WO2017083947A1

WO2017083947A1 - Sail boat propulsion and stabilisation system and device

Info

Publication number: WO2017083947A1
Application number: PCT/BR2016/050275
Authority: WO
Inventors: Manoel Francisco Cortes CHAVES
Original assignee: Chaves Manoel Francisco Cortes
Priority date: 2015-11-18
Filing date: 2016-10-31
Publication date: 2017-05-26
Also published as: NZ740860A; US20180354592A1

Abstract

The present invention patent relates to a sail boat propulsion and stabilisation system, belonging to the nautical field; it relates in particular to a system which, by means of a device developed for this purpose, substantially increases the performance of existing and to be designed sail or motor boats, reducing the displacement because of its light weight and dynamics, increasing speed and comfort during sailing. The system comprises a control panel (1) connected to a hydraulic group (3) which actuates the device (5), which is provided with a keel wing (51) and a counterweight or lift wing (52) joined by the bulb (56), a cylindrical actuator (54) for the counterweight and lift wing (52), a hydraulic rotary actuator (55) for hoisting the assembly, an articulation shaft (58), a tilting shaft (57) for the assembly, which is coupled to the broadside or to the mounting base (53), besides sensors of the angle of attack of the counterweight wing. Optionally, the hydraulic group (3) and the cylindrical hydraulic actuator (54) are replaced by a cylindrical electric actuator (10) connected directly to the control panel (1) and acting directly upon the counterweight wing (52).

Description

PULSE AND STABILITY SYSTEM AND DEVICE FOR

SAILBOAT

[01] This patent is a boating and propulsion system of a sailboat belonging to the nautical sector, particularly a system which, through a device developed for this purpose, will substantially increase the performance of vessels. the single-hull and multihulled sail, which will be used to increase the final speed of existing sailing vessels and new designs, causing the vessel to reduce its lightweight and dynamic displacement, thus generating greater speed and comfort when sailing.

TECHNICAL STATE

Through the centuries sailing sailing has always dealt with stability issues by generating more ballast and low weight (near the bottom or on the keel) in order to sustain efforts of its velico plan.

[03] Over the years the sailboats have evolved into ever deeper and heavier hydrodynamic bulb-shaped bodies. At the same time saltwater ballast tanks, freshwater ballast tanks have also been used and more recently, on the boats of the last decade, we have opted for folding / tipping fins with end bulbs (VOLVO OCEAN RACE projects http: // www .volvooceanrace.com/en/boat.html).

[04] There are some types of sailboats on the market, some of which will be described below.

[05] Sailboat with cast steel keel or lead ballast:

- And the most conventional type of sailboat, manufactured in large majority in series, most consumed in the market;

- Consists of a hull with two main appendages: an appendix is the downwardly extending keel with cast iron or lead ballast and another appendix is the rudder (usually only a central rudder);

- The keel with symmetrical hydrodynamic profile in relation to the centerline of the vessel, when sailing, makes the lateral support so that the vessel does not decay with the lateral pressure of the sails. Likewise, to compensate the vessel's overturning moment to said keel is internally filled or manufactured with cast steel or lead generating ballast and increasing Metacentric Height;

- The use of lead is more efficient as it provides higher weights for the same keel volume or even the possibility of reducing the keel section due to its higher density; and

- These boats mostly have only one rudder in conventional designs.

- To help bring the boat upright or plumb, the crew usually positions themselves to the windward position, using the weight of the people, generating a moment relative to the vessel's carena center.

[06] This type of sailboat has some drawbacks such as:

- Its construction is simple, but its performance is far below what could be configured as efficient today;

- The keel must be weighed in order to generate a reasonable metacentric height thereby reducing the tilt angle of the boat. This weight causes greater hydrodynamic resistance to the hull which reduces system efficiency;

- When sailing with light wind, all that added weight in the keel sinks further the hull, generates more wet surface in the living works and serves no purpose at all because the light wind does not adhere to the boat. This weight that reduces the speed and response of the boat in low wind often leads the captain to start the sailboat engine, lower the sails and follow without sailing;

- Deep keels have a large wet surface (internal volume needed to fill with ballast) which generates friction with greater speed reduction;

- The hull also sinks with the weight of the keel in its bulge, also widening the wet surface and holding the vessel reducing performance;

- As the vessel begins to line up, the conventional keel hydrodynamic profile begins to work outside the perpendicular of the water plane causing its lateral lift efficiency to decrease substantially, so the boat decays in the wind and generates vortices in the water, energy-dissipating vortices reducing boat speed;

- When the boat approaches a port, inlet or marina, the depth of the keel hinders the arrival by expanding the draft of the vessel by three or more times the draft of the hull. Thus many ports cannot be visited as commanders, because they do not approach these ports, do not enjoy shelter in adverse weather conditions;

Another problem with the conventional keel is that its hydrodynamic profile is symmetrical to the centerline. It can not be different, because it is used to give lateral support with wind blowing from starboard (windward from starboard) or blowing from port (windward from port), so it only generates lateral support to balance lateral forces of the velico plane. if the vessel is sailing at an angle of attack in relation to the water (obliquely in relation to the sea). Thus the hull of a fixed keel sailboat does not sail linearly with the sea flow lines;

- A certain angle of attack of hull and keel in relation to the sea is required. The sailboat hull is also symmetrical, does not have its water lines properly aligned with the flow of seawater, generating more turbulence, especially at the stern;

- When the boat joins, in the fixed keel and center rudder system, the vector center of all sails' aerodynamic forces promoting hull propulsion (sum of all forces pushing the sailboat forward) and the center of hydrodynamic resistance of the hull (sum of all forces holding the sailboat so that it does not increase its speed), are well behind the centerline of the vessel. Thus, the center of pressure of the forward component sails is positioned to the windscreen. On the other hand the center of hydrodynamic strength of the hull is lagged to windward due to the inclination of the hull and the great strength of the keel. The stronger the wind is, the more the vessel adorns, widening the transverse distance between these forces, causing a moment (binary) to appear, seeking to take the bow of the vessel to the wind, against the wind (to enter the wind);

- To counteract this trend, which arises with increasing wind strength and boat tilt, the rudder positioned at the centerline needs to be turned at a sharp angle generating greater resistance to the movement of the boat and reducing its speed; and

- Being on the wind-heeled boat, the rudder needs to be used all the time and as it does not have its axis perpendicular to the waterline plane the rudder performance is extremely poor taking speed from the boat.

