SI22969A - Keel and watercraft driven by wind, comprising such kind of keel - Google Patents

Abstract

A keel (1) together with a part (10) stiffly connected with a hull (50) of a watercraft (5) comprises a pivotable part (20) consisting of at least two stiffly interconnected blades (21, 22), protruding apart in the form of the letter V and perpendicular to each other, which are pivotally - around the axis of geometry (100) of the keel (1) - connected with the said part (10) in such a manner that each of the said blades (21, 22) is either optionally pivotable from the vertical into the horizontal position, and vice versa, or held in any selected position respectively. At least one hydrodynamically shaped weight (211, 221) is foreseen at the free end (210, 220) of each of the said blades (21, 22). On the one hand, the keel (1) of this kind insures a dead weight to the watercraft (5), required to maintain its stability with as small a heel of the watercraft (5) around its lengthwise axis (500) as possible, and on the other hand, it enables adaptation of hydrostatic properties of the watercraft (5) to conditions existing each time on an anchorage as well as adaptation of its hydrodynamic properties during the navigation, enabling thus to reduce the hydrodynamic resistance to a great extent and increase the speed of the watercraft (5). In addition, the keel (1) of this kind can be executed in the strength sufficient enough to sustain the weight of the watercraft (5) itself, which in turn enables manoeuvring of the stranded watercraft and optionally also stable supporting of the watercraft on a level or inclined ground, when ashore, and even its aquaplaning at a sufficiently high speed.

Description

A keel and a wind-powered vessel comprising such a keel

The invention relates to a keel, in particular for single hull vessels predominantly driven by wind. According to the International Patent Classification in the field of traffic and transport, such inventions are classified in the field of vessels, and in the structural details of the latter in the field of locusts, in particular those that reduce the movement of vessels by means of water-acting wings in their surroundings, as well as by by mass redistribution.

The invention is based on the problem of how to design a keel of a wind-powered vessel that will provide the vessel with the necessary ballast to maintain its stability while minimizing the vessel's tilt around its longitudinal axis, and on the other hand will allow the hydrostatic properties of the vessel to be adapted to each the conditions at the anchorage as well as its hydrodynamic properties during navigation, in order to improve the efficiency of sails and to greatly reduce the hydrodynamic resistance and to achieve a correspondingly higher speed of the vessel, and at the same time such keel can be carried out with sufficient strength that would withstand the weight of the whole vessel, thus enabling not only the maneuvering of the stranded vessel, but also optionally stable support of the vessel on a level or inclined ground, and at a sufficiently high speed of navigation even the speeding of the vessel. It is also an object of the invention to design a vessel in which such a keel is to be mounted

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A classic rigid and ballast-filled keel of a wind-driven vessel is intended to ensure the stability of the vessel against excessive rotation about the longitudinal axis and thereby topple over. When a wind force occurs on the sails and mast, which extends in approximately horizontal direction and at least approximately transversely with respect to the longitudinal axis of the vessel, the vessel rotates about the longitudinal axis, deflecting the keel from vertical to oblique position. The deflection creates a lever that, with the weight of the keel, creates a torque that causes the vessel to tend to rotate about its longitudinal axis back to its starting position. For smaller deviations, the lever is less pronounced and momentarily correspondingly small, and in the sine wave, depending on the slope angle, it only increases significantly with larger deviations of the keel. For these reasons, the slopes of the vessel around the longitudinal axis, even when used regularly under moderate meteorological conditions, are relatively large, which, from the point of view of the stay of particularly large vessels, does not provide adequate comfort. The problem of such rigid keels is also the relatively large draft of the vessel, which prevents entry into areas where the depth is relatively shallow.

The draft problem is solved by the use of a vertically movable keel, which, however, is related to installation and sealing problems. The installation of such a keel takes up a lot of space, but at the same time the shell of the vessel in the most sensitive area can be quite weakened. The whole range of problems is also related to the movement of the keel itself, while the problem of tilting the vessel around the longitudinal axis remains exactly the same.

