WO2020056530A2

WO2020056530A2 - Hydrofoil safety on a watercraft

Info

Publication number: WO2020056530A2
Application number: PCT/CH2019/000028
Authority: WO
Inventors: Peter A. Mueller
Original assignee: Mueller Peter A
Priority date: 2018-09-17
Filing date: 2019-09-16
Publication date: 2020-03-26
Also published as: WO2020056530A3

Abstract

The invention relates to hydrofoils (2) on a watercraft (1) that can be extended, so that said hydrofoils can be moved more rapidly or with better fuel-economy, the hydrofoils additionally having a safety system, so that in a collision between the hydrofoil (2) or the deployment arm (4) and a collision object (3), the deployment arm (4) of a hydrofoil (2) takes on a form that repels said foreign objects, and under an excess load the hydrofoils (2) fold away, wherein: all hydrofoils (2) are mechanically or electronically interconnected and are synchronous during their movement; the hydrofoils (2) maintain a neutral position during a height adjustment (T); the watercraft (1) can be corrected with respect to the longitudinal and transverse axis by trimming means; and the route lying immediately ahead of the hydrofoil (2) can be continuously sensed by the distance- and object recognition sensor (18), thereby avoiding a collision with a collision object (3) early on the approach path.

Description

Wing safety on a watercraft

Technical field

The invention is based on adjustable hydrofoils on a watercraft with a shape that repels flotsam, which can be extended or retracted from a defined vehicle speed and retract the aerofoils in the event of a collision with an object from a predetermined impact force, according to the preamble of the first claim.

State of the art

Wings for less friction for higher vehicle speed or lower watercraft consumption have been known since the beginning of the last century and were first commercialized for passenger ships by the Swiss company Supramar AG around 50 years later. Since then, countless developments on motorized ships and boats and sailing vehicles have taken place, such as described e.g. in the US Pat. No. 3,183,871 or US Pat. No. 3,199,484 and US Pat. No. 5,168,824 and regarding wing control, from electro-optical or sonar-based systems to simple and very well-functioning mechanical systems, as described in patent DE 203 10 449 U1 and general trim controls as described in patent US 4,862,820, US

4,615,291, US 6,499,419 B1.

The desire to drive as smoothly as possible in order to save fuel also applies to the measure to use appropriate sails on watercraft, which can be lowered with the sails rolled down in storm or in port for low load on the ropes, including the sail Mast as described in patent DE 202011 101 489 U1 and WO 97/42072. Presentation of the invention

The invention is based on the protection of several hydrofoils on a watercraft, which in the event of a collision with flotsam or seabed collapse all of the wings simultaneously and move the watercraft on its usual hull a moment later. The simplest and cheapest solution is a mechanical one Connection of the wing, a folding mechanism to it and that the wing during the folding the previous angle ie Buoyancy remains unchanged.

Various procedures are possible for this, as well as electronic helpers at hand, whereby three basic principles are central, namely firstly that a floating, larger, hard foreign object, which can be a tree trunk, a metal barrel, a container, for example, by means of the basic shape of the inclined deflection arm which has a slope of approx.

25 "to 30 ° or more, such an undesirable object can slide off the slope and secondly, that with a predefined impact load, the wing gives way and retracts immediately, so that nothing or only little can be damaged on the wing and thirdly, that the apron of the route is electronically scanned and when a corresponding object is detected in the area in front of the wing, the speed of the engine is reduced and, if necessary, all wings are automatically retracted.

There is also the additional option of installing a cage in front of the wing, which does not look particularly nice, but is effective, costs a bit maximum speed and increases fuel consumption, respectively. the power consumption of an electric drive, but in return offers a lot of security.

The wings can be mounted on motor and sailing vehicles, four wings, two from two at the rear or three wings two at the rear from one or vice versa, one wing from two at the rear. A total of two effective wings are also possible as continuous U- or V-shaped elements. The wings have a vertical

Height adjustment or an arch-shaped height adjustment, taking care that the corresponding wing is horizontal or in a slightly upward, lift-generating position during the height adjustment, so that the watercraft never experiences a negative lift during the height adjustment. Is the deflection arm like this designed so that it is swiveled during the process, a swivel parallelogram is used to ensure that the wing remains neutral or the swivel arm is swiveled, the wing is pivoted and always generates positive buoyancy by means of the water flow and spindle torque of the wing Assemble a propeller drive and by means of the wing, the trim of the watercraft can also be controlled. that of the drive.

