BACKGROUND OF THE INVENTION 1. Field of the Invention
The invention relates to a sailing vessel in accordance with the claims.
2. Description of the Related Art
A sailing vessel of such type is known, for instance, from GB 2 335 165 A. In this document a capsule-shaped boat is described comprising a float approximately round from the top view at which a keel is pivot-mounted. The rotation of the keel with respect to the float is carried out in the known solution by a person, wherein the latter fixes the keel in position with respect to the float through a holding means upon adjusting the desired angle of rotation. The forward thrust of the sailing vessel is performed by means of a stiff sail which in the known solution is supported at a pivot mechanism and is designed such that it closes the float in the form of a lid in a “position of non-use”. For sailing this sail can be rigged via an appropriate mechanism. The center of effort of this sail is (laterally) spaced in longitudinal direction vis-à-vis the pivot axis of the keel. It is the peculiarity of this sailing vessel that a change of direction is brought about by twisting the keel with respect to the sail, wherein the sail basically maintains its once adjusted position relative to the float. Such solution is different from conventional sailing vessels in which a keel is always arranged in the longitudinal direction of a hull and steering movements are initiated via a rudder, wherein the sail position then has to be trimmed by hauling tight or easing the sheets.
The solution demonstrated in GB 2 335 165 A has the drawback, however, that by adjusting the keel with respect to the sail a change of direction cannot be brought about with the required accuracy.
The authors of this document obviously also recognized this drawback and generally point out that a rudder can be formed at the hull. However, the steering behavior cannot be improved by designing such rudder at the hull.
A similar sailing vessel is disclosed in GB 2 082 127 A. For this sailing vessel also a hull that is approximately round from the top view is used in which the keel is arranged coaxially with respect to a pivot-mounted mast.
This solution basically shows the same drawbacks as the sailing vessel described in the beginning.
DE 35 31 994 A describes a sailing vessel in which an airfoil-type rig is equally rotatable coaxially with respect to a keel. The keel is rotated via an auxiliary rudder disposed at the trailing edge thereof. When setting this auxiliary rudder relative to the pivot-mounted keel, a steering pulse is transmitted to the keel so that the latter rotates in accordance with the setting of the rudder. As soon as the predetermined rotating position of the keel is reached, the rudder is neutralized again so that the sailing vessel moves in the direction predetermined by the keel with an appropriate relative trim of the sail. It is a drawback of this solution that little steering movements are sufficient already to twist the keel so that the steering behavior is relatively “nervous”.
WO 2005/120945 A1 shows a sailing vessel in which both a sailing rig and a keel are supported to be freely rotatable. The vessel is then steered by coordinating the angle of rotation of the sail and the keel. The disclosure of this document is rather theoretical—a solution adapted to be realized in practice is not described.
DE 20 2006 014 875 U1 discloses a sailing vessel having a conventional hull at which a rotatable keel is supported. The latter is operatively connected to a rotatable and pivoting mast so that a twisting of the mast is always accompanied also by a twisting of the keel.
While in the solutions described in the beginning the hull shape is designed such that the sailing vessel can move in any direction related to the hull, in the latter solution a direction of movement is possible always in the longitudinal direction of the conventional hull so that the keel and the sail are appropriately adjusted to each other. Such system shows the same drawbacks as a conventional sailing vessel in which the boat is steered via a rudder. In addition, this solution has the drawback that the mechanism for transmitting the pivoting/rotating movement of the mast to the keel requires considerable efforts so that such vessel is probably difficult to launch on the market as regards the costs and the weight.
SUMMARY OF THE INVENTION Compared to this, the object underlying the invention is to provide a sailing vessel designed to comprise a pivoting keel which permits an efficient steering with a minimum effort.
This object is achieved by a sailing vessel comprising the features of the claims.
Advantageous further developments of the invention are the subject matter of the subclaims.
