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  • 专利说明
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    • 专利摘要:
    The invention relates to an arrangement for stabilizing a watercraft, in particular for guiding the slope (a) in a vertical plane perpendicular to the longitudinal direction of the watercraft (101) with a movable keel structure, which enables control of the slope (a) by activating the actuator (207 ) to rotate the keel structure and move the center of gravity laterally away from the center line of the bulkhead to provide a tilt-correcting torque. The arrangement comprises a single keel shaft (103) pivotally attached to the hull of the watercraft (101) and a hull shaft arrangement (202) connected to the bearing end connected to the bottom (201) of the watercraft and arranged in a force transmitting connection with actuator (207).
    公开号:FI20197145A1
    申请号:FI20197145
    申请日:2019-11-19
    公开日:2021-01-15
    发明作者:Hannu Vihervuori
    申请人:Sailorscale Oy；
    IPC主号:
    专利说明:

    BACKGROUND OF THE INVENTION The invention relates to an arrangement for stabilizing a watercraft. to provide a corrective torque.
    The compressive force on the sails usually has a lateral force component that tends not only to tilt but also to move the boat sideways. The lateral force component of the compressive force on the sails is often significantly greater than the force component driving the boat forward. In order to prevent lateral movement, sailboats use a keel, the compressive force acting on which prevents the lateral displacement of the boat. The compressive force arises from <when a conventional fixed keel boat> travels laterally in the water, creating an angle of attack between the keel line> and the direction of travel. The lateral force component of the compressive force a is greater the greater the angle of attack of the keel and the greater = the speed of the boat. The angle of attack of the keel is typically> zero to six degrees, but momentarily it can be as high as ten degrees.
    The detrimental heeling caused by the lateral force component of the compressive force acting on the sails is resisted by the torque effect generated by the lifting force acting in response to the hull of the boat. The torque effect is greater the more stable the hull shape, the lower the center of gravity of the boat and further the heavier the boat. As a result, single-hull sailboats are usually equipped with a heavy keel, which increases the weight of the boat and shifts the center of gravity.
    The ballast may account for more than 50 per cent of the total weight of the boat and is usually at least 25 per cent. Often the weight is concentrated on the thickening of the keel and / or its lower part, the so-called bulbiin. Naturally, the extra weight increases the water resistance.
    Thus, the ballast has both advantages and disadvantages in terms of the speed of the boat, whereby the amount of ballast selected is always a compromise between the different characteristics of the boat.
    Tilting can also be prevented e.g. using a movable keel ball and / or a keel ballast bulb to move the center of gravity laterally. In this case, the ballast can be utilized more efficiently and its »side effects are reduced. However, the transfer of large ballast roads may in practice require considerable energy and strength, especially if the ballast is also moved in the height direction, in which case the gravity itself resists the displacement.
    = O 30 In sailboats, moving the ballast to reduce tilting has undeniable advantages. However, the required equipment> always incurs costs and may also slow down the boat, in which case the benefits and disadvantages of the equipment must be considered. If the equipment increases the wet surface of the boat, it is clear that the equipment will also brake the boat.
    The wet surface of a body is an area in contact with flowing water.
    From the point of view of hydrodynamics, the wet surface of the body is a determining factor in the water resistance caused by the shaped body.
    The larger the wet surface of the body, the greater the water resistance of the body.
    The purpose of improving stability is therefore, first of all, to minimize the heel and increase the speed of the boat.
    On the other hand, such an improvement in stability also contributes to the design and construction of the boat so that it can be made significantly lighter and / or simpler than usual, for example in terms of the equipment required.
    BACKGROUND OF THE INVENTION Solutions related to the above-mentioned purpose can be found, for example, in constructions in which the keel structure is arranged, for example, on the center line of a sailboat to rotate about a longitudinal axis, which is represented by the so-called canting language.
    However, solutions of this type = 25 cannot achieve enough. a stabilizing effect to reduce the heel of the boat> without significantly greater boat draft.
    In this connection, in addition, quite complex and expensive mechanisms are required, which also require continuous monitoring and maintenance of O 30 in order to solutions = solutions could work reliably, especially when used in humid conditions.
    The current commercial arrangements require a separate power source in the case of a slightly larger boat.
    EP 1 741 624 discloses embodiments of the above-mentioned canting keel solution rotating about a longitudinal axis.
    A different mechanism is described in patent publication FR 99 01 546, in which in a sailboat keel solution implemented as described at the beginning of this document, the keel structure is arranged to move laterally away from the center line of the watercraft as a substantially parallel parallel movement. This solution is quite complex from a practical point of view, since it moves the keel structure with two articulated arms pivotally connected to the center line of the sailboat, which makes the structure rather heavy. On the other hand, the fact is that it is advantageous to get the ballast as low as possible. In this solution, the articulated arms are horizontal and inside the hull of the boat. If the ballast is to be lowered, the structure also requires structures in an upright position, for example two sloping structures, in which case the structures have a large wet surface compared to one articulated arm. Due to the high loads of € 25 caused by the ballast, these vertical structures must also be <very strong. Furthermore, the solution presented in the international publication WO 87/00812 is essentially based on the fact that the mast of the sailboat is arranged to be inclined with respect to the wind = the hull of the sailboat. In order to compensate for this cost-> movement, the the solution includes mast-following institutions that continue to move the counterweight system at the bottom of the boat,
    which may be either inside the boat or outside the boat connected to the keel.
