• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an arrangement for adjusting the movable keel structure of a watercraft, in particular for rotating the movable keel structure with respect to water flow during sailing, whereby the angle of attack of the fine profile with respect to current can be adjusted and thus an adjustable lifting force is generated.
    公开号:FI20197146A1
    申请号:FI20197146
    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 object of the invention is to to provide a lifting torque acting on the hull of the watercraft utilizing the flow of water.
    - 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.
    - To prevent lateral movement, sailboats use a stabilizing member, usually a keel, against which the compressive force acts against the lateral movement of the boat. The compressive force is generated when a conventional boat equipped with a solid keel moves laterally in the water, creating an angle of attack between the centerline of the keel and the direction of travel. The lateral force component of the compressive force is that - the greater the greater the angle of attack of the keel and the greater the speed O 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 = 30 - harmful heeling caused by the lateral force component of the compressive force acting on the sails is counteracted by the torque effect created by the counterforce of the lifting force and gravity acting on the hull of the boat E. The greater the torque effect ©, the more stable the hull shape of the boat, the lower the center of gravity K 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 boat 's weight and lowers the N 35 center of gravity. Ballast may account for more than 50% of the total weight of the boat and is usually at least 25%. 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 pros and cons in terms of boat speed, so that 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 shift the center of gravity laterally. In this case, the ballast can be utilized more efficiently and its side effects will be less. However, the transfer of large ballast loads 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 transfer. In sailboats, moving the ballast to reduce heel has undeniable advantages. However, the required equipment base 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, to minimize heeling and increase boat speed. 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 than usual. It is a further object of the invention to utilize a stabilizing member, for example a keel, more efficiently in optimizing the weight and water resistance of the watercraft and then to increase the speed. 30 - Brief description of the figures z Oo The following is a description of the attached figures: + S Figure 1 shows the profile in flow. The upper profile corresponds to the flow direction, N 35 - the lower profile is shown at the angle of attack a, in the example about four degrees.
    Figure 2 shows a conventional canting keel solution in which the keel can be turned from side to side to provide a boat righting torque, an example from the center position to a maximum of about 40 degrees to the side.
    Turning the keel counteracts the opposite torque effect caused by wind and sails.
    The axis of the keel is positioned parallel to the centerline of the boat, with the keel being substantially parallel to the flow as the boat travels parallel to its centerline.
    The keel shaft rests on two bearing brackets and the shaft can only rotate around its axis but cannot be tilted or turned relative to the centerline of the boat.
    So also the keel can turn from side to side of the boat only when the shaft rotates but it cannot be actively tilted or turned relative to the centerline of the boat.
    In various sailing situations, such as when the boat is tilted or the wind is crushed, the boat may not travel in the direction of its centerline, creating a lifting force on the keel.
    The keel shaft can also be mounted permanently at an angle, for example so that the front bearing of the keel is mounted higher than the rear, whereby when the keel is turned to the side, a lifting force can be generated on the keel.
    Typically, in these situations, the lifting forces are relatively small, they are generated passively in sailing situations and by other boat structures and cannot be actively influenced.
    Figure 3 is a front view of a conventional canting keel solution.
    In the example, the boat tilts about 10 degrees due to the torque effect caused by wind and sails, and this tilt is resisted - with the opposite torque effect created by tilting the keel by an angle var on its axis, in the example of the figure about 40 degrees. g <Figures 4a and 4b show a side and front partial section of a keel solution according to the invention, in which the invention is applied to a canting keel structure. “30 In this keel solution, the keel shaft rests on spherical bearings.
    Figure E shows a situation in which the keel shaft is in the middle position parallel to the center line of the boat. 3 = In the solution, the front bearing is mounted on an eccentric bearing with two roller bearings.
    The eccentric is rotated from the lever, for example by hoists or by hand, and it is N 35 - locked in the desired position in each case, for example by hoists or other suitable locking mechanism.
    The lateral movement of the front part of the keel shaft is prevented by the plate through which the shaft passes. The plate has a long-shaped opening whose width is equal to the thickness of the shaft and which allows the shaft to move in an up-down direction but not in a lateral direction.
