EP0855339B1 - Keel for sailing vessels - Google Patents

Abstract

The keel has at least two parts (1,2) pivotably located on the hull independently of each other around an axis running in longitudinal direction of vessel. The two parts are pivotably located by means of drives and comprises a ballast keel (2) and a vane keel (1). Both keels are pivotably located via tubular bearing bodies (4) in bearings (9) on the outside of the vessel hull. The bearings for the keels together with the drives for their adjustment are provided in at least one housing (5) activated by a fluid which is under permanent hydrostatic pressure. The hydrostatic pressure is higher than that of the seawater in the area of the seals in the seams between movable and static parts of the keel parts. The ballast keel is nearer to the bow and the vane keel is nearer to the stern of the vessel or vice versa.

Description

The invention relates to a keel device for sailing ships, in particular for single hull sailing yachts, with the characteristics of the introductory Part of claim 1.

Such a keel is known from GB 2 232 126 A.

The main function of a keel in sailing ships, especially in single hull sailing yachts, on the one hand, consists of enlarging of the lateral plan the shear force necessary for sailing in the water generate to create a reaction to wind shear force on the sail. On the other hand, keels on sailing ships serve to absorb ballast, to increase the stability of the ship, because the attacking in the sail Wind momentum creates a moment that the sailing ship after Lee is cringing. This moment must be countered by a corresponding counter moment of the ballast emigrating to windward are partially counteracted.

When heeling a sailing ship, the focus of the propulsion also works in the sail in the lee, the main focus of propulsion resistance total wetted area of the underwater ship including the Kiels is in the windward. The distance between the resulting propulsive force in the sail and resulting resistance in the water creates a moment that makes the ship greedy. When taking countermeasures the rudder blade is at an angle to the direction of travel and generated an additional flow resistance. A compensation by moving of the center of gravity in front of the lateral center of gravity in the longitudinal axis of the ship generates a counter-moment in the direction of leewardness, however, this moment provides a predetermined value due to its fixed lever length Value, whereas the one that causes luvishness Moment has a different lever length depending on the heel. Hence the Compensation of both moments is not possible in all positions.

Another disadvantage of conventional keel designs is that the lateral plan when heeling the ship through the inclination the keel fin shrinks so that the drift of the sailing ship enlarged.

To even in shallow water, especially near the land or in Docks, not running aground, will either be a long keel used with shallow draft and great ballast, which is the total weight of the sailing ship and thus also the wetted area of the Hull significantly increased and thus increased resistance in the water evokes. Also known are Kimkiele, swinging backwards Keels or lifting keels, the first two of which are not acceptable have hydrodynamic properties. A lifting keel needs one disturbing keel box lying in the yacht interior.

The deepest hydrodynamically are in the longitudinal direction of the ship short keels, i.e. keels with a large extension and ideal profile cross sections. In addition to lower ones because they are lower lying Ballast and thus less wet area with the same hydrostatic These keels exhibit stability even the slightest "induced Resistance "as the largest share of resistance the well-known keel shapes. This resistance will by pressure equalization around the lower keel edge of the pressurized Leeward side of the keel to the windward side of the Kiels caused because of an extremely unfavorable flow vortex arises. There is a reduction in the induced resistance only by partially preventing the flow around the bottom edge of the keel possible with wings. However, these increase the wetted area and thus the frictional resistance of the underwater ship.

However, as the size of the ship increases, a reasonable draft As mentioned before, problematic due to the area. Did you want that same effectiveness of a keel of a 12 meter long yacht with a draft of e.g. 2.35 meters for a yacht of 30 meters Reach length, this should have a keel depth of 6.35 meters.

With increasing ship size, therefore, the draft is limited the conditions are becoming increasingly unfavorable for calling at less deep ports. The stretch becomes smaller and the ballast center of gravity is relatively speaking, higher. The stability decreases, if not through a high ballast weight balance is created.