In accordance with the invention, the sailing vessel has a hull or buoyancy body which supports a sailing rig and to which a keel is pivot-mounted. The latter is operatively connected with a rudder for adjusting a change of sailing direction, the operative connection being designed such that substantially only when a predetermined critical rudder angle is exceeded a rotation of the keel with respect to the buoyancy bodies can be initiated through the rudder.
The sailing vessel according to the invention thus can be steered like a conventional sailing boat in the case of rudder angles which are smaller than the critical rudder angle, wherein the keel then maintains its position relative to the buoyancy body and the change of sailing direction is brought about solely by the rudder angle. The helmsman then is able to react very quickly to incident squalls or changes in the wind direction and—with an approximately constant intended sailing direction—to react to such changes of the wind pressure by luffing or bearing away.
As soon as the helmsman exceeds the critical rudder angle, a rotation of the keel and thus a corresponding change of the sailing direction is initiated, wherein a torque is transmitted to the keel by setting the rudder—as soon as the keel has reached its predetermined position relative to the buoyancy body, the rudder angle is neutralized again and accordingly the keel is fixed in position when falling below the critical rudder angle.
By the solution according to the invention the drawbacks of the state of the art are eliminated, wherein the maneuverability of the sailing vessel by the conventional steering via a rudder and the subsequent rotation of the keel is by far superior to the known solutions.
In a preferred embodiment of the invention the center of lateral resistance of the keel is offset vis-à-vis the center of effort of the sailing rig.
In an embodiment a coupling means of the sailing vessel is provided with a holding means which substantially maintains the position of the keel relative to the buoyancy body up to the critical rudder angle and releases the keel when the critical rudder angle is exceeded so that the latter is rotated based on the rudder angle.
Such holding means can connect the keel to the hull by force-fit and/or form-fit.
In a variant of the sailing vessel the rudder has a rudder shaft which is pivoted with the keel about a keel axis. That is to say, the rudder rotates along with the keel, wherein a relative angle of the rudder with respect to the keel always remains possible.
A further development of the sailing vessel consists in designing the rudder and the keel as a functional unit, the rudder being hinged at the keel or being formed integrally with the same. In the latter case the pivoting of the rudder can be effectuated by a flexible design of the keel and the rudder. Alternatively, the rudder and the keel can also be designed as substantially separate components, wherein it should be ensured by an appropriate transmission mechanism that the rudder shaft also rotates upon twisting the keel. On principle, the keel and the rudder can be operated as separate components and via servo motors, a synchronizing being performed through a central CPU.
The buoyancy body of the sailing vessel preferably has, viewed in the axis of rotation of the keel (top view), a rotation-symmetric or somewhat elliptic shape so that the sailing direction is not dependent on the hull shape or on a positional orientation of the hull with respect to the sailing direction.
It is provided in an embodiment of the invention to provide a critical rudder angle of between 10° and 45°, preferably at approx. 15°, so that the keel is twisted with respect to the buoyancy body when said angle is exceeded.
The steering of the sailing vessel is facilitated when the latter is designed to have an indicator for indicating the keel position with respect to the position of the buoyancy body.
The sailing rig can be made of flexible material or can be a wing sail.
It is provided in an embodiment of the invention to arrange the sailing rig to be tiltable at the buoyancy body.
In a variant of the invention the buoyancy body supports at least a cabin which can be part of the sailing rig.
On principle the sailing rig can be in the form of a support structure for functional elements such as e.g. solar cells, cabins, receipts for actors etc.
The sail area is preferably designed to be reducible. The rudder need not necessarily be in a conventional form having a rudder blade but can also be formed by trim tabs which are offset with respect to the keel and by adjustment of which the keel is rotated with respect to the buoyancy body. In this case the trim tabs should be supported to be rotatable with the keel, however. Then again the keel is rotated when a predetermined trim tab position is exceeded.
It is provided in an embodiment to design a rudder blade of the rudder to be pivotal at least in the underwater portion so that also the longitudinal trim of the sailing vessel is adjustable and uphauling is possible in shallow water.
In the above configurations a rotation of the keel is initiated when a critical rudder angle is exceeded. Said critical rudder angle need not necessarily be characterized by an angular position, but also the pulse forces which transmit a torque to the keel upon setting the rudder can be used as a measure so that the keel is rotated when a limit torque is exceeded.
