EP0837817B1 - Method of sailing a boat, and sailing vessel - Google Patents

Abstract

PCT No. PCT/DE96/01424 Sec. 371 Date Jan. 28, 1998 Sec. 102(e) Date Jan. 28, 1998 PCT Filed Jul. 31, 1996 PCT Pub. No. WO97/06051 PCT Pub. Date Feb. 20, 1997A sailing method and a sailing boat (1) are designed for low or even non-drift sailing, wherein the total power provided by the sail (5) is established, after which the keel (3) is adjusted in terms of its effective surface and/or its curvature and/or the shape of its profile and/or its setting angle in relation to the boat's hull, possibly taking into account the water current and the weight of the boat, in order to produce an optimized counteracting force. To this end the keel (3) is designed as a multi-section, unballasted fin keel (33) which can be completely retracted into the boat's hull (2) and can be pivoted relative to the centerline of the boat (10), and the sections (34, 37, 38) of which are fitted together via hinges (35, 39) in order to produce a variable curvature.

Description

The invention relates to a method for low-drift or even drift-free Operating a sailing ship with a keel fin with one outside the midships plane held sail that can be adjusted to the wind, in which the entire Rigging including the horizontally and vertically swiveling mast arm and the Sail is brought into an optimal total strength position and held. The invention also relates to a sailing ship with a hull with a lowerable Keel fin and a foldable, swiveling mast arm and the attached Sail.

In the past history of sailing vehicles, especially sailing there was always a functional dependence of the sail carrying capacity on the Stability. The forces generated by the wind from the sails work - when the wind is not exactly from behind, but at some angle from one side comes - not only in the direction of travel, but largely across it. This would result in the ship capsizing if not precautionary measures were taken Form of "stability" of the ship would be hit. There are basically two Possibilities that are mostly used in combination with each other. To achieve the so-called weight stability is the ship with a kind of "counterweight", the Ballast. This is placed as deep as possible. The ballast usually hangs below on the rigid keel fin firmly attached to the ship. As soon as the wind pressure the ship tilts to the side, that is, heels, arises between the vertical line of weight of the ballast and the vertical line of the counteracting hydrostatic Buoyancy is a distance that acts as a lever arm for the ballast to form one of the Heeling opposing moment works. The effect of this fixed Ballastes can be reinforced by moving ballast, each on the the windward side, i.e. positioned in the windward. Very small boats will be only stabilized with movable ballast, by the crew sitting on the windward edge and also leans far out. Another way to extract Stability results from a larger width of the vehicle. This is dimensional stability most clearly recognizable by a raft. The vehicle's own weight acts here with its distance from the side "tipping edge" of the vehicle. All multihull boats, as well as catamarans and trimarans and boats with side swimming or In this way, skid arms provide the necessary stability for compensation the heeling moments caused by the wind.

To give a sailing ship the greatest possible speed potential can, it must be equipped with the largest possible sail areas. Large sail areas but generate not only a large propulsive force but also an undesirable, large one Shear force, which together with their lever arm, the distance of the sail pressure point generates a large heeling moment from the lateral pressure point. To generate a A large counter moment has so far required a lot of ballast and / or a large one Width of the ship. In the case of keel yachts, the share of ballast in the total weight is today often 50% (up to 80% for regatta ships). The ballast increases the Displacement of the ships and thereby destroys a large part of the Advantages that he creates. It also reduces the payload and requires complex measures when attaching to the hull, making the ships more expensive. Also large ship width has significant disadvantages. For example, a ship capsizes with one great dimensional stability, so it is often difficult to erect it again.