The invention has for its object a sailing ship with a keel, especially a sailing yacht, so that the keel without adverse influence on the sailing properties, rather these beneficial support, adapted to the respective operating conditions can be, with course changes especially when turning or neck up a quick change of wing keel and ballast keel the new course should be possible.

According to the invention, this task is performed on a sailing ship with the Features of claim 1 achieved.

Advantageous and preferred embodiments of the invention Sailing ships are the subject of the subclaims.

With the invention and its preferred embodiments depending on the embodiment of the invention, some or more of the advantages explained below.

In the invention, by dividing the keel into one for the Lateral plan responsible (deep) wing keel with great extension and a (deep) ballast keel responsible for the righting moment, with both keels independent of the longitudinal axis of the sailing ship can be pivoted from one another, created the possibility the keel by pivoting the keel parts to the prevailing To adapt conditions. By changing the position of the ballast keel on the one hand and / or the Flugikiels on the other hand can Properties of the sailing ship with the least according to the invention a wing keel and at least one ballast keel Keel device the prevailing conditions both at Driving as well as being anchored.

In deep water there can be a large stretch and a small one induced drag due to large draft as well as a deep one Ballast center of gravity and therefore also with a low ballast component good stability of the sailing ship can be achieved, making the Displacement of the sailing ship is reduced. In shallow bays or ports or when driving under the machine can have a shallow draft can be achieved. The lateral plan portion of the shared according to the invention Despite the heel, the keel can be kept in any position. The Parts of the keel, especially the wing keel, must be heeled do not emigrate to windward, so that the greediness is reduced and the lateral force remains the same under water. The ballast keel can for it to be pivoted towards windward, creating the righting moment is increased. In the case of severe heeling, e.g. in the event of a gust of wind the keel ballast swiveled towards windward under certain circumstances out of the water, which on the one hand eliminates its buoyancy and thus the uprightness Moment of the ballast keel is further increased, on the other hand the falls wetted area of the keel ballast away, causing its friction in the There is no water.

In the case of sailing ships lying in port or at anchor, the The heel swung the keel parts to opposite sides be reduced by waves running across the sailing ship, since at the heel part on the windward side is already slightly inclined over the water surface lifted and a higher restoring torque due to the lack of buoyancy is caused.

Both keels, not only the ballast keel, but also the wing keel, can, e.g. for cruising yachts, equipped with ballast be so that they face each other at the same swivel angle Balance the sides or with very sporty yachts much higher ballast keel moment in relation to the wing keel moment be carried out at the same swivel angle. In the second case the sailing yacht in the harbor is only vertical when the ballast keel is pivoted less far than the wing keel.

For larger sailing yachts or if higher course stability is desired is also a keel device with two wing keels and one in particular, ballast keel arranged between them possible. Alternatively is also an embodiment for better division of the ballast conceivable with a wing keel lying between two ballast keels.

With the hydraulic drive proposed according to the invention swiveling the keel or one of them easily and quickly possible by, for example, the valves of the pressure lines, which the keel parts swiveled to a higher position than the vertical hold, be opened. With appropriately large cable cross sections the keels swung out to the side fall due to their weight immediately into the vertical position and are via pumps or via a charged, e.g. pressurized, hydraulic accumulator in the desired new location pivoted. Another way of rapid equalization of the moment of both keels when turning consists in that the potential energy of the more swung out and therefore Ballast keel located higher by pressure diversion into the lower lying keel lowers the first and lifts the second until a Torque compensation is reached.

A possibly provided, correspondingly high above the water surface horizontal, filled pipe system prevented by the higher hydrostatic pressure inside the actuator for the keel the ingress of (sea) water over the sealing joints between the rigid and the movable parts of the invention Keels in the swivel drive.

To secure the position of the swung-up keel parts in places with shallow water, e.g. in shallow bays or docks, the swung-up keel parts e.g. by means of rope slings, in their position are held so that the swivel drive for the keel parts is relieved.

