EP3514049A1 - Water vehicle, in particular sail-operated water vehicle - Google Patents

Abstract

A watercraft (1), in particular a sail-powered watercraft (1), is proposed which has at least one first hydrofoil (9) arranged on the port side of the longitudinal axis of the watercraft (1) and a second hydrofoil (8) arranged on the starboard side of the longitudinal axis of the watercraft (1). The first and second hydrofoil (8, 9) can each be moved at least partially between an exhibited position and a non-exhibited position, and the first and second hydrofoil are each designed such that the first and second hydrofoil (8, 9 ) generates more vertical buoyancy in the exhibited position than in the non-exhibited position, characterized in that the first hydrofoil (9) and the second hydrofoil (8) are coupled to one another via a tensile force transmission element (1).

Description

State of the art

The invention relates to a watercraft, in particular a sail-driven watercraft, comprising at least one hydrofoil arranged at the port of the longitudinal axis of the vessel and a second hydrofoil arranged starboard of the longitudinal axis of the vessel, wherein the first and second hydrofoils each at least partially between an exposed position and not and the first and second hydrofoils are each formed such that the first and second hydrofoils produce more vertical lift in the deployed position than in the non-deployed position.

Such watercraft are already known from the prior art. The use of hydrofoils has been known for many years in motorized boats, such as high speed ferries, and more recently sailboats and sail powered catamarans and trimarans. By driving through the water hydrodynamic lift forms on the wings of the hydrofoils, which lifts the hull or hulls out of the water (described below as the flight phase). As a result, the water resistance drops rapidly and the boat can reach higher speeds. Due to the acceleration, there is also a significant increase in the apparent wind in sail-driven watercraft, which in turn allows greater speeds to be achieved.

Especially in regattas, boats equipped with hydrofoils are enjoying increasing popularity and popularity. Catamarans of all sizes, such as A-Cats, two-man catamarans and 60 to 70-foot catamarans are now being equipped with hydrofoils for the Americas Cup. The same thing happens in the monohull area, where hydrofoils are already being used on small one-man dinghies, such as the International Moth Class, over keeljays and offshore regatta yachts. More than 100-foot offshore trimarans for record-breaking rides around the globe nowadays sail on hydrofoils.

In all the cases outlined above, there is a particular challenge in the most stable transition from the displacement or sliding into the flight phase, in which the or Hulls are completely or at least partially lifted by acting on the hydrofoils hydrodynamic buoyancy of the water to achieve and then to ensure a stable flight phase.

In high-performance dinghies, yachts, catamarans and trimarans, the hydrofoils are not only used to lift the vehicle out of the water, but also to create a buoyancy force on the lee side of the vehicle resulting from the wind force's heeling of the boat. This increases the potential sail-carrying capacity of the vehicle, i. The vehicle can carry more sail area with the same wind strength and thus has a higher speed potential. In order to generate this buoyancy force on the leeward side, the hydrofoils here are typically constructed asymmetrically, for example in the form of so-called C, L or Z foils. A further challenge with sail-powered watercraft is that a sailcraft must be able to achieve and maintain both a stable flight phase and the buoyancy force on the respective leeward side on each bow, ie both starboard and port tack.

In addition, with hydrofoils, when changing from one bow to the other, the hydrofoils typically can not be changed or modified. This is not possible for structural and technical reasons, since the Hydrofoils are mounted under the boat and thus can not be so easily changed or fundamentally changed while driving. This is all the more so as the hydrofoils are subjected to extreme static and dynamic loads while driving, thus requiring extremely stable and reliable suspensions. In addition, however, most race rules would prohibit such measures.

Disclosure of the invention

It is therefore an object of the present invention to provide a watercraft, in particular a sail-driven watercraft, with hydrofoils whose hydrofoils ensure the most stable flight phase and an additional buoyancy force acting only on the leeward side.

The object of the present invention is achieved with a watercraft, in particular a sail-driven watercraft, comprising at least one first hydrofoil arranged to port of the longitudinal axis of the vessel and a second hydrofoil arranged starboard of the longitudinal axis of the vessel, wherein the first and second hydrofoils (8, 9) respectively at least partially movable between a deployed position and a non-deployed position and wherein the first and second hydrofoils are each formed such that the first and second hydrofoils (8, 9) are more vertical lift in the deployed position than in the non-deployed one Generated position, characterized in that the first hydraulic oil and the second hydraulic oil are coupled together via a traction transfer element.

