WO2018024293A1

WO2018024293A1 - Delta wing for use as propulsion for a watercraft and a watercraft comprising a delta wing of this type

Info

Publication number: WO2018024293A1
Application number: PCT/DE2017/100666
Authority: WO
Inventors: Alfred SPÖTH
Original assignee: Spoeth Alfred
Priority date: 2016-08-05
Filing date: 2017-08-07
Publication date: 2018-02-08
Also published as: DE102016114543B4; DE102016114543A1

Abstract

The invention relates to a delta wing (1) for use as propulsion for a watercraft (2), a fastening element (4) being provided on the tapered leading end (3) of the delta wing (1), said fastening element being used to position the delta wing (1) in the front region (5) of the bow (6) of a watercraft (2). At least one engagement element (8, 9) is provided on the delta wing (1), with which element an adjusting device (7), which is associated with the delta wing (1) and which can be fastened on the watercraft (2), engages. The delta wing (1) can be pivoted by means of said device.

Description

Designation: Delta wing for use as propulsion for a watercraft and watercraft with such a delta wing

The invention relates to a delta wing for use as a drive for a watercraft and a watercraft with such a delta wing which can also be designed as a photovoltaic wing and generates electricity.

A sailing ship is driven primarily by two effects. In the square sail by the pure wind pressure acting on the sail surface and the sails by the wind pressure and the suction forces that arise when the air is deflected by the curvature of the sail and a negative pressure. These two effects overlap and add up when the angle of attack of the sail is favorable to the wind. If a ship is moving over ground, the water resistance of the hull essentially forms the counterforce. In the sails, the propulsion is formed by the wind pressure and the suction forces, which are transmitted via the sail-carrying masts and pods on the hull, which is pulled through the water.

Downwind sailing with the sailsail is ineffective, because the sail area shrinks with increasing height and arise on the upper and lower luff disturbing whirl and resistance. Therefore, the bellied spinnakers or gennakers are driven on the yachts with a sailsail, in downwind to halfwind courses. To sail exclusively with wind pressure is thus reserved for the large sailing ships with the appropriate sails. They run faster on space wind courses than on downwind courses, because in the latter the front sails are in the slipstream. If the wind hits from the rear or diagonally from behind on a square sail, then the propulsion takes place exclusively by the resistance, which sets the sail against the wind.

Sailboats with a sailsail are fluidly able to sail at an angle to the wind. Thus, by crossing also targets against the wind direction can be achieved. In addition, the sails have a curved sail surface, similar to the wing of an aircraft, which also follows similar aerodynamic principles. If the air is deflected by the curvature of the sail, the air speed increases at the point and there is a negative pressure or suction. Together with the wind pressure, the resulting propulsion is created. The resulting drift to Lee prevents the keel or sword under the hull of the yacht and the resistance is clearly in the oblique position or heeling.

The windfall angle is not only influenced by the ship's heading to the actual wind, but also by its speed. The apparent wind in sailing is always more prevalent than the true wind. Because the speed of the apparent wind increases with the speed of the ship, it is possible to sail faster than the wind.

In the modern sailing yachts, especially in the regatta boats, the high-rigs have prevailed. Such a high rig, also called Bermuda Rigg, is very sensitive to the wind angle. If this becomes too big, the flow breaks off and propulsion becomes resistance. From a physical point of view, there are annoying eddies on the surface of the sail, behind the wind leading edge, which cause the propulsion to collapse as soon as the vertebrae reach the trailing edge of the sail, the so-called leech. The same physical processes are also known from aviation. Therefore, when approaching a traffic machine so-called slats are extended and landing flaps are set, which provide for the sustained concern of the flow on the wings and deflect the air flow down to increase the air velocity and to generate more buoyancy.

By contrast, the supersonic aircraft CONCORDE and NASA's spacecraft behave in a completely different way with the delta wing, which does not require a profile change at a much steeper landing angle from high altitude. The symmetrical delta wing retains its effectiveness over a much larger angle of attack, because behind the two wind entry edges the so-called VORTEX SPINS arise, which develop a very strong buoyancy and suction on the delta wing.