    When the eccentric lever is turned, the eccentric forces the front of the keel shaft upward, or alternatively when turned in the other direction, allow the front of the shaft to lower down under gravity. A change in the angle of inclination of the keel shaft requires that the keel shaft be mounted with the spherical bearings shown in the figures.
    Figures 5a and 5b show views corresponding to Figures 4a and 4b of a keel solution according to the invention in a situation where the eccentric is turned counterclockwise in the figure and the keel axis has deviated vertically by an angle f from the center line of the boat, in the example of the figure about 4 degrees.
    Figure 6a shows a keel solution according to the invention applied to a keel that pivots on a vertical frame axis arrangement. The figure shows the keel solution in cross section from the side.
    Figure 6b shows in detail an exemplary implementation of the orienting member (221) used in the keel solutions of Figures 6a and 6c. For ease of illustration, the parts joined together in use are shown separately and described from two directions.
    Figure 6c shows a keel solution according to the invention applied to a keel which - pivots on a vertical frame axis arrangement. The figure shows the keel solution seen from the side and in a situation where the keel has been turned to the side and the profile of the shaft is oriented slightly upwards. Fig. 6d shows a top view of the details of the arrangement according to the invention of Figs. 6a and 6c based on auxiliary power o m 30 orienting members.
    T a Oo Figure 7 shows the effect of the tilt of the keel shaft on the position of the fin with respect to water = flow when the keel is tilted to the side. When the keel is in the middle position,> there is no effect because the angle of attack of the profile does not change. But when the keel is taken
    O N 35 - to turn sideways, a fin angle begins to form on the fin a. If the keel were carried 90 degrees, the angle of attack of the fin would be the same as the tilt of the shaft.
    Figure 7 thus shows the front of the boat in a situation where the eccentric has deflected the keel shaft by about 6 degrees by raising the front bearing. The keel has been turned about 40 degrees to the side. The figure shows a cutting plane (x4) cutting at a right angle to the keel. 5 The figure further shows the surface of the keel cut by the plane (x4) so that in cross-section the lower end of the profile corresponds to the front edge of the keel. According to the figure, by deflecting the keel shaft by 6 degrees with an eccentric and rotating the keel with respect to its axis by 40 degrees, a 4-degree angle of attack and lifting force are created for the keel shaft.
    Figure 8 shows the lifting forces generated on the keel according to the invention. Figure 9 shows a keel structure according to the invention, in which the ballast is incorporated in the keel shaft.
    The figures are described in detail in the following sections. BACKGROUND OF THE INVENTION The basic solution for boat stabilization is a fixed keel and a directly derived lifting keel, the purpose of which is mainly to temporarily eliminate the disadvantages of large draft in landing and road transport. Solutions related to the stabilization of the boat and the optimization of the keel structures can also be found - for example, implemented with constructions in which the keel structure is arranged to rotate about the longitudinal axis on the sailboat centerline, which is represented by the so-called €. canting language. With this type of solution, the direction of the keel's pivot axis is fixed + and thus the angle of attack cannot be adjusted, for example, according to the sailing situation. EP 1 741 624 discloses embodiments of the above-mentioned canting keel solution rotating about a longitudinal axis E. 3 = A different mechanism is described in patent publication FR 99 01 546, in which in a sailboat keel solution N 35 implemented as described at the beginning of this document, the keel structure is arranged to move laterally apart from the center line of the watercraft in a substantially parallel parallel direction. This solution focuses on the location of the ballast and does not take advantage of the adjustment possibilities of the profile in the water flow. The invention will now be described in detail.
    BRIEF DESCRIPTION OF THE INVENTION A heavy keel is useful in a single-hull sailboat because it allows - more utilization of the compressive force generated by the wind. The heavy keel also prevents the sailboat from capsizing due to the wind. On the other hand, a heavy keel is also detrimental to the boat's performance in particular.
    - Since a heavy keel is not useful in all situations, such as downwind, when the force on the sails does not have a lateral force component, in these situations it would be advantageous to try to provide the keel with the necessary lifting force to compensate for the weight of the keel structure.
    The invention is particularly well suited for keel where the center of gravity of the keel is shifted from one side of the boat to the other to maximize the effect of correcting the torque on the boat and where the keel is therefore turned or tilted away from the centerline of the boat. An example of a keel solution for which the method could be utilized in particular is canting keel. For example, when the keel is turned 40 degrees and the possible tilt of the boat is taken into account, the possible buoyancy produced in the keel has = a large upward force component which effectively compensates for the DN of the keel.