From US 4,044,703 is known a keel consisting of two complementary parts which, in the assembled state, form a classic keel, namely a wing downwards with a hydraulically corresponding cross-section in the horizontal plane in the lower, more distant and truncated region in the lower plane of the hull. with proper ballast. Each of the aforementioned parts represents a half in the central vertical plane passing through the longitudinal axis of the vessel, symmetrically divided classic keels. Each of said complementary parts is pivotably mounted in a hinge whose axis of rotation extends in the direction of the longitudinal axis of the vessel and which is available in • ·

bottom area, at the point of attachment or presence of a classic keel to the bottom of the vessel. Accordingly, one or the other part of the keel may be individually or jointly twisted in one direction or the other along the axis of said hinge. To this end, each of the parts mentioned is in its end region, where the mass or the mass is located. ballast connected with suitable flexible elements, e.g. a rope or belt which can be used to rotate each part of the keel around the hinge and thus to raise or lower it. In this way, it is possible to have a part of the keel on the windward or. to deflect from the vertical side of the vessel from the vertical to approximately horizontal position, thereby changing the center of gravity of the vessel, resulting in a smaller mast tilt and thus a smaller rotation of the vessel around the longitudinal axis. At least theoretically, both parts of the keel can also be deflected in the aforementioned direction. It is further possible that before the vessel enters the shallow area, both halves of the keel are deflected from the vertical position to each other in an oblique or approximately horizontal position, thus significantly reducing the draft of the vessel. In addition to the generally undeniable positive effects on the ability to change the center of gravity and / or draft of the vessel, the proposed solution also has some serious drawbacks. The first is e.g. the fact that the said flexible elements increase the resistance of the vessel during navigation, it can even vibrate and thus significantly reduce the speed of navigation. In addition, they are constantly directly exposed to the effects of water and the related negative effects. It is still relatively difficult to operate both halves of the keel with the help of said flexible elements, especially since each of these elements is capable of transmitting only tensile forces but not compressive forces. This means that e.g. before rotating both halves of the keel in the same direction, the latter are previously connected to each other, which is achieved by e.g. by means of an arethmus element inserted through the corresponding ears or. the corresponding rings on each of the two parts of the keel. Managing such an arresting element is again extremely demanding and unreliable, especially since the components are mostly exposed to the effects of water. Furthermore, both parts of the keel are designed asymmetrically, which means that in different positions they create forces that direct the vessel from the garbage of navigation and cause the vessel to move in a certain direction. When the two parts are spaced apart, but are relatively close to each other, a channel is created between them, through which currents flow, causing additional insignificant resistance.

A similar two-piece keel is also proposed in US 5,152,238 wherein each of the two parts is made in the form of an L, with both end horizontal arms of the two parts extending apart, and wherein the vertical arm of each of the two parts of the keel is connected to the gear and thus via the corresponding gear or groove shaft rotates from vertical to horizontal or vice versa. When both parts of the keel are completely apart from each other, the end arms are located in the immediate vicinity of the hull, so that in such a position the draft of the vessel is the smallest, except that in such a position it is possible to support the vessel with the help of the keel even on land. Although you would reasonably expect that the fin legs can even create dynamic buoyancy during navigation at high speeds, lifting the vessel out of the water and thus reducing the wetted surface and reducing drag, the situation is actually quite different. This type of keel is particularly disadvantageous in terms of relatively high dynamic resistance. During navigation, the center of gravity of the vessel may be altered by deflecting a portion of the keel on the windward side to such an extent that the end leg reaches into the vicinity of the hull. In such a situation, a tubular passage is formed between the hull and the two arms of such a deflected part, which significantly changes the current flow of the media streams along the side of the vessel, which is reflected in a drastic increase in resistance. In addition, the transmission mechanism used to drive said gears of both parts of the keel is relatively complex and integrated in a special housing that is insulated from the shell itself and the interior of the vessel, so its interior is generally exposed to the effects of water and its constituents and microorganisms. It will be understood by one skilled in the art that after prolonged use such a laptop can no longer serve its purpose, or that, in order to ensure smooth operation, it requires constant and relatively intensive maintenance, which is practically impossible to provide at least on longer voyages.