The following will refer to the attached drawings various preferred embodiments of the invention on Example of sailing yachts described. 1 to 3 of Seen from the bow a sailing yacht with different orientations Keeling a keel device, Fig. 4 in side view of a sailing yacht with a keel device from two keels, Fig. 5 and 6 in Side view of a sailing yacht with a keel device made up of three Keels, Fig. 7 shows an embodiment of the keel drive one Keel device with two keels, Fig. 8 shows a modified embodiment a keel drive of a keel device with three Kielen, Fig. 9 shows another embodiment of a drive of the Keels of a keel device with two keels, Fig. 10 an enlarged Detail from Fig. 9, Fig. 11 shows an embodiment for the Keel drive of a keel device with three keels, Fig. 13 in enlarged detail of the drive of Fig. 11, Fig. 13 shows a section along the line A-A in FIG. 12, FIG. 14 shows a section Section along the line B-B in Fig. 12, Fig. 15 shows a section along the line C-C in Fig. 10 and Fig. 16 is a section along the line D-D in Fig. 10, Fig. 17 another embodiment of a hydraulic 18 and a section along the line E-E in Fig. 17.

1 shows a sailing yacht with the wing keel 1 set vertically and ballast keel 2 and dashed their swivel range,

Fig. 2 shows the yacht with swung out on opposite sides Keels 1 and 2.

Fig. 3 shows the yacht offended, the wing keel 1 vertical is set in order to achieve the largest possible lateral plan. The Ballast keel 2 is pivoted upwards on the windward side so that Ballast body is above the water level in order to be as large as possible to generate the righting moment.

Fig. 4 shows a yacht in side view with a wing keel 1 and a ballast keel 2.

Fig. 5 shows (partially) a modified embodiment of a Yacht with a ballast keel 2 and two wing keels 1.

Fig. 6 shows (partially) a yacht in which two ballast keels 2 and a wing keel 1 are provided.

Fig. 7 shows in longitudinal section an embodiment of a hydraulic Drive for pivoting the wing keel 1 and the ballast keel 2nd

The pivoting of the keels 1 and 2 takes place here at their ends Piston rods 50 designed as a motion screw spindle, which in the bearing body 51 of the keels 1 and 2 intervene. The motion screw spindles on guide axes 52 are guided, and the nuts in the bearing bodies 51 are with high pitch angle, multi-start and preferably with ball screws trained to be no self-locking, but a very high one To achieve efficiency.

The piston rods 50 are with pistons 53 which are double acting Cylinders 54 run, are connected and are provided in pistons 53 Ball guide bushes guided on guide rods 55 in the cylinders 54, to prevent the piston rods 50 from rotating about their axis.

The keels 1 and 2 are on the hollow bearing body 51 in bearings 9, preferably rolling bearings, in the rigid parts of the drives (cylinders 54 and bearing blocks 9) pivotally mounted and on this Center keel beam 10 of the hull articulated.

The pistons 53 are directly via valves 11 of pumps 12 or indirectly with the interposition of one or more rechargeable batteries Hydraulic accumulator 13 pressurized. An overflow valve 14 ' allows quick opening of the keel 1 by opening and / or 2 when changing course to the other bow. Equivalent is achieved by pressure equalization between the loaded cylinders Keels 1 and 2 by opening the connecting line 29a and 29b reached. This is where the torque is balanced and thus the vertical position the yacht also takes place when keels 1 and 2 are still do not stand vertically. There is also an energy potential here consist.

A rechargeable hydraulic accumulator 13 has the advantage that it can be charged unloading can be done slowly, i.e. with low power consumption but can be done quickly with high power output. There a Hydraulic accumulator 13 loses pressure when dispensing volume, to Swiveling up a keel part just towards the end of the possible Swivel angle the highest pressure is needed is the division of the hydraulic accumulator in several pressure levels is an advantage. In This case could also be strong with the potential energy swung out keel, i.e. loaded with the highest pressure level Keel, when returning this keel a lower pressure level of the multi-unit hydraulic accumulator charged without external energy supply become.