The natives of Polynesia used delta-shaped crab scissors sails on their tender boats more than 100 years ago, with which they were able to cover long distances. Only in modern times, the crab scissors sail was explored in the wind tunnel and it was found that also arise in the delta-shaped crab scull sail VORTEX-SPINE, which trigger the high suction forces when sailing. The principle is simply different to the sails and much better. That the performance of the Delta sail is not yet among the decision makers the regatta yachts has arrived, is probably due to the old deadlocked structures of the formula provisions and the neglected development in the implementation of the delta sail in practice. In the wind tunnel tests, one also discovered the disturbing wake vortices that always arise where lift is generated.

The difference in sailing performance is especially clear when one compares the blade sail - also known as the Bermuda rig - with the delta sail directly. While the delta sail develops a much higher performance and maintains this up to the wind angle of 55 °, the performance of the sail is much lower, the flow already breaks off at a wind angle of 40 ° and triggers a high resistance.

In the case of the symmetrical delta wing on which this invention is based, the so-called VORTEX SPINS arise along the two leading edges, which meet in the middle on the upper side of the delta wing and generate the extremely strong negative pressure or suction there. This suction or buoyancy builds up perpendicular to the wing, which pulls the watercraft. In addition, the delta wing reacts relatively insensitive to the Windanstellwinkel.

Because the Bermuda rig always produces disturbing whirlwinds at the top and bottom of the sail, it is attempted to reduce these on the offshore and regatta yachts by capped sail heads and a flared leech. Therefore, regatta yachts also have a high rig and a low lift height ratio in which buoyancy is minimized by a slight bowing of the sail. The way in which propulsion can be achieved with the symmetrical delta wing on watercraft is completely different from the Bermuda rig and, due to this invention, is simpler and more effective. When a delta sail or delta wing is hit by the wind along the two leading edges, the VORTEX SPIN on the surface of the delta wing, which cause the strong suction. This suction begins at the front of the delta wing neck and continues until the demolition delta of the delta wing. The object of this invention is to apply the aerospace advantages of the VORTEX-SPAN in marine vehicles as well, in order to avoid the negative characteristics of the vertical and vertical sails with a mast and boom and the falling and moving load. This object is achieved by the use of a delta wing as a drive for a watercraft with all features of claim 1 and by a watercraft with all features of claim 5. The advantageous embodiments of the invention are also in the dependent claims.

The delta wing according to the invention for use as a drive for watercraft is characterized in that on the delta wing neck, which can be executed pointed or rounded, a gimbal fastening element with an adjusting device, with which the delta wing about its central longitudinal axis relative to the longitudinal direction of the watercraft can be pivoted and placed in its vertical axis.

Such a delta wing can thus be attached in a very simple manner in the front bow area of the vessel and set up and pivoted in accordance with the windfall angle. The delta wing and the vessel are basically moved by the wind pressure above the ground, but in this case the generated vortex swirls, which arise along the two symmetrical leading edges, are decisive for the high negative pressure or the large suction forces. These act at right angles to the delta wing with significantly increased buoyancy compared to an equally sized sail. This strong suction also relieves the bow area of the vessel while reducing the resistance of the hull. This means that with this new drive with the delta wing less wind is needed for propulsion.

It should also be noted that the delta wing is not a delta-shaped sail with a very restricted guide, but a self-supporting frame structure preferably made of a light metal such as aluminum or carbon fiber composite material with a fixed upper and lower fairing, which is positive affects the formation of the vortex vortex. The preferably slightly curved delta wing has two symmetrically extending and formed as leading edges leading edges which start at the front of the rounded or pointed delta wing neck and the rear end of a trailing edge formed as a trailing edge, which may be straight, concave or convex in plan view. Furthermore, the deli- Taflügel characterized in that its two Anströmkannten are slightly bulbous and have a sweep between 45 ° and 80 °, and preferably between 55 ° and 70 °.