    This solution has a large number of hydraulic cylinders on different sides of the boat, some of which operate completely at the mercy of environmental conditions, such as rain and seawater, and therefore require quite careful and continuous monitoring and maintenance.
    BRIEF DESCRIPTION OF THE DRAWINGS The following is a description of the appended figures: Fig. 1a shows in principle a cross-sectional view of a sailboat with an arrangement according to the invention, Figure 1b shows in principle a cross-sectional view of a sailboat according to Fig. 1a with an arrangement according to the invention Fig. 2a <shows a preferred arrangement according to the invention based on mechanical guide members in a side view, = O 30 Fig. 2b = shows a preferred arrangement according to the invention based on auxiliary guide members in a side view,
    Figure 2c shows a preferred embodiment of the invention; an arrangement based on auxiliary directional members, seen from above, Figure 2d shows a preferred arrangement according to the invention, based on auxiliary directional members, seen from the side, with the keel turned to the side. Fig. 2e shows details of a preferred arrangement according to the preferred invention based on the auxiliary directing members shown in Figs. 2b, 2c and 2d, for ease of illustration shown separately, Fig. 2f shows a preferred arrangement according to the invention based on the auxiliary directing members, in Figure 2g
    O O 25 is a side view of a preferred arrangement according to the invention based on DN auxiliary directing members;
    Fig. 30a is a side view of a sailboat with an arrangement of the type shown in Fig. 2a, & Fig. 4a is a bottom view of a sailboat with an arrangement according to the invention, Fig. 4b is a view of an arrangement according to the invention according to Fig. 4a. Figure 5a shows a further top view of a movable keel structure belonging to the arrangement according to the invention, Figure 5b shows the force effects on the arrangement according to the invention of Figure 5a. BRIEF DESCRIPTION OF THE INVENTION The object of the arrangement according to the present invention is to provide a decisive improvement to the above-mentioned problems and thus to substantially increase the state of the art effective in the art.
    No. The main advantages of the arrangement according to the invention are the simplicity and efficiency of the required equipment base and its application, whereby with extremely simple mechanisms it is possible to implement actuators S with the lowest possible force for turning or relocating the keel structure so that it is able to keep the boat tilt within the desired limits.
    Thus, one embodiment of the invention is the transmission of the keel structure with a small external power source, but the invention can also be implemented with rather simple principles with completely self-powered solutions, e.g. by dividing the keel resisting the transmission into two fins. The arrangement according to the invention does not require a larger-than-usual need for service and maintenance, nor special monitoring, when it operates with the least possible use of force.
    In contrast to the solution according to FR 99 01 546, the present invention comprises only one keel arm to which a ballast can be connected and / or a ballast can be placed in a ballast bulb at the lower end. Due to the trigonometric laws, this one keel arm is only less than 15% longer than what is one articulated arm of the above-mentioned French solution with an equal lateral dimension of the arms. The trigonometric functions sin and cos can be used to compare a horizontal keel arm and a keel arm at an angle a with respect to the horizontal. Let the length of the horizontal keel arm L. As the keel arm is tilted, the angle α increases. The vertical displacement of the lower end of the keel arm and any ballast bulb attached to it> 25 is determined by the function sin (a) x L. When the angle α is relatively small, as the angle α increases, the ballast bulb E moves relatively much downwards. When the angle ao LO is, for example, 30 degrees, the ballast bulb has already moved = 30 down 0.5 x L. The dimension of the keel arm in the horizontal = plane, in turn, is determined by the function cos (a) x L. When the angle o is relatively small, the dimension of the keel arm decreases only slightly as the angle α increases. When the angle α is e.g. 30 degrees, the lateral dimension of the keel arm is about 0.866 x L, i.e. only about 14% smaller compared to the situation where the arm is horizontal.
    Thus, with an angle & preferably of e.g. 30 to 40 degrees, little is lost from the keel arm dimension and a sufficient downward center of gravity is obtained, in which case the FR 99 01 546 solution therefore requires two articulated arms and additional vertical structures to reach down and sideways with its ballast bulb.
    The arrangement according to the invention implemented with so-called self-powered and self-acting actuators differs from e.g. the solution presented in WO 87/00812, firstly with the two-fin arrangement utilized in the present invention as a preferred application. Substantially moving the keel structure from the center of the watercraft instead of the force effect caused by the tilt of the mast. In the solution according to the above-mentioned international publication, the operating principle is not in accordance with the present invention also for the moving keel, since it also shows the control of the moving keel acting as a counterweight based on a hydraulic system, the operation of which is based on mast tilting as described above. -> to the institutions.
    Za a <30 In a preferred embodiment, the length of the keel arm (103) is 25 5 to 150 3, preferably 50 to 80 3, of the maximum width of the watercraft (101).