In an embodiment of the invention a ballast element is provided by which the floating position of the buoyancy body can be influenced in response to the wind pressure so as to bring about faster gliding, for instance. Said ballast can be a counter-weight adjustable at or in the buoyancy body, several water tanks or the like. Such variable ballast elements for trimming the position of the float are known per se from the state of the art.
In an embodiment of the invention, the sail is designed so that it has a pushing effect (pushing sail)—it turned out in a surprising manner that the efficiency of the propulsion can be improved by such pushing sail compared to conventional solutions.
The concept according to the invention basically can be used with an approximately rotation-symmetrical buoyancy body, a rotatable keel and a rudder for rotating the keel and for bringing about a conventional change of direction even in motor-driven vessels. The applicants reserve themselves the right to direct an independent claim to this aspect.
BRIEF DESCRIPTION OF THE EMBODIMENTS Preferred embodiments of the invention are illustrated in detail by way of schematic drawings, in which:
FIG. 1 shows a strongly schematized side view of a sailing vessel according to the invention;
FIG. 2 is a top view onto the sailing vessel according to FIG. 1;
FIG. 3 shows the sailing vessel of FIG. 1 when following a circle from a close-hauled course;
FIGS. 4, 5 are views of the sailing vessel with different rudder angles;
FIGS. 6 and 7 are views of a holding means of a sailing vessel according to FIG. 1;
FIG. 8 shows a keel having predetermined breaking points;
FIG. 9 shows a further embodiment of a keel in composite construction;
FIG. 10 shows different keel variants of the sailing vessel;
FIG. 11 shows options of fastening the keel to a buoyancy body;
FIG. 12 is an embodiment of a sailing vessel having a tiltable sailing rig;
FIGS. 13, 14 and 15 are variants of the embodiment according to FIG. 12;
FIG. 16 is a sailing vessel with a cabin;
FIG. 17 is another embodiment of a sailing vessel with a cabin;
FIG. 18 shows a sailing vessel having a bipod mast;
FIGS. 19, 20, 21 and 22 are embodiments of a sailing rig for a sailing vessel according to the invention;
FIG. 23 shows a multi-part buoyancy body of a sailing vessel;
FIG. 24 shows a foldable buoyancy body of a sailing vessel;
FIG. 25 shows a sailing vessel with cabin and foldable mast;
FIGS. 26 to 29 illustrate further embodiments of a sailing vessel according to the invention including different keel designs and superstructures; and
FIGS. 30 to 34 are embodiments of a sailing vessel having a pushing sail.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The FIGS. 1 and 2 show views of a sailing vessel 1 according to the invention, the latter being represented in FIG. 1 in a side view and in FIG. 2 in a top view (view according to FIG. 2). Accordingly, the sailing vessel 1 has a hull or buoyancy body 2 on which a sailing rig 4 is supported. The latter substantially comprises a mast 6 at which a sail 12 is held by means of a boom 8 and battens 10 disposed approximately in parallel thereto. The mast 6 is supported on the buoyancy body 2 (hull) by a mast foot 14. In the shown embodiment the mast 6 is designed to be non-stayed—basically, however, a stayed mast can be used as well. According to the representation in FIG. 2, the sail 12 is shaped approximately symmetrically with respect to the longitudinal axis of the mast 6, wherein this shape is predetermined by a corresponding curvature of the boom 8 and the battens 10. In the shown embodiment this curvature is approximately in the form of a segment of a circle.
With this solution the angle of attack of the sail 2 can be adjusted with respect to the wind or the buoyancy body 2 via trimming lines 16, 18 (FIG. 2) which are guided and can be cleated on a deck 20 of the buoyancy body 2. By easing or hauling said trimming lines 16, 18 the sail 12 can be rotated around the mast 6 in order to bring about the afore-mentioned angle of attack with respect to the sailing direction Y. In the representation according to FIG. 1 the sail 12 is approximately symmetrical with respect to the longitudinal axis of the mast, the boom 8 being rotatably supported on the mast 6 by a support means not shown.