By virtue of the fact that the delta wing is slightly arched and extremely stable, it can accommodate photovoltaic modules, in particular organic photovoltaic modules or thin-film photovoltaic cells, which generate enough power to supply all consumers of a watercraft, including a centrifugal turbomachine to supply continuously for a long time. The centrifugal fluid machine is a revolutionary ship propulsion system with an efficiency of more than 90%, which can take over the propulsion of a watercraft even without the assistance of a sailing boat. Tanker and container ships save with the centrifugal turbo machine 40% to 50% fuel. Vessels equipped with delta sailing technology and centrifugal turbomachinery use the energy surplus of regenerative energy to run faster and easier across the oceans and, above all, independently of fossil fuels, to protect the environment. The energy is stored in rechargeable batteries or accumulators, which are preferably but not necessarily housed at the lowest point of the fuselage and counteract the sail pressure as ballast.

The width and length of the delta wing will be adjusted to the dimensions of the vessel on which this delta sailing technique is to be used. The best effectiveness is achieved with a slightly bulbous delta wing and rounded delta wing neck.

Furthermore, according to the invention a watercraft is protected with a delta wing described above, wherein a suspension is provided in the front region of the bow of the watercraft, to which the delta wing with its fastening element can be arranged and wherein an adjusting device is provided, with which the central longitudinal axis of the delta wing opposite Longitudinal direction of the watercraft is pivotable. Such a trained watercraft has excellent forward and buoyancy characteristics, the delta wing is to be driven with its axis of symmetry in an acute angle as possible to the water surface. In the real practice tests on a yacht, it was shown that the angled position with the nose down at about 20 ° brings a better result, because the hull and the deck affect the flow of the delta wing something. Further testing has shown that the ability to run more altitude improves when the delta wing is raised to about 40 degrees. Also on space courses is so on everyone Case to achieve a performance gain. At higher angles greater than 40 °, however, reduces the effectiveness of the delta wing.

For erecting and guiding the delta wing, an adjustment arm which is movable in several directions and has a double function is used as adjusting device, which is connected to the vessel at the bow. If necessary, the adjusting device or the boom can bring a preferably microprocessor-controlled steering and towing kite to its starting height to develop it controlled there, which uses the uniform winds for the additional propulsion at a height of 300 meters. This alternative propulsion mode can be used parallel to the delta wing, which increases the effectiveness of the ship. The innovative delta sailing technology can also be used on tankers and cargo ships, whether one behind the other or side by side, when loaded they can be moved on a rail system.

The starting device for the steering and towing kite with a container is located on the upper side of the adjusting device or the jib and is arranged so that the vortex of Vortex vortex of the delta wing are not disturbed when sailing and all maneuvers are possible. After starting the microprocessor-controlled towing kite, its connection to the ship is delivered to the winch in the foremost part of the fuselage, and the empty container travels over the boom back to the outfeed position on the foredeck of the ship. The high-performance thin-film photovoltaic cells are only a few millimeters in size and they are completely insensitive to a possible shadow of the boom.

The delta wing system with an adjustment device designed as a freely movable boom can best be placed on multi-hull yachts or on cargo ships. In this case, the boom is erected in a simple manner by two support and control elements, which together with the boom form a three-point bearing, which is gimbal connected to the vessel. Since the two support and control elements both together and individually hydraulically or mechanically can be retracted and retracted, the boom can be pivoted in this way both to the control and port. The support and controls can bring so the multi-purpose boom in any desired position at the end of the delta wing hangs on a pivoting coupling. If the boom is lowered and the delta wing is brought to its rest position, it hovers slightly inclined over the deck, where it can be decoupled from the boom and fixed as weather and climate protection over the deck. According to the delta wing from there in a very short time electro / hydraulically placed in any desired sailing position and also just as quickly lowered again. This invention can also be equipped with single-sea sailing yachts that use inland waters and pass through low bridges. The multi-purpose boom of the delta wing is connected with mono-yachts by a nose extension with the watercraft. The launching gear for the towing and towing kite running above the boom can also be used on the mono sailing yachts, either together with the delta wing or individually when the delta wing is in its rest position, for example. The hydraulic system of the boom, which is sunk in the hull, gives the delta wing more freedom when lowering and makes it easier to set it upright. In order to perform any required maneuver with the delta wing, the delta wing on the delta wing neck is additionally adjustable in its longitudinal direction.

