EP3514049B1 - 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
EP3514049B1
EP3514049B1 EP19152994.0A EP19152994A EP3514049B1 EP 3514049 B1 EP3514049 B1 EP 3514049B1 EP 19152994 A EP19152994 A EP 19152994A EP 3514049 B1 EP3514049 B1 EP 3514049B1
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Prior art keywords
hydrofoil
watercraft
sail
deployed position
hydrofoils
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EP19152994.0A
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German (de)
English (en)
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EP3514049A1 (fr
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Thilo Keller
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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 is based on a watercraft, in particular a sail-powered watercraft, having at least one first hydrofoil arranged on the port side of the longitudinal axis of the watercraft and a second hydrofoil arranged on the starboard side of the longitudinal axis of the watercraft, the first and second hydrofoil each at least partially between an exposed position and one not - is movable in the deployed position and wherein the first and second hydrofoil are each designed such that the first and second hydrofoil generate more vertical lift in the deployed position than in the non-deployed position.
  • Such watercraft are from the prior art, for example the FR 2 465 639 A1 , already known.
  • the use of hydrofoils has been known for many years in motor-driven boats, for example high-speed ferries, and more recently, increasingly, also in sailing boats and sail-powered catamarans and trimarans.
  • hydrodynamic lift develops on the wings of the hydrofoils, which lifts the fuselage or hulls out of the water (described below as the flight phase).
  • the water resistance drops rapidly and the boat can reach higher speeds.
  • sail-powered watercraft the acceleration also leads to a considerable increase in the apparent wind, which in turn means that higher speeds can be achieved.
  • the hydrofoils are not only used to lift the vehicle out of the water, but also to generate an opposing buoyancy force on the leeward side of the vehicle resulting from the wind force of the boat.
  • This increases the potential sail carrying capacity of the vehicle, i.e. the vehicle can carry more sail area with the same wind strength and thus has a higher speed potential.
  • the hydrofoils are typically constructed asymmetrically, for example in the form of so-called C, L or Z foils.
  • Another challenge with sail-powered watercraft is that a sailing vehicle must be able to achieve and maintain a stable flight phase as well as the buoyancy force described above on the respective lee side on each bow, i.e. in both starboard and port winds.
  • the object of the present invention is achieved with a sail-powered watercraft according to claim 1.
  • the watercraft according to the invention has the advantage over the prior art that its two hydrofoils are coupled to one another via the tensile force transmission element and are thereby adjusted into their respectively optimal position. In this way it can be achieved that the respective leeward hydrofoil is in an exposed position, while the respective windward hydrofoil is in a non-exposed position.
  • the leeward hydrofoil thus causes a stronger vertical lift, which on the one hand transfers the watercraft into the flight phase and on the other hand generates a lift force which is opposite to the heeling of the boat resulting from the wind force.
  • the buoyancy force thus causes a torque around the longitudinal axis of the watercraft, which counteracts the true wind above the waterline.
  • the sail carrying capacity of the watercraft is thus increased considerably.
  • This control mechanism according to the invention is advantageously based on the tensile force transmission element, via which a tensile force is exerted on the windward hydrofoil by the leeward hydrofoil and thus in the exposed position, whereby the windward hydrofoil is transferred to its non-exposed position. This state occurs automatically after each maneuver, so that advantageously no manual operation of the hydrofoils is necessary.
  • the watercraft preferably comprises a multihull boat, in particular a catamaran or a trimaran, the first hydrofoil and in particular the first foil holder in a hull or jib of the multihull arranged on the port side and the second hydrofoil and in particular the second foil holder in a hull or jib of the multihull arranged on the starboard side is arranged.
  • the watercraft comprises a monohull boat, the first hydrofoil being arranged on a port side of the hull and the second hydrofoil being arranged on a starboard side of the hull.
  • the monohull can in particular be a sailing dinghy, a keel dinghy or a keel yacht.
  • the watercraft is designed for single-handed, short-handed or fully crewed regatta operations.