From DE-OS 42 38 786.8 rigging for watercraft is known it allows the sail or sails to be held outside the midships plane and against to make the wind leaning by using an isosceles triangular sail is used to span the middle with a tree and that with the baseline as Luff held in an arbitrarily positionable and adjustable frame and above one foldable and pivotable cantilever is held as a mast. With Such a ship or such rigging is possible by wind power or to somewhat reduce the torque emanating from the sail. By appropriate Position of the sail you can turn the line of force by the height of the Roll axis of the ship lead, so that the total force of the sail a small or even no longer has a lever arm for heeling the ship. Ultimately, it is even possible the line of force under the sword or keel at the level of the lateral point lead so that the torque - formed from hydropower and distance from the lateral pressure point - is compensated by the axis of rotation. The keel, which acts as the wing serves to generate a buoyancy in the water a certain angle of attack. This angle of attack arises in today's constructions in which the Keel fin is firmly connected to the hull, automatically by the fact that Ship drifts, i.e. does not move in the direction of its longitudinal axis. It turns out today this drift angle is only optimal in very rare cases. It is disadvantageous for everyone In case the entire hull has to go through this angle. Since he's stuck with the Hull is connected, the entire hull must go through this angle of attack, whereby the sailing ship no longer travels in its longitudinal direction, but instead obliquely to it. This creates considerable resistance and reduces speed.

A similar watercraft is also known from document DE-A-2 923 707.

The invention is therefore based on the object of a method and a sailing ship to create a sailing without heeling torque and without tilting of the ship.

The object is achieved in that that provided by the sail Total force determined and that then the keel fin, which has a turret and a Mast arm is connected to the sail, in terms of effective area and / or curvature and / or profile shape and / or angle of attack is adapted to the position of the sail, that the total force generated by the keel fin is the projection of the total force of the sail is directed exactly opposite to the horizontal plane and at the same time the ratio of keel fin buoyancy to drag is maximized while the hull remains exactly in the direction of travel.

This makes it possible to specify a sufficiently stable ship even if the sailing ship itself has set sail areas of any size. It can thus ballast and ship width can be saved to a considerable extent. The sailing ships will drive much faster with the same wind force, they will stay upright drive, which has significant advantages in terms of comfort and safety brings. Due to the extreme reduction in ballast, it is also possible to use the keel rid of its previous double function - fin and ballast holder and swiveling it and changing its profile or changing it overall shape. It thus prevents drift, so that the sail power is used as a whole can be used to move the sailing ship forward accordingly. Basically has There have already been attempts to use archable keels or even the keel training swivel, but these constructions could not prevail because the strength required due to the attached ballast resulted in a conflict of objectives (DE-GM 82 11 104, DE-OS 32 48 580.8 and DE-OS 33 29 508.5). Furthermore these known constructions had neither the goal nor the possibility with the sailing forces according to strength and direction and with the speed of the ship to work correspondingly and to steer the ship in this way.

After an appropriate embodiment of the invention it is provided that the The leading edge of the sail is always perpendicular to the apparent wind and the sail it is also set so that the line of force of the total power of the sail is the lateral plan cuts below the lateral pressure point and / or forwards or aft or runs to the side of the lateral plan. Because of this execution of the process the sail can be brought into a position that determines the total force makes the sail possible, so that in turn the corresponding change on the keel with the necessary security and according to a precisely definable pattern makes possible. This can be done by adjusting the keel or keel fin accordingly a resulting force that counteracts the total force of the sail be developed so that no torques on the ship during the straight line act, but for the cornering a torque adjustable size around the Vertical axis is created and so that the sailing ship even with side wind can drive exactly in the direction of its longitudinal axis.

Another embodiment of the invention provides that the keel with the Sail outgoing forces and with the relative speed of the water flow corresponding automatically according to the size of the active area and / or the angle of attack and / or the profile is set. The automatic has the advantage that all different components can be taken into account in such a way that this results in the optimal effect for the "drive" of the sailing ship.

To carry out the method, a sailing ship is provided, in which the Keel is designed as a multi-part, ballast-free keel fin, which in its entirety in the hull is retractable and pivotable relative to the ship's longitudinal axis and their Parts are connected via hinges resulting in a changeable curvature. At a it is so trained sailing ship or with such a training of its keel possible to implement the method described above and the achievable with it Realizing advantages. Due to the special training of the keel fin can change or adjust the curvature as well as the profile shape be achieved overall. In addition, after this solution, the keel fin can be pivoted overall, so that the angle of attack relative to the flow is changed accordingly and finally the keel fin as such can also be used Requirement can be included in the hull or lowered from it, thereby the effective area can be changed according to the measurements. Depending on Circumstances may also be necessary or just necessary, the profile shape to change the keel fin, this being achieved according to the invention by that the keel fin as a whole or its parts are also designed to be changeable in the profile shape are. This is achieved in that the parts of the keel fin are inflatable or are shrink-fit, so that the profile shape corresponds to the requirements changes.