The wings attached to the deflecting arm or acting as part of the deflecting arm can have a T or C or L shape or another hydrodynamic shape and are not the subject of this document, but in particular the wings, which are not attached to two pivot bearings and thus represent a U or V shape , are more sensitive to collision damage, so that in the event of a collision with the outer part of the wing, it turns out from a certain load and creates space for the interference element. The front wing or wings are the most endangered for the watercraft

Buoyancy elements. While in the event of an impact with an object on the rear hydrofoil, the stern crashes onto the water in the worst case scenario, such a scenario can have a catastrophic effect in the front part, because with the impact of the bow on the water, it can submerge below the water surface and the watercraft - depending on the type and size - overturn, but at least stop extremely quickly, which would not bode well for the passengers on board, as one is not buckled on board and moves freely The basic version of a mechanical connection of all wings, especially in the version one of two behind, is the easiest and safest. However, there may be watercraft in which this is not possible for technical reasons, at least the wings are connected to one another by sensors and monitored so that in the event of an impact, in particular on a front wing, the wing or wings in the rear and the intact front wing immediately retract . Depending on the collision shock, a gas detonator, such as the one triggered in the automobile for the airbag, the active agent such as a hydraulic cylinder, a gas under pressure can be introduced there, which adjusts the cylinder piston almost suddenly and thus immediately retracts the wing or wings Watercraft do not give the bow a chance to dive into or under the water. At the same time, the engine speed is reduced via a pre-programmed ramp. Optional rigid side wings on the fuselage with great buoyancy when touching water, in the worst case prevent the bow from being immersed too much in the water. The detonator, which from a certain If the deceleration on the acceleration sensor responds, it can only be triggered when the wings are extended, so that no gas release can take place during bets jumping or in heavy seas without the use of a wing. In sailing vehicles, the speed can also be influenced not only based on the position of the sail, but also on the sail area. Since it will be advantageous in the future to harvest solar energy using solar cells and use it for the electric drive, the knowledge that rigid sails generate 50% to twice as much lift as canvas sails is a way in which the rigid ones Individual modules can be extended and retracted telescopically. Rigid sails that have been driven on are also advantageous in port because they offer lower wind loads.

The core of the invention is to be able to move such wings faster or more fuel-efficiently by means of extendable hydrofoils, in the event of a collision with a foreign object, the pivot arms of the hydrofoils show a repellent shape in relation to such foreign objects, and in the event of overload, the hydrofoils fold away, with all hydrofoils together mechanically or electronically are connected and act synchronously in the adjustment, the wings remain neutral when adjusting the height, and by detecting the travel distance in front of the wing, a collision with a foreign object is avoided in advance.

Further advantageous embodiments of the invention result from the subclaims.

Brief description of the drawings

Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. Identical elements are provided with the same reference symbols in the various figures.

1 shows a schematic side view of a watercraft with a collision object, with a front wing on the deflection arm, which is attached to a parallelogram, the height is adjusted by means of an active agent

Wmkelsensor includes, a trim medianism is attached to the fuselage, the rear wing has a wing that folds out on the deflecting arm and an angle sensor includes the drive, which can be raised and pivoted separately, the watercraft has a battery for the drive accommodates one

Controller, a position sensor and a front wing

Fig. 2 is a schematic side view of a watercraft, with the front wing on the deflection arm, which is attached to a parallelogram, the height is adjusted by means of an active cylinder , also includes an angle sensor, the drive is attached to the wing and a foldable cage is mounted in front of it and the knitting cylinders have a fluid collecting container

Fig. 3 is a schematic side view of a watercraft in the form of a pontoon boat with a height-adjustable, laterally tiltable and damped platform by means of active agents and water-protected seating and lying, with front wing on the pivotable deflection arm with flap element on the wing, with rope coupling to the mechanical wave sensor, the rear wing has a vertical height adjustment with swiveling deflection arm to which the wing or wings and drive are attached Fig. 4 is a schematic side view of a pivoted wing on a deflection arm, which has a rotary connection and is connected to an active agent and a rope is attached to the wing, which is held on the fuselage with the opposite side or finds a parallel arm with an actuator instead of the rope

Fig. 5 is a schematic side view of a watercraft, with the front wing on the deflection arm, which is attached to a swivel arm, the height is adjusted by means of an active agent, the rear wing has the same kinematics as the front, the drive is attached to the hull of the watercraft and the two deflection arms are connected to one another with a synchronizing rod and a corrector, the front wing is connected to a flap element on the wing with a rope coupling to the mechanical shaft sensor and the rear wing can be adjusted by means of a rope and an actuator, FIG. 6a shows a schematic side view of a rigid sail, Consisting of several segments in the raised position, which are covered with solar cells and have a bendable mast with a joint, attached to the deck of a watercraft with a bogie and a steering means underneath. Fig. 6b shows a schematic side view of a rigid sail, consisting of several segments in the berth or storm position, which are covered with solar cells and a bendable mast with joint and an active cylinder, the whole moored on the deck of a watercraft, with a bogie and a steering means underneath.

Only the elements essential for the immediate understanding of the invention are shown schematically. Way of carrying out the invention

1 shows a schematic side view of a watercraft 1 with a wing 2, with a collision object 3, with a front wing 2 on the deflection arm 4, which is attached to a parallelogram 5, the height is adjusted by means of an active agent 6, and includes an angle sensor 7 Trimming mechanism 8 is attached to the fuselage 9, the rear wing 2 has a folding wing 2a on the deflection arm 4a and comprises an angle sensor 7, the drive 10 can be raised and pivoted separately, the watercraft 1 houses a battery 11 for the drive 10, a controller 12, a position sensor 13, and a front wing 14

A watercraft 1 traveling on wing 2 has a large speed advantage due to the lower friction of the missing hull 9 in the water, as well as a significantly lower fuel consumption at medium speed, respectively. lower power consumption when using an electric motor as a drive.