In accordance with the FIGS. 1 and 2, the sailing vessel 1 has a keel 22 held rotatably about an axis of rotation 24 at the buoyancy body 2 (hull). In the shown embodiment the keel 22 is a long keel extending approximately diametrally along an underwater hull 26 of the buoyancy body 2. According to the representation of FIG. 2, this buoyancy body 2 or hull is circular from the top view, the axis of symmetry being located in the axis of rotation 24 of the keel.
According to the FIGS. 1 and 2, in this embodiment an outer end portion of the keel 22 is in the form of a rudder fixture 28 drawn along the circumferential edge of the buoyancy body 2 at which a rudder fitting 30 is arranged by which a rudder 32 is held to be rotatable about a rudder shaft 34. Since in this embodiment the rudder fixture 28 is formed integrally at the keel 22, the rudder 32 also turns when the keel 22 rotates about the axis of rotation 24. The rudder can be rotated relative to the keel 22 by means of a tiller 36 about the rudder shaft 34 in order to bring about a change of the sailing direction.
In the shown embodiment the adjusted position of the keel 22 relative to the buoyancy body 2 is fixed in position via a coupling means 38, wherein the latter is operatively connected to the rudder 32 such that up to a critical rudder angle of 15° (related to the longitudinal axis of the keel 22 visible in FIG. 2) the coupling means 38 fixes the keel 22 in position with respect to the buoyancy body and the coupling means 38 releases the keel 22 only when said critical rudder angle is exceeded so that the keel is rotated corresponding to the rudder angle by the torque induced via the rudder angle which occurs when the sailing vessel 1 sails through the water in the sailing direction Y—the sailing direction Y varies accordingly, because the sailing vessel 1 moves approximately in the longitudinal direction of the keel 22. The hull or buoyancy body 2 thus has no bow in the conventional sense, as the sailing direction Y depends on the position of the keel and not on the position of the hull. Upon reaching the predetermined sailing direction Y the rudder 22 is then set back again so that it is aligned with the keel 22—the sailing vessel 1 then continues moving in the direction of movement Y, wherein the position of the sailing rig 4 relative to the buoyancy body 2 is substantially unchanged but varies with respect to the keel 22. With an angle of attack of the rudder 32 lying below the critical rudder angle, similarly to a conventional sailing boat, a change of sailing direction is brought about dependent on the rudder setting, wherein these comparatively small rudder settings are substantially only used for trimming in order to compensate changes of the wind direction, squalls etc. In the embodiment shown in FIG. 2 the coupling means 38 is a rope system 40 which is operatively connected to the rudder 32 and can be fixed by a holding means 42, for instance belaying cleats on the deck 20 of the buoyancy body 2 in order to fix the relative position of the keel 22. In the shown embodiment the rudder 32 is adjusted in that the helmsman 44 adjusts the tiller 36 as in a comparatively small sailing vessel. Instead of a tiller steering of this type, as a matter of course also a wheel steering, a joystick steering or the like can be used.
The theoretical center of pressure of the sail S is inserted in FIG. 1. It is obvious that this center of pressure of the sail S is spaced apart from the axis of rotation 24 of the keel 22. The sailing behavior of such sailing vessel 1 referred to as “round boat” by the inventors is illustrated by way of FIG. 3. It is assumed that the wind blows from the direction marked with x. According to position “1” the sailing vessel (round boat) 1 is on close-hauled course Y on which the keel 22 is aligned in this sailing direction. The approximately symmetric sailing rig 4 is automatically set at a position relative to the keel 22 which is optimum for this close-hauled course.