[07] Two-rudder cast steel or lead ballast sailboats:

- In the last decade, ballast sailboats as indicated above have been gradually reducing other weights (structural weight reduction hull, mast and sails weight) in order to, even with the great weight of the keel, still sail at higher speeds;

- The two aft rudders are more efficient with the raised boat than just a center rudder. Virtually all modern boats (last ten years) have adopted a classic cast iron or lead keel with the installation of two rudders;

- As soon as the boat tilts a few degrees, the windshield rudder (wind edge) is positioned so that its hull (actuation axis) is perpendicular to the waterline plane (much higher efficiency) in that condition. ; and

- The windward rudder, when properly positioned by the designer, exits the water thus eliminating its form resistance, drag resistance and drag resistance.

[08] This type of sailboat still has several reported drawbacks than in the previous case. The only good advantage is that a rudder (the windward) by the boat's tilt is lifted from the water (removing its wet surface and drag) from the vessel's displacement process, while the effectively submerged rudder (windbreak) presents its axis (tiller) vertical to the float plane and thus ensures greater efficiency.

[09] Sailboats with cast steel or lead ballast, two rudders and ballast tanks:

- The evolution of the sailboats continued, as is the natural way of humanity and associated with the keel of lead or cast iron and the two rudders shown above, when desired more support to the moment of sails sails, the projects came to be equipped with ballast tanks. on the lips; - Windward-facing tanks were filled with liquid, while the windswept tanks were emptied; and

- Depending on the design, even with this extra weight of fluid onboard inside the windward tanks (which increases the overall weight of the vessel and increases its hydrodynamic resistance), due to the possibility of installing a larger velic area the vessel had to same apparent wind intensity, a higher final speed.

[10] This type of sailboat also has several drawbacks reported in the above projects. Thus under conditions of higher winds:

- It is necessary to use the movement of weights between tanks to lessen the boat and thus reducing the inefficiencies of keel and rudder for large capsizing angles and can sustain a larger area velica;

- When the wind is weak, it is also necessary to discard all the ballast thus relieving the weight of the vessel and thereby achieving higher speeds;

- Changing the fluid from one edge to another can be time consuming, which complicates the application of the system;

- The internal volume of the vessel arrangement, living space, is obviously reduced and impaired by the volume of the tanks;

- The bulkheads of the tanks, even when not being used for ballast, have their own weight, thus impairing the displacement of the vessel. More weight is almost never welcome.

[11] Sailboats with steel or molten lead, two rudders and tilting keel:

- In the continuous search for greater efficiency and speed, the next step of the vessels was to generate a pivoting keel that pivots on one axis longitudinal fixed to the bottom of the vessel;

- When sailing in higher winds, the keel begins to pivot to windward and its counterbalance with this movement attempts to propel the vessel by exerting a moment of substantial uprightness;

Obviously as he lifted the keel, pivoting it to windward, his projection of the lateral area that sustained the force of the velico plane faded away.

To compensate for this negative effect, the crew of these boats quickly install an unbalanced daggerboard ahead of the mast at the wind;

- This daggerboard has the exclusive function of not letting the boat decay, sustaining the lateral pressure of the wind. In stern winds the bowles are lifted so as not to represent resistance to the advance of the vessel;

- Bolines are not symmetrical as the hydrodynamic profile of the common and pivoting / tilting fins which generates a representative efficiency gain. Technical failures of the tilt mechanism of these keels have increased the cost of installing them, as well as the failure of the devices have generated and continue to cause serious accidents in open sea navigation;

- This system is currently known as the fastest and most efficient system available on the market for monohull vessels, but unfortunately its acquisition and installation cost is high; and

- Another very complex point is the draft of these boats (excessively high) as well as the need when dry put in huge berths.

[12] These types of sailboats have other drawbacks such as:

- When the boat is in port its draft is huge. Many sometimes the sailboat is obliged to stand outside without winds and waves;

High draft is a serious problem, as small ports and marinas when they want to deepen their depths face environmental problems and huge dredging costs;

- Tilting or pivoting the keel generates an excellent moment of propriety that allows large areas of velica, but even there we have a huge amount of lead weight, which the boat needs to carry with it, generating increased propulsion resistance;

- These folding, pivoting or tilting keels have a wet surface and drag resistance, but do not assist in the lateral support of the vessel to withstand the lateral pressure of the velico plane, thus needing to be installed in front of the mast by bolines handled by the crew;

- Bolines represent more wet surface and conflicting appendages;

- The system of pivoting or tilting the keel is costly and no matter how hard the engineers strive for resistance. The efforts on these open sea appendages are enormous and the rocking maneuvers are slow;

- Anyway, a lot of weight, a moving tramp, high draft, bolines that need to be lowered and lifted.