Still further, U.S. Pat. No. 5,967,076 describes a vessel comprising a multi-piece keel consisting of at least two relative to the longitudinal axis of the vessel of each other arranged behind each other. The first part is represented by a ballast-equipped keel, which rotates about the longitudinal axis according to the hull of the vessel. At least one further portion represents a wing which is also optionally filled with ballast and which rotates about the torso about the longitudinal axis along the hull as previously mentioned. The simplest embodiment comprises the keel and the wings arranged in front of or behind it, the most preferred embodiment being the keel and at least one in front of it and one arranged for its wings. The said keel and wings are rotated about said axis by means of suitable propellants, which may be mechanical or hydraulic. Such an assembly of rotating keel and wings certainly allows the draft to be varied and, on the other hand, also the center of gravity of the vessel with respect to its longitudinal axis. Although it is not very easy to operate these parts, it is feasible in a rational and reliable manner. The problem with this type of implementation is the unfavorable steering mode of the vessel, which is a consequence of the unfavorable arrangement of the said keel and the wings located one after the other along said longitudinal axis. In this way, the keel or wings arranged in one direction or the other in the direction of displacement in one or the other direction lead to the displacement of the vessel from the intended direction due to the torque appearing about a vertical axis perpendicular to the longitudinal direction of the vessel. Moreover, even at relatively high speeds, the relatively demanding set of keel and wings is not capable of generating any kind of dynamic buoyancy force in a vertical direction, which would tear the vessel out of the water, thereby reducing dynamic resistance and allowing even higher speeds to be achieved.

US 6,453,836 BI proposes a keel consisting of a rigid vertical portion, the wing being pivoted about an axis at its free end. The wing is adjustable from vertical to horizontal or vice versa, while being rotatable about its axis. For this purpose, a properly controlled engine may be provided in the rigid part of the keel. When the wing is in at least approximately vertical position, the draft increases the draft and thus the stability against rocking around the longitudinal axis, and the rotation of the wing about its axis can influence the direction of movement of the vessel. When the wing is in at least approximately horizontal position, the draft is smaller on the one hand, and on the other hand, at a higher speed, a force is created on the wing, the direction of which depends on the rotation of the wing. By rotating the horizontally positioned wing about its axis in one direction, dynamic buoyancy can be created which acts against the force of gravity and raises the vessel, reducing to some extent the overall resistance of the vessel. Rotating a horizontally positioned wing about its axis in the opposite direction creates a force that acts in the same direction as the weight, but

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its landing gear is located on a particular lever relative to the center of gravity of the vessel, which means that said force generates torque, e.g. it works against the torque of the wind force on the sails, thus reducing the tilting of the vessel around the longitudinal axis. According to the design of the wing itself, which is cantilevered and rotatable about its axis, which is arranged at the very end of the rigid part of the keel, the loads are relatively high under normal navigation conditions under the conditions of navigation. In addition, the rigid part of the keel is in any case quite long, which means that a particular draft of the vessel cannot in any case be avoided. Starting from the aforementioned wing mounting design, it is also apparent that this wing mounting design does not even provide support for the vessel by means of a wing, e.g. in the event that the vessel is stranded or placed on a solid land base, it does not even withstand such dynamic forces as to enable them, e.g. speeding the boat at higher speeds.

The present invention relates to a keel of a wind-driven vessel, which generally comprises a rigidly rigid and rigidly connected watertight portion of the vessel, preferably with respect to currents in the longitudinal direction between the bow and the stern of the vessel, hydrodynamically and symmetrically shaped cross-section, said watertight part being arranged below the waterline and at least approximately under the center of gravity of the vessel itself, whose current direction of navigation is defined in each case by the longitudinal axis of the vessel.

