partially immersed in water 4, it acts as a flowable shield with good hydrodynamic properties, so that it can also be driven with the flap 1 unfolded, partially immersed in the water, the flap 1 then lifting the bow.
  • An intermediate space 2 is present between the lower flap part of the opened flap 1 and the front wall part located under the bow opening 15. Air is sucked under the boat hull through this space 2, which on the one hand prevents water 4 from penetrating and on the other hand reduces the sliding friction of the boat hull.
  • the open flap 1 also creates additional buoyancy for the boat through its shape and through a closed cavity 6 located between the outer flap wall and the inner wall, shown in FIG. 4 in section through the flap 1.
  • the rubbing strake 8a of the boat is also continued in the flap 1, and is used here as a butt edge 8b and flap reinforcement. If the flap 1 is used as a loading flap or landing flap, as described below, the abutting edge 8b is changed in accordance with its intended use compared to the embodiment shown in FIGS. 2 and 3.
  • the flap 1 as can be seen in FIG. 3, has on its inside on both sides a shoulder 9a and 9b which is parallel to the boat axis.
  • Each attachment 9a or 9b has a bracket 11 directed towards the boat bottom 10, via which the flap 1 is articulated directly on a swivel joint 13a and 13b on the inside of the boat in the vicinity of the bow opening 15 is stored above the boat bottom 10.
  • the flap pivot axis is set back from the bow wall edge 17 surrounding the bow opening 15 towards the middle of the boat by a distance.
  • Each boom 11 has between its swivel 13a and 13b a downwardly open recess 19a and 19b, into which the boat bottom edge 21 delimiting the flap opening 15 engages when the flap 1 is pivoted downward.
  • Piston-cylinder unit 23a or 23b exerting tension and pressure are mounted on a bearing 22a or 22b of extension 9a or 9b.
  • the base point 25a or 25b of the piston cylinder unit 23a or 23b is pivotably mounted at approximately the same height as the piston bearing on the inside of the boat.
  • electromechanical adjustment devices can also be used.
  • the flap 1 has a cavity 6 on the inside in order to achieve additional buoyancy when the flap 1 is partially pressed into the water with the piston-cylinder units 23a and 23b, which, as described below, is of great use in diving work, bathing operations or the like . This also pushes the bow up and can therefore be subjected to additional loads.
  • the buoyancy is so great that one or two people can easily stand on the open flap 1 without impairing the stability of the boat.
  • the flap 1 is arranged and mounted so that it can be pivoted into a position in which the outside of the outer wall 3 of the flap 1 is almost completely below and the inside is approximately at the level of the water line.
  • the boat outer floor 35 has an angular transition 36 to the boat outer side wall 37 and a round transition 39 in its rear part.
  • the angular transition 36 merges into the round transition 39 with a shoulder 41 located approximately in the middle of the length of the boat.
  • paragraph 41 can be arranged at a distance of two thirds of the total length of the boat from the bow of the boat.
  • the boat profile and in particular the round and angular transition 36 and 39 are shown in FIG. 5. Since the boat profile runs symmetrically to the center line 40, only one half of the profile is always shown in order not to overload the illustration, the profiles with an angular transition 36 being shown on the right in FIG. 5 and the round transitions on the left.
  • the letters A to G denote the profile locations as indicated in the side view of the boat in Figure 1.
  • the arrangement of the angular and round transition 36 and 39 described above has proven particularly useful when driving curves 44 on the water of a boat 46 equipped with two stern motors 45a and 45b, as shown in FIGS. 6 and 7.
  • the angular transition 36 the water is channeled under the boat bottom 35 parallel to the longitudinal axis of the boat.
  • the boat 46 tilts toward the curve center, as shown in FIG.
  • the water 4 as represented by two schematic flow lines 47a and 47b, is directed in the bow-side part of the boat 46 up to the heel 41 parallel to the boat axis and immediately bends outward behind the heel 41 under the boat 46. Contrary to the actual design, as can be seen from FIGS.
  • paragraphs 41 are drawn to the side in FIG. 6 for better identification.
  • water 4 is led up to the drive screw 48a of the stern motor 45a raised on the left in a right turn, whereupon the latter remains completely in the water and can continue to deliver its full thrust into the water.
  • the round transition 39 the boat glides away slightly in curve 44 with its stern, as a result of which its curve radius is considerably reduced.
  • this design of the boat hull an extremely precise approach to a desired location in a body of water is possible to then at this location with the flap 1 z. B. to carry out rescue work, to take bathers, to drop divers and to drive near the beach or shore in order to be able to get out easily.
  • the piston-cylinder units 23a and 23b are set to thrust by means of a control valve (not shown), as a result of which the flap part 5 is moved out of the bow against the water surface.
  • the flap 1 can be continuously adjusted and fixed in any angular position via the piston-cylinder units 23a and 23b.
  • the lowest pivot point of the flap 1 is reached when the abutting edge 8b as the upper flap edge is just above the water line.
  • the flap outer wall 3 is almost completely in the water 4. Since the flap outer wall 3 is arched like a spoon and its two sides are closed by the shoulders 9a and 9b, the flap 1 pressed into the water 4 already acts as a buoyancy body due to its external shape lifts the bow of the boat.
  • buoyancy body 29a and 29b Due to the rigid connection of the flap 1 via the piston-cylinder units 23a and 23b to the rest of the boat, no tilting is possible even when the flap 1 is subjected to extreme weight.
  • the buoyancy of the bow becomes additional, as in FIGS. 2 and 3 can be seen, increased by lateral buoyancy bodies 29a and 29b.
  • the upper side of these buoyancy bodies 29a and 29b can have a swing-open door; the accessories for the piston-cylinder units 23a and 23b can also be accommodated in them.
  • the flap 1 that has been swung out can serve as a platform for entering and exiting the water during diving and rescue work, as well as other work be used in the water; this flap 1 can also be used as a bathing platform.
  • the salvage of injured persons floating in the water 4 and goods floating on the water 4 is easy to carry out, since the injured person and the material can be easily pulled into the boat via the flap edge 8b.
  • the flap 1 can also be used as a flap if the boat is taken to the river bank and the flap 1 is folded against the bank. Due to the double-acting piston-cylinder units 23a and 23b, the flap 1 remains fixed in the angular position once set, regardless of how the boat is moved by waves or different loads.
  • a flap can also be mounted on the stern or in one of the boat side walls. If a flap is installed on the left and right in the side walls, it can be used as a work platform and as a stabilizing arm when unfolded. However, with the flaps arranged in the side walls of the boat, the boat cannot be driven, or only extremely slowly. A flap arranged at the stern requires a special design of the ship's drive. Outboard motors can then only be used to a limited extent attach. Only a flap in the boat side wall or at the stern would be a worse embodiment of the invention.
  • the boat according to the invention is that its flap 1, which serves as a work or pleasure platform, etc., can be folded back into the front wall in such a way that its hydro- and aerodynamic properties and its aesthetic appearance are not impaired.
  • the boat according to the invention can thus be used as a rescue, recovery, pleasure and speed boat without restricting its full functionality.
  • Another advantage is the design of the flap acting as a buoyancy body, the use of which is possible regardless of the stability problems of the boat; it increases the kentar stability of the boat even when unfolded.
  • the flap outer wall is designed such that when the flap is pushed into the water and the boat is moving forward, the bow is pushed upwards.