At the demolition point of the delta wing, in the area of its central axis, the delta wing is suspended and connected via a coupling piece with the boom on the rocking principle. Since the delta wing hangs balanced on the rearmost point of the multi-purpose jib, it can be swiveled upside down in the wind and fixed there without much effort, depending on the wind direction and wind force, both on the port side and on the starboard side.

The delta wing is driven with its axis of symmetry at as acute an angle as possible to the water surface with the delta wing neck pointing downwards. At an angle of 20 °, the delta wing achieves the best result, because the hull and the flat deck superstructures usually have a positive effect on the flow. The delta wing can also be set up to a position of 40 ° to allow for more height. This should not be exceeded even on clearing courses, because its effectiveness does not increase any further.

In the delta wing technique, the sail pressure point is significantly lower than the Bermuda rig. This means that a lot of weight can be saved in the underwater area compared to the Bermuda rig, making the vessels faster and safer. Added to this is the weight reduction due to the saved fuel tanks and engines of the Watercraft through the delta wing technique and centrifugal fluid flow machine a very great importance.

If the wind hits the spar at right angles, it is as if the delta wing is standing vertically. His suction forces not only work forwards and sideways, but also upwards. The hull of the vessel gets more buoyancy and the water resistance is reduced. Furthermore, it should be noted that the delta wing basically does not require buckling to produce the corresponding suction. As a rule, it should be as flat as possible with about 20 °. In order to use a wider range of wind angle and increase the power, the delta wing can be set to a maximum of 40 °.

In order to make advantageous use of the invention, the suspension for the delta wing is arranged as a gimbal fastening and a longitudinal guide in the delta wing neck so that trimming of the delta wing is possible in any position. By a lateral pivoting device of the delta flap, which is provided in the bow area, its position can be changed in particular to the central longitudinal axis of the ship, which can be efficient to control a uniform course.

Thus, the delta wing can be set up and adjusted accordingly, it is provided that the adjusting device of the vessel has at least one motor, electric motor, hydraulic or pneumatic adjustable boom, with which the central longitudinal axis of the delta wing, with respect to the longitudinal direction of the watercraft is pivotable, wherein the boom can be additionally pivoted about its fulcrum. Thus, the boom or the adjusting device can be adjusted in many ways, the rearwardly directed support and control elements of the boom or the adjusting device, for example, if they are designed as telescopic rods, extend or shorten separately, each on a divided by a central longitudinal axis page the delta wing are arranged and both are connected by means of at least one connecting element, which attack under the boom and this can move both centrally and to port or starboard and carry. This embodiment of the invention makes it possible to adapt the delta wing in a particularly versatile and versatile manner to the wind conditions and wind directions and always place it in the best position for wind energy. fall angle to bring.

Furthermore, it is envisaged that on the top of the boom, instead of the container for the steering and towing kites, an observation platform can be used, which allows unhindered distance visibility at a dizzy height.

In a particularly advantageous embodiment of the invention, a height adjustment relative to the fuselage of the vessel is provided at the pivot point of the boom by means of hydraulic, which makes it possible to simple whiteness to store the delta wing in its rest position on the deck and to fix, thus providing a protective roofing for Deck forms and this shaded. As a result, unnecessary heating of the fuselage interior of the vessel is avoided and the deck of the vessel is protected from external weather conditions. In order to ensure a particularly effective adjustability of the delta wing at anchor, it is provided that this can be pivoted about its central longitudinal axis even in the idle state and aligned with the sun. To fix the delta wing, for example, lines can attack at the widest point on both sides, whose lengths are variable. Preferably, this can also be done mechanically controlled by microprocessor.

Furthermore, it is provided that the watercraft gets a special turbomachine as an electric marine propulsion, which is used for example in doldrums or little wind, as well as in the maneuvers in the harbor. At least one electric motor is provided for the centrifugal turbomachine, as described in DE 10 2005 005 142 A1. The electric motors are powered by rechargeable batteries or accumulators and these in turn receive the power from the photovoltaic cells of the delta wing. The electric motor can be installed in the 360 ° rotatable centrifugal flow machine itself as well as inside the fuselage.