    In a further preferred embodiment, the keel arm (103) is arranged e.g. with reference to Figures 2a, 2b and 3 in a lateral inclined position, for example 30-70 °, preferably at an angle of 407 to the horizontal, and rotates (w) about substantially along a vertical axis in opposite directions.
    Figure 1b shows the effect of gravity on the boat as two forces.
    Force (g) is the gravity that affects the boat’s ballast bulb and moving keel structures.
    Force (G) is gravity that affects all other boat structures. (gi) is the force component of force (g) perpendicular to the vertical line of the boat.
    In such a construction according to the invention, the displacement (dz) of the ballast bulb is not dependent on the draft of the boat.
    Thus, the ballast bulb of a low-floating single-hull sailboat can be moved laterally over a long distance.
    When the ballast bulb is moved, the center of gravity of the boat also does not increase, so that (d;) remains constant.
    When the keel structure and the ballast bulb are moved on the vertical axis, the ballast bulb does not move in the vertical direction, except when the boat is tilted.
    Thus, no large forces are required to move the ballast bulb (cf. »Canting keel, where the mass is raised when turning the keel to 25). The following is an explanation of the operation and advantages of the arrangement according to the present invention in relation to existing commercial canting languages and O 30 common fins. 5> Conventional canting tongues have difficulty reaching an angle of inclination of more than 35 degrees, which produces unfavorable cylinder angles, requires high forces, a high structure inside the boat, and in practice probably also additional cylinders.
    Canting tongues require large cylinders, large forces, and a lot of energy.
    Large cylinders transverse to the hull of the boat cause thresholds and make it difficult or impossible to move and utilize the space inside the boat.
    In the arrangement according to the invention, in the embodiment using hydraulics, the cylinders are small, they are located close to the bottom of the boat, and the cylinder forces are a fraction compared to the canting tongue.
    Prior art solutions require a deep fin, which means a very large draft for the canting language.
    The invention allows for normal draft.
    The watercraft arranged according to the invention is also soft when running aground.
    If the keel arm is in the side position, it springs a very long distance backwards when the overload valve releases the pressure in the event of a collision with, for example, a rock.
    However, the worst situation is when the boat is left in the shallows, when the surf lifts the boat and shoots € 25 against that bottom.
    In this case, the traditional fin is pushed through the bottom before long.
    In the arrangement according to the invention, the shaft of the keel arm instead bends and primarily bends, but the boat remains on the surface.
    O 30 = In Canting tongues, the keel is always upright, perpendicular to the flow.
    The keel arm according to the arrangement according to the invention is only perpendicular to the flow when the maximum correcting torque is required. Other times the keel arm is tilted backwards; whereby its front surface is smaller and also the water resistance is lower.
    Preferred embodiments of the arrangement according to the invention are set out in the dependent claims.
    DETAILED DESCRIPTION OF THE FIRST EMBODIMENT OF THE INVENTION An arrangement for stabilizing a watercraft according to a first embodiment of the invention is shown in Fig. 1a (schematic cross-sectional view), Fig. 1b (schematic view of Fig. 1a with illustrated force effects), Fig. 4a schematic diagram with illustrated angle of attack and force effects), Fig. 5a (schematic diagram of keel structure) and Fig. 5b (schematic diagram of Fig. 5a with illustrated force effects).
    The purpose of the arrangement is to provide an at least partially> self-propelled watercraft (101) with a movable keel structure, in particular a pivoting keel arm (103) and a <ballast bulb (105), such as a sailboat or> a corresponding longitudinal tilt (a). controlling by enabling the pivot arm (103) supported by the frame (202) by means of actuators (207), for example rope hoists, threaded or racked rods or hydraulics, and the ballast bulb (105) from moving laterally away from the centerline of the watercraft;
    preferably as a parallel displacement substantially parallel to the centerline of the boat, to provide a tilt correcting torque. The arrangement comprises a single keel arm (103) pivotally attached to the hull of the watercraft (101), preferably to the bottom (201) of the watercraft by a frame shaft arrangement (202), with a ballast bulb (105) connected at its lower end and arranged in force communication with actuators (207) . As a preferred embodiment, the bottom (201) of the watercraft is further provided with a side view shown in Fig. 3 with reference to, for example, a fixed keel (102) and a substantially vertical additional edge (104) for the ballast bulb (105).
    A further preferred embodiment is provided in connection with the keel structure and the keel arm (103) with special reference to Fig. 2a, mechanical directing means (204, 205, 211) for ballast bulb (105) and / or additional edge (104), such as belt, chain, articulated or similar. to keep the longitudinal direction substantially parallel to the centerline of the watercraft.
    For example, the alignment means may be implemented by means of an articulated arm = 25 (211) extending inside the keel arm (103) and a DN attached to the ballast bulb (105) so that the weight> cargo bulb (105) pivotable on the ballast bearing (215) can be oriented as desired , a preferably so that the longitudinal direction of the ballast bulb (105) is kept substantially parallel to the centerline = of the watercraft. The orientation takes place, for example, with a guide crank> (204), which is locked in the desired position by a locking mechanism (205).