The watercraft according to the invention has the advantage over the prior art that its two hydrofoils are coupled to one another via the traction transmission elements and are hereby adjusted to their respective optimum position. In this way it can be achieved that the respective leewärtige hydrofoil is in a flared position, while each luvwärtige hydrofoil is in a non-issued position. The leeward Hydrofoil thus causes a greater vertical buoyancy, which on the one hand transfers the vessel into the flight phase and on the other hand generates a buoyancy force which is opposite to the heeling of the boat resulting from the wind force. The buoyancy force thus causes a torque about the longitudinal axis of the vessel, which counteracts the true wind over the waterline. The sail carrying capacity of the vessel is thus significantly increased. This control mechanism according to the invention is advantageously based on the Zugkraftübertragungselemen over which from the leewärtigen and thus in the raised position hydrofoil a pulling force is exerted on the luvwärtige hydrofoil, whereby the luvwärige hydrofoil is transferred to its unillustrated position. This condition is automatically set after each maneuver, so that advantageously no manual operation of the hydraulic oil is necessary. The vessel preferably comprises a multihull, in particular a catamaran or a trimaran, wherein the first hydrofoil and in particular the first Foilaufnahme in a port side fuselage or boom of the multihull and the second hydrofoil and in particular the second Foilaufnahme in a starboard side arranged fuselage or boom of the multihull is arranged. Alternatively, the vessel comprises a monohull, with the first hydrofoil disposed on a port side of the fuselage and the second hydrofoil on a starboard side of the fuselage. The monohull may in particular be a sailing dinghy, a keel dinghy or a keel yacht. It is conceivable that the vessel is designed for single-handed, short-handed or fully-crewed regatta missions. The greatest potential can be exploited by the present invention in a sail-driven watercraft, since the increased buoyancy on the lee side offers particularly great advantages here and increases the sail carrying capacity. Regardless, the present invention also offers considerable advantages in motorized watercraft, as here too, the increased leeward buoyancy force leads to the reduction of heeling caused by the Wind pressure on the sometimes significant structures of the motorized watercraft is brought about. The reduced heeling leads to a much calmer and more comfortable ride for passengers. In addition, the water resistance is reduced, which reduces fuel consumption.

Advantageous embodiments and modifications of the invention are the dependent claims, as well as the description with reference to the drawings.

According to a preferred embodiment of the present invention it is provided that the tensile force transmission element comprises a rigid tensile force transmission element and in particular a rigid rod. The rod is preferably connected via a hinge mechanism to the respective hydrofoil. Alternatively, it is also conceivable that the traction-transmitting element comprises a limp traction-transmitting element and in particular a rope. The rope is in particular a non-elastic, low-stretch rope. The only decisive factor is that the tensile force transmission element can transmit tensile forces from one hydrofoil to the other hydrofoil. The rope embodiment has the advantage that it is lighter and does not require any additional hinge mechanisms. Also, a straight-line connection between the hydrofoils is not necessarily necessary. Optionally, for optimizing space, a tensile force transmission element designed as a cable could also be guided via deflection rollers, so-called low-friction rings or cable guides, from one hydrofoil to the other hydrofoil in a non-direct way.

According to a preferred embodiment of the present invention it is provided that the coupling via the tensile force transmission element takes place in such a way that always the leeward hydrofoil in the deployed position and the windward hydraulic oil is arranged in the unillustrated position. Advantageously, thus much more lift is generated in lee. The first hydrofoil and the second hydrofoil are coupled directly to each other via the traction transfer element, so that the leewärtige hydrofoil is moved by acting on the leeward Hydrofoil by drift and speed of the watercraft flow pressure in the issued position and on the traction transfer element a force on the luvwärtige Hydrofoil is exerted in the direction of the unexposed position. Advantageously, there is thus an automatic adjustment of the hydraulic oils to the effect that the leeward hydrofoil is always transferred by the flow pressure in the issued position and then moves on the control mechanism in the form of the tensile force transmitting element the luvwärtige hydrofoil in its non-flared position. So the hydrofoils are moving at each one Turn or jibe to its optimum position without the need for manual or motorized adjustment.

According to a further preferred embodiment of the present invention it is provided that the vessel has at least one elastic element, preferably a rubber band and / or a spring, which the first and / or second hydrofoil (8, 9) in the extended position in the direction of unexposed position pulls or pushes. In this embodiment, in particular, both hydrofoils are held by one or more elastic members in their non-deployed position or in a neutral position between the deployed and non-deployed positions and only the leeward hydrofoil by the hydrodynamic flow during sailing against the biasing force of the one or more elastic elements transferred to its flared position. The tensile force transmission element between the first and the second hydraulic oil is designed such that only one of the two hydraulic oils can always be arranged in the raised position.