Abstract

The boat has a flap (1) forming a part of its V- or spoon-shaped bow and being unfoldable therefrom. This flap is supported by means of projections (9a,9b) arranged on both of its sides on swivel joints (13a,13b) set back into the inside of the boat with respect to the inner wall of the bow. Upon pivoting the flap (1) out of the bow opening (15), the flap is swung away from the bow wall portion with the uncovering of an interspace (2) between the flap and the bow wall portion which latter lies underneath the bow opening (15). The flap outside wall can be urged underneath the surface of the water and can be fixed in its position. The flap (1) is designed as a buoyant member, and when serving as a working or recreational platform, etc., can be folded back into the bow of the boat in such a way that the hydro- and aerodynamic properties as well as the esthetic appearance of the bow are not impaired. The boat according to this invention can thus be utilized, without restriction of its full functional ability, as a rescue boat, salvage boat, pleasure boat, and speedboat. The configuration of the flap (1) acting as a buoyant member makes its use possible without impairing the stability of the boat; in the unfolded condition, this configuration even enhances the capsizing stability of the boat. Furthermore, the design of the boat hull is such that the stern engines, when a curve is traversed, do not leave the water (4), and the boat exhibits a very high capsizing stability.

Description

Die Erfindung betrifft ein Boot gemäß dem Oberbegriff des Patentanspruchs 1.The invention relates to a boat according to the preamble of claim 1.

Boote dieser Art sind von jenen zu unterscheiden, bei denen eine plane Klappe, wie z. B. in der DE-OS 2 029 165 mittels eines Scharniers in einem planen Bootswandteil angeordnet sind. Jene Boote haben den Nachteil eines hydrodynamisch ungünstigen Fahrverhaltens.Boats of this type are to be distinguished from those in which a flat flap, such as. B. are arranged in DE-OS 2 029 165 by means of a hinge in a flat boat wall part. Those boats have the disadvantage of hydrodynamically unfavorable driving behavior.

Ein Boot der eingangs genannten Art ist aus der FR-A 2 511 969 bekannt. Auch bei diesem Boot, wie bei jenen Booten anderer Art, ist dafür Sorge getragen, daß die Klappe beim Schwenken stets dicht an der Bootswand liegt. Hierzu besitzt der Klappenunterteil eine Aussparung, in die der untere Rand der Bugöffnung beim Ausklappen dichtend eingreift. Der Bugteil unterhalb der Klappenöffnung ist in seiner Form der Schwenkbewegung der Klappe um dessen Schwenkachse angepaßt, d. h. er ist als eine Schar von Teilkreisen mit einem Kreismittelpunkt auf der Schwenkachse ausgebildet. Der unterhalb der Bugöffnung liegende Rumpfteil kann somit nicht mehr optimalen Strömungsbedingungen angepaßt werden.A boat of the type mentioned is known from FR-A 2 511 969. Also with this boat, like with other boats, care is taken that the flap is always close to the boat wall when swiveling. For this purpose, the lower part of the flap has a recess into which the lower edge of the bow opening engages in a sealing manner when unfolding. The shape of the bow portion below the flap opening is adapted to the pivoting movement of the flap about its pivot axis, ie it is designed as a family of partial circles with a center point on the pivot axis. The one below the fuselage part of the bow opening can therefore no longer be adapted to optimal flow conditions.