In the housing segment or Azipod of the centrifugal fluid-flow machine, the fluid is accelerated by a rotor in the partially covered cell spaces, which undergoes energy exchange with the surrounding fluid in a predetermined area and at a similarly predetermined point, the fluid is caused to flow out. In the direction of the water Due to the centrifugal force, open cell spaces create a negative pressure to the surrounding fluid, which ensures rapid filling of the cell spaces. Thus, the process is repeated and the accelerated fluid, which is separated from the influence of the cells flows off as propulsive energy. Such turbomachines are advantageously mounted as Azipod 360 ° rotatable under the fuselage. They can be used both at the end of the watercraft according to the invention as well as the front, where they also take over the task of the bow thruster. The motor drive of the centrifugal fluid machine should be damped by a torque converter, so that the accelerated energy of the water is transmitted smoothly, which acts similar to the drive of a wheel on the road.

Other objects, advantages, features and applications of the present invention will become apparent from the following description and the embodiments with reference to the drawings. All the described and / or illustrated features alone, or in any meaningful combination, the subject matter of the present invention, regardless of their combination in the claims or their back relationship.

Show it:

Figure 1: an embodiment of an embodiment of a

Inventive vessel according to the invention arranged delta wing in a plan view,

2 shows a first embodiment of a watercraft according to the invention with a delta wing according to the invention, which is in a rest position, in a side view,

Figure 3: the watercraft according to the figure 2 in a side view, wherein the

Delta wing is located in a drive position,

Figure 4: the watercraft of Figure 3, with different angles of attack

are indicated Figure 5: the watercraft according to Figures 2 and 3, wherein the delta wing

FIG. 6 shows the vessel according to FIG. 5 in a plan view from above,

Figures 7 to 9: a second embodiment of a watercraft according to the invention with a delta wing according to the invention in different views.

1 shows an exemplary embodiment of a delta wing 1 according to the invention arranged on a watercraft 2 for use as a drive for a watercraft 2. The delta wing 1 has two convexly curved leading edges 20 and 21 formed as leading edges and a concavely curved trailing edge 22. At the leading edges formed as leading edges 20 and 21, the rounded delta wing neck follows, at which in the arrangement of a vessel 2 corresponding for the buoyancy and propulsion of the vessel 2, the responsible VORTEX-SPIN begin to form up to continue as a trailing edge trained trailing edge 22. Further, on the delta wing 1, a fastening element 4 is arranged in the form of a mast on the delta wing neck, with which the delta wing 1 can be attached to a watercraft 2. For fixing a fastening part 9 is provided on the mast formed as a fastening element 4, which is presently designed as a ball which is arranged captive in a suspension 14 in the front region 5 of the bow 6 of the watercraft 2. The delta wing 1 is formed symmetrically and divided by a central longitudinal axis 11 in two identical sides 18 and 19.

At the diverging end of the delta wing 1, a coupling is provided on the central longitudinal axis 11 as a fastening element 8, on which an adjusting device 7, in particular a boom 27, of the watercraft 2 can engage in order to pivot the delta wing 1 in its arrangement on a watercraft 2 or erect.

The elements previously described in Figure 1 are for use of the delta wing 1 as Drive sufficient for a watercraft. Furthermore, however, photovoltaic cells 13 are still arranged in Figure 1 on the surface 12 of the delta wing 1, with which corresponding, not shown in the figures accumulators or rechargeable batteries of the watercraft 2 can be supplied with electrical energy. Further, in the bow area in front of the delta wing 1 still a container 25 is arranged, in which a steering and / or towing kite is stowed, which spent over the top of the boom 27 to the start position and for further drive of the watercraft 2 is used. The photovoltaic cells 13 are formed relatively flat, so as not to disturb the responsible for the forward and buoyancy vortex vortex. The container 25 will only be present for a short time at the start of the steering and towing kite in the suction area of the delta wing 1, which assists in unfolding. Thereafter, the empty container returns to its lowermost position at the front of the bow, which is outside the VORTEX SPINE.