For initiating a bearing away to a course with the wind abeam (yh) the helmsman 44 operates the rudder 32 according to position “2”, wherein the angle of attack is to be larger than the critical rudder angle. That is to say, in the shown embodiment this critical angle is to be approx. 15° so that the rudder angle is selected to be correspondingly larger. According to the foregoing remarks, the holding means 42 releases the locking of the keel 22 with respect to the buoyancy body 2 when this critical rudder angle is exceeded so that a torque is exerted on the keel 22 by the water resistance acting upon the underwater hull such that the keel rotates with respect to the buoyancy body 2 and the vessel bears away into the new sailing direction yh corresponding to the position marked with “3”. The position of the sailing rig 44 relative to the hull 2 remains substantially unchanged.
If the helmsman 44 intends to continue sailing on this course with the wind abeam yh, he/she resets the rudder angle to “0” so that the rudder 32 is aligned with the keel 22.
In case that the helmsman 44 intends to bear off to a downwind course yv, the rudder 32 continues to be set such that the keel 22 rotates with respect to the buoyancy body 2 in the direction of the downwind course yv. When reaching such downwind course yv (cf. positions “4”, “5”) the rudder is then set straight in alignment with the keel 22 so that the wind blows exactly from behind into the sail of the rig 4. For jibing the rudder 32 is further turned according to position “6” from the downwind course yv so that, in accordance with position “7”, the keel 22 is adjusted in the direction of the opposed course with the wind abeam yh′—i.e. the sailing vessel moves opposed to the sailing direction yh afore-marked with position “3”.
For luffing out of this course with the wind abeam yh, the rudder 32 is set according to the afore-described remarks such that in position “9” the keel 22 is adjusted to the new close-hauled course y′ (wind from starboard). When reaching this new close-hauled course y′ the rudder angle 32 is neutralized so that the rudder is aligned with the keel 22. By way of the representation in FIG. 3 one recognizes that during jibing and the accompanying change of course from wind from port to wind from starboard first an area 46 of the sailing rig 4 is disposed at the flow side, while after jibing the area 48 initially disposed at the trailing side becomes the leading edge—these areas are inserted in the positions “1” and “9” according to FIG. 3. During all these changes of direction the trimming position of the sailing rig 4, or more exactly speaking of the sail 12, with respect to the buoyancy body 2 remains substantially unchanged. It can even be assumed that the sailing rig 4 automatically adopts an optimum position upon rotation of the keel 22. A fine trimming or a change of the sail profiling dependent on the direction of wind incidence can be carried out by the trimming lines 16, 18.
Further details of the buoyancy body 2 are explained by way of the representation of the FIGS. 4 and 5, the upper views showing a top view onto the buoyancy body 2 and the lower views showing a side view of the buoyancy body 2 with the keel 22.
At the top of FIG. 4 a top view of the round buoyancy body 2 is shown with the deck 20 on which the helmsman 44 is seated/standing. The keel 22 is indicated by broken lines. According to the foregoing remarks, when the critical rudder angle of 15° is exceeded, the operative engagement of the holding means 42 is disengaged so that the keel 22 can be rotated vis-à-vis the buoyancy body 2. The respective keel position with respect to the buoyancy body 2 is indicated in the shown embodiment via an indicator 50 which rotates along with the keel 22 on the deck 20. According to the remarks concerning FIG. 3, the keel 22 can be rotated with respect to the buoyancy body 2 about 360° so that the indicator 50 on the deck 20 of the buoyancy body 2 then passes a corresponding orbit. As a matter of course, instead of a mechanical indicator 50 also an electronic indicator can be provided in which the keel position is displayed on a screen or the like. By way of this indicator 50 the helmsman 44 receives a feedback about the current position of the keel 22 so that the steering is considerably facilitated.
In accordance with the side views of the buoyancy body 2 shown at the bottom of FIGS. 4 and 5, in the shown embodiment the indicator 50 is configured as an object emphasized in color as well as in geometry which is guided along an orbit on the deck 20. This indicator 50 can also be directly connected to the keel 22, of course, and can enclose a circumferential wall of the buoyancy body 2 via appropriate rods so that the path of movement of the indicator 50 is located outside the outer circumference of the buoyancy body 2.