The hydraulic fluid lines above the top of the water 15 and expansion vessels 16 for leaks etc. exercise on the below Water-based mechanics and their seals in the joints 17 between the moving and the stationary parts of the keels 1 and 2 a permanent hydrostatic pressure from the inside, so that no (Sea) water can penetrate.

Fig. 8 shows a hydraulic output, which is an embodiment adapted with a ballast keel 2 and with two wing keels 1 is. The motion screw spindles for the wing keels 1 are over a push rod 18 connected to each other for synchronous movement by operating one piston 53. The push rod 18 is through the screw piston rod designed as a tube 50a of the ballast keel 2 in between.

The same solution is appropriate for an embodiment of the invention with two ballast keels 2 and one arranged between them Wing keel 1 applicable.

Fig. 9 shows an embodiment similar to that of Fig. 7, in which the piston rods 26 are coupled with a spline shaft 19 which axially guided spherical rolling elements in cages 20 with rigid bearings 21 supported on the center keel support 10 against rotation is. In this embodiment, instead of one, as shown, each double acting cylinders for keel 1 and 2 also two single Acting cylinders 22 and 23, the pistons 24 and 25 with piston rods 26 are connected. Also, in the embodiment 9 and 10, the motion screw spindles 3rd own with the spline shafts 19 connected to the piston rods 26 Components connected via round springs 27 (FIG. 10). Also the motion screw nuts 4, with the ball screws 3 cooperate, are separate components, the springs 30 with the Keels 1 and 2 are connected.

The keels 1 and 2 can be pivoted with la and 2a, as in FIG. 9 to 12 shown as an example.

10 shows a partial enlargement of the embodiment of the drive of Figure 9. In Fig. 10 it can be seen that the as Spherical anti-rotation, guided in cages 20, spherical Rolling elements, end plates 31 and inner body 33 have the together limit the ball guides.

Figure 11 shows one similar to the embodiment of Figures 9 and 10 Version for three keels 1 and 2, the two outer wing keels 1 similar to Figure 8 via a push rod 18, which also at the embodiment of Fig. 8 by the hollow spline 19a of the middle ballast keel 2 is guided together for common Pivoting are coupled.

12 shows a partial enlargement of the embodiment of the drive of Figure 13. In Fig. 12 it can be seen that as Anti-twist device in cages 20 guided, spherical rolling elements 20 serve. Face disks 31 and inner body 33 together limit the Ball guides. The inner bodies 33 have one per ball track radial slot 34, which is narrower than the diameter of the Balls 20 so that a guide for the balls 20 is formed.

Fig. 13 shows a section along the line A-A of Fig. 12 one the hydraulic cylinder 22 or 23, the piston 24 or 25 and the Piston rod 26 in a possible embodiment of the suspension 28 the cylinder 22 or 23 on the center keel beam 10 and the pipe connection 29 for the hydraulic fluid.

Fig. 14 shows a section along the line B-B of Fig. 14 next to the Hydraulic pipe connection.

Fig. 15 shows a section along the line C-C in Fig. 10 in the area a keel 1 or 2 with the spline shaft 19 as a hollow shaft for piston rods 26 or a push rod carried therein 18 with three keels 1 and 2, furthermore the round springs 27 with the Spline shaft 19 connected ball screw 57, and the over Springs 30 with the keels 1 and 2 to be swiveled via the swivel parts 1a and 2a connected ball screw nut 56.

16 shows in a section along the line D-D in FIG. Guide of the spline shafts 19 to and against rotation via spherical Rolling elements 20 in cages with rigid bearings 21 with the Center keel beam 10 is connected. The for each groove of the spline shaft 19 Ball tracks provided in the cage are at the deflections end rings 31 turned out in the shape of a ring and bounded by Screws 32 are connected to the inner body 33 of the cage. This is shown in the right half of the section. In the redirection area in the cage from the inner to the outer ball track have the inner body 33 per ball track on a radial slot 34, which is essential is narrower than the ball diameter through which the balls get a tour.