FIG. 2 now shows an exemplary embodiment of a watercraft 2 according to the invention with a delta wing 1 according to the invention in a side view. Here, the delta wing 1 is arranged captive with its fastening element 4 and arranged thereon formed as a ball attachment part 9 in a suspension 14 in the front region 5 of the bow 6 of the watercraft 2. The suspension 14 may be formed as a guide 15, in particular as a guide rail 29 for the fastening element 4, in particular of the fastening part 9 of the fastening element 4 of the delta wing 1. The guide rail 29 may be formed transversely to the vehicle longitudinal direction 28. However, other guide rails 29 are conceivable, in particular parabolic curved guide rails.

In the position shown in Figure 2 of the delta wing 1 is stored in its rest position on a shelf 24 of the watercraft 2. In this case, the delta wing 1 forms a shading and roofing for the deck of the watercraft 2, so that the interior of the hull of the watercraft 2 does not unnecessarily heat up and the deck of the watercraft 2 is protected from rain. At the fastening element 8 of the delta wing 1 in this case engages a boom 27 of the adjusting device 7, which is guided in the fastener 8 slidably. At its other end, the arm 27 is fastened via a pivot point 26 to a further adjustment device 23 with which the height of the pivot point 26 can be varied. In the position shown in Figure 2, the pivot point 26 is in its upper possible range, so that as much space is given below the delta wing 1, so that there people undisturbed and protected by the delta wing 1 can stay. Next to the boom 27, the adjusting device 7 for adjusting or pivoting the delta wing 1 two lateral adjusting elements 16 and 17, which are congruent in the present view and by means of a connecting element 30 which engages the boom 27 and the boom 27 centrally between the adjusting elements 16 and 17th holds, connected with each other. By means of these adjusting elements 16 and 17, which are adjustable by motor, electric motor, hydraulically or pneumatically, the delta wing 1 can be pivoted by these adjusting elements erect the boom 27. In this embodiment, the adjusting elements 16 and 17 are formed as telescopic rods. Such an erected delta wing 1 for the vessel 2 of Figure 2 is shown in FIG. The angle of attack of the delta wing 1 with respect to the longitudinal direction 28 of the watercraft is approximately 40 °.

As can be seen in particular from Figure 3, the delta wing 1 has thereby released from the tray 24, while the pivot point 26 of the boom 27 has been moved by means of the adjusting device 23 in a lower position to allow a corresponding erection or pivoting of the delta wing 1 or to ensure. The adjustment or pivoting of the delta wing 1 takes place as follows: By means of the adjusting elements 16 and 17 of the adjusting device 7, the adjusting elements 16 and 17 connecting the connecting element 30 is moved in its height position. The fact that this connecting element 30 engages directly on the boom 27 and the boom 27 holds centrally between the adjusting elements 16 and 17, this is erected. The boom 27 is connected directly to the delta wing 1 by means of the fastening element 8 of the delta wing 1, in which the boom 27 is displaceably guided. By erecting the boom 27, therefore, the delta wing 1 automatically aligns and can be moved or pivoted into a corresponding angle of attack, which in this case is approximately 40 ° in FIG. In the figure 3, the delta wing 1 is shown so that its surface is substantially perpendicular to the image vertical. In the application in which the delta wing 1 is to produce effective propulsion for the watercraft 2, the delta wing 1 will, however, be pivoted relative to this image plane. That is, the delta wing 1 about its central longitudinal axis 11 will be twisted. Such rotation of the delta wing 1 will generally be carried out by appropriate lines 10, which attack on the delta wing 1 in the region of the fastening element 8 in the upper area of the delta wing 1 and are connected to the stern of the watercraft. In the illustration of Figure 3, the two lines 10 are congruent, since the delta wing 1 is not rotated around its central longitudinal axis 11 here. With the lines 10, it is also possible to fix the delta wing 1 in a correspondingly rotated position about its central longitudinal axis 11. The lines 10 must be taut, so that the delta wing 1 does not change its position. The adjustment of the lines 10 can be done both microprocessor-controlled and manually.

In FIG. 4, the watercraft 2 according to FIG. 3 is shown, the delta wing 1 not being shown explicitly, but only three different angles of incidence of 20 °, 30 ° and 40 ° of the delta wing 1 are indicated. By this illustration, it should be apparent that the delta wing 1 in its angle to the longitudinal axis 11 of the

Watercraft 2 is adjustable and adjustable.