In the case of relevant sailing catamarans, racing catamarans, immersing the bow or tilting the watercraft 1 with hydrofoil equipment is accepted, but this is not permitted under any circumstances on family excursions or in a commercial environment, even in the event of a collision with an undesirable object in the sea or in the Lake. Therefore, commercial hydrofoil ships have extremely stable hydrofoils 2, with the disadvantage that the draft in the harbor or at jetties must be large enough not to let the protruding hydrofoils 2 run up on the seabed.

It is the objects of this invention to provide a means which includes all the advantages of the wing 2, but excludes the disadvantages of today's designs. Therefore, several kinematic options are shown, all of which ultimately hold the wing 2 in a certain positive, lift-generating position even in the height-adjusting phase, ie in any case never in a negative position. Should a collision occur, the wing 2 and the deflecting arm 4 are intended to withstand an impact up to a predetermined load, by means of the inclined shape of the deflecting arm 4, so that the collision object 3 can first slide off or. push away. But from a defined load, swivels or the deflecting arm 4 folds in, the wing 2 always remaining stable in a positive, lift-generating point

Two or one wing 2 can be attached to the bow and one or two wings 2 can also be attached to the stern. Each deflection arm 4 has an angle sensor 7, respectively. in the case of a continuous wing 2 in U or V shape at the rear or at the front, one angle sensor 7 at the rear and one from the front, connected to the controller 12, is sufficient and this is connected to the position sensor 13 and which also acts as an acceleration sensor 13.1. The task of the position sensor 13 is to keep the watercraft 1 stable in the longitudinal direction and in the transverse direction, i.e. by means of the wing 2, predominantly with the front, to keep a quasi-horizontal position when driving, whereby this can also be accomplished with the rear wing or wings 2, the roll stability being provided anyway with the rear wing 2 or by means of flap control, which is the same Create an effect like on airplanes by moving the side flaps. This can also be done in this embodiment, a possible mechanical embodiment of the flap control is described in FIG. 3, otherwise the flap control is electronically controlled and is carried out with an electrical or hydraulic active agent 6.

In the event of an impact with a collision object 3 on the rear deflection arm 4 or wing 2, this is not very tragic and the position sensor 13 will immediately stabilize the watercraft 1 with respect to the transverse position by means of the second wing 2 and at the same time retract all of the deflection arms 4, so that a crash does not occur at all or only from a low height, which does not have a dramatic effect

In the event of an impact with a collision object 3 on the front deflecting arm 4 or wing 2, the effect is more far-reaching, because the fall from only 0.5 m above the water line WL and at the same time extended deflecting arms 4 does not benefit the passengers on board such a watercraft 1 . Therefore, when registering a fatal collision by means of the position sensor 13 and the angle sensor 7, the rear wings 2 are also retracted, respectively. pivoted up and the wing 2 remains in the horizontal position, so that the watercraft 1 is hardly top-heavy. In the worst case, the optional front wings 14 on the fuselage 9 can prevent the bow from being immersed massively. In this version, the front wing 2 is firmly connected to the deflection arm 4, that is, in one piece and bent accordingly. The deflection arm 4 is attached to a parallelogram 5, an active agent 6 generates a rotary movement on one of the parallelogram arms 5a, so that the parallelogram is moved up or down, according to arrow T. In the retracted position of the wing 2, the mechanics attached to it have no hydrodynamic Effects, since the wing 2 is located behind the stage F on the fuselage 9, the stage F allows the water flow to continue flowing and there is no turbulence and the faster the fuselage is moved, the better, since at stage F if necessary, air is also let in laterally and so that the fuselage 9 can be ventilated early and thus the fuselage friction is reduced.

In order for the watercraft 1 to keep its horizontal position as calm as possible, even in waves, the front wing 2 came to be adjusted in the angular position and this is done by means of the trimming mechanism 8, which adjusts the parallelogram 5 on the turntable 16 or one of the means by means of an active agent, not shown here Parallelogram arms 5a or 5b are displaced by an active agent, for example the pivot point from position V to position Z and thus the wing 2 undergoes an angle adjustment, according to arrow Tx and thus the angle of attack and the trim changes

The adjustment kinematics on the rear wing 2 is designed more simply here. For this purpose, the wing 2 is connected to the deflection arm 4 via a rotary bearing 17. Details on this are described in FIG. 4. The wing 2 remains at all times in a flat position a with a lift value and in the extended position b of the deflection arm 4, the lift value, depending on the design, can generate a much higher lift value. If the deflection arm 4 is pivoted fully upward, the wing 2 folds up mechanically in a force-controlled manner, described in detail in FIG. 5, so that when the watercraft 1 is moved backwards, the wing 2 is fixed in the port and the water flow is directed downward and the rear is fluidically easier.