    30 - The lifting force on the keel can be considerable. A typical keel could weigh E 1000 kilos and its laterally projected area could be 1.4 m . Already at a speed of 8 knots Oo and an angle of attack of 4 degrees, the lifting force on such a keel would be = almost 5000 N.
    5
    O N 35 - The method is of great importance. A typical sailboat is slow because it cannot exceed the sliding threshold. The sliding threshold cannot be exceeded because there is too little force and too much weight in use. The weight problem can be solved by generating lifting force with different fins that compensate for the effect of gravity. It is particularly advantageous, both hydrodynamically, structurally and economically, if that lifting force can often be generated with a necessary and already existing ballast keel, which is already structurally strong, has a large surface area resulting in a large force and does not require new braking agents. parts. In the arrangement according to the invention, the keel is turned with respect to the flow, if necessary during sailing, whereby the fin is asymmetrical with respect to the flow and a lifting force is generated in it.
    Lifting force can be produced and utilized either by compensating for the effect of gravity on the keel and the boat with a force in the opposite direction, or by enhancing the boat's right-correcting effect by causing a gravitational effect on the keel. DETAILED DESCRIPTION OF THE FIRST EMBODIMENT OF THE INVENTION - The keel structure according to the first embodiment of the invention is shown in Figures 4a and 4b (schematic front and side view, keel shaft in basic position) and 5a and 5b (schematic front and side view, keel shaft tilted 4 degrees). The principle of the wedge structure is shown in Figures 4a and 4b. The device consists of an elongated, profile-shaped keel arm (103) suspended from a pivot mechanism, to the lower end of which a ballast bulb (105) is attached. The suspension and pivot mechanism of the keel arm (103) includes shaft pins (410) with the upper end of the keel arm (103) = mounted on spherical bearings (409) so that the keel arm (103) and associated ballast bulb (105) can be tilted substantially laterally to the boat centerline. in relation to. 2 30 E The force required to tilt the keel is provided by a tilting member (405), for example a hydraulic cylinder Oo attached at one end to a suitably = anchored attachment point (406) in the hull of the boat and at the other end to the> upper end of the keel arm, the lever arm required for turning movement. 410) and the upper end of the keel.
    The bearing (409) of the at least second bearing pin (410), right in the example of the side view of Figure 4a, is attached to a transfer member (403) which allows the bearing (409) attached thereto to be moved away from the centerline, preferably raising and / or lowering the bearing. For example, the transfer member (403) can be implemented as an eccentric plate and an adjusting arm (407) attached thereto, by turning which the hinge point is moved away from the center line, preferably up or down. When using the adjusting arm (407) as a transfer member, the force required to move it can be produced, for example, by means of an adjusting rope which can be guided to a user-friendly position by means of swivel wheels (404) attached to the bottom (201) of the boat. Alternatively, the transfer member (403) can also be implemented hydraulically, for example by a hydraulic cylinder, electrically, for example by a rack or transport screw, mechanically by pulleys or in another suitable manner. Figures 5a and 5b show a schematic view of the same keel structure according to the invention - the protruding side, but unlike Figures 4a and 4b, the keel shaft is tilted 4 degrees. Like the side view of Figure 4a, the side view of Figure 5b is shown with the right side being the front and left rear of the keel. The keel shaft is tilted by lifting the right side bearing (409) in the side view of Fig. 5a with a transfer member (403), for example an eccentric plate and an adjusting arm (407), from (409) is so high that the keel axis is at a four degree angle from the horizontal upwards.
