NL1041936B1 - Hydrofoil arrangement for speedboat - Google Patents

Abstract

A monohull hydrofoil electric speedboat with two V-shaped surface piercing front foil assemblies and a submerged stern foil assembly, wherein the front foils and the stern foil are arranged in a swept configuration. The hydrofoil boat further comprises surface piercing struts for mounting of the front foils to the hull. The stern foil assembly comprises tractor propellers integrated in swept, drag reducing submerged struts to which the stern foil is mounted.

Description

HYDROFOIL ARRANGEMENT FOR SPEEDBOAT TECHNICAL FIELD

The invention relates to the field of hydrofoils for vessels and is particularly directed to hydrofoils for monohull boats. More particular the invention relates to hydrofoil monohull speedboats which are powered by an electrical motor.

BACKGROUND

Many vessels are known in the art that adopt some sort of foil system for improving stability and/or performance of the vessel. Generally, such hydrofoils are utilized in multi-hull designs and more and more often in monohull designs. A hydrofoil, or more simply, a foil is a streamline body designed to give lift and is similar to aircraft wings. The foil generally has a different curvature or camber at opposed surfaces thereof. The angle of attack (AoA) of a foil is the angle between the chord, defined as the straight line connecting the leading and trailing edge of the foil, and the direction of movement of the boat.

Foils have typically been used on boats to reduce drag and to maintain trim in planing vessels. Foils are generally not used for steering nor for yaw and pitch control. A foil design has been shown for monohull keel boats as represented by United States patent US 2,991,747 by Bader et al., which discloses V shaped foils. Another foil design and configuration is disclosed in United States patent application US3,094,960 by Lang, which is summarized as a hydrofoil craft with a symmetrical lifting surface comprising a downwardly pointing V-shaped central front foil assembly, and a pair of stern hydrofoils on each side of the boat.

The major difficulty encountered in the use of hydrofoils is cavitation, i.e. the presence of air above the hydrofoil which destroys the suction lift created on the top surface of a submerged cambered hydrofoil.

It is recognized that when hydrofoils are supported below a hull at an angle dihedral to the water line and the said hydrofoils raise in respect to the water line, reefing occurs, that is, the outward ends of the hydrofoils break through the surface of the water and expose the ends thereof to the air. As reefing occurs, air is admitted to the suction surface of the hydrofoil causing cavitation along the top thereof which almost entirely destroys its suction lift.

Next to cavitation, ventilation is yet another phenomenon that will affect the working of hydrofoils. Both cavitation and ventilation result in gas filled cavities on the suction sides of the foils. However, in the case of ventilation the gas is air, while in the case of cavitation the gas is water vapor. Ventilation requires the following conditions to exist: local pressure lower than atmospheric pressure, flow separation, a path for air to get to the separated zone, and the formation of a stable cavity. Cavitation only requires that the local pressure be lower than the vapor pressure of water. Cavitation may lead to ventilation if the foil is operating near the surface at high speed and cavitation causes the flow separation and access path needed for air to ventilate the foil. The onset of cavitation is fairly easy to predict, but the occurrence of ventilation is extremely difficult to predict. The main reason ventilation is more likely as the foils get near the surface is because the foil loading increases. Less foil in the water means the remaining area has to shoulder more of the load because the full weight of the boat still has to be supported. Higher loading means lower local pressure, increasing the suction that pulls the air down. If flow separation occurs, due to trailing edge separation, leading edge separation (such as a laminar separation bubble), or waves breaking over the foil and trapping air, then ventilation can occur. Once the foil ventilates, there is a high probability that it will not shed the air until the hull crashes back into the water, unloading the foil. The air does not spontaneously leave just because the depth has increased.

Ventilation may typically affect the interaction between hydrofoils and struts as follows. The strut between the top of a hydrofoil and the craft to which it is secured, creates a cavity at its trailing edge which communicates with the top preferably cambered surface of the hydrofoil and admits air thereto forming one or more ventilation bubbles thereon which destroys the suction lift thereof.

With the emergence of speed boats there is more and more a need for hydrofoil configurations which encounter none or at least a minimum of cavitation and ventilation or sufficient resistance to these effects. Furthermore, a high speed is required together with a high lift/drag ratio, in order to stay above the waves and to reduce drag of surface piercing foils as much as possible. In other words, a good drag polar, i.e. relationship between the lift and drag is sought after very much.

