SI23287A - Leeboard and wind driven vessel, including such leeboard - Google Patents
Leeboard and wind driven vessel, including such leeboard Download PDFInfo
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KOBILICA IN PLOVILO NA VETRNI POGON, OBSEGAJOČE TOVRSTNO KOBILICOWINDOW AND WINDOW VESSEL, INCLUDING THIS WINDOW
Predmet izumaThe subject of the invention
Izum se nanaša na kobilico, še zlasti za plovila z enim trupom, ki so pretežno gnana na veter. Tovrstni izumi so po Mednarodni klasifikaciji patentov v okviru prometa in transporta razvrščeni na področje plovil, in v okviru konstrukcijskih podrobnosti slednjih na področje kobilic, še zlasti takšnih, ki zmanjšujejo premike plovila s pomočjo kril, ki delujejo na vodo njihovi v okolici, kot tudi s prerazporejanjem mase.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.
Tehnični problemA technical problem
Izum je zasnovan na problemu, kako oblikovati kobilico plovila na vetrni pogon, ki bo po eni strani plovilu zagotavljala potreben balast za vzdrževanje njegove stabilnosti ob kar najmanjšem nagibanju plovila okoli njegove vzdolžne osi, po drugi strani pa omogočala prilagajanje tako hidrostatičnih lastnosti plovila vsakokratnim pogojem na sidrišču kot tudi njegovih hidrodinamičnih lastnosti med plovbo, s čimer naj bi bilo možno izboljšati izkoristek jader in v ugodnih vetrnih pogojih tudi v takšni meri reducirati hidrodinamični upor telesa plovila, da se omogoči ustrezno višje hitrosti plovila, obenem pa naj bi bilo tovrstno kobilico možno izvesti z zadostno trdnostjo, ki bi vzdržala težo celotnega plovila in s tem omogočila ne le manevriranje nasedlega plovila, ampak po izbiri tudi stabilno podprtje plovila na ravni ali nagnjeni podlagi na kopnem, pri dovolj visoki hitrosti plovbe pa celo glisiranje plovila. Namen izuma je zasnovati tudi plovilo, v katerem naj bi bila vgrajena tovrstna kobilica.The invention is based on the problem of how to design a keel of a wind-driven 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 the particular conditions at the anchorage as well as its hydrodynamic properties during navigation, which should make it possible to improve sail yield and, in favorable wind conditions, also reduce the hydrodynamic resistance of the body of the vessel to such an extent that a correspondingly higher speed of the vessel is possible, while making such a keel possible with sufficient strength to withstand the weight of the whole vessel, allowing not only the maneuvering of the stranded vessel, but also optionally stable support of the vessel on a level or inclined ground, and even at high speed, 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.
Klasična toga in z ustreznim balastom napolnjena kobilica plovila na vetrni pogon je namenjena za zagotavljanje stabilnosti plovila proti prekomernemu zasuku okoli vzdolžne osi in s tem možnosti prevrnitve. Ko se na jadrih in jamboru pojavi sila vetra, ki poteka v približno horizontalni smeri in vsaj približno prečno glede na vzdolžno os plovila, se plovilo prečno nagne, oziroma zasuče okoli svoje vzdolžne osi, pri čemer se kobilica odkloni iz navpičnega v poševen položaj. Z odklonom se ustvari ročica, ki s težo kobilice ustvarja vrtilni moment, zaradi katerega ima plovilo tendenco zasuka okoli vzdolžne osi nazaj v izhodiščni položaj. Pri manjših odklonih je ročica manj izrazita in moment temu ustrezno majhen, v približno sinusni odvisnosti od kota nagiba pa se znatno poveča šele pri večjih odklonih kobilice od vertikale. Iz navedenih razlogov so nagibi plovila okoli vzdolžne *«·· • · • · · · osi celo pri regularni uporabi ob zmernih meteoroloških pogojih plovila razmeroma veliki, kar z vidika samega bivanja zlasti na večjih plovilih ne omogoča primernega udobja. Problem tovrstnih togih kobilic je tudi razmeroma velik ugrez plovila, ki preprečuje vplutje v območja, v katerih je globina razmeroma majhna.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 is approximately horizontal and at least approximately transverse to the longitudinal axis of the vessel, the vessel shall be tilted or rotated about its longitudinal axis, with the keel deflecting from a vertical to an inclined 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 deflections, the lever is less pronounced and momentarily small, but in a roughly sinusoidal relationship with the slope angle, it only increases significantly at larger keel deviations from the vertical. 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 standpoint of being alone, especially on larger 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.
Problem ugreza je sicer rešljiv z uporabo vertikalno premakljive (dvižne) kobilice, ki pa je povezan s problemi vgradnje ter posledično otežene notranje razporeditve bivalnih prostorov ter problemom tesnenja spoja med kobilico in telesom plovila. Vgradnja tovrstne kobilice namreč zavzame veliko prostora, obenem pa je lupina plovila v najbolj občutljivem območju lahko dokaj oslabljena. Cela vrsta problemov je povezana tudi s samim premikanjem kobilice, medtem ko problem nagibanja plovila okoli vzdolžne osi ostaja še naprej popolnoma enak.The draft problem is solved by the use of a vertically movable (lifting) keel, which in turn is related to the problems of installation and, consequently, the difficult internal arrangement of living spaces and the problem of sealing the joint between the keel and the body of the vessel. 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.
Znano stanje tehnikeThe prior art
Iz US 4,044,703 je znana kobilica ki sestoji iz dveh komplementarnih delov, ki v sestavljenem stanju tvorita klasično kobilico, namreč od trupa vertikalno navzdol potekajoče krilo s hidravlično ustreznim prečnim presekom v horizontalni ravnini, ki je na spodnjem, od trupa bolj oddaljenem območju odebeljeno in napolnjeno z ustreznim balastom. Vsak od omenjenih delov predstavlja polovico v osrednji vertikalni ravnini, ki poteka skozi vzdolžno os plovila, simetrično razdeljene klasične kobilice. Pri tem je vsak od omenjenih komplementarnih delov zasukljivo uležiščen v tečaju, katerega os vrtenja poteka v smeri vzdolžne osi plovila in ki je na voljo v območju dna, in sicer na mestu pritrditve oz. prisotnosti klasične kobilice na dno plovila. Temu ustrezno je možno en ali drug del kobilice posamič ali skupaj s preostalim delom sukati v eno ali drugo smer okoli osi omenjenega tečaja. V ta namen je na vsakega od omenjenih delov v njegovem končnem območju, kjer se nahaja masa oz. balast, priključen ustrezen gibek element, npr. vrv ali jermen, s katerim je možno vsakokraten del kobilice zasukati okoli tečaja in ga s tem dvigati ali spuščati. Na ta način je možno del kobilice na privetrni, oz. proti vetru obrnjeni strani plovila odkloniti iz navpičnega v približno vodoraven položaj, s čimer se spremeni težišče plovila, kar ima za posledico manjši nagib jambora in s tem manjši zasuk plovila okoli vzdolžne osi. Vsaj teoretično je možno v prej omenjeno smer odkloniti tudi oba dela kobilice. Se nadalje je možno, da pred vplutjem plovila v območje plitvine odklonijo obe polovici kobilice iz navpičnega položaja vsaksebi v poševen ali približno vodoraven položaj, s čimer se občutno zmanjša ugrez plovila. Navzlic načeloma nespornim pozitivnim učinkom glede možnosti spreminjanja težišča in/ali ugreza plovila je predlagana rešitev • ·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 the bottom area, at the point of attachment or. the 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 a suitable flexible element, 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 in the windward, respectively. 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 principle, the proposed undisputed positive effects regarding the ability to change the center of gravity and / or draft of the vessel is the proposed solution.
povezana tudi nekaj resnimi pomanjkljivostmi. Prva je npr. ta, da omenjena gibka elementa med plovbo povečujeta upor plovila, lahko celo vibrirata in s tem bistveno zmanjšujeta hitrost plovbe. Razen tega sta vseskozi neposredno izpostavljena vplivom vode in negativnim učinkom, ki so s tem povezani. Še nadalje je upravljanje obeh polovic kobilice s pomočjo omenjenih gibkih elementov razmeroma težavno, še posebej, ker je vsak od omenjenih elementov zmožen prenašati izključno natezne sile, ne pa tudi tlačnih sil. To pomeni, da morata biti npr. pred zasukom obeh polovic kobilice v isto smer slednji med seboj predhodno povezani, kar dosežejo npr. s pomočjo aretimega elementa, ki je vstavljen skozi ustrezni ušesi oz. ustrezna obroča na vsakem od obeh delov kobilice. Upravljanje tovrstnega aretimega elementa je spet izjemno zahtevno in nezanesljivo, še posebej, ker so sestavni deli povečini spet izpostavljeni vplivom vode in vodnih organizmov (kalcinaciji). Še nadalje sta oba dela kobilice zasnovana asimetrično, kar pomeni, da v različnih položajih ustvarjata sile, ki usmerjajo plovilo iz smeri plovbe in povzročajo odnašanje plovila v določeno smer. Kadar sta oba dela med seboj razmaknjena, a se nahajata razmeroma blizu drug drugega, se med njima ustvarja kanal, skozi katerega poteka strujanje, ki izzove še dodaten nezanemarljiv upor.there are also some serious shortcomings. 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 control 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. The management of this type of isthmus element is again extremely demanding and unreliable, especially since the components are mostly exposed to the effects of water and aquatic organisms (calcination). Furthermore, both parts of the keel are designed asymmetrically, which means that in different positions they create forces that direct the vessel from the direction 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.