    Referring to Figures 2a and 4a, according to the invention,
    the arrangement implemented by mechanical orienting means is based on a hull axle implemented on one bottom of the boat.
    an arrangement (202) to which the keel arm (103) is connected
    that the keel arm is pivotable about a substantially vertical vertical axis.
    Kölivarmeen (103), preferred
    to its upper end, it is possible to further engage, e.g., a swivel wheel (203) for turning the keel arm.
    Either-
    in connection with the impeller (203) it is still possible to connect, for example, actuators (207), e.g. one or more rope pulleys, threaded or rack bars or hydraulic
    a cylinder for adjusting the keel arm (103)
    position or lock it in place.
    The keel arm (103) may be horizontal or it may be horizontal.
    at an appropriate angle.
    Due to hydrodynamic considerations and since it is preferable to lower the center of gravity as far as possible, it is preferable to arrange it at an angle of about 30 to 70, preferably 40 degrees (b) with reference to Figure 2a.
    horizontal.
    Furthermore, the keel arm (103) has been
    bearing arrangement also at one end thereof, e.g.
    by shaping or attaching a second vertical shaft on which a bearing is mounted (215)
    ballast bulb (105). Around the keel arm (103) can be
    »Preferably forms a guide or profile (212) to minimize the flow resistance, which rotates freely with the flow DN.
    It is, of course, possible to provide it with e.g. a locking pin which keeps it parallel to the center line of the boat and from which it can be turned if necessary, a effect having the same effect as a fin (104) attached to the ballast bulb. In addition, in the example solution shown in Figures 5a and 5b and 2a =, the turning of the keel arm (103) is prevented as actuators (207) arranged with two pulleys from which the outgoing ropes rotate on the pivot wheel.
    (203) around.
    The ends of the ropes are preferably finally attached to the swivel wheel (203). Alternatively, the turning of the keel arm (103) can also be carried out by other arrangements, e.g. electrically, by pressure medium, by internal combustion engine operation or the like.
    When the keel arm (103) according to Fig. 2a turns from the central position in both directions, the ballast bulb (105) attached to its end moves relative to the center line of the boat, whereby the center of gravity of the boat also shifts laterally. The angle of rotation of the keel arm (103) from the center position to the sides may be 0 to 90 degrees, preferably up to 76 degrees per side, and of course the total angle of rotation from side to side (w) is twice the number. Since the ballast bulb (105) pivots with the keel shaft (103) on a body shaft arrangement (202) implementing a substantially vertical bearing arranged in the boat hull, the keel ball (103) and ballast bulb (105) move horizontally relative to the boat. However, when the boat tilts, the keel arm (103) and the ballast bulb (105) have to be moved uphill, which is typically at its maximum degree in the normal operating range, but in most cases considerably less. Moving the ballast bulb as horizontally as possible = 25 is advantageous because then little force and energy is required to move it. In this case, the equipment required for the institutions (207)> remains small and light and the boat> is more self-powered. Furthermore, it is advisable to move the ballast bulb on a vertical axis in a horizontal position relative to the boat, because then it can be moved laterally = a long distance without the draft of the boat being a critical factor. Furthermore, when the focus is shifted horizontally, it always remains low, in contrast to the so-called in a canting-keel arrangement,;, which has a longitudinal axis of the boat and the keel is tipped from side to side. Then, when the keel is tipped, the boat's center of gravity increases, which is why self-correcting clothing for offshore sails requires an increase in weight.
    In particular, the arrangement according to Figure 2a further preferably has orienting means (204, 205, 211), a transmission method with a suitable adjustment possibility, for example a control crank such as a cardan shaft, inside the frame shaft arrangement (202) and the keel arm (103) described above. The other end of the orienting members (211) is fixedly attached to the ballast bulb (105). The purpose of the orienting members (204, 205, 211) is to hold the ballast bulb (105) in the desired direction relative to the centerline of the boat. As the keel arm (103) turns from side to side, the guide members always hold the ballast bulb in the same direction as the centerline of the boat, the guide crank (204) of the guide members is held stationary relative to the hull of the boat. By turning the control crank (204), the ballast bulb (105) can be turned relative to the centerline of the boat. The steering crank (204) may be provided with a locking mechanism (205), for example a locking pin and a knob, from which lifting the release is released and the steering crank (204) can be turned. No large forces or a lot of € 25 energy is required to turn. o - Detailed description of the second embodiment of the invention - As an alternative to the above> with reference to Fig. 2f, the ballast bulb (105) can also be implemented without an additional edge (104).
    DETAILED DESCRIPTION OF A THIRD EMBODIMENT OF THE INVENTION As an alternative embodiment to the above with reference to Figures 1a, 3 and 4a and 4b, the stabilization arrangement can also be implemented substantially self-powered, utilizing two slabs (102) and (104).
    In Figure 4b, the wind direction is indicated by an arrow (WD). In the situation of the figure, the fins (104) and (102) move in the water so that the center line of the fins is not parallel to the direction of travel. The fins have angle of attack (a) and (r) and the compressive forces (Fa) and (F.) on the fins. In a normal operating range, the compressive force on the fin increases as the angle of attack increases.