For adjusting a change of sailing direction downwards in FIG. 5 the helmsman 44 sets the rudder 32 by more than 15° (critical rudder angle) so that the holding means 42 releases the keel 22 such that the latter swivels about the axis of rotation 24 corresponding to the rudder angle in arrow direction in FIG. 5. The indicator 50 also performs such swivel movement so that the helmsman 44 is constantly informed about the newly set course. As soon as the course corresponds to the input of the helmsman 44, the rudder 32 is neutralized again so that the sailing vessel 1 then sails into the newly set direction. In the representation according to FIGS. 4 and 5 the sailing rig 4 is omitted to simplify matters.
As explained in more detail hereinafter, the holding means 42 can be designed to have a rope system 40 including pulley blocks, cable brakes etc. Alternatively also other solutions such as a positive or frictionally engaged clutch, a motor drive with brakes or similar coupling/uncoupling means are possible, as a matter of course.
By way of the FIGS. 6 and 7 a variant including a force-fit holding means 42 is explained. In the representation according to FIG. 6 a partial area of the buoyancy body 2 with the deck 20 and the axis of rotation 24 is recognized which is supported in the hull-shaped buoyancy body 2 and bears the keel 22. The latter is a long keel as in the afore-described embodiments and includes at its rear-side (view according to FIG. 6 on the right) end portion the rudder fixture 28 guided around the outer circumference of the buoyancy body 2 on which the rudder fitting 30 with the rudder shaft 34 is supported. The rudder 32 is pivoted around the rudder shaft 34. The holding means 42 is frictionally engaged in the embodiment shown in FIGS. 6 and 7, wherein a pivot arm 54 rotatable about a pivot hinge 52 (normal to the plane of projection in FIG. 6) is supported on the rudder fixture 28, the pivot arm being pressed onto a friction surface 60 of the deck 20 by a braking member 58 via a biasing element 56. The friction pairing and the force of the biasing element 56 are chosen such that the position of the keel 22 relative to the buoyancy body 2 can be safely maintained up to an angle of attack of the rudder of 15°. When this critical rudder angle is exceeded, the frictional force can be overcome. This can take place, for instance, by the fact that when this critical rudder angle is exceeded the biasing element 56 is actuated via a guide link such that, according to the representation, it swivels the pivot arm 54 upwards and thus disengages the frictional engagement. In the concrete solution illustrated in FIGS. 6 and 7, instead of such guide link according to FIG. 7 the tiller 36 is swiveled upwards out of the horizontal position in FIG. 6. This swivel movement is transmitted via a coupling means 38, for instance a dragline, to the pivot arm 54 so that the latter is equally swiveled upwards about the pivot hinge 52 and thus releases the frictional engagement. It is a drawback of this solution that the helmsman 44 has to determine when the keel 22 is to be released with respect to the buoyancy body 2. The afore-described variant, in which the engagement between the buoyancy body 2 and the keel 22 is disengaged via a guide link, any other guide or via electric, hydraulic, pneumatic actors, has the advantage that the critical rudder angle can be exactly observed even without a helmsman 44 so that an operating error is almost excluded.
By way of the FIGS. 8 and 9 variants of the keel/rudder construction are explained. FIG. 8 shows a variant of a keel 22 or fin in which the axis of rotation 24 is anchored in a support structure 64 of the keel 22 via reinforcing and load distributing elements 62. This support structure 64 exhibits comparatively high strength and also supports the rudder fixture 28 for the rudder 32. The shown keel is to be designed for a type of beach sailer which can be pulled from the beach into the water without a slip car and in the same way can be beached. In order to prevent excessive load of the support structure 64 and the axis of rotation 24 by the buoyancy body 2 and the rudder 32, predetermined breaking points 66, 68, 70 are provided at the keel 22 and at the rudder 32 which specifically break in the case of a strong impact on the beach and thus avoid damage of the structure. The predetermined breaking points 66, 68, 70 are designed so that the exchange elements 72, 74, 76 marked by hatched lines can be exchanged so to speak as wear parts.