Podobna dvodelna kobilica je predlagana tudi v US 5,152,238 pri čemer je vsak od obeh delov izveden v obliki črke L, pri čemer oba končna horizontalna kraka obeh delov potekata vsaksebi, in pri čemer je vertikalni krak vsakega od obeh delov kobilice povezan z zobnikom in na ta način preko ustreznega zobnika ali utorne gredi zasukljiv iz vertikalnega v horizontalen položaj ali obratno. Kadar sta oba dela kobilice odvihtena popolnoma vsaksebi, se končna kraka nahajata v neposredni bližini trupa, zato je v takem položaju ugrez plovila najmanjši, razen tega pa je možno v takem položaju plovilo s pomočjo same kobilice stabilno podpreti tudi na kopnem. Čeprav bi upravičeno pričakovali, da končna kraka lahko med plovbo pri večjih hitrostih celo ustvarjata dinamični vzgon, ki plovilo dviguje iz vode in s tem reducira omočeno površino in zmanjšuje upor, je situacija dejansko precej drugačna. Tovrstna kobilica je namreč še posebej neugodna prav z vidika razmeroma visokega dinamičnega upora. Med plovbo lahko težišče plovila spremenijo s tem, da del kobilice na privetrni strani odklonijo do te mere, da končni krak dospe v bližino trupa. V takem položaju se med trupom in obema krakoma tako odklonjenega dela formira takorekoč cevast prehod, ki občutno spremeni siceršnji potek tokovnic medija ob boku plovila, kar se odraža na drastičnem povečanju upora. Razen tega je prenosni mehanizem, s katerim poganjajo omenjena zobnika obeh delov kobilice, razmeroma zapleten in vgrajen v posebnem ohišju, ki je izolirano od same lupine in notranjosti plovila, zato je njegova notranjost v splošnem izpostavljena vplivom vode ter sestavin in mikroorganizmov v njej. Strokovnjaku bo razumljivo, da po daljši uporabi takA similar two-piece keel is also proposed in U.S. Pat. No. 5,152,238, each of the two parts being L-shaped, with the two end horizontal arms of each part extending apart, and the vertical arm of each of the two parts of the keel connected to the gear and to this mode rotates from the vertical to the horizontal position through the appropriate gear or groove shaft 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 appreciated by one skilled in the art that after prolonged use such
prenosnik ne more več služiti svojemu namenu, oziroma da zaradi zagotavljanja nemotenega delovanja terja stalno in razmeroma intenzivno vzdrževanje, kar je vsaj na daljših plovbah praktično nemogoče vselej zagotavljati.the laptop can no longer serve its purpose, or that it requires constant and relatively intensive maintenance in order to ensure smooth operation, which is practically impossible to provide at least on longer voyages.
Še nadalje je v US 5,967,076 opisano plovilo, ki obsega večdelno kobilico, sestoječo iz vsaj dveh glede na vzdolžno os plovila drugega za drugim razporejenih delov. Prvi del predstavlja z balastom opremljena kobilica, ki je glede na trup plovila zasukljiva okoli vzdolžne osi. Vsaj en nadaljnji del predstavlja krilce, ki je po izbiri prav tako napolnjeno z balastom in ki je glede na trup zasukljivo okoli taiste vzdolžne osi kot prej omenjeni del. Najbolj preprosta izvedba obsega kobilico in pred ali za njo razporejeno krilce, najbolj prednostna izvedba pa kobilico ter vsaj eno pred njo in eno za njo razporejeno krilce. Vrtenje omenjene kobilice in krilc okoli omenjene osi se vrši preko ustreznih pogonskih sredstev, ki so lahko mehanska ali tudi hidravlična. Tovrsten sklop zasukljive kobilice in krilc vsekakor omogoča spreminjanje ugreza in po drugi strani tudi težišča plovila glede na njegovo vzdolžno os. Krmiljenje omenjenih delov sicer ni zelo preprosto, je pa izvedljivo na racionalen in zanesljiv način. Problem ki pri tovrstni izvedbi nastopi, je neugoden režim krmiljenja plovila, ki je posledica neugodne razporeditve omenjene kobilice in krilc, ki se nahajajo drug za drugim vzdolž omenjene vzdolžne osi. Na ta način namreč med odvihtenjem drug za drugim razporejenih kobilice ali krilc v eno ali drugo smer pride do odnašanja plovila iz predvidene smeri zaradi vrtilnega momenta, ki se pojavi okoli navpične osi pravokotno glede na vzdolžno smer plovila. Razen tega sicer razmeroma zahteven sklop kobilice in krilc celo pri velikih hitrostih načeloma ni zmožen ustvarjati nikakršne dinamične vzgonske sile v vertikalni smeri, ki bi izrivala plovilo iz vode in s tem zmanjševala dinamični upor ter dovoljevala doseganje še večjih hitrosti.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 predlaga kobilico, ki sestoji iz togega vertikalnega dela, na katerega prostem koncu je okoli osi zasukljivo uležiščeno krilo. Krilo je prestavljivo iz vertikalnega v horizontalen položaj ali obratno, obenem pa je zasukljivo okoli svoje osi. V ta namen je lahko v območju togega dela kobilice predviden ustrezno krmiljen motor. Kadar se krilo nahaja v vsaj približno vertikalnem položaju, se plovilu poveča ugrez in s tem tudi stabilnost proti zibanju okoli vzdolžne osi, z zasukom krila okoli njegove osi pa je možno vplivati na smer premikanja plovila. Kadar se krilo nahaja v vsaj približno horizontalnem položaju, je po eni strani ugrez manjši, po drugi strani pa se pri večji hitrosti na krilu ustvarja sila, katere smer je odvisna od zasuka krila. Pri zasuku horizontalno postavljenega krila okoli njegove osi v eno smer se lahko ustvarja dinamični vzgon, ki • · deluje nasproti sili teže in dviga plovilo, s čimer se v določeni meri zmanjša celotni upor plovila. Pri zasuku horizontalno postavljenega krila okoli njegove osi v nasprotno smer se ustvarja sila, ki deluje v isto smer kot teža, vendar se njeno prijemališče nahaja na določeni ročici glede na težišče plovila, kar pomeni, da omenjena sila ustvarja vrtilni moment, ki npr. deluje nasproti vrtilnemu momentu sile vetra na jadra in s tem zmanjšuje nagibanje plovila okoli vzdolžne osi. Glede na samo zasnovo omenjenega krila, ki je konzolno vpeto in zasukljivo okoli svoje osi, ki je razporejena na samem koncu togega dela kobilice, so obremenitve v območju vpetja in pogona krila že pri običajnih pogojih plovbe razmeroma visoke. Razen tega je togi del kobilice v vsakem primeru dokaj dolg, kar pomeni, da se določenemu ugrezu plovila v nobenem primeru ni mogoče izogniti. Izhajajoč spet iz omenjene zasnove vpetja krila je obenem tudi očitno, da tovrstna zasnova vpetja krila ne zagotavlja niti podprtja plovila s pomočjo krila, npr. v primeru, če plovilo nasede ali če je postavljeno na trdno podlago na kopnem, niti ne vzdrži tolikšnih dinamičnih sil, da bi te lahko omogočile npr. glisiranje plovila pri večjih hitrostih.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 • counteracts with 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 its gripper is located on a particular lever relative to the center of gravity of the vessel, meaning 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.