The drive 10 is independent of the wing 2 and deflection arm 4, but moves vertically similarly or even synchronously, but can trim the thrust without the influence of the wing 2, that is, direct the thrust vector downwards or upwards. The watercraft 1 is immersed up to the water line WL1 in the Uegstellung, when driving with the extended wings 2, the watercraft 1, respectively. the hull 9 spaced from the water line, in the position WL 2. Hg. 2 shows a schematic side view of a watercraft 1, with the front

Wing 2 on the deflection arm 4, which is attached to a parallelogram 5, the height is adjusted by means of an active agent 6, comprises an angle sensor 7, a distance and object detection sensor 18 is attached to the wing 2, the rear wing 2 has identical kinematics as the front , also includes an angle sensor 7, the drive is attached to the wing 2 and a foldable cage 19 is mounted in front of it and the active means 6 have a fluid collecting container 20.

The kinematics of the front wing 2 is identical to the version shown in FIG. 1, except that the active means 6 is an electric or hydraulic cylinder instead of a rotating mechanism which is driven electrically or hydraulically. The rear kinematics are identical to the front, only the position of the parallelogram 5 is somewhat different depending on the space available and the wing 10 is also attached to the drive 10 This is advantageously mounted under the hydrodynamic shape of the wing 2, so that the effect of the wing profile remains optimal Height adjustment T is used to retract and extend the wings 2 and keep them in a constant position, preferably not to cause a negative position when extending and retracting, which can otherwise be fatal, since the watercraft 1 would immediately clap onto the water surface and because of the negative wing position this would pull further down until the watercraft 1 would hardly have propulsion anymore, but the cockpit could already be filled with water and could remain just below the waterline WL1.

On the other hand, the height adjustment T also serves to use it as a trim in the extended state in order to optimally adjust the longitudinal position of the watercraft 1.

The active agent 6, which is, for example, a hydraulic cylinder, has a fluid collecting container 20 and a gas cartridge 21 with a trigger 22. If the impact of the collision object 3 with the front wing 2 or. Deflection arm 4 is so large that it is withdrawn for safety reasons, it must be done at lightning speed and thus a hydraulic pump cannot allow the fluid to flow out of the cylinder space sufficiently quickly, so that a pressure relief valve 20a on the fluid collecting container 20 diverts the fluid there. At the rear active means 6, also a hydraulic cylinder, the wing 2 and deflection arm 4 there should be at the same time can also be retracted in order not to let the watercraft 1 fall into the water, so that in this case the controller 12, which constantly commands the angular position of the deflection arm 4 by means of the angle sensor 7 and acceleration sensor 13.1, issues the trigger 22 on the gas cartridge 21 to activate, which in principle is an airbag capsule and the gas is pressed into the hydraulic cylinder, the piston moves at lightning speed by simultaneously letting out the "excess" fluid in the other cylinder chamber into the fluid collecting container 20 and thus the wing 2, respectively. the deflection arm 4 folds in and so the watercraft 1 continues to swim like one without a wing design. In addition, the engine speed is reduced via a ramp, so that the damage can possibly be detected before accelerating again and, by means of the speed detection, the controller 12 automatically extends the wings 2 again

Of course, it is imperative to have protective measures so that the risk of injury in the event of a collision can be kept as low as possible, but it is even better to recognize in advance whether a collision object 3 is on the way and, if a hazard is detected, the speed of the watercraft 1 as a precaution to reduce and retract the wing 2. For this purpose, at least one distance detection sensor 18 is located on the front wing 2, which detects such undesired objects in a specific measuring cone region. This sensor not only detects the distance, but also analyzes the size and shape of the object. If there are small particles or fish that move, no measures need to be taken, but the objects have a certain size and shape and are practically immovable, for example angular with an area of 1m ³ , so great care must be taken. The controller 12 can automatically convert such values output by the distance and object detection sensor 18 into a speed-reducing mode and the wing 2 retracting mode without the skipper having to constantly look at the image device. A further safety measure is to place a cage 19 in front of the wings 2 and deflecting arm 4, also extendable, in the event of a collision with a collision object 3 only yielding from a defined impact load and with the wing 2 and deflecting arm 4 either folding electronically at the same speed or by means of the Rod M mechanically connected and consequently folds in synchronously.The cage 19 marginally reduces the maximum speed of the watercraft 1, but if carefully constructed, for example this consists of slender longitudinal slats, the loss of speed is very low.The cage 19 came to have a correspondingly curved, repellent shape.

3 shows a schematic side view of a watercraft 1 in the form of a pontoon boat with its buoyant, mostly cylindrical tubes R with a platform 24 which is height-adjustable, laterally tiltable and damped by means of lifting arms 23 and water-protected seating and lying area in the structure 25, with a front wing 2 on the pivotable deflection arm 4 with the flap element 26 on the wing 2, with cable coupling 27 to the mechanical shaft sensor 28 and the rear wing 2 has an alternative vertical height adjustment means 29 with a motorized rotating plate 30 with a pivotable deflection arm 4 to which the wing or wings 2 and drive 10 are attached are.