Aus der GB-A 2 047 310 ist ein zweiteiliges Klappenpaar bekannt, dessen Klappen um vertikale Schwenkachsen seitlich aufschwenkbar sind und während des Schwenkvorgangs abgestützt auf Rollen auf einem horizontalen Deck laufen. Zwischen der Unterkante der Klappen und der Oberfläche des Decks ist sowohl bei geschlossenen wie auch bei geöffneten Klappen ein freier Raum vorhanden. Die Klappen sind durch dieses Deck vom unteren im Bereich der Wasserlinie der Fähre liegenden Bugbereich sowie auch von eventuell eindringendem Wasser getrennt. Die Ausgestaltung der Klappen hat somit keinerlei Bezug auf die Fahreigenschaften der Fähre, was sogar noch durch die sich ergebende Kontur des oberen Bugbereichs bei geschlossenen Klappen, nämlich einer V-förmigen Kerbe, unterstrichen wird.From GB-A 2 047 310 a two-part pair of flaps is known, the flaps of which can be swung open laterally about vertical swivel axes and run on rollers on a horizontal deck supported by the swiveling process. There is a free space between the bottom edge of the flaps and the surface of the deck, both when the flaps are closed and when they are open. The flaps are separated by this deck from the lower bow area in the area of the water line of the ferry as well as from any water that may enter. The design of the flaps thus has no relation to the driving properties of the ferry, which is even underlined by the resulting contour of the upper bow area when the flaps are closed, namely a V-shaped notch.

Aufgabe der Erfindung ist es, ein Boot mit einer Bugklappe zu schaffen, welches sowohl bei geöffneter wie bei geschlossener Bugklappe gute Fahreigenschaften aufweist.The object of the invention is to provide a boat with a bow flap which has good driving properties both when the bow flap is open and when it is closed.

Die Lösung der Aufgabe ist Gegenstand des Patentanspruchs 1. Bevorzugte Auführungsformen sind in den Patentansprüchen 2 bis 10 beschrieben.The solution to the problem is the subject of claim 1. Preferred embodiments are described in claims 2 to 10.

Im folgenden wird ein Beispiel eines erfindungsgemäßen Bootes anhand der Zeichnungen näher erläutert. Es zeigen:

Fig. 1
eine Seitenansicht eines erfindungsgemäßen Bootes,
Fig. 2
eine perspektivische Darstellung des Bugs des in Figur 1 dargestellten Bootes mit geschlossener Bugklappe,
Fig. 3
eine perspektivische Darstellung analog zu Figur 2, jedoch mit ausgeklappter Bugklappe,
Fig. 4
einen Längsschnitt durch den Bootsbug mit ausgeklappter Klappe,
Fig. 5
Profilansichten des in Figur 1 dargestellten Bootes,
Fig. 6
das Boot in Kurvenfahrt, und
Fig. 7
eine Heckansicht des in Figur 6 dargestellten Boots in Kurvenfahrt.
An example of a boat according to the invention is explained in more detail below with reference to the drawings. Show it:
Fig. 1
a side view of a boat according to the invention,
Fig. 2
2 shows a perspective illustration of the bow of the boat shown in FIG. 1 with the bow flap closed,
Fig. 3
2 shows a perspective illustration analogous to FIG. 2, but with the front flap unfolded,
Fig. 4
a longitudinal section through the bow of the boat with the flap open,
Fig. 5
Profile views of the boat shown in Figure 1,
Fig. 6
the boat is cornering, and
Fig. 7
a rear view of the boat shown in Figure 6 cornering.

Das in Figur 1 in einer Seitenansicht dargestellte Boot hat in seinem in Figur 2 dargestellten V- oder löffelförmigen, in Bootslängsrichtung konvex ausgestalteten Bug eine zur Bootsmittellinie symmetrisch angeordnete Klappe 1, die in Figur 3 sowie 4 ausgeklappt dargestellt ist, wobei ihre Außenwandung 3 teilweise ins Wasser 4 eingetaucht ist.The boat shown in a side view in FIG. 1 has a V-shaped or spoon-shaped in the longitudinal direction of the boat convex bow a flap 1 arranged symmetrically to the center line of the boat, which is shown unfolded in FIGS. 3 and 4, its outer wall 3 being partially immersed in water 4.

Die Außenwandung 3 der Klappe 1 ist ebenfalls löffelartig gewölbt und so ausgestaltet, daß sich im geschlossenen Zustand ihre Außenform aero- und hydrodynamisch in die Bugaußenwand 7 fortsetzt. Durch diese Ausgestaltung wirkt sie bei teilweisem Eintauchen ins Wasser 4 als ein anströmbares Schild mit guten hydrodynamischen Eigenschaften, so daß auch mit ausgeklappter, teilweise ins Wasser eingetauchter Klappe 1 gefahren werden kann, wobei die Klappe 1 dann den Bug anhebt. Zwischen dem Klappenunterteil der geöffneten Klappe 1 und dem unter der Bugöffnung 15 liegenden Bugwandungsteil ist ein Zwischenraum 2 vorhanden. Durch diesen Zwischenraum 2 wird Luft unter den Bootsrumpf gesaugt, wodurch einerseits ein Eindringen von Wasser 4 verhindert wird und andererseits die Gleitreibung des Bootsrumpfes verringert wird. Die geöffnete Klappe 1 erzeugt ferner durch ihre Formgebung sowie durch einen zwischen Klappenaußenwand und -innenwand befindlichen, geschlossenen, in Figur 4 im Schnitt durch die Klappe 1, dargestellten Hohlraum 6 einen zusätzlichen Auftrieb für das Boot. Die Scheuerleiste 8a des Bootes ist auch in der Klappe 1 weitergeführt, und dient hier als Stoßkante 8b und Klappenverstärkung. Wird die Klappe 1 als Ladeklappe bzw. Landeklappe verwendet, wie unten beschrieben, so wird die Stoßkante 8b entsprechend ihres Verwendungszweckes gegenüber der in den Figuren 2 und 3 gezeigten Ausgestaltung verändert.The outer wall 3 of the flap 1 is also curved like a spoon and is designed such that its outer shape continues aerodynamically and hydrodynamically into the outer front wall 7 in the closed state. With this configuration, when it is partially immersed in water 4, it acts as a flowable shield with good hydrodynamic properties, so that it can also be driven with the flap 1 unfolded, partially immersed in the water, the flap 1 then lifting the bow. An intermediate space 2 is present between the lower flap part of the opened flap 1 and the front wall part located under the bow opening 15. Air is sucked under the boat hull through this space 2, which on the one hand prevents water 4 from penetrating and on the other hand reduces the sliding friction of the boat hull. The open flap 1 also creates additional buoyancy for the boat through its shape and through a closed cavity 6 located between the outer flap wall and the inner wall, shown in FIG. 4 in section through the flap 1. The rubbing strake 8a of the boat is also continued in the flap 1, and is used here as a butt edge 8b and flap reinforcement. If the flap 1 is used as a loading flap or landing flap, as described below, the abutting edge 8b is changed in accordance with its intended use compared to the embodiment shown in FIGS. 2 and 3.