Rešitev tehničnega problemaThe solution to a technical problem
Predmetni izum se nanaša na kobilico plovila na vetrni pogon, kakršna v splošnem obsega ustrezno tog in s trupom plovila togo povezan nepremakljiv del s prednostno glede na tokovnice v vzdolžni smeri med premcem in krmo plovila hidrodinamično in simetrično oblikovanim prečnim presekom, omenjeni nepremakljivi del pa je razporejen pod vodno linijo in vsaj približno pod težiščem samega plovila, katerega trenutna smer plovbe je vsakokrat definirana z vzdolžno osjo plovila.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.
Kobilica po izumu poleg omenjenega nepremakljivega dela obsega zasukljiv del, ki sestoji iz dveh med seboj togo povezanih, v obliki črke V vsaksebi štrlečih in med seboj pravokotnih krakov (S1.2, 3 in 18 variante A, B in C), ali dveh med seboj neodvisno v isti vzdolžni osi vrtljivih krakov (Sl. 6 do 16 in 19, varianta D), kjer je kot med krakoma prilagodljiv v razponu nekje med 20° in 200°. Prečni presek krakov je hidrodinamično in prednostno simetrično oblikovan. Kraka sta okoli geometrijske osi kobilice zasukljivo povezana z nepremakljivim delom kobilice, in sicer na tak način, da je vsak izmed omenjenih krakov s pomočjo ustreznega pogonskega sredstva po izbiri zasukljiv iz pretežno vertikalnega v pretežno horizontalni položaj ali obratno in po izbiri držan v vsakokrat izbranem položaju, pri tem pa je na prostem koncu vsakega od omenjenih krakov predvidena vsaj po ena z vsakokrat pripadajočim krakom togo povezana in hidrodinamično oblikovana utež. Na prostem koncu nepremakljivega dela je predviden okrov, skozi katerega v njegovi vzdolžni smeri poteka omenjena geometrijska os kobilice, okoli katere sta v odvisnosti od variantne izvedbe kobilice ločeno ali skupaj zasukljiva kraka.The keel according to the invention comprises, in addition to said non-moving part, a rotatable part consisting of two rigidly connected, in each case projecting and rectangular arms (S1.2, 3 and 18 variants A, B and C), or two between independently in the same longitudinal axis of the pivot arms (Figs. 6 to 16 and 19, variant D), where the angle between the arms is adjustable in the range of somewhere between 20 ° and 200 °. The cross section of the arms is hydrodynamically and preferably symmetrically shaped. The arms around the geometric axis of the keel are pivotally connected to the stationary part of the keel, in such a way that each of said arms is optionally rotated from a predominantly vertical to a predominantly horizontal position or vice versa and optionally held in the respective position by a suitable propeller. , at least one of the respective arms having a rigidly connected and hydrodynamically shaped weight is provided at the free end of each of said legs. At the free end of the waterproofing part there is provided a housing through which the said geometrical axis of the keel passes in its longitudinal direction, around which, depending on the variant embodiment of the keel, the arms or arms are rotated separately or together.
Pri vseh izvedbah kobilic je gibljivi del kobilice, sestavljen iz krakov, balastnih uteži in zasukljive uležajene tulke ter preko omenjene tulke uležajen na fiksni del kobilice. Okrov tulke je na prednjem prostem koncu 121 nepremakljivega dela kobilice prednostno hemisferično oblikovan, nasprotni konec 122 pa je vsaj približno konusne oblike. Omenjeno pogonsko sredstvo za zagotavljanje vsakokrat potrebnega zasuka krakov okoli osi in/ali za držanje krakov v vsakokrat izbranem položaju po zasuku okoli omenjene osi je razporejeno v notranjosti okrova in/ali tulke, pri čemer to pogonsko sredstvo prednostno predstavlja hidromotor in planetni reduktor (Sl. 17). Vzdolžna os kobilice, okoli katere sta zasukljiva omenjena kraka, prednostno poteka poševno pod ustreznim kotom glede na vzdolžno os plovila, ki je vzporedna z idealno gladino in ki sovpada ali je vzporedna z vsakokratno smerjo plovbe vetrno gnanega plovila, in sicer na tak način, da se omenjena os kobilice v smeri proti premcu plovila približuje gladini, v smeri proti krmi plovila pa se od gladine oddaljuje. Pri tem naklon osi kobilice glede na os plovila v splošnem znaša med 0,5 in 5°, prednostno med 1 in 3° in še zlasti vsaj približno 1,5° (S1.5 - a),.In all embodiments of the keel, the movable part of the keel consists of legs, ballast weights and a rotatable bearing sleeve, and through said sleeve is mounted on a fixed part of the keel. The sleeve housing is preferably hemispherically shaped at the front free end 121 of the stationary portion of the keel, and the opposite end 122 is at least approximately conical in shape. Said propulsion means for providing the necessary rotation of the limbs about the axis and / or for holding the limbs in each position selected after rotation about said axis are arranged inside the housing and / or the sleeve, the propulsion means being preferably a hydromotor and a planetary gearbox (Fig. 17). 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 ° (S1.5 - a).
Pri preprostejši od možnih izvedb kobilice po izumu (varianta A) vsak od krakov lahko obsega vsaj eno krilo, ki je razporejeno na vsakokrat zunanji, od vsakokrat preostalega kraka vstran obrnjeni površini in poteka vsaj približno pravokotno glede na vsakokrat pripadajočo zunanjo površino kraka. Še zlasti je pri tej varianti kobilice na vsakem od krakov predvideno po eno krilo, ki je gledano od osi kobilice proti prostemu koncu vsakokratnega kraka razporejeno na vsaj približno tretjini razdalje med osjo zasuka krakov in vzdolžno osjo vsakokrat pripadajoče uteži na prostem koncu vsakokrat pripadajočega kraka.In the simpler than possible embodiment of the keel according to the invention (variant A), each of the arms may comprise at least one wing, which is disposed on the outer side of the rest of the limb and extends at least approximately perpendicularly to the respective outer surface of the limb. In particular, in this variant of the keel, one wing is provided on each of the arms, viewed from the axis of the keel towards the free end of each arm, at least about one third of the distance between the axis of rotation of the arms and the longitudinal axis of the respective weights at the free end of the respective arm.
Pri zahtevnejših od možnih izvedb kobilice po izumu (variante B, C, D) je vsak od obeh krakov zasnovan v obliki črke L, tako da lomljena, z ustreznima utežema zaključena prosta konca krakov štrlita vsaksebi, in sicer bodisi pravokotno, prednostno pa je vsakokraten prosti konec lomljen pod kotom vsaj približno 60° (S1.4 - δ) glede na vzdolžno ravnino kraka. Krak je lahko lomljen v ostrem kotu, ali pa krožno s poljubnim polmerom (neprikazano).In the more demanding of the possible versions of the keel according to the invention (variants B, C, D), each of the two arms is designed in the form of an L, so that the broken free ends of the arms protrude from each other, either perpendicularly, preferably in each case free end broken at an angle of at least about 60 ° (S1.4 - δ) with respect to the longitudinal plane of the arm. The leg can be broken at a sharp angle or circular with any radius (not shown).
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Hkrati sta ta prosta lomljena konca 230, 231 še dodatno zasukana po osnovni ploskvi kraka 213,223 kobilice tako, da se prednji del pregiba približuje osi vrtišča 100, zadnji del pa se od njega oddaljuje. V splošnem znaša ta kot nekje med 0,5° in 7°, prednostno med 1° in 5° in še zlasti vsaj približno 3°. Kadar je krak kobilice tipa B, C ali D postavljen v vertikalno lego, se kot a osišča 100 kobilice glede na vzporednico z vodno gladino 201 ter kot prepogiba β glede na osišče 100 seštejeta in tedaj tvori kot nagiba lomljenega dela kobilice 230 ali 231 glede na vzporednico z vodno gladino 201 skupen kot γ (SI.5), ki je seštevek omenjenih dveh kotov (γ = α + β ).At the same time, these free broken ends 230, 231 are further rotated along the base surface of the keel arm 213,223 such that the front of the fold approaches the axis of the pivot 100, and the rear portion protrudes from it. In general, the angle is somewhere between 0.5 ° and 7 °, preferably between 1 ° and 5 ° and in particular at least about 3 °. When the keel of a Type B, C or D keel is placed in a vertical position, the angle of a keel is 100 with respect to the water surface 201 and the bend angle β with the axis 100 is summed up and then formed by the angle of inclination of the broken keel 230 or 231 with respect to parallel to the water surface 201 common angle γ (SI.5), which is the sum of the two angles mentioned (γ = α + β).