Many and various types of water craft with and without hydrofoils have been devised to develop high speeds and reduce the horsepower required to propel the craft through the water at high speeds. One current approach is using submerged cambered hydrofoils which lift the craft with respect to the water, and, under extremely high speeds sometimes lift the entire craft out of the water, therefore aiming to reduce to a more or less degree the resistance of the water to the propulsion of the craft.

DISCLOSURE OF INVENTION

It is an object of the present invention to provide a hydrofoil boat, more particular a hydrofoil speed boat which has a relatively simple construction which enables a maximum power efficiency. It is a further object of the invention to provide a boat and hydrofoil construction which is cost efficient and relatively cheap and easy to manufacture and which has a lowest possible environmental impact. It is yet a further object to provide a boat which is safe, reliable and preferably inherently stable and robust.

These and further objects are realized by the present invention as summarized in the following clauses. 1. A hydrofoil boat comprising a monohull, three or more foil assemblies each comprising foil portions arranged for providing lift, a first foil assembly comprising a port foil assembly, a second foil assembly comprising a starboard foil assembly mirrored with respect to the port foil assembly, a third foil assembly comprising a stem foil assembly, characterized in that each of the port- and starboard foil assemblies are connected to a first connection point located above water level and in front of the center of gravity of the boat, said assemblies further comprising a V-shaped set of foil portions, arranged in a swept configuration, said set of foil portions comprising a hooked configuration, the lower end of an inward and downward inclined foil portion of the set of foil portions being connected to the lower end of an outward and downward inclined foil portion of the set of foil portions, whereby the V-shaped set of foil portions is arranged for surface piercing operation and the stem foil assembly is arranged for submerged operation. 2. The hydrofoil boat according to clause 1, characterized in that one or more foils of the set of foil portions are substantially straight. 3. The hydrofoil boat according to clause 1, characterized in that the inward and downward inclined foil portion is swept forward at the lower end and the outward and downward inclined foil portion is swept backward at the lower end. 4. The hydrofoil boat according to clause 1, characterized in that the stem foil assembly comprises one or more substantially vertical and straight stem strut portions, the stern foil assembly further comprising one or more substantially horizontal stern foil portions. 5. The hydrofoil boat according to clause 1, characterized in that the one or more stern strut portions are swept backward at the lower end. 6. The hydrofoil boat according to clause 1, characterized in that the top end of the inward inclined foil portion is connected to a front strut assembly connecting the V-shaped foil assembly to the monohull at the first connection point 7. The hydrofoil boat according to clause 6, characterized in that the front strut assembly comprises a substantially vertical and straight strut portion which is arranged for surface piercing operation. 8. The hydrofoil boat according to clause 1, characterized in that the front strut assembly comprises a strut portion arranged above water level which connects the top end of the front strut assembly to the first connection point. 9. The hydrofoil boat according to clause 1, characterized in that the top end of the outward and downward inclined foil portion is connected to a second connection point at a bottom section of the monohull. 10. The hydrofoil boat according to clause 1, characterized in that any one or all of said stern and/or front strut portions comprise a drag reducing symmetrical cross section. 11. The hydrofoil boat according to clause 1, characterized in that the stern foil assembly comprises a propulsion assembly. 12. The hydrofoil boat according to clause 1, characterized in that the propulsion assembly comprises one or more tractor propellers configured at the front side of the stern foil assembly. 13. The hydrofoil boat according to clause 1, characterized in that a stem foil portion of the one or more substantially horizontal stern foil portions and/or a foil portion of the set of V-shaped set of foil portions comprises one or more flaps mounted on the trailing edge of the foil portion. 14. The hydrofoil boat according to clause 1, characterized in that a flap of the one or more flaps is located in the propwash area of the one or more tractor propellers. 15. The hydrofoil boat according to clause 1, characterized in that the inclined foil portions comprise a foil profile which is twisted along the longitude of the foil profile. 16. The hydrofoil boat according to clause 1, characterized in that any one or all of the foil portions and/or the strut portions comprise extrusion profiles. 17. The hydrofoil boat according to clause 1, characterized in that the extrusion profiles of the V-shaped set of foil assemblies are designed as the point of failure.