Die Klappe 1, hat, wie in Figur 3 zu sehen ist, an ihrer Innenseite beidseits je einen parallel zur Bootsachse liegenden Ansatz 9a und 9b. Jeder Ansatz 9a bzw. 9b hat einen zum Bootsboden 10 gerichteten Ausleger 11, über den die Klappe 1 an je einem Drehgelenk 13a und 13b gelenkig an der Innenseite des Bootes in der Nähe der Bugöffnung 15 unmittelbar über dem Bootsboden 10 gelagert ist. Die Klappenschwenkachse ist gegenüber dem die Bugöffnung 15 umschließenden Bugwandrand 17 zur Bootsmitte hin um einen Abstand zurückversetzt. Jeder Ausleger 11 weist zwischen seinem Drehgelenk 13a bzw. 13b eine nach unten offene Aussparung 19a bzw. 19b auf, in die beim Nachuntenschwenken der Klappe 1 der die Klappenöffnung 15 begrenzende Bootsbodenrand 21 hineingreift.The flap 1, as can be seen in FIG. 3, has on its inside on both sides a shoulder 9a and 9b which is parallel to the boat axis. Each attachment 9a or 9b has a bracket 11 directed towards the boat bottom 10, via which the flap 1 is articulated directly on a swivel joint 13a and 13b on the inside of the boat in the vicinity of the bow opening 15 is stored above the boat bottom 10. The flap pivot axis is set back from the bow wall edge 17 surrounding the bow opening 15 towards the middle of the boat by a distance. Each boom 11 has between its swivel 13a and 13b a downwardly open recess 19a and 19b, into which the boat bottom edge 21 delimiting the flap opening 15 engages when the flap 1 is pivoted downward.

In einem Abstand oberhalb des Drehgelenks 13a bzw. 13b ist das Kolbenende einer doppeltwirkenden, d. h. Zug und Druck ausübenden Kolbenzylindereinheit 23a bzw. 23b an einem Lager 22a bzw. 22b des Ansatzes 9a bzw. 9b gelagert. Der Fußpunkt 25a bzw. 25b der Kolbenzylindereinheit 23a bzw. 23b ist annähernd in gleicher Höhe zur Kolbenlagerung an der Bootsinnenseite schwenkbar gelagert. Anstelle der Kolbenzylindereinheiten können auch elektromechanische Verstelleinrichtungen verwendet werden.At a distance above the hinge 13a or 13b, the piston end of a double-acting, i.e. H. Piston-cylinder unit 23a or 23b exerting tension and pressure are mounted on a bearing 22a or 22b of extension 9a or 9b. The base point 25a or 25b of the piston cylinder unit 23a or 23b is pivotably mounted at approximately the same height as the piston bearing on the inside of the boat. Instead of the piston-cylinder units, electromechanical adjustment devices can also be used.

Wie bereits oben erläutert hat die Klappe 1 innen einen Hohlraum 6, um bei mit den Kolbenzylindereinheiten 23a und 23b in das Wasser teilweise hineingedruckter Klappe 1 einen zusätzlichen Auftrieb zu erreichen, der, wie unten beschrieben, bei Taucharbeiten, Badebetrieb oder ähnlichem von großen Nutzen ist. Hierdurch wird auch der Bug nach oben gedrückt und kann somit mit zusätzlichen Lasten beaufschlagt werden. Der Auftrieb ist so groß, daß sich ohneweiteres ein bis zwei Menschen auf die geöffnete Klappe 1 stellen können, ohne die Stabilität des Boots zu beeinträchtigen. Die Klappe 1 ist so angeordnet und gelagert, daß sie in eine Lage schwenkbar ist, in welcher die Außenseite der Außenwandung 3 der Klappe 1 nahezu vollständig unterhalb und die Innenseite etwa auf der Höhe der Wasserlinie liegt.As already explained above, the flap 1 has a cavity 6 on the inside in order to achieve additional buoyancy when the flap 1 is partially pressed into the water with the piston-cylinder units 23a and 23b, which, as described below, is of great use in diving work, bathing operations or the like . This also pushes the bow up and can therefore be subjected to additional loads. The buoyancy is so great that one or two people can easily stand on the open flap 1 without impairing the stability of the boat. The flap 1 is arranged and mounted so that it can be pivoted into a position in which the outside of the outer wall 3 of the flap 1 is almost completely below and the inside is approximately at the level of the water line.