Pri še nadaljnji izvedbi kobilice po izumu (varianti C, D) je vsak od omenjenih krakov v območju ob tulki in na zadnji strani glede na potek tokovnic v smeri od premca proti krmi plovila lahko opremljen z vsaj po enim gibljivim zakrilcem. Pri tem je vsakokratno zakrilce s pomočjo ustreznega pogonskega sredstva po izbiri bodisi zasukljivo okoli osi, ki poteka v vzdolžni smeri vsakokrat pripadajočega kraka med osjo in vsakokratnim prostim koncem, in sicer prednostno za kot med 1° in 10°, prednostno 6° v smeri vstran od trupa plovila, po izbiri pa držano v vsakokrat izbranem položaju. Prednostno se nagiba od vodne gladine (200) navzdol le tisto zakrilce, ki je trenutno v pretežno horizontalnem položaju, zakrilce vertikalnega kraka pa je tedaj postavljeno v nevtralni položaj, da sta čelni upor kraka (21 ali 22) in bočni zanos plovila (5) čim manjša. Vsakokratno pogonsko sredstvo za premikanje omenjenih zakrile je prednostno na voljo kot hidravlični cilinder.In a further embodiment of the keel according to the invention (variants C, D), each of said arms may be provided with at least one movable flap in the area adjacent to the sleeve and at the rear, depending on the course of the currents from bow to stern of the vessel. In this case, the flaps are optionally either rotatable 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 10 °, preferably 6 ° in the direction of the lateral direction. from the hull of the vessel, and optionally held in the position selected in each case. Preferably, only the flap, which is currently in a predominantly horizontal position, is tilted down from the water surface (200), while the flap of the vertical limb is then set to neutral so that the front resistance of the limb (21 or 22) and lateral drift of the vessel (5) as small as possible. The respective propulsion means for moving said flaps is preferably available as a hydraulic cylinder.
Nadalje je hidromotor s planetnim reduktorjem ali drugim tehnično ustreznim mehanskim pogonskim sklopom za premikanje oz. sukanje krakov okoli osi kobilice povezan s hidravličnim cilindričnim sklopom za premikanje zakrile v skupen mehansko hidravličen povezan in ustrezno krmiljen sklop (Sl. 17). Pri tem je vsaj pogonsko sredstvo za premikanje krakov po izbiri samodejno krmiljeno na osnovi vsakokrat izbranih parametrov, še zlasti periodično ponovljivega nagibanja plovila okoli vzdolžne osi na vsakokrat vzvalovani gladini.Furthermore, a hydromotor with a planetary gearbox or other technically appropriate mechanical drive for moving or twisting of the arms about the keel axis connected to a hydraulic cylindrical assembly to move the flap into a joint mechanically hydraulic connected and properly controlled assembly (Fig. 17). 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.
Predmet izuma je tudi plovilo na vetrni pogon, obsegajoče vsaj trup z jamborom, jadri in krmilom, pri čemer tovrstno plovilo v območju trupa in vsaj približno pod težiščem samega plovila obsega kobilico po enem od predhodnih zahtevkov. Obenem je tovrstno plovilo v območju trupa na zadostni razdalji od kobilice proti premcu opremljeno z vsaj enim smernim stabilizatorjem (55) za vodenje plovila v smeri vzporedno z vzdolžno osjo plovila z namenom preprečevanja zasuka plovila okoli vertikalne osi kobilice, ko plovilo glisira.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 to the bow, is provided with at least one directional stabilizer (55) for guiding the vessel in a direction parallel to the longitudinal axis of the vessel in order to prevent the vessel from rotating about the vertical axis of the keel when the vessel is speeding.
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Smerni stabilizator (55) je s trupom plovila prednostno togo povezan nepremakljiv del, umeščen v osi plovila (201) na zadostni razdalji od kobilice proti premcu in pritrjen pod vodno linijo, natančneje na spodnjo površino trupa plovila (50) na premčni strani. Smerni stabilizator je sestavljen iz prednostno dveh lamel, ki sta hidrodinamično in simetrično oblikovanega prečnega preseka, to je iz vertikalne lamele (55a), ki skrbi za smerno stabilnost plovila okoli vertikalne osi in horizontalne lamele (55b), ki je nanjo umeščena simetrično prečno in pravokotno, v višini približno polovice vertikalne dolžine lamele 55a (Sl. 1). Horizontalna lamela 55b je v prečni smeri poravnana z vodno gladino, v vzdolžni smeri pa je nagnjena tako, da se v smeri proti premcu plovila približuje vodni gladini 200, v smeri proti krmi plovila pa se od gladine oddaljuje. Pri tem vzdolžni naklon horizontalne lamele 55b v splošnem znaša med 1 in 9°, prednostno med 3 in 6° in še zlasti vsaj približno 5° (Sl.l - ω). Omenjena lamela 55b skrbi za to, da se plovilo ob ugodnih vetrnih pogojih s premcem prične dvigovati proti vodni gladini 200. S tem se relativni vpadni kot kobilice 100 glede na vodno gladino 200 začasno poveča, kar poveča hidrodinamični vzgon na vsakokratno pretežno horizontalnih delih krakov kobilice (1), kar privede do izplutja plovila na podvodna krila. Ko sprednji horizontalni smerni stabilizator 55b doseže nivo vodne gladine 200, je njegovo nadaljnje dvigovanje onemogočeno, kobilica skupaj s preostalim trupom plovila pa sledi do višine, kjer se rezultanta hidrodinamične vzgonske sile na kobilici 1 in teže plovila 5 izenačita.The directional stabilizer (55) is preferably rigidly coupled to the hull of the vessel, fixed in the axis of the vessel (201) at a sufficient distance from the keel to the bow and attached below the water line, more specifically to the lower surface of the hull (50) on the bow. The directional stabilizer consists preferably of two blades which are hydrodynamically and symmetrically shaped in cross-section, that is, of the vertical blades (55a), which ensures the directional stability of the vessel about the vertical axis and the horizontal blades (55b) placed symmetrically transversely, and perpendicular to the height of about half the vertical length of the blade 55a (Fig. 1). Horizontal blade 55b is aligned with the water surface in the transverse direction, and inclined in the longitudinal direction so as to approach the water surface 200 towards the bow of the vessel and away from the surface in the direction of the stern of the vessel. The longitudinal inclination of the horizontal blade 55b is generally between 1 and 9 °, preferably between 3 and 6 °, and in particular at least about 5 ° (FIG. 1 - ω). Said blade 55b ensures that the vessel, with favorable bow conditions, begins to rise towards the water surface 200. With this, the relative inclination angle of the keel 100 relative to the water level 200 is temporarily increased, which increases the hydrodynamic buoyancy of the predominantly horizontal parts of the keel legs. (1) which results in the vessel leaving the submarine. When the front horizontal directional stabilizer 55b reaches a water level 200, its further lifting is prevented, and the keel together with the rest of the hull follows to a height where the resultant hydrodynamic buoyancy force on the keel 1 and the weight of the vessel 5 equalize.
Podrobneje bo bistvo izuma pojasnjeno z opisom izvedbenega primera z ozirom na priložene risbe, na katerih je prikazano naslednje:In more detail, the essence of the invention will be explained by the description of an embodiment with reference to the accompanying drawings, which show the following:
> Sl. 1 Primer izvedbe kobilice tipa C po izumu v vgrajenem stanju na plovilu v perspektivi > Sl. 2 V perspektivi ponazorjeni trije osnovni tipi kobilice (A, B in C), katerih skupna lastnost je, da sta kraka gibljivega dela kobilice postavljena medsebojno pod fiksnim kotom in sta tipa A ter B prikazana v nevtralnem položaju in tip C v skrajnem jadralnem položaju.> Fig. 1 is an exemplary embodiment of a Type C keel according to the invention in the built-in state of the vessel in perspective> FIG. 2 In perspective, three basic types of keel (A, B and C) are illustrated, the common feature being that the arms of the moving part of the keel are positioned at a fixed angle and type A and B are shown in the neutral position and type C in the extreme sailing position.