  • the present invention can exploit the greatest potential in sail-powered watercraft, since here the increased buoyancy on the leeward side offers particularly great advantages and increases the sail carrying capacity. Regardless of this, the present invention also offers considerable advantages in motor-driven watercraft, in that the increased leeward buoyancy also leads to a reduction in heel, which is brought about by the wind pressure on the sometimes considerable superstructures of the motor-driven watercraft. The reduced heel leads to a significantly quieter and more pleasant driving behavior for passengers. In addition, the water resistance is reduced, which in turn 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 to the respective hydrofoil via a hinge mechanism.
  • the tensile force transmission element comprises a flexurally slack tensile force transmission element and in particular a rope.
  • the rope is in particular a non-elastic, low-stretch rope. It is only decisive that the tensile force transmission element can transmit tensile forces from one hydrofoil to the other hydrofoil.
  • the embodiment with a rope has the advantage that it is lighter and does not require any additional articulation mechanisms.
  • a straight line connection between the hydrofoils is also not absolutely necessary.
  • a tensile force transmission element designed as a cable could also be guided from one hydrofoil to the other hydrofoil in a non-direct way via deflection rollers, so-called low-friction rings or cable guides.
  • the coupling takes place via the tensile force transmission element in such a way that the leeward hydrofoil is always arranged in the exposed position and the windward hydrofoil in the non-exposed position.
  • significantly more lift is thus generated in the leeward direction.
  • the first hydrofoil and the second hydrofoil are directly coupled to one another via the tensile force transmission element, so that the leeward hydrofoil is moved into the exposed position by the flow pressure acting on the leeward hydrofoil due to the drift and speed of the watercraft and a force is applied to the windward position via the tensile force transmission element Hydrofoil is exerted in the direction of the non-exposed position.
  • the hydrofoils are automatically adjusted in such a way that the leeward hydrofoil is always transferred to the exposed position by the flow pressure and then moves the upward hydrofoil into its non-exposed position via the control mechanism in the form of the tensile force transmission element.
  • the hydrofoils move into their optimal position with every turn or jibe, without the need for manual or motorized adjustment.
  • the watercraft 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 exposed position in the direction of non-issued position pulls or pushes.
  • both hydrofoils are held by one or more elastic elements in their non-deployed position or in a neutral position, between the deployed and non-deployed position, and only the leeward hydrofoil by the hydrodynamic flow when sailing against the tension of the one or more elastic elements transferred to its exposed position.
  • the tensile force transmission element between the first and the second hydrofoil is designed in such a way that only one of the two hydrofoils can always be arranged in the exposed position.
  • first hydrofoil and the second hydrofoil are coupled to one another via the at least one elastic element.
  • the elastic element advantageously acts parallel to the tensile force transmission means and pulls both hydrofoils equally into the non-deployed position.
  • first and the second hydrofoil (8, 9) are each coupled to at least one hull area of the watercraft via at least one elastic element. Both hydrofoils are therefore pulled or pressed into the non-deployed position by one or more elastic elements that are attached to one side of the fuselage.
  • the first hydrofoil is received in a first foil receptacle and the second hydrofoil is received in a second foil receptacle.
  • the first hydrofoil is preferably accommodated longitudinally displaceably along a stretching direction of the first hydrofoil in the first foil receptacle and the second hydrofoil is accommodated longitudinally displaceably along a stretching direction of the second hydrofoil in the second foil receptacle.
  • the depth of the hydrofoils can thus advantageously be varied.
  • the hydrofoils can be pulled up when the watercraft approaches shallower waters, in particular a beach or a slip ramp, for example for slipping.
  • foil receptacles are open at the top, so that the hydrofoils can be completely removed from the foil receptacles at the top and reinserted into the foil receptacles from above (like a classic dinghy sword box).
  • the first and the second foil holder each have a lower bearing, which is arranged in a lower area of the hull, and a slide, which is displaceable in a transverse direction perpendicular to the midship axis and is arranged in an upper area of the hull, exhibit.
  • Each hydrofoil can thus be pivoted between the deployed position and the non-deployed position via a translative displacement of the slide along the transverse direction via the axis of rotation of the lower bearing.