[13] Sailboats with fixed steel or cast lead keel, two rudders and Dynamics Stability System (DSS):

- A few years ago, a group of naval architects started testing the DSS system. In this configuration the sailboat was given as appendages of the hull a fixed keel with a slightly lower weight than the conventional, two rudders and a wing-shaped profile being telescoped on the bottom of the boat across the centerline;

- It was possible with this arrangement an efficiency gain in the small reduction of the keel weight as well as sailing in a less crewed race;

- The hydrodynamic profile of the DSS wing replaces the original counterweight of the crew sitting on the windward wall of the windward vessel; and

- It is currently the most modern available on the market and several sailboats around the world are already installing the system.

[14] However, this type of sailboat still has some drawbacks such as:

- The DSS system does not generate support to compensate the pressures of the velico plane. Thus the hydrodynamic profile of the keel is still required;

- The boat continues with a very large draft complicating the access to marinas as well as the dry guard;

- The support wing of the DSS, due to the design of the system, is very close to the water surface generating cavitation on its back (upper face) which greatly decreases its yield and carrying capacity;

- Another serious problem with DSS is that it is not possible to change the attack angle of the profile. The way to increase the stability is directly linked to putting more wing for loom. The process has slow response and its ineffective dynamic control;

- The wing profile of the DSS, due to a problem in the design concept, is not deep (it cannot be deeper because it does not allow installation arrangement in the bulge of the hull) sometimes appears in part or in full. on the surface causing waves and turbulence that slow the boat as well as reduce the wing lift;

- Finally its installation occupies a lot of internal space of the vessel, being extremely difficult to be installed in the existing vessels;

- Although it has been baptized as a dynamic stability system, it is useless when sailing in very wide or stern winds; - Dynamic stability is a pretense and not a result of the project;

- Because the wing is very outcropped (close to the surface) arises the problem of cavitation of its back. Low immersion, cavitation is difficult to control.

- Similarly, with the motorboat sailing with the sails retracted, it produces no improvement in stability and does not attenuate the balance causing discomfort to passengers and crew.

[15] In order to correct the failures of the various systems, the new sailboat thrust and stability system and device was developed, which is extremely efficient in increasing speed performance, generating much greater comfort at sea, allowing you to get into places of low draft, substantially decreases the displacement (weight) of the vessel in the condition of departure, further decreases the displacement (weight) of the vessel during navigation, generates comfort also in motor navigation, decreases the wet surface of the live works and its installation or Integrated design is relatively simple.

[16] In sternwind navigations the invention will generate a stability with a 95% reduction of balance allowing motor navigation to be much more comfortable as well.

[17] The invention also provides extraordinary reduction in fuel consumption (compared to a traditional sailboat) when sailing a motor.

PURPOSE OF THE INVENTION

[18] In order to correct the failures of the various systems, the new sailboat thrust and stability system and device was developed, which is extremely efficient for increasing speed performance, generates far superior comfort at sea, allows entry into low draft, substantially decreases the displacement (weight) of the vessel in the condition of departure, further decreases the displacement (weight) of the vessel during navigation, generates comfort also in motor navigation, decreases the wet surface of living works, greatly improves the vessel's behavior and balance when at anchor and its installation or integrated design is relatively simple.

[19] In stern winds navigations the invention will generate a 95% balance reduction stability allowing for even more comfortable motor navigation.

[20] The invention also provides extraordinary reduction of fuel consumption (compared to a traditional sailboat) when sailing a motor.

BRIEF DESCRIPTION OF THE INVENTION

[21] The sailboat thrust and stability system and device consists of a battery-powered control panel connected to a hydraulic aggregate which is connected to the directional and solenoid valves and together with them are responsible for the operation of the device. of propulsion and stability of the sailboat which is provided with keel wing, counterweight or lift wing, counterbalance and lift wing cylindrical actuator, hydraulic lifting assembly rotary actuator, counterweight wing axis and tilt axis of the assembly that is attached to the side or the planned side mounting base of existing vessels, plus counterweight or lift wing angle sensors. Optionally, for smaller boats, the hydraulic aggregate and hydraulic cylindrical actuator can be replaced with electric cylinder actuators connected directly to the control panel.

[22] Optionally the thrust and stability system and device The sailboat design will be mounted in an integrated design on a sail or motor boat that enables quick lowering and lifting of the set, full operating efficiency, hull configuration (curvature) compatibility, thus contributing to greatly reduced sailing resistance and generating low surface turbulence in the appendices. Additionally, the provided control panel will be activated or accessed via the "tablet" or "smartphone" via the "bluetooth" and / or cable, which when the wing is locked will emit a signal on the control panel not allowing the device to be lifted. without first releasing their locks.

DESCRIPTION OF THE FIGURES

[23] The sailboat thrust and stability system and device will be better understood through the schematic figures depicting:

Figure 1: perspective view of the sailboat propulsion and stability system and device, one of the devices lowered and the other lifted;

Figure 2: Perspective view of the sailboat propulsion and stability system and device, one of the hoisting devices pointing out;

Figure 3: exploded perspective view of the sailboat thrust and stability device;

Figure 4: exploded perspective view of the partially assembled sailboat thrust and stability device;

Figure 5: perspective view of the sailboat thrust and stability device with the exploded counterweight wing inspection cover showing the pivot axis;

Figure 6: perspective view of the sailboat thrust and stability device; Figure 7: Schematic perspective view of a vessel with the sailboat thrust and stability device illustrating the two positions when lifted and when lowered;

Figure 8: exploded perspective view of the sailboat thrust and stability device;

Figure 9: Partial front view of the device articulation system with enlarged lock detail; and

Figure 10: perspective view of an option of the keel-wing counterweight or lift wing fitted with two "ALEI ONS".