    In the situation according to Figure 4b, the fin (104) is turned five degrees clockwise with respect to the center line of the boat, whereby the lateral movement of the boat is resisted by the force Fa + Fy. The lateral movement of the boat is in balance when the lateral movement is smooth, not accelerating. In Figure 4b the lateral movement of the boat is shown to be in equilibrium and the fin angle of the fin (102) at the bottom of the boat is then three degrees and the> second fin (104) at the ballast arm (105) at the end of the keel arm DN (103) is eight degrees.
    T a Lateral movement balance could also be achieved, O 30 when the fin (104) had been turned 5 degrees counterclockwise.
    = Then the course of the boat with respect to the center line would deviate from the situation in the picture and it could be assumed to be, for example, 7 degrees. In both cases, the sum of the forces Fa + Fr would be equal. By turning the second fin (104) of the arrangement according to the invention, the mutual force distribution of the fins and thereby the compressive force on the second fin can be influenced (correspondingly, the first fin (102) could also be constructed to be pivotable). According to Figures 1b and 5b, the torque balance of the vertical axis in the image situation is defined by the equation Fy, x Li - Lp x Fr - 13 X gi.
    The force gl is then a horizontal force component of the bulb's gravity relative to the boat, the center of gravity associated with which is illustrated in these figures by a circular symbol.
    If the clockwise rotation is defined to be positive, F, x 1, <0 and gr X Lz> 0 in the image situation. If it is desired to move the ballast bulb further in the image situation, i.e. to rotate the axis counterclockwise, it would be advantageous if F. x Lp + g1 x L3s <0. In this case, the pulleys used to lock the keel arm would not need to generate force to turn the arm.
    It would be sufficient to release the rope from the pulley under tension.
    Similarly, if it were desired to move the ballast bulb towards the center line of the boat, it would be advantageous if Fr x Lo + gi x L3> 0. o The direction and magnitude of the torque effect gi x Ls is due to the decay situation and can be influenced, for example - by changing the direction of the boat not always possible> or at least appropriate.
    The direction and magnitude of the torque effect> F. x L can thus be changed E more simply by turning the second fin (104), whereby <30 it can instead be used to easily and simply affect the force F, and thus the vertical axis> torque balance.
    In addition to the movable fin (104) mounted on the ballast bulb (105), a fixed keel (102) is preferably attached to the bottom of the boat. The combined lateral forces of the compressive forces on the fins resist the lateral displacement of the boat. In equilibrium, the combined lateral force of these fins is equal to the opposite force of the compressive forces acting on the sails. In continuous sailing, when there is no need to reposition the ballast bulb, it may be advantageous to keep the fin attached to it somewhat turned, e.g. two degrees in either direction. In this way, the total water resistance of the fins can be adjusted to the optimum.
    If the angle of attack of one of the fins is changed in the equilibrium of motion, the compressive force on this fin and its lateral force component change. In order for the boat to reach its equilibrium again, the angle of impact of the second fin must change so that the lateral force of the compressive force on this second fin changes in the same absolute value but in the opposite direction.
    For example, when the guide crank is rotated so that the angle of intersection DN of the fin (104) attached to the ballast bulb (105) increases, the compressive force on this fin increases> almost linearly as a function of the angle of attack. In this case, the lateral movement of the boat decreases, whereby the angle of attack of the fixed fin a (102) decreases and the lateral force effect of the fixed fin decreases. In equilibrium in motion, the combined lateral> force effect of the compressive forces on the fins is approximately equal to that before turning the fin attached to the bulb. In this case, however, the compressive force on the fixed fin is reduced and the compressive force on the fin attached to the bulb is increased. A corresponding chain of events occurs in opposite consequences when the angle of attack of the fin (104) attached to the bulb is reduced by turning the control crank.
    There may be more keel stones than shown, in addition to which they can also be reversible. Thus, e.g. in a two-fin solution, the fixed fin could alternatively be reversible, in which case there would be no need to turn the ballast bulb. In particular, the arrangement according to Figure 2a thus aims to turn the keel arm (103) and move the ballast bulb (105) sideways as self-propelled as possible without its greater need for machine or manpower energy, whereby the operation of the sailboat is mainly based on wind power. The most significant forces acting on the ballast bulb (105) and the fin (104) attached thereto, which affect the torque balance, are the gravity acting on the ballast bulb (105) and the compressive force on the fin (104) and in particular its lateral force component.
    O O 25 The amount of gravity depends firstly on the tilt of the boat. The crew of the boat can influence to a certain extent the angle of heel of the boat and thus the amount of gravity> force, for example by adjusting the sails and changing the course of the boat. However, the required measures are relatively large and time-consuming, and the boat does not sail in the optimally chosen direction. In addition, the direction and magnitude of gravity relative to the torque balance of the frame shaft arrangement (202) are limited. The magnitude of the compressive force = in turn depends on the angle of attack of the fin (104) attached to the ballast bulb and the speed of the boat. From the guide crank (211) of the orienting member, the ballast bulb (105) and the second fin (104) attached thereto can be turned as easily as the rudder.