    When the control arm (407) is turned, the eccentric forces the front of the keel shaft = upwards, or alternatively when turned in the other direction, allow the front part a of the shaft to lower downwards due to gravity. The change in the angle of inclination of the keel shaft T requires that the keel shaft be mounted with the spherical bearings (409) shown in the figures. 2 30 E With the keel arm (103) and ballast bulb (105) in the center position, the inclination of the keel shaft Oo has little effect because the profile of the keel arm (401) is still = practically perpendicular to flow, but turning the keel with the tilt member (405) D from the center position to the side which causes a N 35 lifting force. In this example, the direction of the lifting force “lifts” the keel as shown in Fig. 8 as the force Fr. If the keel leading edge bearing (409) is lowered and the keel shaft is tilted, for example, four degrees down instead of the four degrees shown in Fig. 5, when tilting the keel sideways the direction of the lifting force would be opposite to the direction Fr in Fig. 8. The structure shown in Figures 4a and 4b and 5a and 5b preferably has a plate or other guide (408) mounted in connection with the movable bearing (409) with an elongate opening through which the bearing pin (410) passes. The width of the guide is equal to the thickness of the bearing pin, including the normal shaft clearance required for rotation, and the guide thus allows the shaft to move in the up-down direction, but not in the lateral direction.
    - Although in the example shown in Figures 4a and 4b and 5a and 5b the right side bearing (409) is moved in the side view, the invention can equally well be implemented in the side view by appropriately moving the left bearing or both bearings. The quantity affecting the flow characteristics of the keel is the above-mentioned angle of inclination of the keel shaft.
    - In the structure shown in Figures 4a and 4b and 5a and 5b, the keel shaft, i.e. the pivot axis of the keel shaft (401), is realized by two bearing pins (410), but it can equally well be realized by one shaft passing through the keel shaft. In both cases, it must be duly taken into account that the distance between the bearings (409) increases slightly when the keel shaft is tilted, for example by reserving a slightly additional length for the shaft or shaft journal.
    o O
    No.
    I Za a © + ~ o O OF
    DETAILED DESCRIPTION OF THE SECOND EMBODIMENT OF THE INVENTION The keel structure according to the second embodiment of the invention is shown in Figs. 6a and 6b. As in the first embodiment of the invention, the purpose of the second embodiment is to adjust the direction of the keel profile with respect to the direction of water flow and thus to make a more efficient and versatile utilization of the keel structure. In contrast to the first embodiment, in which the invention is applied to the so-called canting tongue - basic concept, in another embodiment the invention is implemented with a different keel structure, in which the keel is pivoted about an axis substantially vertical with respect to the plane of the hull of the boat. The schematic diagram of the second embodiment of the invention is shown in Figure 6a as a cross-section of the keel structure in the longitudinal direction of the boat. As shown in Fig. 6a in the keel structure, the keel shaft (103) and the ballast bulb (105) can also be implemented so that the keel shaft (103) with the hydrodynamically advantageous profile can be pivoted around the shaft (X1) by bearings (302, 303) integrated in the frame shaft arrangement (202). 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, 308) so as to be pivotable about an axis substantially vertical to the plane of the boat (X2), thus allowing the keel arm (103) to be pivoted and the ballast bulb (105) to be moved laterally.
    D & 'In this case, in connection with the keel arm (103) and the frame shaft arrangement (202), auxiliary force-operated, such as electrically, pressure-medium-operated, 30 - internal combustion engine and / or respectively actuators (207) and / or E orienting members (221) and (222) for directing the keel arm (103) and / or the ballast bulb (105) Oo with respect to flow, for example to minimize the face or = to produce a desired directional lifting force keel profile. > The preferred application for the actuators (207) is a hydraulic cylinder connected to the frame shaft arrangement (202) by means of a force N 35.
    In this connection, a preferred embodiment comprises directing means for a first actuator (221) for rotating the keel arm (103) relative to its longitudinal axis (X1) to minimize the end face of the keel arm (103) in terms of flow resistance or to produce a desired lifting force in the keel profile.
    In this connection, a further preferred embodiment comprises a directing means for a second actuator (222) for rotating the ballast bulb (105) relative to the keel arm (103). The second actuator (222) can be realized, for example, by an electric motor arranged 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) relative to the joint point (320). 6a (€).