Der Bootsaußenboden 35 hat in seinem bugseitigen Teil, wie in Figur 1 und 5 dargestellt, einen kantigen Übergang 36 zur Bootsaußenseitenwand 37 und einen runden Übergang 39 in seinem heckseitigen Teil. Der kantige Übergang 36 geht mit einem sich annähernd in der Mitte der Bootslänge befindlichen Absatz 41 in den runden Übergang 39 über. Je nach Anforderungen an das Boot kann der Absatz 41 in einem Abstand von zwei Dritteln der gesamten Bootslänge vom Bootsbug aus angeordnet sein.In its bow-side part, as shown in FIGS. 1 and 5, the boat outer floor 35 has an angular transition 36 to the boat outer side wall 37 and a round transition 39 in its rear part. The angular transition 36 merges into the round transition 39 with a shoulder 41 located approximately in the middle of the length of the boat. Depending on the requirements of the boat, paragraph 41 can be arranged at a distance of two thirds of the total length of the boat from the bow of the boat.

Das Bootsprofil sowie insbesondere der runde und kantige Übergang 36 bzw. 39 ist in Figur 5 dargestellt. Da das Bootsprofil symmetrisch zur Mittellinie 40 verläuft ist immer nur eine Hälfte des Profils, um die Darstellung nicht zu überladen, dargestellt, wobei die Profile mit kantigem Übergang 36 auf der rechten Seite in Figur 5 und die runden Übergänge auf der linken Seite dargestellt sind. Die Buchstaben A bis G bezeichnen die Profilorte, wie sie in der Seitenansicht des Bootes in Figur 1 angegeben sind.The boat profile and in particular the round and angular transition 36 and 39 are shown in FIG. 5. Since the boat profile runs symmetrically to the center line 40, only one half of the profile is always shown in order not to overload the illustration, the profiles with an angular transition 36 being shown on the right in FIG. 5 and the round transitions on the left. The letters A to G denote the profile locations as indicated in the side view of the boat in Figure 1.

Wie ferner aus Figur 5 zu ersehen ist, liegt der Schwerpunkt des Bootes sehr tief, was zu der unten erwähnten Kentarsicharheit beiträgt.As can also be seen from Figure 5, the center of gravity of the boat is very low, which contributes to the Kentarsicharheit mentioned below.

Die oben beschriebene Anordnung des kantigen und runden Überganges 36 und 39 hat sich besonders beim Fahren von Kurven 44 auf dem Wasser eines mit zwei Heckmotoren 45a und 45b bestückten Bootes 46, wie in den Figuren 6 und 7 dargestellt, bewährt. Durch den kantigen Übergang 36 wird das Wasser unter dem Bootsboden 35 parallel zur Bootslängsachse kanalisiert. Beim Fahren einer Kurve 44 neigt sich das Boot 46, wie in Figur 7 dargestellt, zum Kurvenzentrum. Hierdurch wird das Wasser 4, wie durch zwei schematische Flußlinien 47a und 47b dargestellt, im bugseitigen Teil des Bootes 46 bis zum Absatz 41 parallel zur Bootsachse heckwärts geleitet und biegt sofort hinter dem Absatz 41 unter dem Boot 46 nach außen weg. Die Absätze 41 sind entgegen der tatsächlichen Ausgestaltung, wie aus den Figuren 1 und 5 ersichtlich, zur besseren Kenntlichmachung in der Figur 6 seitlich wegstehend gezeichnet. Durch die Ausgestaltung des Bootsaußenbodens 35 mit kantigem und rundem Übergang 36 und 39 sowie durch den Absatz 41 wird Wasser 4 zu der in einer Rechtskurve links angehobenen Antriebsschraube 48a des Heckmotors 45a hoch geleitet, worauf dieser voll im Wasser liegen bleibt und weiterhin seine volle Schubleistung ins Wasser abgeben kann. Aufgrund des runden Überganges 39 gleitet das Boot in der Kurve 44 mit seinem Heck leicht weg, wodurch sich sein Kurvenradius beträchtlich verringert. Mit dieser Ausgestaltung des Bootsrumpfes ist ein äußerst zielgenaues Anfahren eines gewünschten Ortes in einem Gewässer möglich, um dann an diesem Ort bei ausgeklappter Klappe 1 z. B. Bergungsarbeiten durchzuführen, Badende aufzunehmen, Taucher abzusetzen sowie in Strand- oder Ufernähe zu fahren, um leicht aussteigen zu können.The arrangement of the angular and round transition 36 and 39 described above has proven particularly useful when driving curves 44 on the water of a boat 46 equipped with two stern motors 45a and 45b, as shown in FIGS. 6 and 7. Through the angular transition 36, the water is channeled under the boat bottom 35 parallel to the longitudinal axis of the boat. When driving a curve 44, the boat 46 tilts toward the curve center, as shown in FIG. As a result, the water 4, as represented by two schematic flow lines 47a and 47b, is directed in the bow-side part of the boat 46 up to the heel 41 parallel to the boat axis and immediately bends outward behind the heel 41 under the boat 46. Contrary to the actual design, as can be seen from FIGS. 1 and 5, paragraphs 41 are drawn to the side in FIG. 6 for better identification. By designing the Boat outer bottom 35 with an angular and round transition 36 and 39 as well as through paragraph 41, water 4 is led up to the drive screw 48a of the stern motor 45a raised on the left in a right turn, whereupon the latter remains completely in the water and can continue to deliver its full thrust into the water. Due to the round transition 39, the boat glides away slightly in curve 44 with its stern, as a result of which its curve radius is considerably reduced. With this design of the boat hull an extremely precise approach to a desired location in a body of water is possible to then at this location with the flap 1 z. B. to carry out rescue work, to take bathers, to drop divers and to drive near the beach or shore in order to be able to get out easily.