The front wing 2 kinematics corresponds to the version attached to the rear in FIG. 1, the trim control for the horizontal position of the watercraft 1 being carried out by means of a flap control 31 which has a movable, rotatably mounted flap 32 on the wing 2, which is attached to a rope 33 around a Deflection roller 34 is attached to the rocker 35 The rocker 35 is rotatably connected to the deflection arm 4 and at the end of the rocker 35 there is a mechanical shaft sensor 28 in the form of a boat. The function of the shaft sensor 28 is not discussed here, because this is the state of the art in sailing catamarans. New are the folding mechanism of the deflection arm 4 and the function of the active agent 6 in the event of an overload. Another new feature is that the cable 33 is guided around the deflection roller 34 so that the flap 32 is advantageously pulled up when the deflection arm 4 is folded in.

The kinematics for lifting and lowering the rear wing 2 is carried out by means of the height adjustment means 29, which can be a spindle with a motor drive, or another active means 6, by means of a slide and rail, around a wing 2 to move up or down in a constant position. The deflection arm 4 is also attached to a motorized turntable 30 and can thus pivot the wing 2 and at the same time the drive 10 up and down and also use it as a trimming function. An integrated slip clutch works in the event of an overload

Pontoon boats are usually of a simple design and have cylindrical tubes R which have a buoyant effect, with a front taper and a platform 24 on top. Such watercraft 1 are therefore hydrodynamic in terms of

Frictional resistance is not optimal on the way and bumpy even in rough water and does not cut through the waves as fine as catamarans are. By means of the wing 2, the topic is off the table and such a watercraft 1 enjoys all the advantages of modern wing technology and hovering behavior while driving. The entire wing mechanism can be elegantly installed between the tubes R, so that the wing technology is not recognizable from the outside, except with corresponding inscriptions on the Watercraft 1.

If the flight mode does not trigger good feelings, then at least the platform 24 can be operated by means of the active cylinders 6x attached to the lifting arm 23, which are raised when driving, by means of the fluid dampers 35 or shock absorbers 36 attached to the active cylinder 6x, which provide pleasant damping in waves and at the same time the disadvantage of the splashing water, with the additional distance from the waterline WL, the passengers on board no longer get wet, so they can be driven accordingly quickly.

Even the somewhat uncomfortable cornering on such tubes R is not always trustworthy, so that in this case one side of platform 24 by retracting the active cylinders bc there, by shortening the distance between platform 24 and tube R, so that an inclination is generated, as with another watercraft 1 or a motorcycle in curves. By means of the controller 12 and position sensor 13 and steering angle on the steering wheel, the rate of inclination can also be correspondingly programmed in relation to lateral forces and speed, and the flap 32 can also serve as a curve steering center in conjunction with the steering angle on the steering wheel.

Fig. 4 shows a schematic side view of a rotatably supported wing 2 with a

Cone K on a deflection arm 4, which has a rotary connection 37 and with an active agent 6 is connected and a trim rope 38 is attached to the wing 2, which is held with the opposite side on the fuselage 9, and, as an alternative, a parallel deflecting arm 4a with an actuator 41 replaces the trim rope 38

As already shown in Fig. 1, the deflection arm 4 can be pivoted out by means of the active agent 6 at the pivot point DP, according to arrow T, and at the same time the wing 2 is connected to the deflection arm 4 by means of the pivot bearing 16 and remains stable in position when pivoted, with a positive buoyancy on the watercraft 1. The wing 2 has a wing profile which always wants to take a large slope by means of the positioning of the spindle torque Q and by means of the predetermined length of the trim rope 38, the inflow angle position is given. A change in the trim angle Tx, e.g. from position e 'to position d', the active agent 6 adjusts the deflection arm 4 from position c to d and thus represents an inexpensive trim adjustment on the watercraft 1.

An undesired collision with an object in the water does not necessarily have to hit the deflection arm 4, but can also only collide with the wing 2. In such a case, by means of the rotary connection 37, which is rotatably mounted on the pivot arm 4 with a pin 37a, in the Rotary connector 37, a radial damper is integrated or is in operative connection with the active means 6, the wing 2 can fold away in the event of an overload and thus suffer little or no damage.

The wing 2 can also be deflected by means of a deflection device integrated in the flow-optimized cone K, which allows the wing 2 to break away and thus fold away under a specific impact load. A respective return spring can then return the wing 2 to the starting position.

Instead of the trimming cable 38, the parallel deflecting arm 4a can ensure the function of the positionally stable position of the wing 2 when retracting and extending and at the same time take over the trimming function Tx by means of the actuator 41. The actuator 41 receives its signals regarding trim adjustment from the controller 12.

In the event of a collision of the deflection arm 4 or of the wing 2 with a collision object, which represents a load, so that the deflection arm 4 swivels in in order not to rigidly oppose the resistance and in order not to damage the Risking hull 9, as well as not abruptly braking the watercraft 1. Therefore, the active agent 6 is activated by means of the pressure relief valve 20a in order to allow the fluid to flow out of the active agent 6 as quickly as possible and, as a first measure, to lead it into the fluid collecting container 20, which has a compressed air bubble, so that the fluid later returns to the tank normally (measure can and then flows back into the cylinder space of the active agent 6 by means of the fluid pump and pushes the piston back and thus the wing function can be restored. With the exception that valves prevent the latter process, so that after a collision with a foreign body, the folded-in deflection arm 4 of must be started again, be it manually, be it due to the coupling with the speed of the watercraft 1.