    In the embodiment according to Fig. 6a, the hydraulic cylinder used as actuators (207) - rotates the keel arm (103) with respect to the vertical axis (X2) and the ballast bulb (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 profile of the keel arm is at a desired angle of attack with respect to the direction of water flow. When the actuator (207) rotates the keel arm (103) at most typically less than 90 degrees, e.g. preferably about +/- 76 degrees, the first alignment member (221) must rotate the keel arm (103) relative to the axis (X1) to maintain the keel arm profile substantially perpendicular to the water flow direction. or to set the desired angle of attack. Ko. the other end of the alignment member is attached to a control member (313) attached to the hull of the boat by a suitable multi-directionally movable joint (401), for example a ball joint.
    o S The orienting member (221) can be implemented, for example, in the form of a fork, in which a T-rod-like part (402) with fasteners is mounted inside the sleeve a (403) in a longitudinally movable and pivotable manner about its axis. Such an implementation example of a orienting member 30 is shown in Fig. 6b as a schematic view from two directions, so that in use E the fork and rod-like part connected together are shown separately in the figure.
    3 O &
    When the center of the joint (401) is on the keel shaft (X3), the angle of attack of the keel arm (103) with respect to the water flow remains unchanged when the keel shaft is turned.
    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 centerline of the boat.
    The joint (401) is attached to a variable length connecting piece (402), for example to a pin which moves linearly inside the sleeve and pivots freely.
    Attached to the sleeve is a front and side view of a fork (404) illustrated in detail in Figure 6b, 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 (404) are shown in detail from the front and side in Figure 6b.
    If the center of the joint (401) is raised or lowered by the adjusting member (313) relative to the keel shaft (X3) described above, the angle of attack of the keel arm (103) and its profile with respect to the water flow will change.
    By adjusting the angle of attack, the lifting force on the profile can thus be adjusted.
    The ballast bulb (105) is connected to the keel shaft (103) by a shaft pin (320) on which the ballast bulb (105) can be turned by an angle (€) in the plane of the cutting surface of the keel shaft according to Fig. 6a, in the example of the figure at most about 36 degrees. - As an implementation of the second alignment member (222), for example, an electric motor can be used, to which a ball screw is connected and which moves the drive shaft (311) arranged inside the keel arm linearly along the axis (X1) as shown in Fig. 6a.
    When the drive shaft moves linearly, it rotates the bulb on the shaft pin, at most 30-40 degrees, preferably at most about 36 degrees, - the angle of rotation of the actuator (207) to the left and right of the hydraulic cylinder is slightly less than 90 degrees, preferably +/- € 76 degrees .
    T When an actuator (207), for example a hydraulic cylinder, rotates the keel shaft (X2) As the ratio 30 and the first alignment member (221) rotate the keel arm relative to the axis E (X1), the angle of attack of the ballast bulb (105) with respect to the water flow changes.
    Oo Simultaneous rotation of the ballast bulb (105) by the second orienting member (222), = e.g. by means of an electric motor via the drive shaft (311) in the vertical plane defined by the keel shaft (103)>, the direction of the ballast bulb (105) is kept N 35 - desired, e.g. and thus advantageous in terms of water resistance.
    DETAILED DESCRIPTION OF THE THIRD EMBODIMENT OF THE INVENTION As an alternative embodiment to the above with reference to Fig. 9, the keel structure can also be implemented so that the keel weight is integrated into a reversible keel arm (103), eliminating the need for a separate ballast bulb (105). In this case, a drive shaft (311) and a second orientation member (222) associated with the bulb orientation are also not required. Since the keel arm is also formed into a profile in this application, the principle of profile orientation is the same as in the second embodiment. The first alignment member (221) rotates the keel arm (103) with respect to the axis (X1) so that the angle of attack of the keel arm profile with respect to water flow is desired, e.g., so that the end face against water flow is as small as possible and the keel arm is thus optimal for water resistance; so that - the keel profile is at the desired angle of attack, allowing the lifting force on the keel to be adjusted. As shown in Figure 9, 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 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 firstly clear that the technical actuators and mechanisms used in a solution of the type described above - can be implemented in many ways, e.g. by combining mechanical and hydraulic functions or by utilizing, for example, battery-operated individual actuators or controls.
    'It is also clear that, for example, the use of measuring sensors and real-time or tabulated T measurement results can enhance and assist or automate the invention 30 - use of a keel structure in different operating and sailing situations.
    z
    S 5 &
    权利要求:
    Claims (15)
    [1]
    Arrangement for adjusting the keel structure of a watercraft, wherein the intention is to specifically adjust a keel fin intended to control the inclination which occurs in a vertical plane towards the longitudinal direction of a movable keel structure provided with at least partially self-propelled watercraft (101), such as sailboat or correspondingly, characterized in that the arrangement comprises at least one direction means (221) with which the angle of attack of the keel fin profile is adjusted in relation to the flow direction of the water, that the keel fin operation is performed by attaching the upper part of the keel fin substantially around an axis ) and by tilting the lower part of the keel fin by means of a tilting element (405) to the side and that the adjustment of the angle of attack of the profile has been carried out by tilting a pivot axis in the upper part of the keel fin so that it deviates from the original direction. .