The keel according to the invention comprises, in addition to said non-moving part, a rotatable part consisting of two rigidly connected, mutually projecting arms, whose cross-section is hydrodynamically and preferably symmetrically shaped and which are pivotally connected about the geometrical axis of the keel. non-moving parts in the area of its free end, in such a way that each of said legs is optionally rotated from the vertical to the horizontal position, or vice versa, and optionally held in the respective position, with the appropriate propellant. at least one rigidly coupled and hydrodynamically shaped weight is provided at the end of each of said legs. '7' is foreseen at the free end of the waterproof work ·

a housing through which, in its longitudinal direction, the said geometrical axis of the keel runs, around which the arms are rotatable.

In a preferred embodiment of the invention, said arms are each rigidly connected to a rotatable sleeve about the said axis in the region of said housing and thus rigidly connected to each other via said sleeve. Said housing on the free end of the non-moving part of the keel preferably comprises at least approximately a hemispherically shaped front end and at least approximately a conical shaped said drive means for providing the necessary rotation of the arms about the axis and / or for holding the arms in each selected position after the rotation about said axis is arranged in the interior of the housing and / or the sleeve, the propulsion being preferably a hydraulic motor. The longitudinal axis of the keel, around which the said arms rotate, preferably extends obliquely at an appropriate angle with respect to the longitudinal axis of the vessel, parallel to the ideal surface and coinciding with or parallel to the respective direction of travel of the wind-driven vessel, such that said keel axis in the direction of the bow of the vessel approaches the surface and in the direction of the stern of the vessel it moves away from the surface. In this case, the slope of the keel axis relative to the axis of the vessel is generally between 0.5 and 5 °, preferably between 1 and 3 °, and in particular at least about 1.5 °.

In a further embodiment of the keel according to the invention, each of the legs comprises at least one wing, which is arranged on the outer surface, facing each side at the same time, and extends at least approximately perpendicularly to the respective outer surface of the arm, and optionally said wings with each other they can also enclose a different angle from 60 ° to 180 °. In particular, in this case, one wing is provided on each of the arms, which is arranged at least about one third of the distance between the axis of rotation of the arms and the longitudinal axis of the respective weight at the free end of the respective arm when viewed from the keel axis towards the free end of each leg.

In still further embodiments of the keel according to the invention, each of the two arms is L-shaped so that the fractured, properly weighted ends of the ends of the legs project to each other, either perpendicularly, and preferably each free end is broken at an angle of at least approximately 60 ° due to the longitudinal plane of the arm.

In a further embodiment of the keel according to the invention, each of the said arms is provided with at least one flap in the area adjacent to the sleeve and at the rear, depending on the course of the currents from the bow towards the stern of the vessel. In this case, the flaps are optionally either rotated about an axis extending in the longitudinal direction of the respective limb between the axis and the respective free end, preferably by an angle of between 1 ° and 6 ° in the direction of the vessel, the choice is held in the position selected in each case. The respective propulsion means for moving said flaps is preferably available as a hydraulic cylinder.

Furthermore, they are designed as a hydromotor as a propulsion means for moving or. twisting the arms about the keel axis and the hydraulic cylinder to move the shutter hydraulically connected into a properly controlled hydraulic assembly. In this case, at least the propulsion means for the movement of the arms are optionally automatically controlled on the basis of the parameters selected at all times, in particular the periodically repeated tilting of the vessel about the longitudinal axis at each roll.

The object of the invention is also a wind-powered vessel comprising at least a hull with a mast, sails and rudder, the vessel of this type comprising, in the area of the hull and at least approximately below the center of gravity of the vessel itself, a keel according to one of the preceding claims. At the same time, such a vessel, in the area of the hull at a sufficient distance from the keel, is equipped with at least one directional stabilizer to steer the vessel in a direction parallel to the longitudinal axis of the vessel and at the same time to prevent the vessel from rotating about the vertical axis of the keel.