The keel fin is expediently pivotable by up to 90 ° on each side connected to the hull or turret after each Side, so that a lateral movement of the hull during mooring and disembarkation is achievable. Even under extreme conditions like a hurricane, you can one transverse and one longitudinal keel fin the effect of a large towing anchor are generated, especially if the lateral plan continues, as in the invention is provided, has two keel fins, which can be lowered and lowered independently of one another retractable, swiveling, changeable according to profile and curvature in the ship's longitudinal axis are arranged one behind the other, with one of the two keel fins in the middle of the Ship, but optionally also positioned further towards the bow of the ship can be. The second keel fin is used especially when driving the engine, if a rudder action is required or if, as mentioned, with strong waves the directional stability of the ship is to be improved.

According to a further advantageous embodiment, the keel fin is made in three parts, wherein the middle part has the pivot axis and the profile nose and the rear Fin part are hinged to the middle part. Thereby it is in particular possible to have an asymmetrical profile in coordination with the Adjust sailing forces, essentially without being constructive Effort required. The individual parts of the keel fin can be connected to each other, for example connected by an outer skin, or they can also be separate parts, which can be pivoted accordingly with one another via the hinges get connected.

The advantageous use of the sailing forces mentioned earlier is in particular possible in that the mast arm can be pivoted horizontally and vertically and rotatably connected to the ship deck about its longitudinal axis via a universal joint and is also variable in length and fixable in any position. In order to the sail as such can be placed in any position far outside the hull be maneuvered, whereby as mentioned about the change or adaptation the keel fin ensures the position of the hull with prevented drift.

Further is the training of the part of the sailing ship that applies to the sail to optimize if the head of the mast arm has a uniaxial, fixable joint is assigned, on which the main tree with internal, rotatable about its longitudinal axis and pivoted in the longitudinal axis pivot shaft and that Swivel shaft a head piece with a gear for actuating the relocated in the Rah has the reef waves receiving canvas. This will make the real thing Sail brought into any position, thanks to the special training of the mast arm and the subordinate parts of the rigging the respectively occupied Position can also be identified so that the necessary conclusions can be drawn from it with respect to the shape and position of the keel.

A form that is particularly favorable for the task of the sail is achieved if External trees that can be blocked on the frame by hinges and equipped with deflection rollers are articulated. In particular, the sail can thus have a more aerodynamic, rectangular shape Be given form.

It was pointed out earlier that the position of the Sail or by taking into account the changes made to the position the total strength of the sail can be deduced from the keel fin adjust accordingly. To determine the necessary basic parameters here and quickly To be able to determine, an angle sensor is expediently assigned to each joint.

Both with regard to the recording of the wind and the evaluation of the corresponding key data, it is advantageous if the frame designed as a profile nose forms a "thick" wing with two sails that can be rolled up in the frame Curvature and its ratio of length to depth (width) can be changed.

The device can be built more cheaply and easily, if one Reffwelle picks up two sailcloths, which are at the rear edge of the frame through a right angle sheet metal with rounded edges is held to the canvas. This makes it possible for the sails to hit the desired profile thickness at a distance to hold, it is further of advantage if the canvas is opened and closed individually can be developed in order to achieve a targeted response to the respective wind conditions To have power absorbed by the sailing ship.

The invention is characterized in particular by the fact that a method Operating a sailing ship and a sailing ship are created that are sailing without allow adverse heeling torque while giving an opportunity to keep the sailing ship or the hull horizontal, so that overall the comfort and safety of such a sailing ship is significantly increased, quite apart from that an optimal use of the force exerted by the wind is possible.

This eliminates the existing dependencies, according to which large ones Sail areas can only be set if the ship has a sufficiently large size Stability. It is possible to have sail areas of any size on a sailing ship set (even if the sailing ship has little stability). This can at the same time the payload of the ships are increased, quite apart from that too the total weight can be reduced, so that overall faster moving ships and better to steer sailing ships.