17 shows another embodiment of a hydraulic drive, the mechanism for keel 1 of keel 1 or 2 is shown. Here are two rigid bearings 21, which with the Center keel beam 10 of the ship are connected via the guide axis 8 connected to each other via the round springs 27.

On the guide axis 8, a sleeve 19 is shrunk or twisted glued on, which in the middle of their total length as Spline shaft with ball guide grooves is used. The keel 1 Hollow tube is with an inserted sleeve 4, which in the middle part its total length is a multi-start ball screw with a high lead angle , torsion-proof e.g. by pressing or gluing, connected.

The piston rod 3 with the pistons 5 and 5a at its ends is as Sleeve formed in the outside with the sleeve 4 via the rolling elements cooperating ball thread is incorporated. At the Inside of the sleeve 4 are ball guide grooves, which via the rolling elements again with the ball guide grooves of the sleeve 19 work together.

Both the ball spline rolling elements and the ball screw rolling elements are in sleeve-shaped rolling element cages 20 and 20a spaced apart.

In the area outside the ball guides located in the middle part or ball screw form the then smooth sleeves 19 and 4 on both Each end of a cylinder 6 or 6a with a ring cross section, in which the pistons 5 and 5a each act on one side Act. The hydraulic fluid is via the final bearing 21 and the guide axis 8 fed and removed. The the swing moment and the Axial thread thrust bearing 9 are in stainless steel parts led to each other, which are under internal pressure Have joints 17 between the moving and rigid parts.

Fig. 18 shows a section along the line E-E of Fig. 17 in Area of the ball spline guide 19 and the ball screw 3 with the ball spline counter and the ball screw nut 4. Furthermore, the section shows the one connected to the two end bearings 21 Rail 21a.

In summary, an embodiment of the invention can be as follows being represented:

A sailing yacht has at least 2 in addition to its ballast keel a wing keel 1, which may also carry a ballast. Both the ballast keel 2 and the wing keel 1 are on the fuselage of the Sailing ship around an essentially in the longitudinal direction of the sailing ship aligned axis pivotally mounted. So through Pivoting the ballast keel 2 changes the righting moment, for example, be enlarged. By swiveling the wing keel 1 can change its part of the lateral plan and thus also when heeling the sailing yacht can be kept large.

Claims (26)