FIG. 9 shows a variant in which the axis of rotation 24 with its axial bearing 78 holding the keel 22 in the axial direction in the buoyancy body 2 is mounted to a support pipe 80 or a support plate extending along the convex underside of the buoyancy body 2 not shown and having a corresponding concave shape. In this embodiment, the keel 22 made of composite material with the rudder fixture 28 is attached to this very stiff support pipe 80. In the embodiments described in the foregoing the rudder 32 is in the form of a continuous rudder blade hinged to the rudder fixture 28 by the rudder fitting 30. In the embodiment according to FIG. 9 a rudder 32 is used which has a rudder head 82 connected to the rudder fixture 28 through the rudder fitting 30 at which rudder head a rudder blade 86 rotatable about an axis 84 is held which can fold when beaching or encountering an underwater obstacle. The composite material of the keel 22 is chosen such that it withstands beaching by high wear resistance and can also be easily repaired or exchanged, if damage or excessive wear occurs.
As a matter of course, the rudder design according to FIG. 9 can also be employed in the afore-described embodiments.
FIG. 10 illustrates some basic principles of construction of the keel design. In FIG. 10a the afore-described basic concept including a keel 22 in the form of a long keel is shown which at the trailing side supports the rudder 32 and is pivot-mounted at the buoyancy body 2 via the axis of rotation, wherein in the contact area the keel has a concave shape corresponding to the underwater shape of the buoyancy body 2.
FIG. 10b shows a concept having a comparatively short keel 22 which has by far more draught and is therefore not suited for beaching. In this variant, too, the rudder is formed at the flow side of the keel 22.
FIG. 10c illustrates an embodiment with a long keel, wherein the weight distribution chosen differs from that of the embodiment according to FIG. 10a. In the latter embodiment the weight of the keel is distributed approximately evenly over the entire respective effective vessel length. In the embodiment according to FIG. 10c the major percentage of the keel weight is provided in the front portion viewed in sailing direction so that an asymmetric keel having a keel bulb 88 is resulting. In the latter at least 55% by weight of the keel weight are concentrated which are offset to the front in the sailing direction. The rudder fixture 28 is then connected to the keel bulb 88 via a support structure or a comparatively light-weight keel portion 90.
In FIG. 10d a variant is shown in which instead of a rudder 32 one or more trim tabs 92, 94 are used that are disposed laterally offset with respect to the keel 22 in this embodiment and which can be extended or retracted for varying the sailing direction. These trim tabs 92, 94 are connected to the keel 22 via a structure not represented here so that they join the rotation thereof relative to the buoyancy body 2. In the representation according to FIG. 10d the sail 12 is in a downwind position with respect to the keel 22.
FIG. 11 illustrates various possibilities of fixing the keel 22 in a comparatively light-weight sailing vessel 2 suited for the beach. In the embodiment according to FIG. 11a the keel 22 has a weight concentration according to FIG. 10c—of course also other keel shapes can be chosen. The axis of rotation 24 is anchored at the keel 22, the axial bearing 78 being detachably mounted to the axis of rotation 24. For connecting the keel 22 to the buoyancy body 2 the axis of rotation 24 is inserted from the bottom (FIG. 11) into a bearing shaft 95 and subsequently the axial bearing 78 is screwed thereto so that the keel with the axis of rotation 24 is held in the radial direction in the bearing shaft 95 and in the axial direction by the axial bearing 78.
FIG. 11b shows a strongly simplified variant in which a tensioning element, for instance a very strong high-tensile rubber strap 96, is fastened to the axis of rotation 24 immersing into the bearing shaft 95 of the buoyancy body 2 which rubber cord extends in the axial direction through the buoyancy body 2 and is belayed in a cleat 97 or the like when fixing the keel 22. This design is only suited for very small sailing vessels, however. On principle, also other connecting means, such as high-tensile Dyneema ropes or the like, can be used, of course.
The rigging is illustrated in detail by way of the following figures.