DETAILED DESCRIPTION OF THE INVENTION

[24] According to figures 1 and 2, the system comprises a battery operated control panel (1) connected to a hydraulic aggregate (3) which is connected to the directional valves (4) and solenoids (4 ') and through them the propulsion and stability device (5) of the sail is actuated which is provided with keel wing (51), counterweight or lift wing (52) joined by the bulb (56 ), Cylindrical and Lift Wing Cylindrical Actuator (54), Hydraulic Rotary Lifting Actuator (55), Climbing Wing Pivot Axle (58) and Tilt Axle (57) of the assembly, coupled to the side or the mounting base (53) intended for the side of existing vessels, as well as counter-angle or lift wing sensors (52).

[25] The control panel (1) has two options regarding its electro / electronic sophistication: Standard or Stabilization Electronics, where: 1.- Standard option: in this option the panel executes the option of a device down command ( 5) in port water, a command to lower the device (5) to starboard, a command to raise the device (5) to its upright position on the port side, a command to raise the device (5) to its upright position on the starboard deck, a command which when pressed generates increases in counterweight wing angle of attack (52) on both edges and a command which when pressed causes a reduction in counterweight wing angle of attack (52) on both edges, the control can be via a button or touch screen. The panel (1) also has a small digital display indicating the vessel's current tilt angle, an on-off switch, and a low-power oil sump alarm system and pilot light (3). 2.- Electronic Stabilization Option: In this option the panel (1) has the same commands indicated in the Standard option for lifting and lowering the port and starboard devices (5), low reservoir oil level alarm pilot light. (3) and, in addition to these commands, has the following complementary controls:

- three position electric switch: off, automatic on and manual on;

- A button which, while pressed, increases the angle of attack of the counterweight wing (52) on the port side (manual electro / hydraulic control);

- button which while depressed generates reductions in the attack angle of the counterweight counterweight wing (52) (manual electro / hydraulic control);

- button which while pressed generates increases in the angle of attack of the starboard counterweight (52) wing (manual electro / hydraulic control);

- button which while pressed generates reductions in the angle of attack of the starboard counterweight wing (52) (manual electro / hydraulic control);

- digital display indicating the current tilt angle of the vessel;

- digital display indicating the tilt angle requested and programmed by the commander for the vessel to sail.

[26] When there is not enough wind to keep the boat tilted or if there is a higher angle than recommended for boat operation. In the system, the control panel (1) will sound an alarm to reduce the canopy (excess wind) or shut down the system (in case of lack of wind).

[27] Said hydraulic aggregate (3) is powered by the battery (2) at 12 or 24VDC and is formed by a pump, hydraulic fluid reservoir and is connected to a set of directional valves (4) in the gauges suitable for operation of the assemblies and solenoids (4 ') providing hydraulic flow to the hydraulic rotary actuator (55) and the cylindrical actuator (54).

[28] The linear sensors (6) are housed next to the rod cylindrical actuator (54) which alters the angle of attack of the counterweight wing (52) and send signals to the control panel (1) informing the indication of angle of counterweight wing attack (52) and in the case of the electronic steering and stabilization system these signals are used for instantaneous positioning of the counterweight wing lift (52) and its variations.

[29] These counterweight or lift wing attack angle sensors (6) have the function of sending to the control panel:

- For the Manual System (Standard system): Sign indicating the angle of attack of the counterweight wing (52);

- For the Electronic System: Signal of the counterweight wing instantaneous angle of attack (52) so that the electronic system acts in two situations;

- The first option, if chosen, will keep the boat inclined at a certain predetermined angle whenever the wind increases or decreases; and

- The second, for stern or motorized sailing, will reduce the vessel's balance by 95%.

[30] Optionally, for smaller boats, the hydraulic aggregate (3) and hydraulic cylindrical actuator (54) will be replaced by an electric cylinder actuator (10) connected directly to the control panel (1) and acting directly on the counterweight wing (52), which, without the need for sensors, alters the angle of attack of the counterweight wing (52). Said electric cylinder actuator (10) may be, for example, of the type SCARF 101 XD actuator - part. Number 15055-001.

[31] According to Figures 3 to 6, the sailboat thrust and stability device (5) comprises a mounting base (53) which is fixed to the side of existing or pre-existing vessels in the which the tilting shaft (57) which has the hydraulic rotary actuator (55) is mounted at one end of the keel wing (51) which has the other end coupled to the bulb (56), which in turn has coupled one of the ends of the shaft (58) having the other end coupled to the housing (521) provided on the counterweight or lift wing (52), also coupled to the bulb (56) and additionally receiving one end of the cylindrical actuator (54) , hydraulic or electric, which is coupled to the housing (511) provided on the keel wing (51).

[32] Mounting bases (53) on the port and starboard sides are not required for new vessels under construction. In fact, for vessels under construction, the sides may already be designed to house the keel wings (51) according to the design specifications (see figures 6 to 10).

[33] For existing fixed or movable keel boats with one or two rudders, it is necessary to install the mounting base (53) in order to greatly facilitate the installation of the devices (5). Normally, the reinforcement of the side region is not necessary for the installation of these bases on the edges due to the stress distribution performed by the mounting part (53). However, it is advisable to consult with a Naval Engineer or Architect who, definitely whether a local reinforcement is needed or not on a case by case basis.

[34] The mounting bases (53), one for each edge, are made based on the modeled side figure in the vertical and horizontal planes. In said bases are arranged for installation on both edges a lowered and raised keel wing operating lock (51), a hydraulic lifting hoist actuator (55) of the assembly, and a tilt axis of the assembly (57). Optionally the assembly hydraulic lifting actuator (55) may be manual.