In the figure 5 is now further shown in a side view that the delta wing 1 via the fastening element formed as a mast 4 and designed as rotatable

Mounting part 9, which is arranged in the guide rail 29 designed as a suspension 14 or guide 15, rotatably and slidably on the

Watercraft 2, in particular at the bow, is held.

In particular, in the representation according to FIG. 6, which shows a top view of the vessel 2 or the delta wing 1 of the representation of FIG. 5, it can be clearly seen that the attachment part 9 is arranged in the guide rail 29, which can be used both as a suspension 14 and as a Guide 15 is used for the fastening part 9, is held. It can also be clearly seen that the delta wing 1 in this plan view from above

is shown asymmetrically, which itself is also pivoted with its central longitudinal axis in the horizontal direction relative to the longitudinal axis 11 of the watercraft 2. The

Displaceability of the fastening part 9 within the guide rail 29 is also shown in this figure 6 by two different representations.

FIG. 7 now shows a second exemplary embodiment of a water meter according to the invention. vehicle 2 with a delta wing 1 according to the invention in a perspective view shown from the top side. Again, 2 photovoltaic elements are mounted on the top 12 of the delta wing 1 of the watercraft. The local delta wing 1 is also fastened to the vessel 2 by means of a fastening element 4 in the form of a mast on the delta wing neck. For attachment, a fastening part 9 is also provided on the fastening element 4 designed as a mast, which in the present case is designed as a ball, which is arranged captively in a suspension 14 in the front region 5 of the bow 6 of the watercraft 2. This delta wing 1 is also formed symmetrically and divided by a central longitudinal axis 11 into two identical sides 18 and 19. This delta wing 1 also has two convexly curved front edges 20 and 21 formed as leading edges and a concavely curved trailing edge 22, so that here too the rounded delta wing neck adjoins the leading edges 20 and 21 formed as leading edges, at which points in the arrangement The vortex swirls responsible for the buoyancy and propulsion of the watercraft 2 begin to form on the vessel corresponding to the trailing edge 22 formed as a spoiler edge.

At the diverging end of the delta wing 1, a coupling is provided as fastening element 8 on the central longitudinal axis 11, on which an adjusting device 7, in particular a boom 27 of the watercraft 2 by means of a connecting element 30, which serves as an extension of the boom 27 and is held displaceably in this , Can attack to pivot the delta wing 1 in its arrangement on a watercraft or to raise. In order for pivoting to take place, the adjusting device 7 contains two further adjusting elements 16 and 17, which in the present case are designed as telescopic rods, which are connected to one another via the connecting element 30 and are in operative connection with the boom 27. By means of the adjustment elements 16 and 17 designed as telescopic rods, it is possible to pivot the delta wing 1 by raising the adjusting elements 16 and 17 by means of the connecting element 30. The adjusting elements 16 and 17 may be adjustable by motor, electric motor, hydraulically or pneumatically.

By means of the adjusting elements 16 and 17, designed as telescopic rods, of the adjusting device. tion 7, it is not only possible to erect the delta wing by means of the boom 27. Rather, 16 and 17, the two sides 18 and 19 of the delta wing 1 are pivoted against each other by different settings of the adjusting elements. Such a pivoting of the two sides against each other is particularly evident in the figure 8, in which the delta wing in this position by means of a cable 30 and. Taues a rigging can be kept and thus relieved the formed as a telescopic rods adjustment 16 and 17.

It is particularly advantageous in the embodiment of Figures 7 to 9 is that the Ver adjusting elements 16 and 17 of the adjusting device 7 are arranged at the rear of the vessel 2 and thereby a particularly good power absorption of the adjusting device 17 is ensured in particular in the positioning of the delta wing 1.

As can again be seen particularly clearly from FIG. 7, the boom 27 is held at the bow 6 of the watercraft 2 via a pivot point 26 and an adjusting device 23. By means of the adjusting device 23, the pivot point 26 of the arm 7 can be moved to a lower position in order to enable or to ensure a corresponding erection or pivoting of the delta wing 1. The mode of operation of the adjusting device 23 in this case corresponds to the adjusting device 23 of the watercraft 2 of FIGS. 1 to 6.