    Ko. when the fin is turned, its angle of attack changes, whereby the magnitude and direction of the compressive force acting on it also change, whereby the torque balance of the frame shaft arrangement also changes.
    The torque balance is suitable for the self-rotation of the frame shaft arrangement when the combined torque effect of gravity and compressive force is in the desired direction, i.e. in the direction in which it is desired to move the ballast bulb in each case. In this case, the force required for the swivel wheel can be 0 N and the ballast bulb moves in the desired direction when released from the pulley.
    For example, a conventional sailing situation is one in which the boat tilts and the ballast bulb is affected by gravity. There would be a need to reduce the tilt by moving the ballast bulb sideways. However, the torque effect of gravity is opposite to the desired direction of rotation. A prerequisite for the operation of the arrangement according to the invention is that a sufficiently large and correct pressure force is applied to the O 25 fin (104) attached to the ballast bulb to turn the keel arm (103) in the desired direction. The point is that the torque> effect of the compressive force relative to the frame shaft arrangement (202) is made greater than the torque effect O 30 of the gravity.
    In practice, the arrangement according to Figure 2a is thus feasible for very light operation, and the transfer of the ballast bulb (105) requires little hydraulic or electrical energy, for example, but the ballast bulb can be moved simply by turning the fin (104) in typical sailing situations, e.g. when no more than 20% of the weight of the boat with a relatively stable hull shape is placed at the end of the pivoting keel arm (209), the boat is in motion and the boat is tilted less than 25 degrees. However, there are situations in sailing in which self-sufficiency does not always materialize. For example, after a turn, the speed of the boat may be so slow that not enough compressive force is generated on the fin. If it is desired to move the ballast bulb (105), it requires the use of externally generated energy, e.g. by the crew, electrically or hydraulically. It is essential, however, that with the right use and the right sailing technique, almost all sailing situations can only be handled by turning the fin. The following is a brief example of the operation of an arrangement according to an alternative embodiment of the present invention.
    The boat sails with the desired five degree heel to crosswind. The keel arm (103) is turned 20 degrees to the wind and both fins (104), (102) and the centerline of the boat are parallel. In this case, for example, when the winds = 25 turn further away and intensify, DN causes the boat to tilt by 15 degrees. It is desired to reduce the tilt by moving the ballast bulb (105). In this case, the angle of attack of the second fin a (104) attached to the ballast bulb (105) can be increased. by turning it, for example, by turning it 4 O 30 degrees, whereby it is subjected to such a large = compressive force that the lateral force component of the compressive force exceeds the opposite force effect caused by the gravitational force. The torque balance on the keel arm (103) is then such that the keel arm turns in the desired direction when the locking of the swivel wheel (203) is released. After this, the keel arm is allowed to turn to a deviation of e.g. 60 degrees, whereby the tilt of the boat is again e.g. the desired 5 degrees, after which the swivel wheel (203) can be locked and the fin (104) can be turned back to its middle position. For example, when the wind force decreases and turns in its original direction, the boat tilts to the wind side in the “wrong direction”, eg 5 degrees, in which case it is necessary to turn the keel arm (103) to the original deviation of eg 20 degrees. Since the boat then suppresses, for example, about 2 degrees and the fin (104) is turned in the "opposite direction", eg 8 degrees, the angle of attack of the fin (104) is e.g. 6 degrees. The torque balance on the keel arm (103) is then such that the arm rotates in the desired direction when the locking of the swivel wheel (203) is released. The keel arm (103) is then allowed to turn, e.g., by 20 degrees, with the boat tilting again to the desired 5 degrees, after which the swivel wheel (203) is locked and the fin (104) is turned back to the center position. € 25> Detailed description of a fourth embodiment of the invention
    As an alternative application to the above, with reference to Fig. 2b, the keel arm (103) and ballast bulb = (105) can also be implemented so that the keel arm (103)> can be pivoted by bearings (302, 303) integrated in the frame shaft arrangement (202). (X1) around. The hull shaft arrangement (202) may preferably be located substantially in the space between the watercraft cabin or hold floor (306) and the watercraft floor (201). The hull shaft arrangement (202), in turn, is supported by bearings (307, 309) so as to be pivotable about the shaft (X2), thus allowing the keel arm (103) to be pivoted and the ballast bulb (105) to be moved laterally relative to the boat. In this case, in connection with the keel arm (103) and the main shaft arrangement (202), auxiliary force-operated actuators (207) and first alignment members (221) and second alignment members (222) for the keel arm (227) and second alignment members (222) are preferably provided. 103) and / or to rotate the ballast bulb (105) with respect to flow, for example to minimize the face. A preferred embodiment for the actuators (207) is one or more hydraulic cylinders force-coupled to the frame shaft arrangement (202).