Fig. 5 shows a schematic side view of a watercraft 1, with the front wing 2 on the deflection arm 4, the height adjustment by means of an active agent 6, the rear wing 2 has an identical kinematics as the front, the drive 10 is attached to the hull 9 of the watercraft 1 and the two deflection arms 4 are connected to one another with a synchronization rod 39 and a corrector 40, the front wing 2 is connected to the cable coupling 27 to the mechanical shaft sensor 28 and the rear wing 2 can be adjusted by means of the trim cable 38 and an actuator 41.

The adjustment of the wings 2 can be done in various ways, as shown in the previous explanations and many more are also conceivable. The goal is a safe, cost-effective solution to extend a set of wings 2 and to retract all wings 2 safely and quickly enough in the event of a collision. It is ideal if all wings 2 extend and retract synchronously and, in the event of an impact with a foreign object, swivel or retract all wings 2 at the same time so that there is never a top-heavy or stern-heavy buckling or annoying rolling on the watercraft 1, since all wings 2 are by means of the deflecting arms 4 interact mechanically at the same time. This is done in that a synchronizing rod 39 mechanically connects the two rear deflection arms 4 and advantageously only one wing 2 is attached to the deflection arm 4 on the fuselage 9 on the bow and this is also connected to the synchronizing rod 39. No matter which wing 2 collides with a foreign object, all wings 2 on the watercraft drive together at the moment of overload and the water Vehicle 1 is instantly back in the water with the hull 9 and it can therefore never fall into the water at an angle or upside down. The further advantage is that not every deflecting arm 4 requires an active agent 6. Furthermore, a corrector 40 is optionally located on the synchronizing rod 39, which slightly spreads or contracts the two deflecting arms 4 with respect to one another and thus enables a different trim position. For example, the wings 2 to move to a defined stop fully, whereby the front wing 2 does not have a stop, but instead acts as a trimming means by means of the corrector 40 of the wing 2, in that the corrector 40 extends the front part of the synchronizing rod 39 somewhat more or less so as to adjust the angle on the wing 2 reach or to activate a flap control 31 with the aid of a trim cable 38. The rear wings 2 are secured in the stop position by means of an active agent 6.

When using two flaps 32 on a single wing or two wings 2 at the stern, not only the trim Tx but also the transverse position of the watercraft 1 can be adjusted. If the position sensor 13 detects an abnormal angle position despite the active controller 12, this can mean a defect in the electronics and the watercraft 1 is set to a lower speed or the wings 2 are retracted. These and other algorithms can be stored in the controller 12 and can also always be set manually.

Furthermore, such a watercraft 1, the drive 10 can be mechanically integrated economically in the height adjustment of the wings 2. In addition, height-adjustable accessories relating to shallows for outboard motors are known, as described, among others. in patent US 5,350,327.

Outboards generally also have a tilt function, designed for such shoals and also as propeller and drive protection when driving over floating woods and the like. Tests at OMC in Stuart (FL, USA) had shown, however, that boats with a fixed outboard motor and a tipping device that drove outboards over such prepared logs at high speed were torn down and catapulted and parts or the entire motor ended up in the cockpit . A device for lifting the outboard only vertically does not involve the risks described above. Of the The deflection arm 4 can thus mechanically actuate the quasi-vertical lifting device of an outboard with a linkage at the moment the deflection arm 4 swings up, be it speed-based when entering the port or to the landing stage, be it automatically upon detection of an “unfavorable” object in the direction of travel by means of the distance and object detection sensor 18 or then, due to collision with a hard underwater object, the wing 2 starts up synchronously with this, the outboard also starts up and the outboard remains protected as best as possible

The trimming, respectively. To obtain a desired longitudinal direction of the watercraft 1, the front wing 2 can be controlled purely by means of the angle of attack of the wing 2, in that a stop 15 ensures that the deflecting arm 4 has a specific, maximum angular position relative to the wing 2, and further swiveling out of the deflecting arm 4 results in a higher angle of attack of the wing 2. The trim Tx can also be controlled mechanically by means of the cable coupling 27 and shaft sensor 28, or the whole thing can be electronically detected by means of height detection and adjusted with an actuator 41, as described in FIG. 4. The rear wing 2 can act like the front wing 2 or by means of a trim cable 38 and an actuator 41, which is connected to the controller 12, the watercraft 1 can also be trimmed. When the wing 2 is retracted, there is a small projection 42 on the side of the rear wing 2 and when the deflection arm 4 is raised, the wing 2 initially remains horizontal over a large range of the height adjustment T until it meets the nose 43 and thus folds up in a force-controlled manner Docking station, so that nothing can rattle at anchor on watercraft 1 and when driving backwards as already described in FIG. 1, the flow has an advantageous effect. Instead of the trim cable 38, the parallel deflection arm 4a can also be attached, see FIG. 4, so that the whole acts as a parallelogram unit and holds the wing 2 firmly in a given position over the entire range of the height adjustment T.