> Sl. 3 Trije osnovni tipi kobilice po S1.2 prikazani v narisu > SI. 4 Samostojno v perspektivi ponazorjen primer izvedbe kobilice variante B po izumu s pogledom od spredaj in prikazom kota δ lomljenega dela kraka 230,231 glede na osnovno ploskev kraka 213,223 ter prikazom kota med obema medsebojno fiksnima krakoma φ> Fig. 3 The three basic types of keel according to S1.2 are shown in the outline> SI. 4 A perspective view of an embodiment of a variant B keel according to the invention with a front view and a representation of the angle δ of the broken leg portion 230,231 with respect to the base plane of the limb 213,223 and the angle representation between the two mutually fixed arms φ
> Sl. 5 Samostojno ponazorjen primer izvedbe kobilic variante C (enako za B in D) po izumu s pogledom v narisu in prikazom kota osišča a ter kota lomljenega dela kraka β glede na vzporednico z vodno gladino 201, kadar je omenjeni krak postavljen v vertikalni položaj > Sl. 6 V perspektivi ponazorjena kobilica tipa D po izumu v vseh osnovnih položajih med seboj ločeno zasukljivih krakov > Sl. 7 Kobilica tipa D po izumu v vgrajenem stanju na plovilu v pogledu od spredaj v vseh osnovnih položajih med seboj ločeno zasukljivih krakov, s tem, da sta položaja kobilice 1 z oznako lDd ter IDe prikazana v času glisiranja plovila, ko je celoten trup plovila 50 dvignjen nad nivo vodne gladine 200, položaja IDa ter lDb pa v običajnem ugreznjenem plovnem položaju, kot je običaj pri deplasmajskih plovilih > Sl. 8 V perspektivi samostojno ponazorjena kobilica tipa D po izumu v spuščenem položaju IDa, namenjenem vplutju in privezu v marini > Sl. 9 Kobilica po sliki 8 v vgrajenem stanju > Sl. 10 V perspektivi samostojno ponazorjena kobilica tipa D po izumu v nevtralnem položaju krakov 90° (položaj lDb), namenjenem odlaganju na kopnem ali na morskem dnu ob oseki > Sl. 11 Kobilica po sliki 10 v vgrajenem stanju > Sl. 12 V perspektivi samostojno ponazorjena kobilica tipa D po izumu v pretežno skrajnem jadralnem položaju krakov IDe, z namenom maksimalnega utežiščenja v primeru bočnega vetra, ki piha v desni bok plovila in glisiranju ob ugodnih vetrnih pogojih > Sl. 13 Kobilica po sliki 12 v vgrajenem stanju > Sl. 14 V perspektivi samostojno ponazorjena kobilica tipa D po izumu v skrajnem dvignjenem položaju IDe, namenjenem vhodu v plitve prelive ali izplutju iz vode (glisiranju) s pomočjo motornega pogona > Sl. 15 Kobilica po sliki 14 v vgrajenem stanju > Sl. 16 Pogled na kobilico tipa D po izumu v vgrajenem stanju na plovilu v perspektivi iz spodnje zadnje desne strani plovila v vseh osnovnih položajih med seboj ločeno zasukljivih krakov > Sl. 17 Shema izvedbe kobilice s hidromotorjem in planetnim reduktorjem za zasuk gibljivega dela kobilice in hidravličnimi bati za nagibanje zakrile - eksplozijska slika • · · > Sl. 18 Prikaz zasučnega spoja fiksnega in gibljivega dela kobilice za tipe kobilic A, B in C, katerih skupna lastnost je, da sta kraka gibljivega dela kobilice 2 postavljena medsebojno v fiksni položaj in je vrtljiva tulka 20 gibljivega dela kobilice izvedena iz enega kosa in kot taka vpeta v vrtišče 100 geometrijske osi kobilice > Sl. 19 Prikaz zasučnega spoja fiksnega in gibljivega dela kobilice za tip D, kjer je položaj posameznega kraka gibljivega dela kobilice 2a in 2b medsebojno pretežno neodvisen, ker je vsak od obeh krakov skupaj s pripadajočo delno tulko 20a in 20b vpet v vrtišče 100 geometrijske osi kobilice samostojno> Fig. 5 A self-illustrated embodiment of the locus of variant C (same for B and D) according to the invention with a view in outline and showing the angle of the axis a and the angle of the broken part of the leg β relative to the water surface 201 when said arm is placed in a vertical position> FIG. . 6 is a perspective view of the Type D keel according to the invention in all basic positions of the rotatable arms separately from each other> FIG. 7 The Type D keel according to the invention in the built-in state of the vessel in front view in all basic positions of the pivoting arms, with the position of the keel 1 marked lDd and IDe being displayed at the time of planing the vessel when the entire hull of the vessel 50 raised above water level 200 and IDa and lDb positions in the normal submerged float position, as is customary for a seagoing vessel> Fig. 8 In perspective, an independently illustrated Type D keel according to the invention in a lowered ID position intended for entry and mooring in a marina> FIG. 9 The keel of Fig. 8 in the fitted state> FIG. 10 In perspective, a self-illustrated Type D keel according to the invention in a 90 ° neutral position (lDb position) for land or seabed deposition> FIG. 11 The keel of Fig. 10 in the fitted state> FIG. 12 In perspective, a self-illustrated Type D keel according to the invention in a predominantly extreme sailing position of the IDe arms, for maximum weighting in the event of crosswind blowing in the starboard side of the vessel and speed gliding under favorable wind conditions> FIG. 13 The keel of Fig. 12 in the fitted state> Fig. 14 In perspective, a self-illustrated Type D keel according to the invention in the extreme elevated position IDe intended for the inlet of shallow overflows or the discharge from water (planing) by means of a motor drive> FIG. 15 The keel of Fig. 14 in the fitted state> Fig. 16 is a perspective view of the Type D keel according to the invention in the built-in state of the vessel in perspective from the lower rear right of the vessel in all basic positions of the rotatable arms; Fig. 17 Schematic diagram of the keel with a hydraulic motor and a planetary gearbox for rotating the moving part of the keel and hydraulic pistons for tilting the shutter - explosion picture • · ·> Fig. 18 Representation of the rotary joint of the fixed and moving part of the keel for types of keel A, B and C, the common feature of which is that the arms of the moving part of the keel 2 are positioned in a fixed position and the rotating sleeve 20 of the moving part of the keel is made of one piece and as such mounted in the pivot 100 of the keel geometric axis> Fig. 19 Showing a rotary joint of a fixed and movable part of the keel for type D, where the position of the individual leg of the movable part of the keel 2a and 2b is substantially independent of each other, since each of the two arms together with the respective partial sleeve 20a and 20b are engaged independently in the pivot 100 of the keel geometric axis
Kobilica 1 po izumu sestoji iz nepremakljivega dela 10, ki je togo povezan s trupom 50 plovila 5, kot tudi iz glede na omenjen nepremakljivi del 10 okoli osi 100 zasukljivega dela 2 (ali 2a in 2b pri tipu D), ki obsega med seboj vsaksebi štrleča, med seboj pravokotna in togo povezana ali eden od drugega neodvisno zasukljiva kraka 21, 22, od katerih vsak na svojem prostem koncu 210, 220 obsega balastno maso oz. utež 211, 221.The keel 1 according to the invention consists of a waterproof part 10 which is rigidly connected to the hull 50 of the vessel 5, as well as with respect to said waterproof part 10 about the axis 100 of the swivel part 2 (or 2a and 2b in type D), comprising each other protruding, rectangular and rigidly interconnected or independently rotatable arms 21, 22, each of which, at its free end 210, 220, comprises a ballast mass, respectively. weight 211, 221.
Omenjen nepremakljivi del 10 je tako kot pri doslej znanih kobilicah zasnovan kot tog, z ustreznim hidrodinamično oblikovanim, prednostno simetričnim prečnim presekom izveden del, ki je glede na svoj izhodiščni položaj postavljen vertikalno in poteka v smeri od trupa 50 plovila 5 navpično navzdol. Kot izhodiščni položaj dela 1 se v tem primeru razume položaj kobilice 1 na popolnoma vodoravno, nevzvalovano tj. idealno vodno gladino postavljenega plovila na vetrni pogon. Omenjen nepremakljivi del 10 je togo povezan s trupom 50 plovila 5 in je razmeroma kratek ter zato izpostavljen razmeroma majhnim upogibnim obremenitvam in deformacijam, obenem pa posledično ugrez plovila 5 lahko manjši kot bi bil sicer v primeru uporabe klasične kobilice, kar plovilu 5 načeloma omogoča vožnjo in manevriranje tudi v območju manjših globin.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 shall be understood to mean the position of the keel 1 in a completely horizontal, non-rolled manner. 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.