BRIEF DESCRIPTION OF THE DRAWINGS

The figures show views of embodiments in accordance with the present invention. FIGURE 1 shows a front view of an embodiment of the invented boat with surface piercing port and starboard V-shaped foil assemblies. FIGURE 2 shows a rear view of an embodiment of the invented boat. FIGURE 3 shows a bottom view of an embodiment of the invented boat with surface piercing port and starboard V-shaped foil assemblies and a stem foil assembly, both in a swept configuration. FIGURE 4 shows a rear view of an embodiment of a port V-shaped foil assembly. FIGURE 5 shows a perspective view of the embodiment shown in figure 4. FIGURE 6 shows a starboard side view of an embodiment of the invented boat with optional flaps. FIGURE 7 shows a perspective view of an embodiment of the invented boat with view on parts of the port V-shaped foil assembly and the stern foil assembly.

DETAILED DESCRIPTION

The invention is now described by the following aspects and embodiments, with reference to the figures.

For convenience of interpretation of the figures, the following comprises a list of references as used in the figures. The addition of “a” to the numbers mean that the embodiments comprises a starboard position with respect to the boat, whereas the addition “b” refers to a port position. Whenever only the additional “a” is mentioned, an embodiment on the port side is also proposed. The words vertical and straight are to be understood as substantially vertical respectively straight, whereby vertical meaning: perpendicular to a virtual horizontal line through the width of the boat. 100 The invented hydrofoil boat 200a Starboard V-shaped foil assembly 200b Port V-shaped foil assembly 201 a,b Outward leading front strut 202a,b Vertical front strut 203a,b Outer front foil portion 204a,b Inner front foil portion 211a,b Connection between outward leading front strut 201 a,b and vertical front strut 202a, b 212a,b Connection between vertical front strut 202a,b and outer front foil portion 203a, b 213a,b Bottom connection between V-shaped front foils 203a,b and 204a,b 214a,b Connection between outward leading front strut 201 a,b and hull 400 215a,b Connection between inner front foil portion 204a and hull 400 220a,b Flap in trailing edge of inner front foil portion 204a,b 300 Stern foil assembly 301 a,b Vertical stern strut 302 Horizontal stern foil 303a,b Propeller 400 Hull 500 Line indicating longitudinal centre of the boat’s bottom (keel) 600 Line indicating typical waterlevel of the boat when hullborne FIGURE 1 shows a front view of an embodiment of the invented boat 100 with surface piercing port V-shaped foil assembly 200b and starboard V-shaped foil assembly 200a.

The invented hydrofoil configuration (hereinafter “foil” is referring to “hydrofoil”), comprises three groups of foil assemblies which together provide the benefits of the present invention. In front of the centre of gravity of the boat (hereinafter this area is referred to as “front”), the configuration comprises surface piercing V-shaped foil assemblies 200a,b, which provide lift of the boat and which balance the wetted area versus the span for low drag at high speed at the same time.

At the back of the centre of gravity (hereinafter this area is referred to as “stern”) the configuration comprises a fully submerged stern foil assembly 300, which provides lift, while staying submerged (i.e. below water level 600), and which ensures that boat 100 is operating at the best angle of attack for minimum drag. In this way a combination of foils is provided which is inherently stable in pitch, heave, and roll. In principle the boat's safety does not depend on an active control system as usually needed in other current art hydrofoil boats.

In order to optimize the foil configuration even further, the front mounted V-shaped foils 200a,b (hereinafter also referred to as “front foils”) are constructed in a swept position. When looking at the starboard side (right side) of the boat, the outer front foil portion 203a of the starboard front foil 200a is swept forward from top to bottom 213a, whereas the inner front foil portion 204a of the starboard front foil 200a is swept rearward from top to bottom 213a. Both foil portions 203a and 204a are connected to each other at the bottom of the V-shape 213a,b respectively. The port front foil assembly 200b is in a mirrored configuration, but sweeping directions of the outer foil 203b and the inner foil 204b are the same as the starboard front foils 203a and 204a.