  • the lower bearing can only be a stationary stop, over which the hydrofoil rolls when pivoting, or a rotatable roller bearing.
  • first and second foil receptacles each have a shaft extending through the fuselage for receiving the respective hydrofoil, the entire shaft being pivotably mounted in order to transfer the hydrofoils between the exposed and non-exhibited positions.
  • the first and second foil receptacles each have a lower bearing, which is arranged in a lower region of the fuselage, and an upper bearing, which is arranged in an upper region in or above the fuselage , exhibit. It is conceivable that each have a joint between the first and second hydrofoil.
  • each hydrofoil can thus be moved between the exposed and non-exposed position by a folding movement in the area of the joint area, although the hydrofoil is fixed in the upper and lower bearing.
  • Figure 3 illustrates a schematic view of a sail powered watercraft in accordance with an exemplary first embodiment of the present invention.
  • the Figure 1 shows a sectional view through the watercraft viewed in the direction of travel.
  • the sail-powered watercraft comprises a catamaran which has a port-side hull and a starboard-side hull 6. Both hulls are connected to one another via so-called beams (not shown). Optional trampolines are stretched between the beams.
  • the two hulls are connected to one another via a solid or rigid flat deck. It is also conceivable that the two hulls and the rigid deck are made in one piece from GRP and / or CFRP, optionally in a sandwich construction.
  • Both hulls each have a foil receptacle into which a C-shaped hydrofoil 8, 9 is inserted and received from above. Both hydrofoils 8, 9 can each be pivoted about an axis of rotation between an exposed and a non-exposed position.
  • the axis of rotation is formed in each fuselage 6 by a lower bearing 7 at the foil outlet of the respective foil receptacle. It is conceivable that the foil outlet or the lower bearing 7 is provided with a rounded edge or a roller bearing on both sides or on one side.
  • each foil holder has a slide 3 for lateral guidance of the hydrofoils 8, 9 at its upper hull exit area, which can be displaced in a transverse direction 4 perpendicular to the midship axis so that the corresponding hydrofoil can be pivoted about the axis of rotation of the lower bearing 7 .
  • the port-side hydrofoil 9 (also referred to as the first hydrofoil) is in the deployed position, while the starboard-side hydrofoil 8 (also known as the second Hydrofoil) is in the non-exposed position.
  • the watercraft is accordingly on the port bow (starboard wind), so that the port hydrofoil 9 represents the leeward hydrofoil 9 and the starboard hydrofoil 8 represents the windward hydrofoil 8.
  • the wind pressure acting on the rig of the catamaran creates a drift, which the water pressure counteracts.
  • the leeward hydrofoil 9 is pressed into the exposed position by the water pressure, in which it generates a larger vertical lift force component than in the non-exposed position. This takes place in that in the exposed position there is a larger horizontal portion of the hydrofoil 9, which generates buoyancy due to its hydrodynamic flow due to the movement of the catamaran through the water.
  • the hydrofoil 9 (as well as the hydrofoil 8) is profiled accordingly.
  • the starboard-side hydrofoil 8 is coupled to the port-side hydrofoil 9 via a tensile force transmission element 1 in the form of a flexible, low-stretch rope.
  • a tensile force transmission element 1 in the form of a flexible, low-stretch rope.
  • One end of the rope is tied to an upper area of the port-side hydrofoil 9, while the other end of the rope is tied to an upper area of the starboard-side hydrofoil 8.
  • the rope acts as a control mechanism, which is designed in such a way that by transferring the port-side hydrofoil 9 into the deployed position as a result of the water pressure on the leeward side of the catamaran, a tensile force is transmitted via the rope to the starboard-side hydrofoil 9, whereby the starboard-side hydrofoil in being forced into its non-exhibited position.
  • the leeward hydrofoil 9 thus generates a stronger vertical lift, which on the one hand transfers the catamaran into the flight phase at sufficient speed and on the other hand generates a lift force which is opposite to the heeling of the catamaran resulting from the wind power.