    In this connection, a preferred embodiment comprises orienting means (1) for rotating the keel arm (103) relative to its longitudinal axis (X1), for example to minimize the end face of the keel arm (103) in terms of flow resistance. In this connection, as a further preferred embodiment, the orienting members comprise a second orienting member (222) for rotating the ballast bulb (105) relative to the keel arm a (103). The second orienting member (222) can be implemented, for example, with an electric motor arranged on the spindle traction principle to move the drive shaft (311) running inside the keel arm (103) in the longitudinal direction, i.e. in the axial direction (X1), to move the ballast bulb (105) to the articulation point (320).
    with respect to the keel arm (103) by the angle (α1) shown in Figure 2b. With the above-mentioned structures in the solution according to Figure 2b, the trajectories of the keel shaft (103) and the ballast bulb (105) are substantially identical compared to the solution of Figure 2a. In particular, with reference to the arrangement shown in Figure 2b, it lacks a fin (104) attached to the ballast bulb (105) compared to the structure of Figure 2a, which receives repressive force at large keel deflection angles. The application according to Figure 2b can, of course, also comprise a fin, in which case the self-sufficiency can be realized by utilizing repressive force. The embodiment shown in Figure 2b is, for example, more advantageous than the embodiment shown in Figure 2a in that the keel arm (103) in Figure 2b can be made of solid steel. The bending stiffness of a steel keel shaft is much higher than that of a pipe of the same strength. In this case, a flatter structure and a more flow-friendly shape are thus possible, and thus a smaller wet surface and front surface and thus a lower water resistance. € 25 <Water resistance is affected not only by the wet surface of the part> but also by the position of the part in relation to the water flow. The position of the fin, ballast bulb or other streamlined body a is preferred and the water resistance is generally low when the end face of the body against the flow is = as small as possible.
    NM In the application according to Figure 2b, the hydraulic cylinder used as actuators (207) turns the keel arm (103)
    with respect to the vertical axis (X2) and the ballast block (105) moves to the side. Ko. the first alignment member (221) in the embodiment rotates the keel arm (103) relative to the axis (X1) so that the end face perpendicular to the flow of the keel arm is as small as possible and the keel arm is thus in an optimal position for water resistance. When the actuator (207) rotates the keel arm (103) by a maximum of +/- 90 degrees, the first alignment member (221) must rotate the keel arm (103) relative to the axis (X1) by +/- 90 degrees. Preferably, the actuator (207) rotates the keel arm (103) by a maximum of about +/- 76 degrees. Ko. the other end of the alignment member (221) is attached to a bracket (312) attached to the hull of the boat by a suitable multi-directionally movable joint (401), for example a ball joint. The center of the joint (401) must be on the keel axis (X3) so that the angle of attack of the keel arm (103) with respect to the water flow remains unchanged. The keel axis (X3) passes through the intersection of the axes (X1), i.e. the longitudinal axis of the keel arm, and (X2), i.e. the vertical axis of rotation of the keel arm, and is parallel to the center line of the boat. The joint (401) is attached to a connecting piece (402), for example a pin, which moves linearly inside the sleeve so that the length of the alignment member (221) can change if necessary. Attached to the sleeve is a fork (404) front and side view shown in detail in Figure 2e, which is further connected to the keel shaft by a shaft pin passing through the keel shaft. The joint (401), pin (402), sleeve (403) and fork a (404) are shown in detail from the front and side in Fig. 2e.
    The ballast bulb (105) is connected to the keel arm (103) by a shaft pin (320) on which the ballast bulb (105) can be turned according to the angle (α1) in Fig. 2b.
    at most about 25-45 degrees, preferably at most about 36 degrees, as shown in Figure 2b in the plane of the cutting surface of the keel shaft. An electric motor used as the first alignment member (221), to which a ball screw is connected, moves the drive shaft (311) located inside the keel arm linearly along the axis (X1), as shown in Fig. 2b. As the drive shaft (311) moves linearly, it rotates the bulb on the shaft pin; at most about 36 degrees, the angle of rotation of the keel (103) being actuated by an actuator (207), for example a hydraulic cylinder, is e.g. +/- 76 degrees. When the actuator (207), for example the hydraulic cylinder rotates the keel arm relative to the axis (X2) and the first alignment member (221) rotates the keel arm relative to the axis (X1), the angle of attack of the ballast bulb (105) with respect to the water flow changes. By simultaneously turning the ballast bulb (105), for example by means of an electric motor, via the drive shaft (311) relative to the keel arm in the vertical plane defined by the keel arm (103), the ballast bulb (105) is oriented so that its end face is as small as possible. advantageous.
    DETAILED DESCRIPTION OF THE FIFTH EMBODIMENT OF THE INVENTION
    Alternatively to the above, with reference to Fig. 2g, the keel structure can also be implemented = so that the keel weight is integrated in the reversible keel arm (103), in which case a separate ballast bulb (105), e.g.
    Then there is also no need for a drive shaft (311) and a second orienting member (222) associated with the bulb orientation. Since the keel arm is also formed in a streamlined, e.g. profile, application in this application, the first alignment member (221) rotates the keel arm (103) relative to the axis (X1) so that the end face perpendicular to the perpendicular flow is as small as possible and thus optimal for water resistance. As shown in Figure 2g, it is preferable to place the keel mass as low as possible so that the center of gravity of the boat is as low as possible and the corrective force is as high as possible.