While in FIG. 8 the vessel 2 according to the invention is shown from a perspective view from the rear, in which an underside of the delta wing 1 can be seen, in FIG. 9 the vessel is shown from a lateral perspective view, in which, however, also the underside of the delta wing 1 is recognizable.

LIST OF REFERENCE NUMBERS

1 delta wing

2 watercraft

3 end

4 fastening element

5 area

6 bug

7 adjustment device

8 fastener

9 fastening part

10 leashes

11 center longitudinal axis

12 top

13 photovoltaic cells

14 suspension

15 leadership

16 adjusting element

17 adjusting element

18 page

19 page

20 leading edge

21 leading edge

22 trailing edge

23 adjusting device

24 storage

25 container

26 pivot

27 outriggers

28 longitudinal direction

29 guide rail

30 connecting element

31 rope

Claims

claims

1. delta wing (1) for use as a propulsion for a watercraft (2), characterized

marked that

a) at the tapered front end (3) of the delta wing (1) a fastening element (4) is provided with which the delta wing (1) in the front region (5) of the bow (6) of a watercraft (2) can be arranged and

b) on the delta wing (1) at least one attack element element (8) is provided, to which a delta wing (1) associated with and on the vessel (2) attachable adjusting device (7) engages, with which the delta wing (1) is pivotable.

2. delta wing according to claim 1, characterized in that it comprises two leading edges (20, 21) and a trailing edge (22) which are formed in a plan view of the delta wing (1) as a straight line or as concave or convex arcs.

3. delta wing according to claim 1 or 2, characterized in that it has a

Arrow angle between 45 ° and 80 °, preferably between 55 ° and 70 °.

4. delta wing according to one of the preceding claims, characterized in that on a surface (12) of the delta wing (1) photovoltaic cells (13) are arranged.

5. Watercraft with one of the delta wings (1) according to one of the preceding

Claims, characterized in that a suspension (14) in the front region (5) of the bow (6) is provided, on which the delta wing (1) with his

Fixing element (4) can be arranged and that an adjusting device (7)

is provided, with which the central longitudinal axis (11) of the delta wing (1) relative to the longitudinal direction (28) of the watercraft (2) is pivotable.

6. Vessel according to claim 5, characterized in that the suspension (14) as a guide (15), in particular as a guide rail (29) for the fastening element (4) of the delta wing (1) is formed.

7. Vessel according to claim 5 or 6, characterized in that the Adjusting device (7) at least one motor, electric motor, hydraulically or pneumatically adjustable boom (27), with which the central longitudinal axis (11) of the delta wing (1) relative to the longitudinal direction (28) of the watercraft (2) is pivotable, wherein the boom ( 27) is pivotable about a pivot point (26).

8. Vessel according to one of claims 5 to 7, characterized in that the adjusting device (7) has two separate adjusting elements (16, 17), each on one of the central longitudinal axis (11) divided side (18, 19) of the delta wing (1) are arranged and by means of a connecting element (30) which on the

Boom (27) attacks, miteinader are connected, wherein the adjusting elements (16, 17) are preferably designed as telescopic rods, which are particularly preferably formed separately movable.

9. Vessel according to one of claims 65 to 8, characterized in that on the upper side of the adjusting device (7) or the jib (27) is provided a container (25) for receiving a preferably microprocessor-controlled steering and / or towing kite.

10. Vessel according to one of claims 5 to 9, characterized in that on the upper side of the adjusting device (7) or the cantilever (27) or on a surface (12) of the delta wing (1) is arranged a viewing platform.

11. Vessel according to one of claims 5 to 10, characterized in that the pivot point (26) of the boom (27) by means of an adjusting device (23) in its height relative to the hull of the watercraft (2) is adjustable.

12. Vessel according to one of claims 5 to 11, characterized in that the delta wing (1) about its central longitudinal axis (11) is formed rotatable.

13. Vessel according to one of claims 5 to 12, characterized in that it is provided as a further drive at least one electric motor which drives a centrifugal flow machine.