Na prostem koncu 110 nepremakljivega dela 10 kobilice 1 je v izhodiščnem položaju plovila 5, torej na idealni gladini, definirana vzdolžna os 201 plovila 5, ki sovpada ali je vsaj vzporedna z vsakokratno smerjo plovbe oz. premikanja plovila 5 oziroma z vzdolžno simetralo plovila 5 in obenem tudi z idealno gladino.At the free end 110 of the stationary part 10 of the keel 1, a longitudinal axis 201 of the vessel 5 is defined in the starting position of the vessel 5, ie at an ideal surface, which coincides with, 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.
Nadalje je na prostem koncu 110 nepremakljivega dela 10 (Sl. 2) kobilice 1 predviden okrov 12, v katerem je v geometrijski osi 100 kobilice 1, ki je glede na os 201 plovila 5 nagnjena pod kotom aFurther, a free housing 12 is provided at the free end 110 of the stationary portion 10 (Fig. 2) of the keel 1, in which there is an angled axis 100 in the geometric axis 100 of the keel 1, which is inclined at an angle a with respect to the axis 201 of the vessel 5.
(Sl. 5), uležajena tulka 20 premakljivega dela 2 kobilice 1, ki je uležajena v omenjenem okrovu 12 nepremakljivega dela 10 in gnana z vsakokrat izbranim pogonskim sredstvom 14 (Sl. 17), prednostno s hidravličnim motorjem in planetnim reduktorjem ter zavoro, katerega delovanje je možno krmiliti s pomočjo neprikazane krmilne naprave, ki je preko prav tako neprikazane komunikacijske povezave povezana z vsaj eno neprikazano krmilno enoto v območju upravljalnega pulta plovila 5. Omenjena tulka 20 je togo povezana z obema krakoma 21, 22, ki sta torej med seboj togo (Sl. 18) ali vsak posebej (Sl. 19) povezana preko omenjene tulke 20, oz. delne tulke 20a n 20b na osišče 100(Fig. 5), a sleeve 20 of the movable part 2 of the keel 1, which is housed in said housing 12 of the movable part 10 and driven by the drive means 14 selected each (Fig. 17), preferably with a hydraulic motor and a planetary gearbox, and a brake whose the operation can be controlled by means of a non-displayed control device connected via at least one non-displayed communication link to at least one non-displayed control unit in the area of the control panel of the vessel 5. Said sleeve 20 is rigidly connected to both arms 21, 22, which are therefore interconnected rigidly (Fig. 18) or individually (Fig. 19) connected via said sleeve 20, respectively. partial sleeves 20a and 20b per shaft 100
Omenjena os 100 kobilice 1 torej glede na os 201 plovila 5 poteka poševno pod kotom a, in sicer na tak način, daje omenjena os 100 kobilice 1 nagnjena poševno navzdol v smeri od premca 51 proti krmi 52 plovila oziroma da se v smeri proti premcu 51 plovila 5 omenjena os 100 kobilice gladini približuje, v smeri proti krmi 52 pa se od gladine oddaljuje. Pri tem omenjeni kot a prednostno znaša približno 1,5°.Said axis 100 of the keel 1 is thus inclined at an angle a with respect to the axis 201 of the vessel 5, in such a way 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 °.
Še nadalje je omenjeni okrov 12 hidrodinamično oblikovan, tako daje npr. na prednjem koncu 121 hemisferičen, na zadnjem koncu 122 pa koničen, obenem pa med omenjenima koncema 121, 122 vstavljena tulka 20 ali delna tulka 20a, 20b zasukljivega dela 2 skupaj z omenjenima koncema 121, 122 okrova 12 tvori karseda somerno in plovno, skratka hidravlično sprejemljivo površino.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 ends 121, 122 inserted sleeve 20 or partial sleeve 20a, 20b of the swivel part 2 together with the said ends 121, 122 of the housing 12 forms as much as possible straight and smooth, in short hydraulic acceptable surface.
Obenem sta tudi oba k omenjeni tulki 20 (20a, 20b) priključena kraka 21, 22 zasukljivega dela 2 zasnovana s hidrodinamično oblikovanima in prednostno simetričnima prečnima presekoma, pri čemer vsak na svojem prostem koncu 210, 220 obsega hidrodinamično oblikovano utež 211, 221.At the same time, both arms 20 (20a, 20b) connected to said sleeve 20 (20a, 20b) are configured with hydrodynamically shaped and preferably symmetrical cross sections, each having a hydrodynamically shaped weight 211, 221 at its free end 210, 220.
Pri eni od možnih izvedb kobilice 1A po izumu je na zunanji, navzven, oz. vstran od vsakokrat preostalega kraka 21, 22 obrnjeni površini 213, 223 vsakega od krakov 21, 22 na voljo po eno zakrilce 215, 225 (S1.2 in 3), ki je glede na vsakokrat pripadajoč krak 21, 22 lahko postavljeno bodisi pravokotno ali pod drugačnim kotom, še zlasti pod kotom 90° glede na vsakokrat preostali krak 21, 22, in je prednostno razporejeno na približno tretjini razdalje med tulko 20 in prostim koncem 210, 220, oz. utežjo 211, 221 kraka 21, 22.In one of the possible embodiments of the keel 1A according to the invention, the outer, outward, or one flap 215, 225 (S1.2 and 3), which can be positioned either perpendicularly or in each case with respect to each respective limb 21, 22, is provided side by side with the remaining arm 21, 22 facing the surface 213, 223 of each arm 21, 22; at a different angle, especially at an angle of 90 ° with respect to the remaining limb 21, 22, respectively, and is preferably arranged at about one third of the distance between the sleeve 20 and the free end 210, 220, or. weights 211, 221 arms 21, 22.
Nadaljnji izmed možnih primerov izvedbe je tip IB ponazorjen na Sl. 2, 3 in 4. V tem primeru je vsak od krakov 21, 22 v osnovi zasnovan vsaj približno v obliki črke L, spet s hidrodinamično oblikovanim in prednostno simetričnim prečnim presekom, tako da je na prostem koncu 210, 220 navzven bodisi lomljen pod pravim kotom ali pa glede na vzdolžno ravnino samega kraka 21, 22 oklepa drugačen kot, še zlasti npr. kot 60° (S1.4 - δ) glede na vzdolžno ravnino kraka in hkrati sta ta prosta lomljena konca 230, 331 še dodatno zasukana po ravnini osnovnega kraka kobilice za manjši kot, prednostno 3° navzgor od krme proti premcu, obenem pa je lomljeni del opremljen z utežjo 211, 221. Kraka sta lahko lomljen v ostrem kotu, ali pa krožno s poljubnim polmerom (neprikazano).A further embodiment of the type IB is illustrated in FIG. 2, 3 and 4. 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 externally or broken below the right or, depending on the longitudinal plane of the arm 21, 22 itself, it encloses a different angle, especially e.g. angle 60 ° (S1.4 - δ) with respect to the longitudinal plane of the leg and at the same time these free broken ends 230, 331 are further rotated along the plane of the base leg of the keel by a smaller angle, preferably 3 ° upwards from the stern to the bow, while being broken part fitted with weight 211, 221. The arms may be broken at a sharp angle, or circular with any radius (not shown).
Ta izvedba omogoča zmanjšanje upora pri določenih pogojih plovbe, ko se ena od uteži 211, ali 221 lahko nahaja nad gladino, in se s tem zmanjša dinamični upor uteži tistega kraka, ki je tedaj v dvignjenem položaju. Zmanjšanje omenjenega čelnega upora se zgodi na boku plovila, zato se zmanjša tudi bočno sukanje plovila v vertikalni osi. Zaradi nagiba lomljenega dela tistega kraka, ki se trenutno nahaja v vertikalnem položaju, hidrodinamični vzgon, ki se poraja na lomljenem delu kraka (230 ali 231) še dodatno dviguje plovilo, obenem pa zaradi svoje specifične lege plovilo tudi rotira okoli njegove vzdolžne osi v nasprotni smeri, kot ga nagiba sila bočnega vetra v jadrih. S tem se sila izravnavanja plovila še poveča, s tem, daje omenjena sila v korelaciji s horizontalno hitrostjo plovila.This embodiment makes it possible to reduce the resistance under certain conditions of navigation when one of the weights 211 or 221 may be located above the surface, thereby reducing the dynamic resistance of the weight of the leg in the raised position. The reduction of said frontal resistance occurs on the side of the vessel and therefore the lateral rotation of the vessel in the vertical axis is also reduced. Due to the inclination of the broken part of that leg, which is currently in a vertical position, hydrodynamic buoyancy, which occurs on the fractured part of the limb (230 or 231), further raises the vessel, and due to its specific position, the vessel also rotates about its longitudinal axis in the opposite direction directions as tilted by the force of crosswind in sails. This further increases the leveling force of the vessel, with the said force correlating with the horizontal speed of the vessel.
