EP3514049A1 - Véhicule aquatique, en particulier véhicule aquatique à fonctionnement en roue libre - Google Patents

Véhicule aquatique, en particulier véhicule aquatique à fonctionnement en roue libre Download PDF

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Publication number
EP3514049A1
EP3514049A1 EP19152994.0A EP19152994A EP3514049A1 EP 3514049 A1 EP3514049 A1 EP 3514049A1 EP 19152994 A EP19152994 A EP 19152994A EP 3514049 A1 EP3514049 A1 EP 3514049A1
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EP
European Patent Office
Prior art keywords
hydrofoil
vessel
hydraulic oil
watercraft
hydrofoils
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Granted
Application number
EP19152994.0A
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German (de)
English (en)
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EP3514049B1 (fr
Inventor
Thilo Keller
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Individual
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Individual
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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 
    • 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
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • B63B1/30—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils retracting or folding

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the respective leeskyrtige hydrofoil is in a flared position, while each luvracertige 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.
  • This control mechanism according to the invention is advantageously based on the Switzerlandkraftübertragungselemen over which from the leeskyrtigen and thus in the raised position hydrofoil a pulling force is exerted on the luv stiirizi hydrofoil, whereby the luvCArige 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 Foilability in a port side fuselage or boom of the multihull and the second hydrofoil and in particular the second Foilability in a starboard side arranged fuselage or boom of the multihull is arranged.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the first hydraulic oil and the second hydraulic oil are coupled to one another via the at least one elastic element.
  • the elastic element acts parallel to the traction transfer means and equally pulls both hydrofoils to the non-deployed position.
  • 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.
  • both hydrofoils are pulled or pushed into the non-deployed position by one or more elastic members attached to the hull unilaterally.
  • the first and the second Foilability 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.
  • the first and second Foilability 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.
  • the first and the second Foiling 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.
  • 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.
  • FIG. 3 illustrates a schematic view of a sail-driven watercraft according to an exemplary first embodiment of the present invention.
  • 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.
  • 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.
  • 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.
  • 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.
  • each hydrofoil 8, 9 is additionally pressed into its non-deployed position.
  • These elastic elements 2 are only optional.
  • 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.
  • 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.
  • both hydrofoils 8, 9 move to a neutral position, which lies between the deployed position and the non-deployed position.
  • 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.
  • the FIG. 2 shown second embodiment substantially corresponds to the basis of FIG. 1 explained first embodiment, in contrast, the Foilfactn no slide 3, but instead have upper bearing 11, and each hydrofoil 8, 9 is formed with a hinge 10.
  • the Foilabilityn are fixed in this embodiment and are formed by the lower and upper bearings 7, 11.
  • 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.
  • FIG. 12 is a schematic view of a sail-driven watercraft 1 illustrated in accordance with an exemplary third embodiment of the present invention.
  • the vessel does not include a catamaran but instead a monohull.
  • 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.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
EP19152994.0A 2018-01-23 2019-01-22 Véhicule aquatique, en particulier véhicule aquatique à fonctionnement en roue libre Active EP3514049B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018101429.5A DE102018101429A1 (de) 2018-01-23 2018-01-23 Wasserfahrzeug, insbesondere segelbetriebenes Wasserfahrzeug

Publications (2)

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EP3514049A1 true EP3514049A1 (fr) 2019-07-24
EP3514049B1 EP3514049B1 (fr) 2021-10-27

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DE (1) DE102018101429A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2465639A1 (fr) * 1979-09-24 1981-03-27 Chatillon Alain Systeme d'ailes portantes reglables
US4715304A (en) * 1985-01-11 1987-12-29 Amiram Steinberg Hydrofoil marine apparatus
DE20314672U1 (de) * 2003-09-23 2004-02-12 Will, Reiner Wasserfahrzeug mit Flossenantrieb
US20130247807A1 (en) * 2012-03-23 2013-09-26 Jason H. Eveleth Anti-Heeling Apparatus for Sailboats

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2465639A1 (fr) * 1979-09-24 1981-03-27 Chatillon Alain Systeme d'ailes portantes reglables
US4715304A (en) * 1985-01-11 1987-12-29 Amiram Steinberg Hydrofoil marine apparatus
DE20314672U1 (de) * 2003-09-23 2004-02-12 Will, Reiner Wasserfahrzeug mit Flossenantrieb
US20130247807A1 (en) * 2012-03-23 2013-09-26 Jason H. Eveleth Anti-Heeling Apparatus for Sailboats

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
ANDY KENSINGTON ET AL: "Battle of the Boats, How technology won the America's Cup", 22 May 2014 (2014-05-22), XP055419107, Retrieved from the Internet <URL:https://www.youtube.com/watch?v=XQoNYe2jFP8> [retrieved on 20171025] *

Also Published As

Publication number Publication date
DE102018101429A1 (de) 2019-07-25
EP3514049B1 (fr) 2021-10-27

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