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The invention will now be explained by way of example and in connection with the accompanying drawing, where

FIG. 1 is an embodiment of a keel according to the invention, in the built-in state of the vessel, in perspective; FIG. 2 is a keel according to FIG. 1, also in the fitted state and perspective, this time from the rear; FIG. 3 is a perspective view of a first embodiment of a keel according to the invention;

FIG. 4 is a keel according to FIG. 3 in the outline,

FIG. 5 is a further example of the embodiment of a keel in an explosion display.

The keel 1 according to the invention consists of a watertight part 10 rigidly connected to the hull 50 of the vessel 5, as well as of said watertight part 10 about an axis 100 of the rotatable part 2 comprising each projecting projecting, rectangular and rigidly connected arms 21 , 22, each of which at its free end 210, 220 comprises a ballast mass, respectively. weight 211, 221.

Said watertight part 10 is designed as rigidly known by the locusts known to date, with a corresponding hydrodynamically shaped, preferably symmetrical cross-section, which is positioned vertically and extending vertically from the hull 50 of the vessel 5 vertically downwards. In this case, the starting position of Part 1 is understood to be the position of the keel 1 in a completely horizontal, unpaved, i.e. the ideal water surface of a wind-driven vessel. Said watertight part 10 is rigidly connected to the hull 50 of vessel 5 and is relatively short and therefore subject to relatively low bending loads and deformations, and consequently the draft of vessel 5 may be smaller than would otherwise be the case with the use of a conventional keel, which in principle allows vessel 5 to travel and maneuvering even in the shallower depth range.

At the free end 110 of the stationary part 10 of the keel 1, a longitudinal axis 500 of the vessel 5 is defined in the starting position of the vessel 5, ie at an ideal surface, which coincides or is at least parallel to the respective direction of navigation, or. of movement of vessel 5 or with the longitudinal symmetry of vessel 5 and at the same time with an ideal surface.

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Further, a housing 12 is provided at the free end 110 of the stationary part 10 (Fig. 3) of the keel 1, in which, in the geometrical axis 100, the keel 1, which is inclined at an angle α (Figs 1 and 2) with respect to the axis 500 of the vessel 5 the sleeve 20 of the movable part 2 of the keel 1, which is housed in said housing 12 of the non-movable part 10 and driven by the drive means 14 selected each (Fig. 5), preferably by a hydraulic motor, the operation of which can be controlled by means of an unmanaged control device which is via a communication link not shown as well, connected to at least one unmanaged control unit in the area of the control panel of vessel 5. Said sleeve 20 is rigidly connected to both arms 21, 22, which are therefore rigidly connected to said sleeve 20 (Fig. 3).

Said axis 100 of the keel 1, therefore, relative to the axis 500 of the vessel 5, is inclined at an angle a, such that said axis 100 of the keel 1 is inclined obliquely down from the bow 51 towards the stern 52 of the vessel or in the direction towards the bow 51 of vessel 5, the said axis 100 of the keel approaches the surface and moves away from the surface in the direction of the stern 52. In this case, said angle a is preferably about 1.5 °.

Further, said housing 12 is hydrodynamically shaped such that e.g. at the front end 121 hemispherical, at the rear end 122 conical, while at the same time between the two ends 121, 122 inserted sleeve 20 of the rotatable part 2 together with the said ends 121, 122 of the housing 12 forms as much as possible a flat and smooth, in short hydraulically acceptable surface.

At the same time, both arms 20, 22 of the rotatable part 2 are connected to said sleeve 20, with hydrodynamically shaped and preferably symmetrical cross sections, each having a hydrodynamically shaped weight 211,221 at its free end 210, 220.

In one of the possible embodiments of the keel 1 according to the invention, it is on the outside, on the outside or on the outside. away from each of the remaining arms 21, 22 facing the surface 213, 223 of each arm 21, * 14 '

there is one wing 215, 225, which can be positioned either perpendicularly or at a different angle with respect to the respective limb 21, 22, especially at an angle of 60 ° with respect to each remaining limb 21, 22, and is preferably arranged at about one third the distance between the sleeve 20 and the free end 210, 220 or. weight 211, 221 arms 21.22.