[35] The mounting bases (53) are fixed to the side by screws and two-component polyurethane paste bonding and one-component polyurethane paste external finishing. Some screws to aid in clamping as well as gluing are repaired. It is also provided the counterweight and lift wing actuator hoses (54) and counterweight wing attack angle sensor (6) hoses (56) for cylindrical actuator hoses. electrical cable (10) will only be passed through the electric cable and not the hydraulic hoses.

[36] In the tilting shaft line (57), hydraulic pressure hoses are installed that will supply the counterbalance wing cylindrical actuator (54) or electric cylindrical actuator electrical cables (10) when used this electric actuator option. At one end of the tilting shafts are installed hydraulic rotary actuators (55) which lift or bend the device (5) from the water to place them in the water. Its displacement is provided by the hydraulic aggregate (3), with a rotation capacity greater than 180 degrees. This function of hydraulic rotary actuators (55) may be performed on small boats by rollers with nylon cables.

[37] The keel wing (51) has the function of generating lateral lift, counteracting the pressure of the velico plane. The geometry of the device (5) allows mounting of the keel wing (51) with preset angles relative to the vertical between 3 and 7 degrees (advised 5 degrees of trim relative to the vertical). During navigation, by adjusting the stabilization control panel (1) or by manually acting, when the boat adheres 5 degrees the keel wing (51) will be exactly perpendicular to the float plane (maximum efficiency) as well as the rudder. windward emerged without touching the surface in the case of vessels with two rudders.

[38] This perpendicular arrangement with respect to the waterline plane generates a perfect thrust to counteract the canopy's attempt to move the vessel sideways. Conventional fins do not achieve this geometry.

[39] Depending on the design and height of the windward rudder, the need for larger angles should be reviewed so that the keel wing (51) is raised (angle greater than 5 degrees).

[40] Similarly, this keel wing (51), unlike conventional keels, can be designed if desired effectively with a wing profile. Generates sustaining lateral thrust even when the vessel is fully aligned with the flow of its movement. No decay / angle of attack is required to generate sustaining efforts. Thus the hull flows linearly with the flow of water around it. There is no oblique flow to the hull.

[41] The counterweight or lift wing (52) is mounted at the bottom, away from the sea surface, on the bulb (56), at the end of the keel wing (51).

[42] Due to its depth and boundary water pressure, it does not cavitate your back, generating excellent vertical lift / lift by lifting the vessel's leeward edge to maintain it. while at the same time reducing the displacement of the moving vessel, as it ends up lifting the whole boat set. Lifting the boat also reduces its resistance to navigation.

[43] This counterweight or lift wing (52), being of reasonable depth, can have a varying angle of attack to generate a larger or smaller lift without cavitation on its back. This angle of attack, which can be manually or electronically varied from 7.5 degrees down to 5 degrees up, creates an optimal navigational band point, positioning the waterline plane in prime condition for hydrodynamic resistance. . In addition, varying the angle of attack of the counterweight or lift wing (52) virtually nullifies the vessel's sway, creating much greater comfort for crew and passengers.

[44] In stern navigation, when all sailboats are unstable and one edge or two edges of the device (5) are chosen, stability is highly amplified, ensuring safety for sails to be fitted with efficiency and predictability.

[45] Similarly, in any direction with the motorless sailboat, in which sailboats are extremely uncomfortable from lateral swaying, one or both lowered devices (5) generate through the counterbalance and lift wings. "(52) Swing angles up to 95% lower than vessels without such a device (5) installed.

[46] The metal shaft (58) has the function of receiving and transmitting the vertical thrust / lift / lift from the counterweight wing (52) to the keel wing.

(51). Just as this axis transmits vertical thrust, it also responds to the crimping moment created by the counterweight wing.

(52), passing this crimping moment to the keel wing (51). This shaft is housed within the counterweight wing housing (521) of so that it can change its angle of attack, producing more or less lift according to the manual or electronic operation of the system.

[47] Said actuator (54) when hydraulic operates with non-mineral hydraulic oil and has the function of extending the angle of attack of the counterweight wing (52), thus generating greater lift or lift of the counterweight. This actuator (54) can be electric powered directly from the control panel (1) which avoids the need for hoses (for smaller vessels). When said cylinder (hydraulic or electric) is extended, the support or lift of the counterweight wing (52) is increased. When the actuator retracts the same support decreases. This system movement can be either manually controlled (in the most economical option) or governed by an electronic system that can manage a pre-set optimum bandwidth fixed angle or, in outboard wind navigation or, without a wind engine, the system will seek to compensate for this. balance to minimize it as much as possible.

[48] For the sake of practicality of maintenance and also seeking to extend the life of the actuator (54), it is positioned above the waterline in the keel wing housing (511) (51).

[49] With the function of connecting the cylindrical actuator (54) with the counterweight wing (52), an "L" metal rod (541) with displacement in the extension or retraction of the cylinder is provided, which promotes a variation of approximately 7.5 degrees down and 5 degrees up on the counterweight wing (52).

[50] Electric hoses or cables that supply power to the actuator (54) or actuator (10) enter the keel wing (51) to the location of the actuator (54) or actuator (10) passing through the hull tightly.

[51] According to Figures 7 to 10, optionally the sailboat thrust and stability system comprising a control panel, powered by a battery, connected to hydraulic aggregate (s), which is connected to the directional and solenoid valves and through them is made the activation of the propulsion and stability device of the sailboat will be activated or accessed via "tablet" or ""bluetooth" smartphone and / or cable, which when the keel wing (101) of the device is locked will emit a signal on the control panel not allowing the device to be lifted without first releasing a lock.