  • the buoyancy force causes a torque around the longitudinal axis of the catamaran, which counteracts the true wind above the waterline.
  • the sail carrying capacity of the catamaran and thus its performance potential are significantly increased.
  • two elastic elements 2 are also implemented in the form of compression springs, which are arranged within the hulls and each extend between a hydrofoil 8, 9 and an outer wall of the hull. Each hydrofoil 8, 9 is additionally pressed into its non-deployed position via these two elastic elements 2. These elastic elements 2 are only optional.
  • a further elastic element 2 in the form of a tension spring or a rubber cord is provided, which is connected in parallel to the tensile force transmission element 1.
  • One end of the further elastic element 2 is connected to an upper region of the port-side hydrofoil 9, while the other end of the further elastic element 2 is connected to an upper region of the starboard-side hydrofoil 8.
  • One end of this further elastic element 2 also pulls both hydrofoils 8, 9 into their non-deployed position. If the catamaran is not driving through the water and there is no wind pressure acting on the catamaran, then both hydrofoils 8, 9 consequently move into their non-deployed position in both cases.
  • a tensile force transmission element 1 in the form of a rigid rod is used instead of the rope, both hydrofoils 8, 9 are in a neutral position, which is between the exposed position and the non-exposed position.
  • Figure 3 illustrates a schematic view of a sail-powered watercraft 1 in accordance with an exemplary second embodiment of the present invention.
  • the second embodiment shown corresponds essentially to that with the aid of FIG Figure 1 explained first embodiment, the difference being that the foil receptacles do not have slides 3, but instead have upper bearings 11, and each hydrofoil 8, 9 is designed with a joint 10.
  • the port-side hydrofoil 8 is in the exposed position, i.e. it is the leeward hydrofoil, while the starboard-side hydrofoil 9 is arranged in the non-exposed position, i.e. it represents the windward hydrofoil 9.
  • the foil receptacles are stationary and are formed by the lower and upper bearings 7, 11.
  • the respective hydrofoil 8, 9 is bent in its joint 10.
  • the respective other hydrofoil 8, 9 is then pulled into its non-deployed position via the tensile force transmission means 1.
  • Figure 3 illustrates a schematic view of a sail powered watercraft 1 in accordance with an exemplary third embodiment of the present invention.
  • the third embodiment shown corresponds essentially to that with the aid of FIG Figure 1 explained first embodiment, the difference being that the watercraft does not include a catamaran but instead a monohull (monohull).
  • the watercraft does not include a catamaran but instead a monohull (monohull).
  • it is 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-side hydrofoil 8.
  • the hydrofoils 8, 9 are also designed here in the form of L-foils instead of C-foils. Both hydrofoils 8, 9 can again be pivoted between the exposed position and the non-exposed position via lower bearings 7 on the respective underside of the fuselage and are guided in their upper area by means of slides 3 which can be moved in the transverse direction 4.
  • the traction transmission means 1 is not routed over the shortest connection here, but is slightly deflected in the middle area of the watercraft in the direction of the hull in order not to impair the ergonomics of the cockpit too much for the sailors.