    It is clear that the invention is not limited to the applications presented or described above, but can be modified within the framework of the basic idea according to the respective uses and applications. Thus, it is clear, first of all, that the technical actuators and mechanisms used in a solution of the type described above can be implemented in a wide variety of ways, e.g. by combining mechanical and hydraulic functions or by utilizing, e.g., battery-operated individual actuators or control devices. > It is also clear that, for example, by using measuring sensors and> real-time or tabulated measurement results, the use of the keel structure according to the invention can be enhanced and assisted or automated in different operating and sailing situations. NM
    权利要求:
    Claims (15)
    [1]
    An arrangement for stabilizing a watercraft, in particular for controlling the inclination of a at least partially self-propelled watercraft (101), such as a sailboat or the like, in a vertical plane perpendicular to the longitudinal direction by enabling the keel structure and thus turning lateral displacement of the center of gravity from the center line of the craft to provide a heeling force-correcting moment, characterized in that the keel structure includes a keel arm (103) having an underwater portion length of 25% to 150% of the boat's width and centered substantially horizontally with respect to the boat .
    [2]
    Arrangement according to Claim 1, characterized in that the keel arm (103) is arranged in an inclined position when viewed from the side.
    [3]
    An arrangement according to claim 1 or 2, characterized in that the arrangement comprises a single hull axle arrangement (202), about which a single keel arm (103) pivots about an axis (x1) substantially vertical to the plane of the boat, in the event of a turning movement, substantially horizontal to the boat.
    [4]
    Arrangement according to Claim 1, 2 or 3, characterized in that the keel arm (103) is arranged to rotate (w) laterally in a substantially vertical> straight axis (x1) in opposite directions.
    [5]
    Arrangement according to Claim 1, 2, 3 or 4, characterized in that the keel arm (103) is arranged at an angle of 30 to 70, preferably 40 degrees to the horizontal and preferably rotates at a maximum of 60 to 80, preferably 76 degrees on both sides of the center of the watercraft. - in relation to the share.
    [6]
    Arrangement according to Claim 1, 2, 3, 4 or 5, characterized in that first alignment means (221) are arranged in connection with the keel arm (103) for pivoting the keel arm (103) about an axis (X1) parallel to the keel arm.
    [7]
    Arrangement according to Claim 6, characterized in that the first orienting elements (221) arranged in connection with the keel arm (103) turn the keel arm (103) so that the profile (103, 212) of the keel arm is always in a preferred position with respect to the water flow direction and resistance. .
    [8]
    An arrangement according to claim 1, 2, 3, 4, 5, 6 or 7, characterized in that the keel structure comprises a ballast bulb (105) pivotally attached to the lower end of the keel shaft (103). € 25 <
    [9]
    Arrangement according to Claim 1, 2, 3, 4, 5, 6, 7 or 8, characterized in that a keel (102) is arranged at the bottom of the watercraft (101) and an additional opening (104) substantially vertical to the pivoting keel structure. . O 30 =
    [10]
    Arrangement according to Claim 8 or 9, characterized in that second alignment means (222) for the ballast bulb (105) are arranged in connection with the keel arm (103).
    and / or to maintain the longitudinal direction of the additional opening (104) substantially parallel to the centerline of the watercraft.
    [11]
    Arrangement according to Claim 8 or 9, characterized in that second alignment means (222) are arranged in connection with the keel arm (103) for adjusting the longitudinal direction of the ballast bulb (105) and / or the additional opening (104) to a desired angle with the center line of the watercraft.
    [12]
    An arrangement according to claim 10 or 11; characterized in that the second alignment members (222) rotate the ballast bulb (105) relative to the hinge point (320) in a vertical plane defined by the articulated arm on a drive shaft (311) extending within the keel arm (103).
    [13]
    Arrangement according to Claim 12, characterized in that the second alignment means (222) comprise an electric motor which moves the drive shaft (311) in the longitudinal direction of the drive shaft on the spindle traction principle.
    [14]
    Arrangement according to Claims 1 to 13, characterized in that the actuators (207) and / or the orienting means (222) arranged in connection with the keel arm (103) for directing the articulated arm »(103) and / or the ballast bulb (105) are auxiliary forces, such as electrically, pressure medium operated, internal combustion engine operated and / or used.
    T a
    [15]
    Arrangement according to Claim 8, 9, 10 or 11, characterized in that the turning of the keel arm (103) = takes place essentially by self-acting by influencing the pressure force distribution between the keel (102) and the additional edge (104) by adjusting the additional edge (104). angle of view.
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    同族专利:
    公开号 | 公开日
    FI128843B|2021-01-15|
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    PCT/FI2020/050784| WO2021099694A1|2019-11-19|2020-11-19|Arrangement for adjusting the keel structure of a watercraft|
    PCT/FI2020/050783| WO2021099693A1|2019-11-19|2020-11-19|Arrangement for the stabilization of a watercraft|
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