According to a further preferred embodiment of the present invention, it is provided that the first hydraulic oil and the second hydraulic oil are coupled to one another via the at least one elastic element. Advantageously, the elastic element acts parallel to the traction transfer means and equally pulls both hydrofoils to the non-deployed position.

According to an alternative or further preferred embodiment, it is provided that the first and the second hydraulic oil (8, 9) are each coupled via at least one elastic element to at least one body region of the watercraft. Thus, both hydrofoils are pulled or pushed into the non-deployed position by one or more elastic members attached to the hull unilaterally.

According to a further preferred embodiment of the present invention, it is provided that the first hydraulic oil is received in a first Foilaufnahme and wherein the second hydrofoil is received in a second Foilaufnahme. Preferably, the first hydraulic oil is longitudinally displaceable along a tension-side stretching direction of the first hydrofoil in the first Foilaufnahme and the second Hydrofoil longitudinally displaceable along a tension-side extension direction of the second hydraulic oil in the second Foilaufnahme. Advantageously, the hydrofoils can thus be varied in depth. For example, you can the Hydrofoils are pulled up when the vessel, for example, for slipping shallow waters, in particular a beach or a slip ramp controls. It is conceivable that the Foilaufnahmen are open at the top, so that the Hydrofoils can be completely removed from the Foilaufnahmen top and inserted from above back into the Foilaufnahmen (like a classic dinghy sword box).

According to a further preferred embodiment of the present invention, it is provided that the first and the second Foilaufnahme respectively a lower bearing, which is arranged in a lower region of the fuselage, and a slide, which is displaceable in a direction perpendicular to the midships axis transverse direction and in a Upper portion of the fuselage is arranged. Each hydrofoil can thus be pivoted across the axis of rotation of the lower bearing between the deployed position and the non-deployed position via translational displacement of the slider along the transverse direction. The lower bearing can only be a fixed stop, over which the hydraulic roller unrolls during pivoting, or a rotatable roller bearing. Alternatively, it would also be conceivable that the first and second Foilaufnahme each have a extending through the hull shaft for receiving the respective hydraulic oil, the entire shaft is pivotally mounted to transfer the Hydrofoils between the issued and the non-issued position.

According to a further preferred embodiment of the present invention, it is provided that the first and the second Foilaufnahme each a lower bearing, which is arranged in a lower portion of the fuselage, and an upper bearing, which is arranged in an upper region in or above the fuselage , respectively. It is conceivable that in addition each have a joint between the first and second hydrofoil. Advantageously, each hydrofoil can thus be moved by a folding movement in the region of the joint area between the flared and the unillustrated position, although the hydrofoil is fixed in the upper and lower bearings.

Further details, features and advantages of the invention will become apparent from the drawings, as well as from the following description of preferred embodiments with reference to the drawings. The drawings illustrate only exemplary embodiments of the invention, which do not limit the essential inventive idea.

Brief description of the drawings

FIG. 1

shows a schematic view of a sail-driven watercraft according to an exemplary first embodiment of the present invention.

FIG. 2

shows a schematic view of a sail-driven watercraft according to an exemplary second embodiment of the present invention.

FIG. 3

shows a schematic view of a sail-driven watercraft according to an exemplary third embodiment of the present invention.

Embodiments of the invention

In the various figures, the same parts are always provided with the same reference numerals and are therefore usually named or mentioned only once in each case.

In FIG. 1 FIG. 3 illustrates a schematic view of a sail-driven watercraft according to an exemplary first embodiment of the present invention. FIG. The FIG. 1 shows a cross-sectional view through the vessel viewed in the direction of travel.

The sail-powered watercraft in the present example comprises a catamaran having a port-side fuselage and a starboard-side fuselage 6. Both hulls are connected via so-called beams (not shown). Trampolines are optional between the beams. Alternatively, the two hulls are connected to each other via a fixed or rigid flat deck. It is also conceivable that the two hulls and the rigid deck is made in one piece from GRP and / or CFRP, optionally in a sandwich construction.

Both hulls each have a Foilaufnahme, in which (r) in each case a C-shaped hydrofoil 8, 9 is inserted and received from above. Both hydrofoils 8, 9 are each pivotable about an axis of rotation between an issued and a non-deployed position. The axis of rotation is in each hull 6 through a lower bearing 7 at Foilauslass the respective Foilaufnahme formed. It is conceivable that the Foilauslass or the lower bearing 7 is provided on both sides or on one side with a rounded edge or a rolling bearing. In the upper region of the hulls, each foil receptacle has a slide 3 for the lateral guidance of the hydrofoils 8, 9 at its upper fuselage outlet region, which is displaceable in a transverse direction 4 perpendicular to the midshaft axis, so that the corresponding hydraulic oil can be pivoted about the axis of rotation of the lower bearing 7 ,

In the present example, port hydrofoil 9 (also referred to as first hydrofoil) is in the deployed position while starboard hydraulic hydrofoil 8 (also referred to as second hydrofoil) is in the non-deployed position. Accordingly, the vessel is on port bow (starboard tack) so that the port side hydrofoil 9 represents the leeward hydrofoil 9 and the starboard side hydrofoil 8 the windward hydrofoil 8.