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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)

Claims (9)

  1. Embarcation à voile (1) comprenant au moins un premier hydroptère (9) disposé à bâbord de l'axe longitudinal de l'embarcation (1) et un second hydroptère (8) disposé à tribord de l'axe longitudinal de l'embarcation (1), dans laquelle les premier et second hydroptères (8, 9) sont chacun au moins partiellement mobiles entre une position déployée et une position non déployée, et dans laquelle les premier et second hydroptères sont chacun configurés de telle sorte que les premier et second hydroptères (8, 9) génèrent plus de flottabilité verticale dans la position déployée que dans la position non déployée, dans laquelle les deux hydroptères (8, 9) peuvent chacun pivoter autour d'un axe de rotation entre les positions déployée et non déployée, 9) génèrent plus de portance verticale dans la position déployée que dans la position non déployée, dans lequel les deux ailes portantes (8, 9) peuvent chacune pivoter autour d'un axe de rotation entre la position déployée et la position non déployée, dans lequel la première aile portante (9) et la seconde aile portante (8) sont couplées l'une à l'autre par l'intermédiaire d'un élément de transmission de force de traction (1), dans lequel la première aile portante (9) est logée dans un premier réceptacle de feuille et dans lequel la seconde aile portante (8) est logée dans un second réceptacle de feuille, caractérisé en ce que le premier et le deuxième réceptacle de feuille présentent chacun un palier inférieur (7) disposé dans une zone inférieure de la coque, par l'intermédiaire de l'axe de rotation duquel le premier et le deuxième hydroptère (8, 9) sont chacun pivotés entre la position déployée et la position non déployée, et un coulisseau (3) pour le guidage latéral des hydroptères (8, 9), qui est déplaçable dans une direction transversale (4) s'étendant perpendiculairement à l'axe médian du bateau et est disposé dans une zone supérieure de la coque, dans lequel le premier et le second hydroptère (8, 9) sont couplés l'un à l'autre par l'intermédiaire de l'élément de transmission de force de traction (1) de telle sorte que l'hydroptère sous le vent (8, 9) est déplacé dans la position déployée (11) par la pression d'écoulement agissant sur l'hydroptère sous le vent (8, 9) en raison de la dérive et de la vitesse de l'embarcation (1) et une force est exercée sur l'hydroptère au vent (8, 9) par l'intermédiaire de l'élément de transmission de force de traction (1) en direction de la position non déployée (12).
  2. Embarcation à voile (1) selon la revendication 1, dans laquelle l'élément de transmission de traction (1) comprend un élément de transmission de traction rigide (1) et notamment une tige rigide.
  3. Embarcation à voile (1) selon la revendication 1, dans laquelle l'élément de transmission de traction (1) comprend un élément de transmission de traction (1) détendu en flexion et en particulier une corde.
  4. Embarcation à voile (1) selon l'une quelconque des revendications précédentes, dans laquelle l'embarcation (1) comprend au moins un élément élastique (2), de préférence un élastique et/ou un ressort, qui tire ou pousse le premier et/ou le deuxième hydrofoil (8, 9) en position déployée vers la position non déployée.
  5. Embarcation à voile (1) selon la revendication 4, dans laquelle le premier hydroptère (9) et le second hydroptère (8) sont couplés l'un à l'autre par l'intermédiaire d'au moins un élément élastique (2).
  6. Embarcation à voile (1) selon les revendications 4 ou 5, dans laquelle le premier et le deuxième hydrofoil (8, 9) sont chacun couplés à au moins une partie de la coque de l'embarcation (1) via un ou plusieurs éléments élastiques (2).
  7. Embarcation à voile (1) selon l'une quelconque des revendications précédentes, dans laquelle le premier hydroptère (9) est reçu de manière coulissante longitudinalement le long d'une direction d'étirement dans le sens de l'envergure du premier hydroptère (9) dans le premier réceptacle de feuille, et dans laquelle le second hydroptère (8) est reçu de manière coulissante longitudinalement le long d'une direction d'étirement dans le sens de l'envergure du second hydroptère (8, 9) dans le second réceptacle de feuille.
  8. Embarcation à voile (1) selon l'une quelconque des revendications précédentes, dans lequel le véhicule nautique (1) comprend un multicoque, en particulier un catamaran ou un trimaran, dans lequel le premier hydrofoil (9) et en particulier le premier réceptacle de foil est disposé dans une coque ou une bôme bâbord du multicoque et le deuxième hydrofoil (8) et en particulier le deuxième réceptacle de foil est disposé dans une coque ou une bôme tribord du multicoque.
  9. Embarcation à voile (1) selon l'une quelconque des revendications 1 à 8, dans laquelle l'embarcation (1) comprend une monocoque, dans laquelle le premier hydroptère (9) est disposé sur un côté bâbord de la coque et le deuxième hydroptère (8) est disposé sur un côté tribord de la coque.
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

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

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Family Cites Families (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
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EP3514049A1 (fr) 2019-07-24
DE102018101429A1 (de) 2019-07-25

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