Fig. 1

ein gemäß erfindungsgemäßen Verfahren betriebenes Segelboot,

Fig. 2

einen Querschnitt durch die Rah in perspektivischer Ansicht,

Fig. 3

eine dreiteilige Kielflosse,

Fig. 4

eine andere Wölbung der Kielflosse,

Fig. 5

eine noch weiter veränderte Profilform und

Fig. 6

eine geänderte Profilform bei einem gleichzeitig veränderten Anstellwinkel,

Fig. 7

ein ausgestelltes und mit dem Schwenkwinkel geschwenktes Segel,

Fig. 8

ein Schiff mit auf Schwachwind gestelltem Segel,

Fig. 9

ein Schiff mit auf Drachensegel gestelltem Segel,

Fig. 10

ein im Orkan befindliches Segelschiff,

Fig. 11

ein Segelschiff beim Durchfahren von Brückendurchfahrten und

Fig. 12

ein im überdachten Liegeplatz abgestelltes Segelschiff.

Further details and advantages of the subject matter of the invention emerge from the following description of the accompanying drawing, in which a preferred exemplary embodiment is shown with the details and individual parts required for this. Show it:

Fig. 1

a sailboat operated according to the inventive method,

Fig. 2

a cross section through the Rah in perspective view,

Fig. 3

a three-part keel fin,

Fig. 4

another arch of the keel fin,

Fig. 5

an even more changed profile shape and

Fig. 6

a changed profile shape with a simultaneously changing angle of attack,

Fig. 7

a flared sail that is swiveled with the swivel angle,

Fig. 8

a ship with a sail on a light wind,

Fig. 9

a ship with a sail placed on a kite sail,

Fig. 10

a sailing ship in a hurricane,

Fig. 11

a sailing ship when passing through bridges and

Fig. 12

a sailing ship parked in the covered berth.

1 shows the principle of the method according to the invention. The sailing ship 1 or the hull 2 is shown seen from behind, the keel 3 and that on the mast arm 4 articulated sail 5 can be seen with the canvas 6. Of the Mast arm 4 is pivotable about a multi-joint 8, which is connected to the ship deck 9. The mast arm 4 is otherwise only hinted at. Through the special training of the mast arm 4, the sail 5 can also be moved in the ship's longitudinal axis 10 will.

The total force 14 generated by the sail 5, which acts on the sail pressure point 11, can be broken down into the sail lateral force 12 and the sail lifting force 13. At the lateral pressure point 16 engages the opposite of the aerodynamic transverse force or the sail transverse force 12 hydrodynamic transverse force 17. The gravitational not shown here Weight of the hull 2 is usually not by the here either The hydrostatic buoyancy shown in the water is fully compensated. Thereby but that the inclined sail 5 develops a sail lifting force 13, the hull becomes 2 slightly raised, which means that part of the total weight is now gravitational Opposing force or weight force 18 counteracts the lifting force 13. That part of weight 18 forms a parallelogram of forces together with the hydrodynamic transverse force 17 with the total force 19. The total force 14 and the total force 19 lie oppositely directed on a line. This means there is no lever arm with which no torque can occur. The lateral forces 12 and 17 are, however - since they develop in a dynamic process - not always the same size. At In addition to linear accelerations, imbalances also occur in rotational accelerations on, which is why the possibility mentioned must exist, the line of total force of the sail 5 below the lateral pressure point 16 or even below the lateral plan let go through.

Fig. 2 shows a perspective view of a cross section through the frame 26 and a longitudinal section through the main tree 23 with the inner, longitudinal to the main tree 23 displaceable and rotatable in the main boom 23 pivot shaft 24, the transmission 25 for actuation on the frame 26 shifted shaft 27 via the ends 28 of the Rah 26 can set the reefing shafts 29 in rotation. The reef waves 29 wind-up canvas 6 are not shown. You can still see this figure one of the two outer trees 30, with the help of which the sail 5 has a rectangular shape can be awarded and the uniaxial joint 22 with which the angle of attack of Sail 5 can be adjusted to the wind. The possibility of moving the swivel shaft 24 in the main tree 23 in its longitudinal direction aims to shift the sail pressure point or the lateral pressure point 16 at different angles of attack to compensate for the sail 5. The joint 22 is on the head 21 of the mast arm 4 arranged.