Zum Ausklappen der Klappe 1 werden die Kolbenzylindereinheiten 23a und 23b mittels eines nicht dargestellten Steuerventils auf Schub gestellt, wodurch der Klappenteil 5 aus dem Bug heraus gegen die Wasseroberfläche bewegt wird. Über die Kolbenzylindereinheiten 23a und 23b läßt sich die Klappe 1 kontinuierlich verstellen und in jeder Winkellage fixieren. Der tiefste Schwenkpunkt der Klappe 1 ist dann erreicht, wenn sich die Stoßkante 8b als obere Klappenkante gerade über der Wasserlinie befindet. In diesem Zustand befindet sich die Klappenaußenwand 3 fast vollständig im Wasser 4. Da die Klappenaußenwandung 3 löffelartig gewölbt ist und seine beiden Seiten durch die Ansätze 9a und 9b verschlossen sind, wirkt die ins Wasser 4 gedrückte Klappe 1 schon durch ihre äußere Formgebung als Auftriebskörper und hebt den Bug des Bootes hoch. Sollte durch Wellengang Wasser 4 auf die Innenseite der Klappe 1 gelangen oder sie mit zu viel Gewicht belastet worden sein, so wirkt sie aufgrund ihres Hohlraums 6 immer noch als Auftriebskörper. Durch die starre Verbindung der Klappe 1 über die Kolbenzylindereinheiten 23a und 23b mit dem restlichen Boot ist auch bei extremer Gewichtsbelastung der Klappe 1 kein Kippen möglich. Der Auftrieb des Bugs wird zusätzlich, wie in den Figuren 2 und 3 zu sehen ist, durch seitliche Auftriebskörper 29a und 29b erhöht. Diese Auftriebskörper 29a und 29b können als Oberseite eine aufschwenkbare Türe haben, es kann auch in ihnen das Zubehör für die Kolbenzylindereinheiten 23a und 23b untergebracht werden.To fold out the flap 1, the piston-cylinder units 23a and 23b are set to thrust by means of a control valve (not shown), as a result of which the flap part 5 is moved out of the bow against the water surface. The flap 1 can be continuously adjusted and fixed in any angular position via the piston-cylinder units 23a and 23b. The lowest pivot point of the flap 1 is reached when the abutting edge 8b as the upper flap edge is just above the water line. In this state, the flap outer wall 3 is almost completely in the water 4. Since the flap outer wall 3 is arched like a spoon and its two sides are closed by the shoulders 9a and 9b, the flap 1 pressed into the water 4 already acts as a buoyancy body due to its external shape lifts the bow of the boat. Should water 4 reach the inside of the flap 1 due to waves or if it has been loaded with too much weight, it still acts as a buoyancy body due to its cavity 6. Due to the rigid connection of the flap 1 via the piston-cylinder units 23a and 23b to the rest of the boat, no tilting is possible even when the flap 1 is subjected to extreme weight. The buoyancy of the bow becomes additional, as in FIGS. 2 and 3 can be seen, increased by lateral buoyancy bodies 29a and 29b. The upper side of these buoyancy bodies 29a and 29b can have a swing-open door; the accessories for the piston-cylinder units 23a and 23b can also be accommodated in them.

Da sich die Innenwand der heruntergeklappten Klappe 1 unmittelbar über der Wasseroberfläche befindet und zudem die Klappe 1 selbst als Auftriebskörper wirkt, kann wie bereits oben angetönt, die herausgeschwenkte Klappe 1 als Plattform zum Wasserein- und -ausstieg bei Tauch- und Rettungsarbeiten sowie sonstigen Arbeiten auf dem Wasser verwendet werden; auch kann diese Klappe 1 als Badeplattform verwendet werden. Die Bergung im Wasser 4 schwimmender Verletzter sowie auf dem Wasser 4 schwimmenden Guts ist einfach durchzuführen, da der Verletzte sowie das Gut über die Klappenkante 8b leicht ins Boot gezogen werden können.Since the inner wall of the flap 1 that is folded down is located directly above the water surface and, in addition, the flap 1 itself acts as a buoyancy element, the flap 1 that has been swung out can serve as a platform for entering and exiting the water during diving and rescue work, as well as other work be used in the water; this flap 1 can also be used as a bathing platform. The salvage of injured persons floating in the water 4 and goods floating on the water 4 is easy to carry out, since the injured person and the material can be easily pulled into the boat via the flap edge 8b.

Die Klappe 1 kann auch als Landeklappe verwendet werden, wenn mit dem Boot ans Flußufer gefahren und die Klappe 1 gegen das Ufer geklappt wird. Durch die doppelt wirkenden Kolbenzylindereinheiten 23a und 23b bleibt die Klappe 1 in der einmal eingestellten Winkellage, gleichgültig wie das Boot durch Wellengang oder unterschiedliche Belastung bewegt wird, fixiert.The flap 1 can also be used as a flap if the boat is taken to the river bank and the flap 1 is folded against the bank. Due to the double-acting piston-cylinder units 23a and 23b, the flap 1 remains fixed in the angular position once set, regardless of how the boat is moved by waves or different loads.