A further embodiment is illustrated in FIG. 1 and 2. In this case, each of the arms 21, 22 is substantially at least approximately L-shaped, again with a hydrodynamically shaped and preferably symmetrical cross-section, such that at the free end 210, 220 it is either externally broken or at right angles, or with respect to the longitudinal plane of the arm 21, 22 itself, the armor differs from β, especially e.g. angle 60 ° and at the same time also provided with a weight 211, 221. Each limb 21, 22 is preferably equipped with a wing 215, 225, similar to the one discussed in the preceding example. This embodiment allows the resistance to be reduced under certain navigation conditions when one of the weights 211, 221 may be located above the surface, so the dynamic resistance may be smaller.

In FIG. 5 further illustrates a further embodiment of the keel according to the invention, in which the arms 21, 22 are again rigidly connected via a sleeve 20, which is pivotally attached to the fixed part 10 about the axis 100, each of the arms 21, 22 being adjacent said sleeve 20 is provided with a flap 216, 226. Each of said flaps 216, 226 is rotatable about an axis 217, 227 extending in the longitudinal direction of the respective arm 21, 22, and movable by said propulsion means about said axis 217, 227. 218, 228, especially e.g. a hydraulic cylinder which may be integrated into the hydraulic circuit and control system for supplying and controlling said drive means 14.

When the keel 1 is in the position of FIG. 3 and 4, the weights 211, 221 are arranged symmetrically with respect to the longitudinal axis 5 of the vessel 5. In such a position of the keel 1, the vessel 5 can be positioned on a flat surface on land or anchored in the sea or even with it, e.g. powered. It will be appreciated by the person skilled in the art that the draft of vessel 5 is smaller in such a case, so that navigation is also possible at shallower depths.

With the aid of propulsion means 14, it is possible to rotate the pivot portion 2 of the keel 1 about the axis 100 of the keel 1 relative to the non-movable part 10. In this connection, it will be understood by one skilled in the art that even when supporting the vessel 5, it is inclined by the propellant 14 it is possible to compensate for the slope and place the vessel 5 in a position in which the stationary portion 10 of the keel 1 runs at least approximately vertically.

During sailing, vessel 5 is tilted or tilted due to wind resistance in the sails and consequently the slope of the mast. rotate about its longitudinal axis 500. This rotation can be reduced or, if necessary, completely eliminated by rotating part 2 of the keel 1 at least approximately to the position as illustrated in FIG. 1 and 2. In such a position, the keel has a dual function, namely, one arm 21 having a weight 211 at its free end 210 represents an extension of the stationary portion 10 to a depth, i.e. from the bottom to the bottom and represents a resistance to rotation of the vessel about the longitudinal axis 500 and lateral drift, while the remaining limb 22 on the windward side of the vessel 5 runs approximately horizontally and holds the associated weight 221 on a relatively large lever from the axis 500 of the vessel 5, and thereby it creates a torque that acts in the opposite direction to the torque created by the wind force in the mast area on the mast. This can significantly reduce the tilting of the vessel while sailing, which helps to increase sail efficiency and increase onboard comfort. It is to be understood that by means of the drive means 14, the movable part 2 of the keel 1 can optionally be rotated about the axis 100, and on top of that the rotation of the part 2 of the keel 1 can be automated so that, based on the measured values of certain parameters or signals from the respective sensors, the control device automatically drives the drive means 14, thereby rotating the keel part 1 portion 2 in each appropriate direction in one direction or the other.

Accordingly, the rocking of the anchored vessel due to undulations can be reduced on the basis of suitable steering, with the rotation about the axis 500 of the vessel 5 being rotated to

“3” which would otherwise come from e.g. due to the lateral waves, it compensates regularly and promptly with the corresponding rotations of the part 2 of the keel 1.