The already mentioned keel 3 consists of three parts according to FIGS. 3, 4, 5 and 6 and is referred to as the keel fin 33. As already mentioned, this keel fin 33 is shown in FIGS Ship's hull 2 can be pushed in or pushed out of it, with here on a graphic representation is dispensed with. The individual parts 34, 37, 38 are over Hinges 35 and 39 are hinged together so that the arch of the keel fin 33 can be changed accordingly by the individual parts 34, 37, 38 are intertwined. The middle part 37 generally runs in the longitudinal axis of the ship 10, but according to FIG. 6 also pivoting about the pivot axis 40 is possible, so that the angle of attack of this keel fin 33 the circumstances can be changed accordingly. 6 illustrates this once set curvature can be maintained, so that the adjustment mentioned earlier the shape of the keel fin 33 is secured to the forces emanating from the sail 5. The Changes in curvature are said to be the same as the rotation according to the invention Procedure corresponding to the feathering take place. The pivot axis 40 is by the way, to be found in the middle of the ship 36.

Fig. 7 shows the raising of the sail 5 by a certain amount and that Swiveling the sail 5 with the swivel angle. It becomes clear that an adjustment or adaptation of the sail 5 in this way and through the special training and the mast arm 4 which is designed to be displaceable in length is easily possible.

Fig. 8 illustrates wind sailing in light wind, i. H. with light wind. The cantilever arm 4 is positioned somewhat upstream of the midship level. The Rah 26 is swiveled vertically, either to 0 ° or to 180 °, depending on the wind direction. The Adjustment to the wind takes place with the optimal angle. The curvature of the sail 5 is enlarged according to the weak wind. Become windward and leeward by slightly tilting the mast arm 4 forward and backward resulting shift of the sail pressure point (in front or behind the perpendicular controlled by the lateral pressure point 16). This shift in the sail pressure point could then also be used to change the course of the sailing ship 1.

With the appropriate wind, the mast arm 4 can also be tilted far forward 9, which illustrates. The Rah 26 is again perpendicular to the apparent Wind turned. The angle of attack can now be chosen much larger than that of the Sailing on the wind, since the resistance of the sail 5 is now also in the direction of travel of the sailing ship 1 points. The angle at which the greatest propulsive force is generated is to determine by experiment.

With strong wind and sailing on the wind, the cantilever arm is extended sideways, whereby the hull is turned from the midships plane. The Rah 26 will again set at right angles to the apparent wind, but pivoted so far that the line of force of the total force 14 generated by the sail 5 slightly below the contour line the lateral pressure point 16 in the lateral plan, but also as far to the bow of the lateral pressure point 16 shows that the now stronger luffing moment of propulsive force is compensated again. The curvature of the sail 5 becomes - according to the wind strength - chosen flatter.

If the sailing ship 1 gets into a severe storm or hurricane on the high seas, so that in a conventional sailing yacht there is a risk of capsizing under the naked Rig would exist, the sail 5 and the mast arm 4 can be fully retracted and on the Ship deck 9 are put down and fixed. As a result, the danger of capsizing is very high much lower. However, the ship capsizes e.g. B. by the action of waves, so can not tear off the deposited and fixed sail 5 and mast arm 4. In one Exceptional situation, the sailing ship 1 can withstand almost any heavy lake.

This option, mast arm 4 and sail 5 quickly and easily on the ship deck Storing 9 has the further advantage that one with such a reduced overall height the "superstructure" can drive under any fixed bridge, however low and is no longer bound to the opening times of lift and swing bridges. The same is illustrated in FIG. 11, a corresponding sailing ship 1 being shown, that just passes through a bridge 41 of low height.

In addition, there is due to the special training of the sailing ship 1 according to the invention the possibility of covered berths or jetties 42 use, an advantage that is immediately apparent to all those who have their sailing ship on everyone Weekend first - and again and again - from the leaves of the neighboring trees and free it from flight dust and repair the damage caused by break-ins and thefts have to. The same is clearly shown in FIG. 12.

All of the above-mentioned features, including those that can only be taken from the drawings, alone and in combination are regarded as essential to the invention.