    [2]
    Arrangement according to Claim 1, characterized in that the keel fin comprises a movable shaft (103) movable at least partly as a profile.
    [3]
    Arrangement according to claim 2, characterized in that a ballast bulb (105) is arranged in the lower part of the keel shaft (103) of the keel fin.
    [4]
    Arrangement according to claim 1, 2 or 3, characterized in that the adjustment of the angle of attack of the profile has been performed by tilting the turning shaft in the upper part of the keel fin by moving at least one of the support bearings (409) up or down from the side of the boat.
    [5]
    Arrangement according to claim 4, characterized in that the movement of the support bearing (409) upwards or downwards from the side of the boat is performed with a transfer means (403) which moves the position of the bearing upwards or downwards to a desired degree in a controlled manner.
    [6]
    Arrangement according to claim 4 or 5, characterized in that the transfer means (403) which moves the support bearing (409) upwards or downwards seen from the side of the boats (101) has been performed by positioning the support bearing (409) in an eccentric disc (403) and by forcing the pivot shaft with a shield layer (408) to a central position seen from above the bits so that by pivoting the eccentric disc (403) the bearing is moved upwards or downwards to the desired degree.
    [7]
    An arrangement for adjusting the keel structure of a watercraft, wherein the intention is to specifically adjust a keel fin intended to control the inclination which occurs in a vertical plane to the longitudinal direction of a movable keel structure provided with at least partially self-propelled watercraft (101), such as a sailboat or correspondingly, characterized in that the arrangement comprises at least one directional means (221) with which the angle of attack of the keel fin profile is adjusted in relation to the flow direction of the water and that the keel fin operation is performed by attaching the upper part of the keel fin to a bearing mechanism (307, 309) rotating substantially vertical axis (x2) in relation to the plane of the bait and by turning the keel fin around this axis (x2).
    [8]
    Arrangement according to claim 7, characterized in that the keel fin comprises a movable keel shaft (103) formed at least partly as a profile.
    [9]
    Arrangement according to Claim 8, characterized in that a ballast bulb (105) is mounted in the lower end of the keel shaft (103) of the keel fin.
    [10]
    Arrangement according to Claim 7, 8 or 9, characterized in that the actuation of the keel fin has been carried out with guide means (207) fastened to the hull of the boat (101) and the pivoting portion of the keel structure.
    [11]
    Arrangement according to Claim 9 or 10, characterized in that the control means (207) are provided with one or more hydraulic cylinders.
    [12]
    Arrangement according to Claim 9, 10 or 11, characterized in that the keel shaft (103) and thus also the profile of the shaft is provided with bearings (302, 303) for pivoting about an axis (x1) in the direction of the keel shaft.
    [13]
    Arrangement according to claim 12, characterized in that the front edge of the keel shaft (103) is coupled to the first direction means (221) to point to a reference point adapted with an adjusting element (313) so that when the keel shaft (103) pivots with vertical bearings (307, 309 ), the shaft and the profile of the shaft are also driven to pivot by means of a bearing (302, 303) in the direction of the cooling shaft forced by the first directional means (221).
    [14]
    Arrangement according to claim 13, characterized in that the reference point adapted with the adjusting element (313) on the first direction means (221) can be adjusted upwards or downwards seen from the side of the beds, with influence on the angle of attack of the keel shaft (103) pivoted away from the center position around the vertical axis (x2).
    [15]
    Arrangement according to Claim 13 or 14, characterized in that the adjusting element (313) is realized as a readable lever.
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    FI20197146A|FI128844B|2019-11-19|2019-11-19|Arrangement for adjusting the keel structure of a watercraft|FI20197146A| FI128844B|2019-11-19|2019-11-19|Arrangement for adjusting the keel structure of a watercraft|
    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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