By acting on the rigging of the catamaran wind pressure a drift is generated, which counteracts the water pressure. By the water pressure, the leeward hydrofoil 9 is forced to the deployed position where it produces a greater vertical buoyancy force component than in the unillustrated position. This is done in that in the issued position, a larger horizontal portion of the hydraulic 9 exists, which generated by its hydrodynamic flow due to the drive of the catamaran through the water buoyancy. For this purpose, the Hydrofoil 9 (as well as the Hydrofoil 8) profiled accordingly.

The starboard Hydrofoil 8 is coupled to the port side hydrofoil 9 via a traction transfer element 1 in the form of a sleeper and low-return rope. The one end of the rope is connected to an upper portion of the port side hydrofoil 9, while the other end of the rope is connected to an upper portion of the starboard side hydraulic section 8. The rope acts as a control mechanism which is designed such that by transferring the port side hydrofoil 9 to the deployed position as a result of the water pressure on the leeward side of the catamaran, a pulling force is transmitted via the rope to the starboard side hydrofoil 9, whereby the hydrofoil on the starboard side his non-exhibited position is forced.

As a result, the leeward hydrofoil 9 thus produces a greater vertical lift which, on the one hand, transfers the catamaran into the flight phase at sufficient speed and, on the other hand, produces a buoyant force opposite to that of the catamaran resulting from the wind force. The buoyancy force thus causes a torque about the longitudinal axis the catamaran, which counteracts the true wind over the waterline. The sailing capacity of the catamaran and thus its performance potential are thus significantly increased.

When the catamaran is driving a jibe or turn, conditions reverse automatically so that the starboard side hydrofoil 8 is transferred to the deployed position and, via the traction transfer element 1, the port hydrofoil 9 to the non-deployed position.

In the present example further two elastic elements 2 are implemented in the form of compression springs, which are arranged within the hulls and each extending between a hydrofoil 8, 9 and a fuselage outer wall. By means of these two elastic elements 2, each hydrofoil 8, 9 is additionally pressed into its non-deployed position. These elastic elements 2 are only optional.

Furthermore, in the present example, a further elastic element 2 is provided in the form of a tension spring or a rubber cord, which is connected in parallel to the traction transmission element 1. The one end of the further elastic member 2 is connected to an upper portion of the port side hydrofoil 9, while the other end of the another elastic member 2 is connected to an upper portion of the starboard side hydrofoil 8. One End Through this further elastic element 2, in addition, both hydrofoils 8, 9 are pulled into their non-deployed position. If the catamaran does not drive through the water and there is no wind pressure on the catamaran, then in both cases both hydrofoils 8, 9 will be in their non-deployed position. For the alternative case in which a tensile force transmission element 1 in the form of a rigid rod is used instead of the cable, then in both cases both hydrofoils 8, 9 move to a neutral position, which lies between the deployed position and the non-deployed position.

In FIG. 2 1 is a schematic view of a sail-driven watercraft 1 illustrated in accordance with an exemplary second embodiment of the present invention. In the FIG. 2 shown second embodiment substantially corresponds to the basis of FIG. 1 explained first embodiment, in contrast, the Foilaufnahmen no slide 3, but instead have upper bearing 11, and each hydrofoil 8, 9 is formed with a hinge 10.

In the example shown, only the port side hydrofoil 8 is in the deployed position, ie, the leeward hydraulic hose, while the starboard side hydraulic hose 9 is located in the non-deployed position, that is, the windward hydrofoil 9.

The Foilaufnahmen are fixed in this embodiment and are formed by the lower and upper bearings 7, 11. For transferring the hydraulic oil 8, 9 from the unexposed position to the issued position, the respective hydraulic oil 8, 9 is bent in its hinge 10. The other hydrofoil 8, 9 is then pulled over the traction transfer means 1 in its non-deployed position.

In FIG. 3 FIG. 12 is a schematic view of a sail-driven watercraft 1 illustrated in accordance with an exemplary third embodiment of the present invention. In the FIG. 3 shown third embodiment corresponds substantially to the basis of FIG. 1 In the illustrated first embodiment, in contrast, the vessel does not include a catamaran but instead a monohull. In the present example it is purely by way of example a skiff-like sailing dinghy, which is equipped on its port side with the port side Hydrofoil 9 and on its starboard side with a starboard Hydrofoil 8.