Zusätzlich oder anstelle der Klappe 1 im Bug, kann eine Klappe auch am Heck oder in einer der Bootsseitenwände montiert werden. Wird eine Klappe links und rechts in den Seitenwänden montiert, so kann sie im ausgeklappten Zustand als Arbeitsplattform sowie als stabilisierender Ausleger verwendet werden. Es kann jedoch bei in den seitlichen Bootswänden angeordneten Klappen nicht oder nur extrem langsam mit dem Boot gefahren werden. Eine am Heck angeordnete Klappe bedingt eine spezielle Konstruktion des Schiffsantriebes. Außenbordmotoren lassen sich dann nur noch bedingt anbringen. Nur eine Klappe in der Bootsseitenwand oder am Heck wäre eine schlechtere Ausführungsform der Erfindung.In addition to or instead of flap 1 in the bow, a flap can also be mounted on the stern or in one of the boat side walls. If a flap is installed on the left and right in the side walls, it can be used as a work platform and as a stabilizing arm when unfolded. However, with the flaps arranged in the side walls of the boat, the boat cannot be driven, or only extremely slowly. A flap arranged at the stern requires a special design of the ship's drive. Outboard motors can then only be used to a limited extent attach. Only a flap in the boat side wall or at the stern would be a worse embodiment of the invention.

Einer der Vorteile des erfindungsgemäßen Bootes liegt darin, daß seine als Arbeits- bzw. Vergnügungsplattform, etc. dienende Klappe 1 derart in die Bugwand zurückklappbar ist, daß dessen hydro- und aerodynamischen Eigenschaften sowie dessen ästhetisches Aussehen nicht beeinträchtigt werden. Das erfindungsgemäße Boot kann somit ohne Einschränkung seiner vollen Funktionstüchtigkeit als Rettungs-, Bergungs-, Vergnügungs- und Schnellboot verwendet werden. Als weiterer Vorteil ist die als Auftriebskörper wirkende Gestaltung der Klappe anzusehen, deren Verwendung unabhängig von Stabilitätsproblemen des Bootes möglich ist; sie erhöht sogar im ausgeklappten Zustand die Kentarstabilität des Bootes. Die Klappenaußenwandung ist derart gestaltet, daß bei ins Wasser gedrückter Klappe und vorwärtsfahrendem Boot der Bug nach oben gedrückt wird. Durch den Zwischenraum 2 zwischen dem unteren Rand der Bugöffnung und dem unteren Rand der Klappe 1 wird dieser in Fahrtrichtung nach vorn versetzt, so daß das hier entlangströmende Wasser in Bezug auf den Zwischenraum 2 eine Saugwirkung hervorruft. Hierdurch kann einerseits kein Wasser durch den Zwischenraum 2 in das Boot eindringen, eventuell eingedrungenes Wasser würde abgesaugt werden und andererseits wird durch den Saugeffekt angesaugte Luft unter den Bootsrumpf gesaugt, wodurch sich dessen Wasserreibung verringert. Durch die erfindungsgemäße Ausgestaltung der Klappe mit dem Zwischenraumes 2 gegenüber z. B. der in der FR 2 511 969 dargelegten Ausführungsform einer Bugklappe ergibt sich ferner eine bedeutend einfachere und betriebssichere Ausführung, da z. B. kleine Verunreinigungen, wie Sand und Schmutz den Schließ- und Abdichtvorgang nicht beeinträchtigen können. Ferner ist die Gestaltung des Bootsrumpfes, wie sie aus den Figuren 1 und 5 ersichtlich ist, so ausgelegt, daß ein Kentern des Boots nahezu unmöglich ist.One of the advantages of the boat according to the invention is that its flap 1, which serves as a work or pleasure platform, etc., can be folded back into the front wall in such a way that its hydro- and aerodynamic properties and its aesthetic appearance are not impaired. The boat according to the invention can thus be used as a rescue, recovery, pleasure and speed boat without restricting its full functionality. Another advantage is the design of the flap acting as a buoyancy body, the use of which is possible regardless of the stability problems of the boat; it increases the kentar stability of the boat even when unfolded. The flap outer wall is designed such that when the flap is pushed into the water and the boat is moving forward, the bow is pushed upwards. Through the intermediate space 2 between the lower edge of the bow opening and the lower edge of the flap 1, the latter is displaced forward in the direction of travel, so that the water flowing along in relation to the intermediate space 2 causes a suction effect. In this way, on the one hand, no water can penetrate into the boat through the space 2, any water that may have penetrated would be sucked off and, on the other hand, air sucked in by the suction effect is sucked under the boat hull, thereby reducing its water friction. Due to the inventive design of the flap with the space 2 opposite z. B. the embodiment of a bow flap described in FR 2 511 969 also results in a significantly simpler and more reliable design, since, for. B. small impurities such as sand and dirt can not affect the closing and sealing process. Furthermore, the design of the boat hull, as can be seen in Figures 1 and 5, is designed so that capsizing the boat is almost impossible.

Claims (10)