Employing swept front foils has several advantages. Firstly, in general, swept foils make the foil more robust. The angled position of the foil is better resistant to impact of obstacles, because the impact force is distributed partly rearward and partly downward, which reduces the resulting force on the foil. Considering the reduced forces on the foils, the required strength of the foil is also reduced. This in turn requires less material and/or less strong material for the construction of the foils without losing robustness. Secondly, the particular swept configuration of the invented hydrofoils, enables the foils to drive debris or a water plant (hereinafter both referred to as “obstacle”) to the outside and upwards where they can be easily released from the foils or removed manually. This working principle is explained as follows. As the inner front foil 204a,b is swept rearward, this already provides good leading off of the obstacle to the rear and downward. When a part of the same or a different obstacle is caught by the outer foil, the obstacle may be lead off to the rear upward. In case the obstacle is stuck at the upward position, one can easily manually remove the obstacle when in hand’s reach.

The front foil assembly 200a,b is preferably connected to the boat in the following manner. The outer foil portion 203a,b is connected through a strut assembly to the side of the boat at a point above water level. Preferably the front strut assembly comprises a strut portion 201 a,b above water level, which leads outward (e.g. horizontally or downward inclined) and then downward in vertical direction. The downward leading vertical front strut 202a,b is arranged for being surface piercing. By providing an outward leading strut 201 a,b, which connects to the vertical strut 202a,b, the V-shaped foil portions 203a,b and 204a,b may be constructed such that a greater effective width is achieved when moving through the water on hydrofoils, with hull 400 out of the water (which is referred to as “foilborne”). Having the strut assembly 202a,b and 201 a,b at least partly above water level provides visual cues of the maximum width of the boat 100 for the pilot at low speed and while docking.

The vertical front strut portion 202a,b preferably comprises a symmetric profile with a leading edge at the front of strut 202a,b and a trailing edge at the rear of strut 202b. The symmetric profile is defined as having a wing-like or droplet shape profile with the both surfaces being substantially identical. Being surface piercing, the vertical front strut portion 202a,b is therefore constructed to provide an optimal combination of directional stability, robustness and low drag.

At the stern, preferably at a position as far as possible to the rear, one or more, preferably vertical, struts 301 a,b are provided to which a horizontal foil 302 is connected. One vertical central strut (not shown) may have a horizontal foil on each side (not shown), preferably near the bottom of the strut, or, as shown in Figure 1, two vertical struts 301a,b, positioned parallel to each other, may have a horizontal stern foil 302 in the middle, preferably at the bottom. Optionally, in the latter case, stern foil 302 may be extended with two horizontal or inclined foils (not shown), each one at the outside of the vertical struts 301 a,b.

Similar to the vertical front struts 202a,b, the one or more vertical stem struts 301a,b may comprise a symmetric profile with a leading edge at the front of stern strut 301 a,b and a trailing edge at the rear of stern strut 301 a,b. Stern struts 301 a,b are preferably submerged when the boat’s hull is in the water (which is referred to as “hullborne”), and are arranged for being surface piercing when foilborne. Stern struts 301 a,b preferably comprise flaps 320a in the trailing edge, of which only starboard flap 320a is shown in Figure 6. By controlling flaps 320a (through wire, or by e.g. an electrical motor), the direction of the boat may be adjusted. FIGURE 2 shows a rear view of an embodiment of the invented boat 100, with starboard V-shaped foil assembly 200a and port V-shaped foil assembly 200b. Also shown is a rear view of stern assembly 300. FIGURE 3 shows a bottom view of an embodiment of the invented boat 100 with surface piercing port and starboard V-shaped foil assemblies 200b,a and a stern foil assembly 300, both in a swept configuration. Also shown are two tractor propellers 303a,b, which are described further below.