The hydrofoils 8, 9 are also formed here in the form of L-foils instead of C-foils. Both hydrofoils 8, 9 are again pivotable via lower bearings 7 on the respective fuselage underside between the flared position and the non-flared position and are thereby guided by means of slidable in the transverse direction 4 slides 3 in its upper region. The traction transfer device 1 is not guided here over the shortest connection, but is slightly deflected in the central region of the vessel in the direction of the fuselage so as not to impair the cockpit ergonomics for the sailors too much.

LIST OF REFERENCE NUMBERS

1

Tractive force transmission element

2

Elastic element

3

pusher

4

Direction of movement of the slider

6

hull

7

Lower bearing

8th

Second hydrofoil

9

First hydrofoil

10

joint

11

Upper camp

Claims (14)

Vessel (1), in particular a sail-driven watercraft (1), comprising at least one first hydrofoil (9) disposed to port of the longitudinal axis of the vessel (1) and a second hydrofoil (8) disposed starboard of the longitudinal axis of the vessel (1), wherein the first and second hydrofoil (8, 9) is at least partially movable between a deployed position and a non-deployed position, and wherein the first and second hydrofoils are each formed such that the first and second hydrofoils (8, 9) more in the deployed position vertical lift generated as in the non-issued position, characterized in that the first hydraulic oil (9) and the second hydraulic oil (8) via a traction transfer element (1) are coupled together. A watercraft (1) according to claim 1, wherein the traction transfer element (1) comprises a rigid traction transfer element (1) and in particular a rigid rod. Watercraft (1) according to claim 1, wherein the traction-transmitting element (1) comprises a flexible traction-transmitting element (1) and in particular a cable. A vessel (1) according to claim 3, wherein the first and second hydrofoils (8, 9) are coupled to each other via the traction transfer member (1) such that the leeward hydrofoil (8, 9) passes through the leeward hydrofoil (8, 9) ) is moved by drift and speed of the watercraft (1) acting flow pressure in the issued position (11) and exerted via the tensile force transmitting element (1) a force on the luvwärtige hydrofoil (8, 9) in the direction of the unexposed position (12) becomes. Vessel (1) according to one of the preceding claims, wherein the vessel (1) comprises at least one elastic element (2), preferably a rubber band and / or a spring, which surrounds the first and / or second hydraulic oil (8, 9) in the pulled out position in the direction of the non-issued position or presses. Vessel (1) according to claim 5, wherein the first hydraulic oil (9) and the second hydraulic oil (8) are coupled to one another via the at least one elastic element (2). Watercraft (1) according to claims 5 or 6, wherein the first and the second hydraulic oil (8, 9) are each coupled via at least one elastic element (2) to at least one body region of the watercraft (1). Watercraft (1) according to one of the preceding claims, wherein the first hydraulic oil (9) is received in a first Foilaufnahme and wherein the second hydraulic oil (8) is received in a second Foilaufnahme. A vessel according to claim 8, wherein the first and second foil receptacles each comprise a lower bearing (7) arranged in a lower region of the fuselage, and a slide (3) for laterally guiding the hydraulic oils (8, 9) which are in one perpendicular to the midships axis extending transverse direction (4) is displaceable, has. A vessel according to claim 8, wherein the first and second foil receptacles each comprise a lower bearing (7) disposed in a lower portion of the fuselage and an upper bearing (11) disposed in an upper portion in or above the fuselage , respectively. A vessel (1) according to claim 10, wherein the first and second hydrofoils each comprise a hinge (10). Watercraft (1) according to claim 8, wherein the first hydraulic oil (9) is longitudinally displaceable along a spanwise direction of extension of the first hydraulic oil (9) in the first Foilaufnahme and wherein the second hydraulic oil (8) longitudinally displaceable along a spanwise direction of extension of the second hydraulic oil (8 , 9) is received in the second Foilaufnahme. Vessel (1) according to one of the preceding claims, wherein the vessel (1) comprises a multihull, in particular a catamaran or trimaran, wherein the first hydrofoil (9) and in particular the first Foilaufnahme in a port side fuselage or boom of the multi-hull boat and the second Hydrofoil (8) and in particular the second Foilaufnahme is arranged in a starboard side arranged fuselage or boom of the multi-hull boat. A vessel (1) according to any one of claims 1 to 12, wherein the vessel (1) comprises a monohull, wherein the first hydrofoil (9) is disposed on a port side of the fuselage and the second hydrofoil (8) is disposed on a starboard side of the fuselage.

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