The drive 10, which should be adjustable in height and if it cannot be steered, the deflection arm 4 has a rotatably mounted control flap 32, so that the watercraft 1 can be steered. At the same time serves the Auslenkarm 4, which is hollow in this embodiment, so that the engine exhaust F of the engine C under the Water are discharged. The advantage is that the gasoline or diesel smells are safely led into the water even in the hydrofoil mode. For this purpose, a flexible exhaust hose 55 from the engine C is connected to the upper part of the deflection arm 4 and the engine exhaust gases F can escape on the opposite side. Depending on the hydrodynamic construction, a vacuum is formed behind it and thus sucks the exhaust gases out of the engine C, which can increase performance.

The synchronizing rod 39 can also be an integral part of the lower end of the fuselage 9, i.e. At the berth there are no shells in between, no sea grass, plastic waste etc. can get tangled in it when driving slowly, no unnecessary eddies are generated and also leaves a professional impression on land in dry dock. 6a shows a schematic side view of a rigid sail 44 consisting of

a plurality of hollow segments 45 in the raised position, which are occupied by solar cells 46 and a bendable mast 47 with a joint 48, attached to the deck 49 of a watercraft 1 with a bogie 50 and a steering means 51.

Not only a higher speed of a watercraft 1 can be achieved with the wing 2, but also the integration of appropriate sails enables a higher speed of a watercraft 1. Rigid sails are far superior to canvas sails in terms of performance, but the setting up of the rigid sails is complex and bulky.

The solution is a rigid sail 44, which consists of thin-walled segments 45, advantageously made of carbon, and also covered with solar cells 46 so that the watercraft 1 shown in FIGS. 1 to 3 and 5 can also be equipped with wind propulsion means so that the batteries 11 in 1 are charged by means of the solar cells 46 and the drive 10 is advantageously an electric drive.

The segments 45 are hollow due to the design and the mast 47 is also embedded in a rotationally secured manner. Each segment 45a, b, c, d is designed in such a way that it can be telescopically pushed into one another. Each segment 45 has a collar 52 which serves as a guide means, also as a spacer from the next segment 45, so that the solar cells 46 are not scratched and can optionally serve at the same time by means of a protruding circulation in the form of a disk, as an aerodynamic flow intermediate disk 53 and as an end disk 54 so that the air flow remains channeled. The segments 45 have internal claws, part of the collars 52, so that when one segment 45 is pulled up, the next segment 45 hooks in at the end and is also pulled up, etc. Each segment 45 is secured against rotation radially to the mast 47, has a

Rail carriage system so that it can be easily moved up and down. The hoisting is done by means of ropes on the mast 47 and at the upper end via a rope pulley, identical to the normal hoisting and

Lowering of canvas.

The radial adjustment of the rigid sail 44 takes place by rotating the mast 47, for which purpose a bogie 50 with the corresponding bearings is mounted on the deck 49 and advantageously under the deck 49, the corresponding steering means 51 is attached, preferably a hydraulic active cylinder or a ring gear with an electric one Drive. The mast 47 does not necessarily have to be arranged on the wing nose of the segments 45, but can lie in between, so that the adjustment forces for the FKigel adjustment are less and thus with a smaller, less expensive steering means 51, the rigid sail 44 can be set to the wind as desired. Of course, the segment 45a can also be used as a steering boom, on which a steering means 51 is mounted and, by means of this adjustment, directly or via cable pulls, an adjustment of the segment 45a, as well as positively guided, entrains all other segments 45.

6b shows a schematic side view of a rigid sail 44 consisting of

a plurality of hollow segments 45 in the mooring or storm position, which are occupied by solar cells 46 and a bendable mast 47 with a joint 48 and an active means 6, the whole of which is attached to the deck 49 of a watercraft 1, with a bogie 50 and a steering means 51 .

At the anchorage or in strong wind, you do not want to strain the watercraft 1, the sails or the ropes at the anchorage. In the case of a canvas sail, this can be done simply by catching them up or pulling them in more elegantly like a roller blind, as published in the utility model DE 20 2011 101 489 U1. In this inventive embodiment, the segments 45 are pushed into each other and lowered by gravity until only segment 45a is still visible and only a fraction of the wind load acts on watercraft 1. By means of a transparent tarpaulin at the berth, the wind is rejected accordingly and thus the ropes in the port or the anchor at the berth are spared accordingly. The transparent tarpaulin allows light to hit the solar cells 46 of segment 45a and thus generate electricity, which the on-board batteries supplied with electricity and, for example, also operates an air dryer to always draw the moisture from the interior of the watercraft 1 and more.

In addition, the mast 47 can be lowered in that the upper part of the mast 47 can be folded down by means of the active agent 6 and joint 48 if necessary, so that the center of gravity on the watercraft 1 is lowered.