Claims (15)

1. Method of low-drift or even drift-free operation of a sailing boat with keel fin (3) with a sail (5), which is held outside the midship plane and may be set in accordance with the wind, in which the entire rigging including the mast arm, which may be swung horizontally and vertically, and the sail is brought into a position bringing an optimum total force and held therein, characterised in that the total force (14) brought by the sail (5) is determined, and that the keel fin (3), which is connected to the sail (5) via a revolving tower and a mast arm, is adapted with respect to the active surface and/or curvature and/or profile form and/or setting angle to the position of the sail in such a way that the total force (17) generated in that case by the keel fin is directed in precisely the opposite direction to the projection of the total force (12) of the sail onto the horizontal plane and at the same time the ratio of lift to resistance of the keel fin (3) is maximised while the body of the boat remains exactly in the direction of travel.
2. Method according to Claim 1, characterised in that the leading edge of the sail is always placed at right angles to the apparent wind and the sail is moreover placed so that the line of total force of the sail intersects the lateral plan below the lateral pressure point and/or runs fore and/or aft or to the side of the lateral plan.
3. Method according to Claim 1, characterised in that the keel is adjusted with the forces emanating from the sail and with the relative velocity of the water flow appropriately automatically depending on the size of the active surface and/or the setting angle and/or the profile.
4. Sailing boat with a body (2) with a vertically adjustable keel (3) and a folding swinging mast arm (4) and the sail (5) attached thereto, characterised in that the keel (3) is constructed as a multiple-part ballast-free keel fin (33), which may be retracted in its entirety into the boat body (2) and may be swung relative to the longitudinal axis (10) of the boat, and its parts (34, 37, 38) are connected via hinges (35, 39) to give variable curvature.
5. Sailing boat according to Claim 4, characterised in that the keel fin (33) or its parts (35, 37, 38) are also constructed with a variable profile form.
6. Sailing boat according to Claim 4, characterised in that the keel fin (33) is connected to the boat body (2) or to the revolving tower so that it may be swung up to 90° to each side.
7. Sailing boat according to Claim 4, characterised in that the lateral plan has two keel fins (33), which may be lowered and retracted independently of one another, may be swung, and are arranged one behind the other variably in the longitudinal axis (10) of the boat according to profile and curvature, whereby one of the two keel fins (33) may be positioned in the centre of the boat, but selectively also further towards the bow of the boat.
8. Sailing boat according to Claim 4, characterised in that the keel fin (33) is constructed in three parts, whereby the central part (37) has the swivel axis (40) and the profile nose (34) and the rear fin part (38) are pivoted to the central part (37) via hinges (35, 39).
9. Sailing boat according to Claim 4, characterised in that the mast arm (4) is connected to the boat deck (9) to swing horizontally and vertically and to rotate around its longitudinal axis via a multiple joint (8) and is moreover constructed to be variable in length and fixed in every position.
10. Sailing boat according to Claim 4 and Claim 9,
    characterised in that the head (21) of the mast arm (4) has a single-axis fixable joint (22) allocated to it, to which the main boom (23) is articulated with an internal swivel shaft (24), which may be rotated around its longitudinal axis and displaced in the longitudinal axis, and that the swivel shaft (24) has a head piece with a gear (25) for operation of the reef shafts (29) disposed in the yard (26) receiving the sail sheets (6).
11. Sailing boat according to Claim 10, characterised in that outer booms (30), which may be blocked via hinges and are fitted with deflection pulleys, are articulated to the yard (26).
12. Sailing boat according to Claim 4 to Claim 11,
    characterised in that an angle sensor is allocated to each joint (8, 22, 27).
13. Sailing boat according to Claim 4 to Claim 12,
    characterised in that with two sail sheets (6), which may be rolled up in the yard (26), the yard (26) constructed as a profile nose forms a "thick" support surface, the curvature and ratio of length to depth (width) of which is variable.
14. Sailing boat according to Claim 4 to Claim 12,
    characterised in that a reef shaft (29) receives two sail sheets (6), which are held at the rear edge of the yard (26) by a plate with rounded edges standing at right angles to the sail sheets (6).
15. Sailing boat according to Claim 4 to Claim 14,
    characterised in that the sail sheets (6) may be rolled up and down individually.

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