It will be further understood by the person skilled in the art that even if a vessel e.g. due to the trough or for other reasons, it lands on a shoal, by twisting part 2 of the keel in one direction or the other, it is possible to either reduce the draft or push the vessel into a slightly deeper area, from which it can then sail slowly and slowly.

In particular, the keel 1 according to the invention is distinguished by the possibility of creating relatively large hydrodynamic buoyancy during higher speed navigation. As mentioned, the longitudinal axis 100 of the keel 1 relative to the longitudinal axis 500 of the vessel 5 is inclined at an angle a. When one of the arms 21, 22 is below the surface in a roughly horizontal position, at a higher speed, e.g. while sailing in favorable wind, it acts as an airplane wing and creates a relatively large dynamic buoyancy force that acts against the weight. This dynamic buoyancy gradually raises the vessel, reducing the resistance of the whole vessel and further increasing the speed of the vessel. Such synergy in optimum navigation conditions causes the vessel to start gliding, reducing drastically and significantly increasing speed. In such cases, it should be noted that in such cases, at least 50 one-way stabilizer 55 ', 55 (Figs. 1 and 2) must be provided on the shell 50 of vessel 5 in addition to the said keel 1 to ensure that the vessel 5 is guided in the desired direction in each case. and prevents the rotation of vessel 5 about its vertical axis.

Claims (22)