The construction of the front foils 200a,b allows in principle to only mount the foils to the side of the boat’s hull via the struts in the manner as described above. In order to provide further improved strength and robustness, front foils 200a,b are optionally mounted at the inner foil portion 204a,b to the boat’s bottom. Preferably the top of inner front foil 204a,b is connected in the vicinity of the keel 500 (i.e. the longitudinal centre line at the bottom of the boat). In this way the front foil assemblies 200a,b comprise an enclosed configuration. By enclosing the end points of front V-shaped foil assemblies 200a,b, the structure becomes much stronger than if these end points were left suspended. Enclosing is especially advantageous because of the use of very cost effective aluminum extrusions. In this way the construction has an increased robustness, which enables it for example to withstand the shock of running into the ground when maneuvering in shallow water or near shore for example. The enclosed front foil portions 203a,b and 204a,b should even be able to carry the weight of the boat, which allows the boat to be parked on its foils on shore. The profiles of the struts as described above, further add to the strength and stiffness of front foils 200a,b.

Stern foil 302 may for the same reasons be configured as an enclosed stern foil as well, with horizontal mid foil portion 302 enclose between two vertical struts 301 a,b. This creates a very strong rectangular geometry. This is advantageous, as the design is especially made for the use of aluminum extrusions. It also improves the effectiveness of stern foil 302 as its end points are enclosed, the working principle of which is further explained as follows. A horizontal foil would normally lead to a curling of water from below the foil upwards around the tips of the foil. When these water flows stream out behind the foil, a vortex is formed. This vortex in turn creates drag. By preventing the upward curling of water by enclosing the horizontal foil, the building up of vortices is prevented and drag is reduced. This leads to a more efficient and faster boat with increased stability and control. FIGURE 4 shows a rear view of an embodiment of a port V-shaped foil assembly 200b. As the use of straight extrusion profiles is preferred for configuring the elements of the foil assembly, the use of curved connector parts is preferred in order to connect foil portions 204b and 203b to each other and to connect outer foil 203 b to vertical front strut 202b. Therefor connector part 213b connects foil parts 203b and 204b. Connector part 212b connects foil part 203b to front strut 202b and connector part 211b connects front strut 202b to outward leading strut 201b.

The invented foils and struts are designed in such manner that they are easy to manufacture. By employing straight foil portions and struts, it is possible to use extrusion profiles, preferably of aluminum. Fixed cost of an extrusion molds are relatively high, but the cost per unit are very low when producing in larger numbers. The design of the hydrofoils has been adapted to benefit from the use of (aluminum) extrusion profiles, which are relatively light weighted and strong at the same time.

The extrusion profiles are preferably interconnected by intermediate connector pieces 213b,212b,211b. Because of the swept angles, these connector pieces have relatively complex curvature. Therefore, the pieces are preferably designed and/or manufactures by employing computer controlled 3-D design and manufacturing technology. The pieces may be manufactured either by CNC milling or aluminum casting. FIGURE 5shows a perspective view of the embodiment shown in figure 4 for the purpose of illustrating the three dimensional configuration. FIGURE 6 shows a starboard side view of an embodiment of the invented boat 100 with optional flaps 320a and 220a.

Stern struts 300 have preferably a swept configuration, wherein the stern struts 300 are inclined backward and downward. The advantages of the swept front foil portions 200a,b are applicable for the swept stern struts 300 as well. Besides these advantages, the swept configuration allows also to connect stem struts 300 to a part in front of the uttermost rear end of the boat, but at the same time to position the horizontal, carrying stem foil 302 at a point further to the rear. This configuration results in the least possible weight to be carried on stem foil 302, which means it can be made as small as possible, which results in a minimum drag. This especially pays off at high speeds, which is explained as follows.

Whereas the front foils reduce drag when speed increases, as a result of less wetted foil area, the drag of fully submerged stem foil 300 increases as the speed increases. It is therefore advantageous to construct the smallest possible stern foil 300, which has been made possible by sweeping stern strut 301 a,b in accordance with the invention as described above.

Stem foil assembly 300 is arranged for providing (preferably automatic) performance optimization. For this purpose, the angle of attack of stem foil 302 is arranged to be variable in order to minimize the drag of the boat. In this way an optimal balance is achieved between high lift for take-off on the one hand, and providing a high incipient cavitation speed on the other hand while minimizing the profile drag across the speed range.