Na Sl. 1, 2,3 in 5 je ponazoijena izvedba kobilice po izumu z oznako C, pri kateri sta kraka 21 in 22 zopet med seboj togo povezana preko tulke 20, ki je okoli osi 100 zasukljivo pričvrščena na nepremakljivem delu 10, pri tem pa je vsak od krakov 21, 22 v bližini omenjene tulke 20 opremljen z zakrilcem 216, 226. Vsako od omenjenih zakrile 216, 226 je zasukljivo okoli osi 217, 227 (Sl.17), ki poteka v vzdolžni smeri vsakokrat pripadajočega kraka 21, 22, in okoli omenjene osi 217, 227 premakljivo s pomočjo ustreznega pogonskega sredstva 218, 228, še zlasti npr. hidravličnega cilindra, ki je lahko vključen v hidravlični tokokrog in krmilni sistem za napajanje in krmiljenje omenjenega pogonskega sredstva 14.In FIG. 1, 2,3 and 5 illustrate an embodiment of the keel according to the invention, marked C, in which the arms 21 and 22 are again rigidly connected via a sleeve 20, which is pivotally attached to the fixed part 10 about each axis, each of the arms 21, 22 adjacent to said sleeve 20 provided with a flap 216, 226. Each of said flaps 216, 226 is rotatable about an axis 217, 227 (Fig. 17) extending in the longitudinal direction of each respective arm 21, 22, and about said axis 217, 227 movable by means of a suitable drive means 218, 228, in particular e.g. a hydraulic cylinder which may be integrated into the hydraulic circuit and control system for supplying and controlling said drive means 14.
Ko se kobilica 1 nahaja v položaju po Sl. 10 in 11, sta uteži 211, 221 razporejeni simetrično glede na vzdolžno os 201 plovila 5. V takem položaju kobilice 1 je plovilo 5 možno postaviti na ravno podlago na kopnem ali ga sidrati v morju ali z njim celo pluti, npr. na motorni pogon. Strokovnjaku bo razumljivo, daje ugrez plovila 5 v takem primeru manjši, tako daje plovba možna tudi v manjših globinah.When the keel 1 is in the position of FIG. 10 and 11, the weights 211, 221 are arranged symmetrically with respect to the longitudinal axis 201 of the vessel 5. In such a position of the keel 1, the vessel 5 can be positioned on a flat land surface 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 the vessel 5 in such a case is smaller, so that navigation is also possible at shallower depths.
S pomočjo pogonskega sredstva 14 je možno zasukljivi del 2 kobilice 1 po potrebi zasukati okoli osi 100 kobilice 1 relativno glede na nepremakljivi del 10. S tem v zvezi bo strokovnjaku razumljivo, da je tudi pri podprtju plovila 5 na vodoravni ali nagnjeni podlagi morskega dna v primeru oseke s pomočjo pogonskega sredstva 14 možno kompenzirati nagib in plovilo 5 postaviti v položaj, v katerem nepremakljivi del 10 kobilice 1 poteka vsaj približno vertikalno.By means of propulsion means 14, it is possible to rotate the pivot portion 2 of the keel 1, if necessary, about the axis 100 of the keel 1 relative to the non-movable part 10. In this connection, it will be understood by the person skilled in the art that even when supporting vessel 5 on a horizontal or inclined seabed base, in the case of a low tide, it is possible to compensate for the tilt by means of the drive means 14 and place the vessel 5 in a position in which the stationary portion 10 of the keel 1 extends at least approximately vertically.
Med plovbo z jadri se plovilo 5 zaradi upora vetra v jadrih in posledično nagiba jambora nagne oz. zasuče okoli svoje vzdolžne osi 201. Ta zasuk je možno zmanjšati ali po potrebi popolnoma odpraviti z zasukom dela 2 kobilice 1 vsaj približno v tak položaj, v kakršnem je ponazorjena na Sl. 1 in 13. V takem položaju ima kobilica dvojno funkcijo, in sicer en krak 21, ki na svojem prostem koncu 210 obsega utež 211, predstavlja podaljšek nepremakljivega dela 10 v globino t.j. v smeri od gladine proti dnu in s to lego predstavlja upor proti bočnemu zanosu plovila ter hkrati z lomljenim delom kraka 231 zaradi njegovega kota, ki deluje kot propeler, s pomočjo hidrodinamične sile rotira plovilo v nasprotni smeri, kot bočni veter, medtem ko preostali krak 22 na privetrni strani plovila poteka približno horizontalno in drži pripadajočo utež 221 na razmeroma veliki ročici od osi 201 plovila 5 ter s tem ustvarja še dodatni vrtilni moment, ki deluje v nasprotni smeri kot vrtilni moment, ki ga sila vetra v območju jader ustvarja na jamboru. S tem je možno bistveno zmanjšati nagibanje plovila med plovbo, kar pripomore k večjemu izkoristku jader in povečanju udobja na plovilu. Pri tem je razumljivo, daje možno s pomočjo pogonskega sredstva 14 premakljivi del 2 kobilice 1 po izbiri sukati okoli osi 100, in povrhu vsega sukanje dela 2 kobilice 1 avtomatizirati, tako da na osnovi izmerjenih vrednosti določenih parametrov ali signalov z ustreznih senzorjev krmilna naprava samodejno upravlja pogonsko sredstvo 14 in s tem zasuke dela 2 kobilice 1 v vsakokrat ustreznem obsegu v eno ali drugo smer.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 201. 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 13. 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. in the direction of the surface towards the bottom and in this position represents a resistance to the lateral drift of the vessel, and at the same time with the broken part of the arm 231 due to its angle acting as a propeller, by means of hydrodynamic force, rotates the vessel in the opposite direction as the lateral wind while the remaining arm 22 on the windward side of the vessel runs approximately horizontally and holds the associated weight 221 on a relatively large lever from the axis 201 of vessel 5, thereby creating additional torque in the opposite direction to the torque generated by the wind force in the sail 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 above all 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 operates the drive means 14, thereby rotating the keel part 1 portion 2 in each appropriate direction in one direction or the other.
Temu ustrezno je možno na osnovi primernega krmiljenja zmanjšati zibanje zasidranega plovila zaradi valovanja, pri čemer se zasuke okoli osi 201 plovila 5, do katerih bi sicer prihajalo npr. zaradi bočnih valov, redno in sproti samodejno kompenzira z ustreznimi zasuki dela 2 kobilice 1.Accordingly, the rocking of the anchored vessel due to the ripple can be reduced on the basis of appropriate steering, with rotations about the axis 201 of the vessel 5, which would otherwise occur e.g. due to the lateral waves, it compensates regularly and promptly with the corresponding rotations of the part 2 of the keel 1.
Še nadalje bo strokovnjaku razumljivo, da je celo v primeru, kadar plovilo npr. zaradi bibavice, izpusta sidra ali iz drugih razlogov nasede na plitvini ter zaradi valovanja prične udarjati s kobilico ob podlago, s preprostim delnim zasukom gibljivega dela kobilice 2 v eno ali drugo smer možno delno nasedlo plovilo rahlo privzdigniti in s tem nevtralizirati rušilne udarce ob togo podlago, hkrati pa z motornim pogonom in krmilom plovilo obrniti okoli vertikalne osi stika spuščenega kraka • · kobilice (211 ali 221) s podlago, kobilico postaviti zopet v nevtralni (S1.4) ali dvignjeni (S1.14) položaj ter plovilo s pomočjo propelerja in motorja potisniti v globlje vodno območje, kjer se lahko sidra ali odpluje.It will be further understood by the person skilled in the art that even when a vessel e.g. due to rockfall, anchor release or other reasons, it lands on a shoal and due to the wave starts striking the keel against the ground, with a simple partial rotation of the moving part of the keel 2 in one direction or the other, it is possible to lift the partly stranded vessel slightly to neutralize the destructive impacts against the rigid ground , with the motor drive and the rudder at the same time, rotate the vessel around the vertical axis of contact of the lower limb • The keel (211 or 221) with the base, place the keel again in the neutral (S1.4) or raised (S1.14) position and the vessel with the help of a propeller and push the engine into a deeper water area where it can anchor or set sail.