  1. Boat with a flap (1), which forms a part of a V-shaped or spoon-shaped outwardly curved bow and which can be folded down from an aperture (15) in the bow, wherein the flap (1) is mounted by means of projections (9a, 9b) which are located on both sides thereof on swivel joints (13a) which are set back into the interior of the boat in relation to the exterior wall of the boat, and the extent to which each swivel joint (13a) is set back is selected in such a manner that, when the flap (1) is closed, the lower part of the flap and the side parts of the flap merge in a flush manner into the V-shaped or spoon-shaped bow, and, when the flap (1) is open, the lower area of the flap (1) is located below the area of the wall of the boat which is located directly at the lower edge of the bow aperture (15), and is separated thereby from an open chamber (2).
  2. Boat according to Claim 1, characterised in that each projection (9a, 9b) comprises, between its swivel joint (13a) and the flap wall, a recess (19a) which is open towards the bottom, the depth of which recess is selected to be of a size such that when the flap (1) is open, the area of the boat wall which is located directly underneath the lower edge of the bow aperture (15) is located in the recess (19a).
  3. Boat according to Claim 1 or Claim 2, characterized in that the pivot area of the flap (1) is selected to be of a size such that the external wall of the open flap (1) is located at least partly below the waterline of the boat and at least that part of the external wall of the flap (1) which is located below the waterline when the flap (1) is open is formed in a convex manner such that when the boat is travelling forwards on the water with an open flap (1) it is raised at the bow and there results a suction effect for water and/or air, which is or are sucked through the open chamber (2) under the boat hull.
  4. Boat according to any one of Claims 1 to 3, characterized in that the front part of the flap and the side parts of the flap are located, at least in their front areas, above the waterline in the folded-out state, such that the flap (1) acts as a buoyancy member, in order to provide the boat with additional buoyancy.
  5. Boat according to Claim 4, characterized in that the flap (1) has a closed hollow chamber (6) as a buoyancy aid.
  6. Boat according to Claim 4 or Claim 5, characterized in that the external wall of the flap may be pressed at least partially below the waterline and the position thereof may be secured in order to increase the buoyancy in the water both when the boat is stationary and when the boat is travelling.
  7. Boat according to any one of Claims 1 to 6, characterized by at least one double-acting piston cylinder unit (23a, 23b), the one end (25a, 25b) of which is mounted on the inside of the boat and the other end (22a, 22b) of which engages on at least one of the projections (9a, 9b) at a distance from the swivel joint (13a, 13b) in order to thereby press the external wall of the flap at least partially below the waterline and to draw the flap wall into the bows aperture.
  8. Boat, preferably according to any one of Claims 2 to 7, characterized in that the external floor (35) of the boat has an angular transition (36) into the external side wall (37) of the boat in the bow part of the boat, and a round transition (39) in the stern part, in order that the bows of the boat may be manoeuvred in an accurate manner to the desired place.
  9. Boat according to Claim 8, characterised by a shoulder (41) acting as an abrupt end of the angular to round transition (36, 39).
  10. Boat according to Claim 9, characterised in that the shoulder (41) is disposed at a distance of at least two thirds of the entire boat length from the bow of the boat.
EP90811019A 1990-01-18 1990-12-21 Boat with a bow door Expired - Lifetime EP0438032B1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CH13490 1990-01-18
CH134/90 1990-01-18
CH235590 1990-07-13
CH2355/90 1990-07-13

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EP0438032A2 EP0438032A2 (en) 1991-07-24
EP0438032A3 EP0438032A3 (en) 1991-11-06
EP0438032B1 true EP0438032B1 (en) 1995-03-01

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US (1) US5191854A (en)
EP (1) EP0438032B1 (en)
JP (1) JP3115613B2 (en)
AT (1) ATE119114T1 (en)
AU (1) AU643739B2 (en)
CA (1) CA2034150A1 (en)
DE (1) DE59008592D1 (en)
FI (1) FI910233A (en)
NO (1) NO910185L (en)
TR (1) TR25510A (en)

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US5537949A (en) * 1995-02-24 1996-07-23 Outboard Marine Corporation Diver's boarding ladder
AU716681B2 (en) * 1995-03-13 2000-03-02 Norpac Services Limited Boat hull
CA2215116A1 (en) * 1995-03-13 1996-09-19 Norpac Services Limited Boat hull
US5628274A (en) * 1995-07-24 1997-05-13 Harris Kayot, Inc. Boat ingress/egress system and ramp
US20040103839A1 (en) * 2002-12-03 2004-06-03 Timothy Fleming Access opening and ramp for boats
US20050257732A1 (en) * 2004-05-21 2005-11-24 Waldock William L Catamaran with hinged underwing
US8490561B2 (en) 2009-08-13 2013-07-23 Magarl, Llc Hull safety and protective device
FI122772B (en) * 2010-02-12 2012-06-29 Kewatec Aluboat Ab Oy Bow gate and bow gate unit
US9944354B1 (en) 2012-12-14 2018-04-17 Quadratoon Company Llc Extendable multihull boat
US10308320B1 (en) 2012-12-14 2019-06-04 Quadratoon Company Llc Extendable multihull boat
SE537283C2 (en) * 2013-07-12 2015-03-24 Lars Hillbohm Boat with sliding freeboard
US9409630B1 (en) 2015-06-22 2016-08-09 Thomas M Day Door systems and methods for boats
US9969467B1 (en) 2016-06-09 2018-05-15 Thomas M. Day Marine vessel with moving control unit
US10647389B2 (en) * 2017-07-21 2020-05-12 The Hinckley Company Rotating and sliding boarding door assembly systems for a vessel and a vessel having the same
DE202022101538U1 (en) 2022-03-23 2022-06-27 Barro Bootsbau Gmbh rescue board wall

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GB190912107A (en) * 1909-05-22 1910-05-23 William Henry Fauber Improvements in or relating to Hydroplane Boats.
GB190915977A (en) * 1909-07-08 1910-07-07 John Isaac Thornycroft Improvements in or relating to Power Driven Boats.

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GB190915977A (en) * 1909-07-08 1910-07-07 John Isaac Thornycroft Improvements in or relating to Power Driven Boats.

Also Published As

Publication number Publication date
TR25510A (en) 1993-05-01
FI910233A (en) 1991-07-19
US5191854A (en) 1993-03-09
NO910185D0 (en) 1991-01-16
ATE119114T1 (en) 1995-03-15
AU6927491A (en) 1991-07-25
JP3115613B2 (en) 2000-12-11
NO910185L (en) 1991-07-19
DE59008592D1 (en) 1995-04-06
FI910233A0 (en) 1991-01-16
EP0438032A2 (en) 1991-07-24
AU643739B2 (en) 1993-11-25
CA2034150A1 (en) 1991-07-19
EP0438032A3 (en) 1991-11-06
JPH04297391A (en) 1992-10-21

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