In order to change the angle of attack of stern foil 302, a rotatable flap in the trailing edge is provided (not shown). The helmsman, or preferably an autonomous central controller (e.g. comprising a central processor unit and software) is constantly monitoring the system. With a certain throttle setting, the position of the flaps (in front foils 203a,b and/or 204a,b and/or stern foil 302) are adjusted in order to pitch the boat up and down a bit. The resulting change in speed of the boat is then fed back in order to further adjust the flap positions. This controlled system leads to continually (often small and subtle) adjustments, in order to achieve the best performance. A typical sensor for measuring the boat’s speed comprises a (for example GPS based) speed sensor. An actuator, such as an electrical motor, or a hydraulic actuator, is arranged for controlling the flap position. Alternatively, the speed of water flow over or under the stem foil or beneath the hull may be measured by a flow sensor or a speed sensor such as a transom mounted paddlewheel. The measured speed may be used as input for controlling the flap positions. A further improvement of the invented boat comprises the configuration of the propulsion means. One option is to mount a pusher propeller 303a,b at the stern under hull 400. Another option would be to mount the pusher propeller to a part of stern foil assembly 300. Preferably, however, one (even more preferably two or more) propellers are mounted to stern strut 301a,b. More particular each stem strut may comprise a propeller near the bottom which is positioned in front of the strut. These so-called tractor propellers propel the boat. By having two propellers 303a, b, controlling each propellor individually will also provide control of direction of the boat. The use of tractor propellers has the advantage that, when positioned in front of the stern strut flaps, the steering force of these flaps is increased by the forced water stream provided by the propellers.

By integrating a tractor propeller 303a,b in stern strut 301a,b, stern strut 301a,b may be arranged for guiding a propeller shaft running from the hull to propeller 303a,b. In this case the thickness of the stern strut profile is at least determined by the thickness of the propeller shaft (not shown). FIGURE 7 shows a perspective view of an embodiment of the invented boat 100 with view on parts of the port front foil 200b and stern foil assembly 300, for the purpose of illustrating an exemplary configuration and positions of the front foils 200a,b and stern foil assembly 300.

Further advantages and embodiments of the invented boat construction are described below.

The construction of front foils 200a,b may be such that a point of failure is predetermined. The foil assemblies therefore buckle before the connection to the hull will break. This increases safety in operation even when the boat crashes into a sandbank or other obstacles which cannot be lead off because of their size, weight or fixation.

By using front foils 200a,b the boat may be carried on a trailer. The hull may rest on the trailer, without being hindered by front foils 200a,b. Rolling the boat on and off the trailer remains possible, because supporting rollers of the trailer are able to pass between front foils 200a,b.

Front foils 200a,b preferably have a modular construction and are removably mounted to the hull, which makes them relatively easy to mount and to disassemble, even for a person using the boat. The intermediate pieces 213b, 212b,211b between the foil portions 204b,203b,202b and/or struts 201b are preferably removable and replaceable for convenience of disassembly in case of a need for repair or transport.

In order to achieve the object of low impact on the environment, the use of recyclable materials, such as aluminum, is promoted by the invention.

For the propulsion an electric motor is preferred. For storage of electrical energy, batteries are provided, which are optionally charged by solar cells for example. The electric motor is arranged for driving the one or more propellers through the propeller shaft. Multiple shafts of the propellers may be coupled to a single electric motor or each propeller may be equipped with its own electric motor. In the latter case the propeller may be comprised in a pod which is connected to or incorporated in a stern strut.

The use of an electric motor has the advantage of a smooth drive and fast response by providing maximum torque in a broad range of revolutions per minute. It has a long life, low maintenance requirements and high efficiency. Furthermore, it enables easy automated control, it uses no fossil fuels, and has zero emission.

Finally, as speedboats are also used on recreational waters and nature environments, the disturbing effect of the boat is minimized, because the electric motor is also very quiet in operation.

Nevertheless, it has to be understood that other means of propulsion may be employed without departing of the gist of the invention.