[52] The sailboat propulsion and stability device consisting of a pair of side wings (100; 100 ') which are mounted on the niches (N) produced on the port and starboard sides in an integrated design on a sailboat or each side wing (100; 100 ') comprised of a keel wing (101) and a counterweight or lift wing (102), where these are joined by the crimping (103) through its shaft which is coupled to a lock nut provided on the counterweight wing or lift (102) which is driven by the linear piston (104), embedded in the keel wing (101), which is provided with a curved region (105) compatible with the configuration (curvature) of the hull (C), at which its end is provided, the tilt axis (106) which is driven by two rotary pistons (107) which are embedded within the hull (C) and below is lowered operating lock (108), which is intended for use when navigating, to absorb stress without transmitting for the rotary pistons (107). The assembly that forms the device is driven by an electronic control (109) while a hydraulic electric package provides hydraulic power.

[53] According to Figure 10, when the counterweight or lift wing force (102) is too high, optionally the counterweight or lift wing (102) will be rigidly set to the keel wing (101). ). In this situation instead of the lift wing (102) having rotation on one axis, the lift of the will be generated by "aileron (s)" (1021 'and (1022') predicted in regions (1021) and (1022) respectively. These "ailerons (10)" (1021 'and (1022') will be triggered through a hydraulic piston (104) which is mounted on the counterweight or lift wing (102). Thus the linear hydraulic piston (104) which was installed on the keel wing in the mobile lift wing systems becomes installed on the counterweight or lift wing (102) by changing the angles of attack of the aileron (s) (1021 'and 1022') to vary the lift of the wing according to the request of the electro hydraulic system and its sensors. .

[54] With the device thus obtained, according to figures 7 to 10, the side wings (100; 100 ') are mounted on the niche (N), where the region (105) of the keel wing (101) is made. based on the modeled side figure in the vertical and horizontal planes and are installed via the tilt axes (106) and the rotary lifting pistons (107) of the assembly.

[55] Also provided are the linear piston hose hoses (104) of the counterweight or lift wing (102) and the lead angle sensor cables.

[56] In the tilt axis line (106), the hydraulic pressure hoses that will supply the linear piston (104) of the counterweight wing (102) are installed. At the ends of the tilting shafts (106) are rotating pistons (107) which lift or bend the device to place it in water. Its displacement has a rotation capacity of over 180 degrees.

[57] In stern or wide winds, as well as during power boating, the wings (100; 100 ') can be positioned horizontally or vertically, reducing drag, increasing speed as well as substantially improving fuel economy. .

[58] For added comfort, only the windscreen assembly can be lowered into the water, thus generating exceptional stability, reducing the vessel's dynamic displacement.

[59] If sea conditions require or even priority is comfort over performance, both wings (100; 100 ') may be lowered. Operational control of the system can be done via tablet with application via bluetooth or cable, which manage the hydraulic and electronic systems of the device.

[60] At anchor, a normal vessel rocks across and works sideways trying to remove the anchor from position. When also anchored, a vessel with the device object of the present invention is aligned with the chain and anchor, avoiding unnecessary efforts in the anchorage, as well as unaffected by transverse wave balance.

ADVANTAGES OBTAINED FROM THE INVENTION

[61] With the sailboat thrust and stability system and device thus obtained, it offers the following extraordinary advantages:

• Low or no appendage draft for port or marina entry;

• Reduction of the wetted surface of the vessel resulting in reduced resistance to movement;

• Reduction of displacement (weight) of the vessel in running order by removing substantial weight from the keel (70%) resulting in reduced resistance to movement;

• Reduction of the resistance of the vessel due to the navigation of the hull and its line plan properly aligned with the water flow without decay or angle of attack of the submerged profile (former keel);

• Reduction of displacement of the moving vessel due to emergence of vertical dynamic buoyancy in the system (LIFT). There will be greater speed gain;

• Reduction of balance due to the stabilizing effect and the possibility of installing electronic stability system in both the sail in the wind, sail in the crosswind, sail in the stern wind;

• Reduction of balance due to stabilizing effect and possibility of installation of electronic stability system when navigating by motor and not sailing on calm days;

• Lifting the bow of the vessel for better wave coping when sailing at high speed and strong winds, even allowing the vessel to glide when possible;

• Lower trim angles and working of the windshield rudder due to alignment of the wind thrust forces with the hull hydrodynamic drag forces. This behavior will produce lower rudder DRAG with positive influence on speed gain;

• The windward assembly, which will stand when raised to deck, will generate positive tractive force due to the wing effect in the wind;

• Possibility to keep the boat at a certain pre-set optimum angle of inclination when sailing on beams, tug or stern;

• Reduction in the number of crew members to perform counterweight on the windward side. Possible counterweight with crew reduction and weight on board generating more speed to the boat;

• Quickly change the edge of the budget without requiring crew members working on the deck lifting and lowering bowls or even bowing keels;

• Easy to install on existing vessels that want to generate a substantial performance boost; • In existing boats, the vast majority do not require any modification of the internal arrangement;

• No loss of cabin or hold volumes;

• Simple and fast side mounting;

• For new vessels already designed for the system, there will be substantial cost savings compared to the design and manufacture of retractable fins, DSS systems and others;

• Higher speeds in all wind directions and when riding a fuel-efficient engine; and

• Safer trips if equipment is operated with proper knowledge.