Of course, the invention is not limited to those shown and described

Embodiments limited

Claims

1. Wings (2) on a watercraft (1)

characterized,

that a set of wings (2) serves to lift a fuselage (9) out of the water, at the same time includes a safety measure and means which, in the event of a collision with a collision object (3), have it deflected on the deflection arm (4) at a predetermined impact load on Deflecting arm (4) or wing (2) the active agent (6) can simultaneously retract the entire set of wings (2), which are mechanically connected by means of the synchronizing rod (39) or electronically, the wings (2) even during the height adjustment ( T) permanently take up a positive lift angle, the speed of the drive (10) is reduced at the same time and advantageously a distance and preventive on the deflection arm (4)

Object detection sensor 18 is attached,

that a control rudder (32a) optionally acts on the deflection arm (4)

that the deflection arm (4) is hollow, a connection to a flexible

Exhaust hose (55) to the engine (C), so that the engine exhaust (F) through the deflection arm (4) are led into the water.

2. wing (2) according to claim 1

characterized,

that the set of wings (2) at least one wing (2) at the rear and at least one wing (2) in the front area of the fuselage (9) are attached and the wings (2) are equipped in one or two parts at these points.

3. wing (2) one of the preceding claims

characterized

that by means of the active agent 6, the deflection arm (4) with the wing (2) can be extended and retracted, so that a height adjustment (T) is generated and, by means of further deflection of the deflection arm (4), it also offers a trimming function (Tx) and the function of the Retracting and extending the wing (2) depends on the speed of the watercraft (1).

4. wing (2) according to any one of the outgoing claims

characterized,

that the wing (2) is firmly connected to the deflection arm (4), the

The height is adjusted (T) by means of the parallelogram (5), the trimming function is carried out by shifting the pivot point (DP) of one of the parallelogram arms (5a) or by means of rotating the turntable (16) or a ^' ner of the parallelogram arms (5a) a parallel deflection arm (5a ) and has an actuator (41)

5. wing (2) according to any one of the preceding claims

characterized,

that the wing (2) is connected to the deflection arm (4) by means of the rotary bearing (17), the height adjustment (T) is carried out by means of the parallelogram (5), a parallel deflection arm (5a) containing an actuator (41), which is also used for Trim control can serve.

6. T wing (2) according to any one of the preceding claims

characterized,

that the wing (2) is connected to the deflection arm (4) by means of the rotary bearing (17), the trimming (Tx) is carried out by means of a cable coupling (27), rocker (35) and shaft sensor (28) or by means of a trim cable (38) with an actuator (41) which is connected to the controller (12) and the wing (2) always has a positive spindle torque

7. wing (2) according to any one of the preceding claims

characterized,

that the controller (12) receives the data for trimming or lateral stability of the watercraft (1) from the position sensor (13), acceleration sensor (13.1) and the position of the respective deflection arm (4) by means of the

Angle sensor (7) is ensured.

8. T wing (2) according to any one of the preceding claims

characterized,

that the front wings (2) on the respective deflection arms (4) by means of the synchronizing rod (39) with the rear wings (2) on the respective Deflecting arms (4) form a rotatably mounted mechanical connection and the quasi vertical lifting mechanism for a drive 10 is mounted on the rear deflecting cam (4) so that when the wings (2) are folded in, the drive (10) moves up and the drive (10) functions as a tipper and

Height correction still maintained separately

9. wing (2) according to any one of the preceding claims

characterized

that the distance of the front wings (2) to the rear wings (2) is adjustable by means of the corrector (40)

10. wing (2) according to any one of the preceding claims

characterized,

that in the cone (K) on the deflection arm (4) there is a horizontal retracting means which acts from a predetermined impact load

11. T wing (2) according to any one of the preceding claims

characterized,

that a cage (19) is attached in front of the wing (2) with a repellent shape corresponding to all sides on collision objects (3).

12. wing (2) according to any one of the preceding claims

characterized

that in the event of an overload impact on the wing (2) or deflecting arm (4), the active cylinder (6), the pressure relief valve (20a) opens and fluid is directed very quickly into the fluid collecting container (20) and, if necessary, from a trigger (22) with a gas cartridge ( 21) is supported.

13. T wing (2) according to any one of the preceding claims

characterized,

that on a pontoon boat between the tube (R) and platform (24) there are several lifting arms (23) with active cylinders (6x) and damping means (35, 36), which can raise the platform (24) as required or depending on the speed and when cornering the respective curve side the lifting arms (23) can only be inclined.

14. wing (2) according to any one of the outgoing claims

characterized,

that on the watercraft (1) there is a rigid sail (44) with segmented, telescoping segments (45) which have solar cells (46), each segment (45) to the next segment (45) by means of a collar (52), such a Collar (52) serves as a claw for the lifting mode and optionally as a flow washer (53) and the top segment (45) has an end plate (54)

15. wing (2) according to any one of the preceding claims

characterized

that the hollow rigid sail (44) has a mast (47) in it which acts radially secured against rotation with the segments (45) and can be easily moved up and down on a rail-carriage system

16. wing (2) according to any one of the preceding claims

characterized

that the mast (47) has a joint (48) and an active means (6) and if necessary a part of the mast (47) can be tilted and the mast (47) below deck (49) has a bogie (50) and a steering means (51)

17. T wing (2) according to any one of the preceding claims

characterized

that the mast (47) is attached to the position on the segment (45) where the lowest spindle torque prevails in the average wind inflow range