A wind-driven vessel's keel (5) comprising a rigidly rigid, stationary (10) rigidly connected rigidly connected hull (50), preferably with respect to currents in the longitudinal direction between the bow (51) and the stern (52) (5) a hydrodynamically and symmetrically shaped cross-section, said part (10) being arranged below the waterline and at least approximately below the center of gravity of the vessel itself (5), whose current direction of travel is defined each time by the longitudinal axis (500) of the vessel (5), characterized in that, in addition to said waterproofing part (10), it comprises a rotatable part (20) consisting of two rigidly interconnected, letter-shaped projections and at least approximately rectangular arms (21, 22) each having a cross-section is hydrodynamically and preferably symmetrically shaped and which are pivotally connected around the geometric axis (100) of the keel (1) to a fixed part (10) in the area of its free end (110) in such a way that each of said arms (21) , 22) s by means of a suitable drive means (14) optionally rotatable from a vertical to a horizontal position or vice versa, and optionally held in the position selected in each case, at least one of the said ends (21, 22) being provided at the free end (210, 220) one with each associated arm (21, 22) rigidly coupled and hydrodynamically shaped weight (211, 221). A keel according to claim 1, characterized in that a housing (12) is provided at the free end (110) of the non-movable part (10) through which said axis (100) of the keel (1) passes in its longitudinal direction. twisting arms (21, 22). A keel according to claim 1 or 2, characterized in that the arms (21, 22) are each rigidly connected to a pivot sleeve (20) in the region of said housing (12) and thus via said shaft the sleeves (20) are rigidly interconnected. Ί * · A keel according to claim 2 or 3, characterized in that the housing (12) at the free end (110) of the stationary part (10) of the keel (1) comprises at least approximately a hemispherically shaped front end (121) and at least approximately a conically shaped rear end (122), between which a sleeve (20) is rotatably mounted in a housing about an axis (100). A keel according to any one of claims 1 to 4, characterized in that the propulsion means (14) for providing the necessary rotation of the arms (21, 22) about the axis (100) and / or for holding the arms (21, 22) in in each case the position selected after rotation about said axis (100) arranged inside the housing (12) and / or the sleeve (20). A keel according to claim 5, characterized in that the drive means (14) is a hydraulic motor. A keel according to one of claims 1 to 6, characterized in that the longitudinal axis (100) of the keel (1) around which the said arms (21, 22) are rotated extends obliquely at an angle (a) with respect to the longitudinal axis ( 500) vessels (5) parallel to the ideal surface and coinciding with or parallel to the respective direction of travel of the wind driven vessel (5) in such a way that said keel axis (100) is in the bow direction (51) of the vessel (5) is approaching the surface, and away from the surface in the direction of the stern (52) of the vessel (5). A keel according to claim 7, characterized in that the slope (a) of the axis (100) of the keel (1) relative to the axis (500) of the vessel (5) is between 0.5 and 5 °. A keel according to claim 8, characterized in that the slope (a) of the axis (100) of the keel (1) relative to the axis (500) of the vessel (5) is between 1 and 3 °. A keel according to claim 8, characterized in that the slope (ct) of the axis (100) of the keel (1) relative to the axis (500) of the vessel (5) is at least about 1.5 °. and © ··· · «· A keel according to any one of claims 1 to 10, characterized in that each of the arms (21, 22) comprises at least one wing (215, 225) disposed on each outer outer portion of the remaining arm (21, 22). sideways to the facing surface (213, 223) and extending at least about orthogonal to the respective outer surface (213, 223) of the limb (21,22). A keel according to any one of claims 1 to 10, characterized in that each of the arms (21, 22) comprises at least one wing (215, 225) disposed on each outer outer portion of the remaining arm (21, 22). sideways facing surface (213, 223) and with each remaining arm, it encloses an angle between at least about 60 ° and 120 °. A keel according to claim 11 or 12, characterized in that one wing (215, 225) is provided on each of the arms (21, 22), viewed from the axis (100) towards the free end (210, 220) of each arm (21, 22) arranged at least about one third of the distance between the axis (100) of the rotation of the arms (21, 22) and the longitudinal axis of the respective weight (211, 221) at the free end (210, 220) of the respective arm (21, 22) . A keel according to any one of claims 1 to 13, characterized in that each of the two arms (21, 22) is at least approximately L-shaped so that the broken ends (210, 221) are terminated with appropriate weights (211, 221). , 220) the arms (21, 22) project each other and extend at least approximately perpendicularly to each other. A keel according to any one of claims 1 to 13, characterized in that each of the two arms (21, 22) is at least approximately L-shaped so that the free ends (210) are broken, with corresponding weights (211, 221). , 220) of the arms (21, 22) project each other, and each of them extends at an angle (β) with respect to the plane of the respective arm (21, 22), said angle (β) being at least about 60 °. A keel according to any one of claims 1 to 10, characterized in that each of said arms (21, 22) is in the area adjacent to the sleeve (20) and at the rear with respect to the course of the currents in the direction from the bow (51) towards the stern ( 52) vessels (5) equipped with at least one flap (216, 226). A keel according to claim 16, characterized in that the respective flaps (216, 226) are optionally either rotatable about the axis (217, 227) extending in the longitudinal direction of the respective limb (217, 227) by means of a suitable drive means (218, 228). 21, 22) between the axis (100) and the respective free end (210, 220), or held in the respective position. A keel according to claim 16, characterized in that the respective drive means (218, 228) are available as a hydraulic cylinder. A keel according to claims 6 and 18, characterized in that the motor-driven means (14) of the limbs (21, 22) and the hydraulic cylinder (218, 228) for the movement of the shutter 216, 226 are hydraulically connected to a suitably controlled hydraulic motor. circuit. A keel according to claim 19, characterized in that at least the propulsion means (14) for the movement of the arms (21, 22) are optionally automatically controlled on the basis of the parameters selected, in particular the periodically repeated tilting of the vessel (5) around the longitudinal axis (500) ) at each rolled surface. 21. Wind-powered vessel comprising a hull (50) with a mast (53), sails (54) and rudder (56), characterized in that it comprises, in the area of the hull (50) and at least approximately below the center of gravity of the vessel (5) itself. a keel (1) according to one of the preceding claims. Vessel according to claim 21, characterized in that, in the area of the hull (50) at a sufficient distance from the keel (1), it is provided with at least one directional stabilizer (55 ', 55) for guiding the vessel (5) in a direction parallel to the longitudinal axis (500) vessels (5) and at the same time to prevent the vessel from rotating about the vertical axis of the keel (1).