• Greater safety for the crew;

• Thrust gain at the bow, not allowing the boat to gasp due to the actuation of the counterweight wing or "loft" lift, whenever there is an attempt to immerse the bow;

• Draft reduction in approaching ports and marinas;

• With the vessel dry, the system makes it easy to maintain said vessel because it can be stored dry at a substantially lower position, providing easy access to work on the bottom of the hull, rudders, shafts, propellers, etc .;

• The system allows you to choose the tilt angle of the boat so that the commander has the best water line in his hand, as well as let the windward rudder emerge, reducing frictional resistance and turbulence of the rudder;

• Perfect tilt and windward rudder out of the water; and

• The windshield rudder, with its acting plane perpendicular to the waterline plane, has its efficiency greatly enhanced. [62] The scope of the present invention should not be limited to the components used in the example, but to the terms defined in the claims and their equivalents.

Claims

1 - VEHICLE IMPULSION AND STABILITY SYSTEM, characterized by comprising a control panel (1), operated by a battery (2), connected to a hydraulic aggregate (3), which is connected to the directional valves (4) and solenoids (4 ') and through them the propulsion and stability device (5) of the sailboat is actuated which is provided with keel wing (51), counterweight or lift wing (52) joined by the bulb (56), counterweight and lift cylinder actuator (54), counterbalance lift hydraulic actuator (55), counterweight wing pivot (58), and tilt axis (57) , coupled to the side or the mounting base (53) intended for the side of existing vessels, plus counterweight or lift wing angle sensors (52).

2.SELVING PUSH AND STABILITY SYSTEM according to claim 1, characterized in that the control panel (1) has two options regarding its electro / electronic sophistication: standard or stabilization electronics, where:

- in the standard option the panel executes the option of a lowering device (5) command on the port side, a starboard lowering device (5) command, a lowering device (5) command to its vertical position on the port side, a command to raise the device (5) to its upright position on the starboard deck, a command which when pressed causes increases in the angle of attack of counterweight wings (52) on both edges and a command which when pressed generates reducing the angle of attack of the counterweight wing (52) on both edges, the control being via a button or touch screen; panel (1) still has a small digital display indicating the current tilt angle of the vessel, an on-off switch and a low-power hydraulic system reservoir alarm and pilot light (3);

- In the electronic stabilization option, the panel (1) has the same commands indicated in the standard option for lifting and lowering the port and starboard devices (5), low-level hydraulic oil reservoir alarm pilot light (3). ) and, in addition to these commands, has the following complementary controls:

- three position electric switch: off, automatic on and manual on;

- digital display indicating the current tilt angle of the vessel;

- digital display indicating the tilt angle requested and programmed by the commander for the vessel to sail;

- In either case, when there is not enough wind to keep the boat tilted or if there is a higher angle than recommended for system operation, the control panel (1) will sound an alarm to reduce the canopy or shut down the system.

BOILING AND STABILITY SYSTEM according to claim 1, characterized in that the hydraulic unit (3) is supplied via the battery (2) at 12 or 24VDC and is formed by a pump, hydraulic fluid reservoir and connected to a set of directional valves (4) in the gauges suitable for operation of the assemblies and solenoids (4 ') providing hydraulic flow to the hydraulic rotary actuator (55) and the cylindrical actuator (54).

4.SELVING IMPULSION AND STABILITY SYSTEM according to claim 1, characterized in that the linear sensors (6) are housed next to the rod cylindrical actuator (54) which changes the angle of attack of the counterweight wing (52) and send signals to the control panel (1) informing the counterweight wing angle of attack indication (52) and in the case of the electronic steering and stabilization system these signals are used for instantaneous positioning of the counterweight wing lift (52). ) and its variations.

PUSHBOARD IMPULSION AND STABILITY SYSTEM according to claim 1, characterized in that the counterweight or lift wing attack angle sensors (6) have the function of sending to the control panel:

- for the manual system (Standard system): signal indicating the angle of attack of the counterweight wing (52);

- for the electronic system: signal of instantaneous counter-angle of attack of the counterweight wing (52) so that the electronic system acts in two situations:

- the first will keep the boat tilted at a certain predetermined angle whenever the wind increases or decreases; and

Propulsion and sailboat stability system according to Claim 1, characterized in that, for smaller boats, the hydraulic aggregate (3) and the hydraulic cylindrical actuator (54) are replaced by an electric cylinder actuator (10). directly connected to the control panel (1) and acting directly on the counterweight wing (52), which, without the need for sensors, alters the angle of attack of the counterweight wing (52).

7.- IMPULSION AND SAILING STABILITY DEVICE, characterized in that it comprises a mounting base (53) which is fixed to the side of existing vessels, on which the tilting axis (57) which has the hydraulic rotary actuator ( 55) at one end of the keel wing (51) having the other end coupled to the bulb (56), which in turn has coupled one end of the shaft (58) having the other end coupled to the housing (521) provided. the counterweight or lift wing (52), also coupled to the bulb (56) and additionally receiving one end of the hydraulic or electric cylindrical actuator (54), which is coupled to the housing (511) provided on the keel wing ( 51).

PUSHBOARD IMPULSION AND STABILITY DEVICE according to claim 7, characterized in that the mounting bases (53) on the port and starboard sides are not necessary for new vessels under construction, where the sides will already be designed to housing the keel wings (51) according to design specifications and being made based on the modeled side figure in the vertical and horizontal planes; On said bases are arranged for installation on both edges a raised and lowered operating lock of the keel wing (51), a hydraulic rotary actuator (55) lifting gear, and a tilt axis (57); optionally the hydraulic lifting rotary actuator (55) of the assembly may be manual.

IMPULSION AND SAILING STABILITY DEVICE according to claims 7 and 8, characterized in that the mounting bases (53) are fixed to the side by means of screws and two-component polyurethane paste bonding and external polyurethane paste finishing. single-component, in addition to the provision of the counterweight and lift wing cylindrical actuator hoses (54) and counterweight wing strike angle sensor (6) cables (56); of electric cylindrical actuator (10) will be made only the passage of electric cable.