Še posebej pa se kobilica 1 po izumu odlikuje po možnosti ustvarjanja razmeroma velikega hidrodinamičnega vzgona med plovbo z večjo hitrostjo. Kot je bilo omenjeno, je vzdolžna os 100 kobilice 1 glede na vzdolžno os 201 plovila 5, oz. vodno gladino 200 nagnjena pod kotom a. Kadar se eden od krakov 21, 22 nahaja pod gladino v približno horizontalnem položaju, pri večji hitrosti, npr. med plovbo v ugodnem vetru, deluje kot letalsko krilo in ustvaija razmeroma veliko silo dinamičnega vzgona, ki deluje nasproti teži. Pri tem mu pomaga tudi lomljeni del krila 230, 231, ki se nahaja še v globlji in stabilnejši vodni masi. Ta skupen dinamičen vzgon postopoma dviga plovilo, s čimer se upor celotnega telesa plovila z oblivajočo vodno maso zmanjšuje in se hitrost plovila še dodatno poveča. Tovrstna sinergija v optimalnih pogojih plovbe načeloma privede do tega da plovilo prične glisirati, s čimer se upor drastično zmanjša in hitrost bistveno poveča. Pri tem velja pripomniti, da mora biti v takih primerih na lupini 50 plovila 5 poleg omenjene kobilice 1 za take primere predviden vsaj en smerni stabilizator 55 (Sl. 1), ki zagotavlja vodenje plovila 5 v vsakokrat želeni smeri in preprečuje rotacijo plovila 5 okoli njegove vertikalne osi.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 is relative to the longitudinal axis 201 of the vessel 5, respectively. water surface 200 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 produces a relatively large dynamic buoyancy force that acts against the weight. It is also assisted by the broken wing portion 230, 231, which is located in a deeper and more stable water mass. This total dynamic buoyancy gradually raises the vessel, reducing the resistance of the entire body of the vessel with the flooding water mass 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 (Fig. 1) must be provided on the shell 50 of the vessel 5 in addition to the said keel 1, which ensures that the vessel 5 is guided in the desired direction and prevents the vessel 5 from rotating around its vertical axes.
Pri kobilici tipa D, S1.6 do 16 in 19 so vsi omenjeni pozitivni učinki kobilic tipa A, B ali C po izumu še dodatno potencirani, saj gibljivi del kobilice 2 ni več sestavljen iz enega samega osnovnega elementa, kjer sta kraka togo fiksirana na skupno uležajeno tulko 20 vrtišča 100, temveč se vsak krak (2a in 2b) lahko okoli svoje (iste) geometrijske osi 100 vrti samostojno, kar omogoča večjo fleksibilnost in uporabnost kobilice v različnih pogojih plovbe ali parkiranja plovila v sidrišču marine, na kopnem ali na morskem dnu ob nasedanju in oseki.In the case of type D, S1.6 through 16 and 19 keel, all the aforementioned positive effects of keel type A, B or C according to the invention are further potentiated, since the moving part of keel 2 is no longer composed of a single basic element where the arms are rigidly fixed to common bearing sleeve 20 of pivot 100, but each limb (2a and 2b) can rotate independently of its (same) geometric axis 100, allowing greater flexibility and usability of the keel in different conditions of navigation or parking of the vessel at anchorage on land or on land or at the seafloor by stranding and lowing.
Iz S1.6 so razvidni vsi osnovni položaji, kijih kobilica tipa D zmore.S1.6 shows all the basic positions that a D-type keel is capable of.
Položaj IDa, prikazan na Sl. 8 in 9 ponazarja spuščena kraka kobilice. Ta položaj je namenjen vplutju plovila v boks marine z namenom, da je podvodni del kobilice čim ožji v izogib siku z bližnjimi plovili, vrvmi in drugo podvodno opremo na sidrišču.The position of the ID shown in FIG. 8 and 9 illustrate the lower arms of the keel. This position is intended to propel the vessel into the marina box in order to keep the underwater part of the keel as narrow as possible in order to avoid being struck by nearby vessels, ropes and other underwater equipment at the anchorage.
Položaj lDb, prikazan na Sl. 10 in 11 ponazarja kraka kobilice, postavljena v mesebojni kot približno 90°, vsak krak pod kotom približno 45° glede na vodno gladino. Ta položaj je namenjen odlaganju plovila na kopno, nasedanju na dno ob oseki in motornemu plutju, kadar ne želimo, da plovilo glisira ter reševanju delno nasedlega plovila.The position of lDb shown in FIG. 10 and 11 illustrate the keel arms, set in a meso-color angle of about 90 °, each arm at an angle of about 45 ° with respect to the water level. This position is intended for the landing of the vessel, landing at the bottom of the strait and motor cork when it is not desired to glide and rescue the partly stranded vessel.
Položaja lDc ter lDd, drugi je prikazan na Sl. 12 in 13 ponazarjata kraka kobilice, postavljena v mesebojni kot približno 90°, pri čemer je eden od krakov v popolnoma horizontalnem položaju, drugi pa v popolnoma vertikalnem položaju. Ta položaj je namenjen plutju v pretežno bočnem vetru, v prikazanem primeru z desne strani plovila in ob ugodnih vetrnih pogojih omogoča izplutje trupa plovila 50 iz vode, torej glisiranje na podvodnih krilih.The positions of lDc and lDd, the second is shown in FIG. 12 and 13 illustrate the arms of a keel placed in a meso-color angle of about 90 °, with one of the arms in a fully horizontal position and the other in a fully vertical position. This position is intended for sailing in mainly crosswinds, in the shown case to the right of the vessel and in favorable wind conditions allows the hull of the vessel 50 to be ejected from the water, thus gliding on the underwater wings.
Položaj IDe, prikazan na Sl. 14 in 15 ponazaija kraka kobilice, postavljena v mesebojni kot približno 180°, pri čemer sta oba kraka poravnana z vodno gladino in obe blasatni masi uteži pomaknjeni izven vodne gladine z namenom maksimalnega zmanjšanja čelnega vodnega upora. Ta položaj je namenjen izključno motornemu plutju in ob dovolj močnem potisku motorja omogoča izplutje trupa plovila 50 iz vode, torej glisiranje na podvodnih krilih ter vplutje v najplitvejša vodna območja.The position of the IDe shown in FIG. 14 and 15 show the keel limb, set in a 180 ° angle of rotation, with both arms aligned with the water surface and both bass weights displaced beyond the water surface to minimize frontal water resistance. This position is intended solely for motor cork and, with sufficient engine thrust, allows the hull 50 to be ejected from the water, thus gliding on the underwater wings and entering the shallowest water areas.
Kobilica tipa D je tehnološko najzahtevnejša, saj potrebuje za svoje delovanje dva ločena pogonska elementa in zahtevnejše krmilje, ki dodatno nadzoruje medsebojno gibanje obeh krakov (21, 22). Tudi tesnenje in dodatna konstrukcija, potrebna za krmiljenje zakrile 215 in 225 je zaradi manjšega razpoložljivega prostora zahtevnejša, vendar po drugi strani omenjeni tip kobilice ponuja dodatne prednosti in dviguje nivo univerzalnosti novega plovila na še višji nivo, kot izvedba z medsebojno togo pričvrščenima krakoma.The Type D keel is the most technologically advanced because it requires two separate drive elements and more complex controls for its operation, which additionally controls the mutual movement of the two arms (21, 22). Due to the smaller space available, the sealing and additional construction required to control the shutters 215 and 225 is more demanding, but on the other hand, the keel type offers additional advantages and raises the level of universality of the new vessel to an even higher level than the version with rigidly fixed arms.
Claims (23)
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/SI2010/000006 WO2010098726A2 (en) | 2009-02-25 | 2010-02-19 | Keel and sailing vessel incorporating same |
| SI201000064A SI23287A (en) | 2010-02-19 | 2010-02-19 | Leeboard and wind driven vessel, including such leeboard |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SI201000064A SI23287A (en) | 2010-02-19 | 2010-02-19 | Leeboard and wind driven vessel, including such leeboard |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| SI23287A true SI23287A (en) | 2011-08-31 |
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ID=44588401
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| SI201000064A SI23287A (en) | 2009-02-25 | 2010-02-19 | Leeboard and wind driven vessel, including such leeboard |
Country Status (1)
| Country | Link |
|---|---|
| SI (1) | SI23287A (en) |
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2010
- 2010-02-19 SI SI201000064A patent/SI23287A/en not_active IP Right Cessation
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