1. Keel for a sail ship, especially for one single hull sailing yacht, with at least two keels (1, 2) which are supported on the outside of the hull of the sail ship and which can swivel independently by a drive in a housing (5) around an axis essentially orientated in the longitudinal direction of the ship and wherein the two keel parts (1,2) comprise at least one ballast keel (2) and at least one winged keel (1); wherein the ballast keel (2) as also the winged keel (1) are mounted in the longitudinal direction of the ship one after the other; wherein these keels (1,2) are both supported to swivel around a common axis via tubular pillow blocks in bearings (51) attached externally to the ship's hull; wherein the bearings (9) for the ballast keel (2) and for the winged keel (1) as well as the drives, designed as spherical threaded shaft / spherical threaded nut drives (50, 52, 53,54; 25, 26; 56, 57) for the swiveling of ballast keel (2) and winged keel (1) are located in at least one housing (5) which stands under permanent hydrostatic pressure which is higher than the pressure of the water around the seals in the gaps between the moving and the fixed parts of the keel sections (1) and (2); wherein the tube-like bearing elements (51) of winged keel (1) and ballast keel (2) feature internal spherical threads which interact with the twist-proof spherical threaded shafts of the drives; wherein the spherical threaded shafts for the ballast keel (2) and the winged keel (1) are coupled to hydraulic drives (53, 54).
2. Keel as claimed in claim 1, wherein the ballast keel (2) is nearer the bow of the ship, and the winged keel (1) is nearer the stern of the ship or, conversely, the ballast keel is nearer the stem and the winged keel nearer the bow.
3. Keel as claimed in claim 1 or 2 wherein the winged keel (1) on its free end, away from the ship's hull carries ballast.
4. Keel as claimed in claims 1 or 3 wherein there are two ballast keels (2) and one winged keel (1).
5. Keel as claimed in claim 4 wherein there is one ballast keel (2) between two winged keels (1).
6. Keel as claimed in one of the claims 1 thru 3 wherein there are two winged keels (1) and one ballast keel (2).
7. Keel as claimed in claim 6 wherein there is a winged keel (1) located between ballast keels (2).
8. Keel as claimed in one of the claims 1 thru 7 wherein there is a drive to swivel the winged keel (1) and a drive independent of the drive for the winged keel (1) for swiveling the ballast keel (2).
9. Keel as claimed in one of the claims 6 or 7 wherein a common drive is assigned to two winged keels (1), or to two ballast keels (2) respectively.
10. Keel as claimed in one of the claims 1 thru 9 wherein the threads of the spindles and feed nuts are made with high pitch angle, preferably with multiple turns.
11. Keel as claimed in one of the claims 1 thru 10 wherein the threads of the spindles and nuts are made as spherical threads.
12. Keel as claimed in one of the claims 1 thru 11 wherein the spindles are connected via the piston rods (59) with the hydraulic adjustment drives (53, 54)
13. Keel as claimed in one of the claims 1 thru 12 wherein the hydraulic adjustment drives can be charged with a hydraulic medium from a chargeable reservoir for the hydraulic medium.
14. Keel as claimed in one of the claims 1 thru 13 wherein the hydraulic adjustment drives (53,54) comprise pistons (53) which are guided in actuating cylinders (54) blocked against twisting around their axis.
15. Keel as claimed in claim 14 wherein the piston rods of the actuating cylinders are coupled to spline shafts (19) which are guided stationary on guides (20, 21) attached to the ship, without the capacity to twist.
16. Keel as claimed in claim 15 wherein the guides are cages (21) in which spherical roll bodies (20) which fit into grooves of spline shafts (19) are held.
17. Keel as claimed in claim 16 wherein the spherical roll bodies (20) are guided in the cages (21) along a closed path.
18. Keel as claimed in one of the claims 1 thru 17 wherein there is a guide axle (8) which is rigidly connected to the ships hull via a keel carrier (10) and wherein the pistons (5, 5a) are guided on guide axle (8) and are joined to one another via a hollow piston rod (3).
19. Keel as claimed in claim 18 wherein there is a piston rod (3) between the pistons (5, 5a) which has internal axially parallel grooves for holding roll bodies which fit into axially parallel grooves which are made on the outside of the guide axle (8) between the pistons (5, 5a).
20. Keel as claimed in claims 18 or 19 wherein a pipe carrying the winged keel (1) or the ballast keel (2) has a multiple, spherical inner thread for coupling via roll bodies to a spherical thread formed on the outside of the piston rod (3).
21. Keel as claimed in claim 20 wherein the inner thread of the pipe which carries the winged keel (1) or the ballast keel (2) is formed on a sleeve (4) connected to it.
22. Keel as claimed in claim 20 or 21 wherein the spherical thread is a non-self-locking thread with a high pitch angle.
23. Keel as claimed in one of the claims 19 thru 22 wherein the grooves on the exterior wall of guide shaft (8) are machined into the exterior wall of a sleeve (19) connected to guide shaft (8).
24. Keel as claimed in claim 13 wherein the reservoir for the hydraulic medium is a multi-stage reservoir, storing the hydraulic medium with varying high pressures in at least two of its parts.
25. Keel as claimed in claim 24 wherein one of the adjustment drives at the start of swiveling out of one keel part (1) or (2) is charged with the hydraulic medium from a reservoir part with lower pressure and in the end segment of the swivel-out range from a reservoir part with higher pressure.
26. Keel as claimed in claim 24 or 25 wherein at the start of swiveling back one keel part (1 or 2), from a location which requires a higher pressure in the adjustment drive, the hydraulic medium from the adjustment drive is returned to the part of the reservoir charged with a lower pressure.

Images