PUSHBOARD IMPULSION AND STABILITY DEVICE according to claim 7, characterized in that in the tilting axis line (57), the hydraulic pressure hoses that will supply the counterbalance wing actuator (54) ( 52) or the electric cables of the electric cylindrical actuator (10) and at one end of the tilting shafts the hydraulic rotary actuators (55) which lift the device (5) from the water or bend it in order to install it. them in the water.

PUSHBOARD IMPULSION AND STABILITY DEVICE according to claim 10, characterized in that the displacement of the device (5) is provided by the hydraulic aggregate (3) or electronically capable of rotating more than 180 degrees.

12.SELVING IMPULSION AND STABILITY DEVICE according to claim 11, characterized in that the function of hydraulic rotary actuators (55) can be carried out by small rollers with nylon cables.

PULLEY IMPULSION AND STABILITY DEVICE according to claim 7, characterized in that the keel wing (51) generates lateral support, counteracting the pressure of the velico plane, where the geometry of the device (5) allows the keel wing to be mounted ( 51) at preset angles to the vertical between 3 and 7 degrees, keeping the keel wing (51) perpendicular to the float plane and it may be designed with a wing profile.

14.SELVING IMPULSION AND STABILITY DEVICE according to claim 7, characterized in that the counterweight or "lift" wing (52) is mounted to the bottom, away from the sea surface, on the bulb (56) at the end of the keel wing (51), generating vertical thrust / lift / counterweight by lifting the boat's upwind edge to keep it upright while reducing the displacement of the moving boat as it raises the entire boat assembly , besides reducing the resistance of the same to navigation.

PULLEY IMPULSION AND STABILITY DEVICE according to claim 14, characterized in that the counterweight or lift wing (52) has its varying angle of attack to generate a greater or lesser lift without cavitation on its back; This angle of attack, which can be manually or electronically varied from 7.5 degrees down to 5 degrees up.

PUSHBOARD IMPULSION AND STABILITY DEVICE according to claim 7, characterized in that the axis (58) receives and transmits the vertical thrust / lift / lift from the counterweight wing (52) to the keel wing (51) and respond with the crimping moment created by the counterweight wing (52) by passing this crimping moment to the keel wing (51); said shaft is biased within the housing (521) of the counterweight wing (52) so that it can change its angle of attack.

17.SELVING IMPULSION AND STABILITY DEVICE according to claim 7, characterized in that the actuator (54) when hydraulic operates with non-mineral hydraulic oil and extends the angle of attack of the counterweight wing (52) and extends retract decrease the angle of attack of the counterweight wing (52), where this movement can be either manually controlled or electronically controlled which can manage a pre-set optimal band fixed angle or, in outboard wind or, windless motor , the system will seek to compensate for the balance to minimize it as much as possible.

PUSHBOARD IMPULSION AND STABILITY DEVICE according to claim 17, characterized in that the actuator (54) is optionally electrically powered directly from the control panel (1) which avoids the need for hoses and likewise to extending the angle of attack of the counterweight wing (52) and decreasing the angle of attack of the counterweight wing (52).

PUSHBOARD IMPULSION AND STABILITY DEVICE according to claims 17 and 18, characterized in that the actuator (54) is positioned above the water line in the keel wing housing (511) (51).

PUSHBOARD IMPULSION AND STABILITY DEVICE according to claims 17 and 18, characterized by displacement in the extension or retraction of the cylinder of the cylindrical actuator (54) via a "L" metal rod (541), which causes a variation of approximately 7.5 degrees downward and 5 degrees upward on the counterweight wing (52).

21. - BOARD IMPULSION AND STABILITY DEVICE according to claim 7, characterized in that the electric hoses or cables supplying power to the actuator (54) or actuator (10) enter the keel wing (51) to the actuator location ( 54) or actuator (10) passing through the hull tightly.

22. A sailboat propulsion and stability system according to claim 1, characterized in that it is optionally applied in a project integrated in a sail or motor boat and is activated or accessed via a tablet or a smartphone via. bluetooth "or cable, which when the keel wing (101) of the device is locked will emit a signal on the control panel (1) not allowing the device to be lifted without first releasing a lock.

PUSHBOARD IMPULSION AND STABILITY DEVICE according to claim 1, characterized in that it optionally comprises a pair of side wings (100; 100 ') mounted on the niches (N) produced in the port and starboard sides in an integrated design in a sailing or powerboat, and each of the side wings (100; 100 ') is comprised of a keel wing (101) and a counterweight or lift wing (102), where these are joined by the crimping (103) through its shaft which is coupled to a lock nut provided on the counterweight or lift wing (102) which is driven by the linear piston (104), embedded in the keel wing (101), which is provided with a curved region ( 105), compatible with the configuration of the hull (C), in which the tipping axis (106) which is driven by two rotary pistons (107) which are embedded within the hull (C) and below are provided the lowered operating lock (108) and the assembly forming the device to be actuated by an electronic control (109) while a hydraulic electrical package provides power hydraulic.

24. BOILING IMPULSION AND STABILITY DEVICE according to Claim 23, characterized in that the counterweight or lift wing (102) is optionally rigidly set to the keel wing (101); having the lift rotation generated by "aileron (s)" (1021 'and 1022') predicted in regions (1021) and (1022) respectively; these "ailerons" (1021 'and 1022') will be driven by a hydraulic piston (104) which will be mounted on the counterweight or lift wing (102) changing the angles of attack of the aileron (s) (1021 'and 1022') in order to vary the lift of said wing according to the request of the electro hydraulic system and its sensors.