It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design many alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. Use of the verb "to comprise" and its conjugations does not exclude the presence of elements or steps other than those stated in a claim. The term "and/or" includes any and all combinations of one or more of the associated listed items. The article "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The article "the" preceding an element does not exclude the presence of a plurality of such elements. In the device claim enumerating several means, several of these means may be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

Claims (17)

1. Een draagvleugelboot omvattende een enkele-romp opstelling, drie of meerdere draagvleugelconstructies elk waarvan draagvleugeldelen omvattende, ingericht voor het voorzien in lift, een eerste draagvleugelconstructie omvattende een stuurboord draagvleugel constructie gespiegeld ten opzichte van de bakboord draagvleugelconstructie, een derde draagvleugelconstructie omvattende een draagvleugelconstructie aan de achtersteven, met het kenmerk dat, elk van de bakboord- en stuurboord draagvleugelconstructies zijn bevestigd aan een eerste bevestigingspunt gelegen boven waterniveau en vóór het zwaartepunt van de boot, genoemde constructies voorts omvattende een V-vormig stel draagvleugeldelen in een schuine stand, genoemd stel draagvleugeldelen omvattende een gehoekte configuratie, waarbij het lagere deel van een naar binnen en naar beneden hellend draagvleugeldeel van het stel draagvleugeldelen is bevestigd aan het lagere eind van een naar buiten en naar beneden hellend draagvleugeldeel van het stel draagvleugeldelen, waarbij het V-vormig stel draagvleugeldelen is ingericht voor een wateroppervlakte-doorklievende werking en waarbij de draagvleugelconstructie aan de achtersteven is ingericht voor werking onder water.A hydrofoil comprising a single-hull arrangement, comprising three or more hydrofoil structures, each of which comprises hydrofoil members, adapted to provide lift, a first hydrofoil structure comprising a starboard hydrofoil structure mirrored relative to the port hydrofoil structure, a third hydrofoil structure comprising a hydrofoil structure at the stern, characterized in that each of the port and starboard carrier wing structures are attached to a first attachment point located above water level and before the center of gravity of the boat, said structures further comprising a V-shaped set of carrier wing parts in an inclined position, said set supporting wing parts comprising an angled configuration, wherein the lower part of an inwardly and downwardly inclined supporting wing part of the pair of supporting wing parts is attached to the lower end of an outwardly and downwardly inclined supporting wing part v of the set of bearing wing parts, wherein the V-shaped set of bearing wing parts is arranged for a water-surface-cleaving action and wherein the bearing wing construction on the stern is arranged for operation under water. 2. De draagvleugelboot volgens conclusie 1, met het kenmerk dat de één of meerdere draagvleugels van het stel draagvleugeldelen substantieel recht zijn.The hydrofoil boat according to claim 1, characterized in that the one or more hydrofoils of the pair of hydrofoil parts are substantially straight. 3. De draagvleugelboot volgens conclusie 1, met het kenmerk dat het naar binnen en naar beneden hellend draagvleugeldeel schuin naar voren staat bij het lagere eind en het naar buiten en naar beneden hellend draagvleugeldeel schuin naar achteren staat bij het lagere eind.The hydrofoil according to claim 1, characterized in that the inward and downwardly inclined hydrofoil section is tilted forward at the lower end and the outward and downwardly inclined hydrofoil section is tilted backward at the lower end. 4. De draagvleugelboot volgens conclusie 1, met het kenmerk dat de draagvleugelconstructie aan de achtersteven één of meerdere substantieel verticale en rechte achtersteundelen aan de achtersteven omvat, waarbij de draagvleugelconstructie aan de achtersteven voorts één of meerdere substantieel horizontale achterdraagvleugeldelen omvat.The hydrofoil according to claim 1, characterized in that the hydrofoil structure on the stern comprises one or more substantially vertical and straight rear support parts on the stern, wherein the hydrofoil structure on the rear stern further comprises one or more substantially horizontal rear hydrofoil parts. 5. De draagvleugelboot volgens conclusie 1, met het kenmerk dat de één of meerdere achtersteundelen schuin naar achteren staan bij het lagere eind.The hydrofoil according to claim 1, characterized in that the one or more rear support members are tilted backwards at the lower end. 6. De draagvleugelboot volgens conclusie 1, met het kenmerk dat het boveneind van het naar binnen hellend draagvleugeldeel is bevestigd aan een voorsteunconstructie die de V-vormige draagvleugelconstructie aan de enkele-romp draagvleugelconstructie bevestigd bij het eerste bevestigingspunt.The hydrofoil according to claim 1, characterized in that the upper end of the inwardly inclined hydrofoil part is attached to a front support structure that connects the V-shaped hydrofoil structure to the single-hull hydrofoil structure at the first attachment point. 7. De draagvleugelboot volgens conclusie 6, met het kenmerk dat de voorsteunconstructie een substantieel verticaal en recht steundeel omvat dat is ingericht voor wateroppervlakte-doorklievende werking.The hydrofoil according to claim 6, characterized in that the front support structure comprises a substantially vertical and straight support part which is adapted for water-surface-cleaving action. 8. De draagvleugelboot volgens conclusie 1, met het kenmerk dat de voorsteunconstructie een boven waterniveau geplaatst steundeel omvat dat het boveneind van de voorsteunconstructie bevestigt aan het eerste bevestigingspunt.The hydrofoil according to claim 1, characterized in that the front support structure comprises a support part placed above water level that fixes the upper end of the front support structure to the first attachment point. 9. De draagvleugelboot volgens conclusie 1, met het kenmerk dat het boveneind van het naar buiten en naar beneden hellende draagvleugeldeel is bevestigd aan een tweede bevestigingspunt op een bodemdeel van de enkele-romp.The hydrofoil boat according to claim 1, characterized in that the upper end of the hydrofoil member inclined outwards and downwards is attached to a second attachment point on a bottom part of the single hull. 10. De draagvleugelboot volgens conclusie 1, met het kenmerk dat eender welk van genoemde achter- en/of voorsteundelen een stroomweerstand verminderende symmetrische dwarsdoorsnede omvat.The hydrofoil according to claim 1, characterized in that any of said rear and / or front support members comprises a flow resistance reducing symmetrical cross section. 11. De draagvleugelboot volgens conclusie 1, met het kenmerk dat de draagvleugelconstructie aan de achtersteven een voortstuwingsconstructie omvat.The hydrofoil boat according to claim 1, characterized in that the hydrofoil structure comprises a propulsion structure on the stern. 12. De draagvleugelboot volgens conclusie 1, met het kenmerk dat de voortstuwingsconstructie één of meerdere trekpropellers omvatten geconfigureerd aan de voorzijde van de draagvleugelconstructie aan de achtersteven.The hydrofoil according to claim 1, characterized in that the propulsion structure comprises one or more draft propellers configured at the front of the hydrofoil structure on the stern. 13. De draagvleugelboot volgens conclusie 1, met het kenmerk dat een achterdraagvleugeldeel van de één of meerdere substantieel horizontale achterdraagvleugeldelen en/of een draagvleugeldeel van het stel van V-vormig stel draagvleugeldelen één of meerdere kleppen omvat gemonteerd op de achterrand van het draagvleugeldeel.The hydrofoil according to claim 1, characterized in that a rear hydrofoil part of the one or more substantially horizontal rear hydrofoil parts and / or a hydrofoil part of the set of V-shaped pair of hydrofoil parts comprises one or more flaps mounted on the rear edge of the hydrofoil part. 14. De draagvleugelboot volgens conclusie 1, met het kenmerk dat een klep van de één of meerdere kleppen is geplaatst in het slipstream gebied van de één of meerder trekpropellers.The hydrofoil according to claim 1, characterized in that a valve of the one or more valves is placed in the slipstream area of the one or more tension propellers. 15. De draagvleugelboot volgens conclusie 1, met het kenmerk dat de hellende draagvleugeldelen een draagvleugelprofiel omvatten dat is getordeerd over de lengte van het draagvleugelprofiel.The hydrofoil boat according to claim 1, characterized in that the inclined hydrofoil parts comprise a hydrofoil profile that is twisted along the length of the hydrofoil profile. 16. De draagvleugelboot volgens conclusie 1, met het kenmerk dat eender welk van de draagvleugeldelen en/of de steundelen een extrusie profiel omvat.The hydrofoil boat according to claim 1, characterized in that any of the hydrofoil parts and / or the supporting parts comprises an extrusion profile. 17. De draagvleugelboot volgens conclusie 1, met het kenmerk dat de extrusie profielen van het V-vormig stel draagvleugelconstructies zijn ontworpen als zwakste punt in de constructie.The hydrofoil according to claim 1, characterized in that the extrusion profiles of the V-shaped set of hydrofoil structures are designed as the weakest point in the construction.