FIG. 12 shows a top view (on the left) and a side view of an embodiment of a sailing vessel 1 having a long keel 22. As explained before, the sailing rig 4 is supported on or at the buoyancy body 2. As can be inferred especially from FIG. 12a, the sailing rig 4 has a central mast 6 including a curved boom 8 and several battens 10 predetermining the sail shape. The boom 8 is arranged at an axis of symmetry of the symmetrically shaped sail 12. In the embodiment according to FIG. 1 the sail 12 could be rotated around the mast 6 via the trimming lines 16, 18 in order to optimize the flow. In the embodiment according to FIG. 12 the mast 6 and the sail 12 substantially exhibit a rigid design with their angle of attack being adapted to be varied with respect to the buoyancy body 2 via a downhaul 98 and/or an uphaul 100, the mast foot 14 of the mast 6 according to FIG. 12b being articulated and the pivot axis extending normal to the plane of projection in FIG. 12. The mast 6 thus can be easily put down in the case of heavy air.
In the embodiment shown in FIG. 12 the helmsman 44 is seated on a bench 102 curved to form a segment of a circle which extends along an outer circumferential portion of the buoyancy body 2 over an angular range of about 120° . This curved bench 102 enables the helmsman 44 to align his/her seating position corresponding to the position of the keel 22 (in broken lines in FIG. 12a) relative to the buoyancy body 2. In the embodiment according to FIG. 12a the sailing rig 4 is shown at a downwind position and thus transversely to the lateral area of the keel 22.
According to FIG. 12b the bench 102 is held at the buoyancy body 2 via an adequate support structure 105. The tiller 36 shows an angular design so that an operating end portion is guided below the bench 102 into the access area of the helmsman 44. The rudder 32 can be designed in accordance with any one of the afore-described concepts.
FIG. 13 shows a variant of the embodiment represented in FIG. 12 in which the buoyancy body 2 has a planar deck 20. In the embodiment according to FIG. 13 the deck 20 is dished in the central portion to form a cockpit 104 which is self-bailing, wherein drain valves 106 are formed in the cockpit bottom 108 for draining.
The structure of the sailing rig 4 corresponds to that of the afore-described embodiment. FIG. 7 shows a variant of the embodiment according to FIG. 13, the buoyancy body 2 being again designed to have a cockpit 104 being confined downwards by the cockpit bottom 108. The circumferential walls of the buoyancy body 2 in this variant are in the form of an inflatable annular bead 110 preferably having plural chambers to which the cockpit bottom 108 is mounted. In other words, the buoyancy body 2 has a design similar to a life raft, with the cockpit bottom 108 being a rigid support structure for the keel. Also the cockpit 104 according to FIG. 14 is self-bailing including drain valves 106.
In FIG. 15a, 15b a variant of the embodiment according to FIG. 14 is shown. With this concept, too, the buoyancy body 2 is formed to have an annular bead 110 consisting of plural chambers to which the cockpit bottom 108 is mounted. The keel 22 is supported centrically at the cockpit bottom 108. In the shown embodiment the mast 6 of the sailing rig 4 is arranged at a relatively small distance b from the axis of rotation 24 so that the symmetric sailing rig 4 is not supported, as in the afore-described embodiments, in the circumferential area of the buoyancy body 2 but in the central area. It is another special feature of the design shown in FIG. 15 that the mast 6 does not consist of one piece but of three telescopic elements 6a, 6b, 6c so that, when not in use or for reducing the sail area, the mast can be telescoped. The telescopic mast is extended, for instance, by pulley blocks, by a hydraulic or pneumatic system or an electric motor drive. As illustrated already before, the angle of rotation of the keel 22 with respect to the rotation-symmetric buoyancy body 2 is adjusted by setting the rudder 32. Depending on the sailing direction and thus depending on the position of the keel 22 relative to the buoyancy body 2 and to the sailing rig 4, the helmsman 44 can vary his/her seating position on the ring-like circumferential annular bead 110 so as to always look into the sailing direction.
In the afore-described embodiments the sailing vessel 1 is rather designed for use by one or two persons and as a sailing boat capable of beaching. The FIGS. 16 and 17 show concepts in which the sailing vessel 1 is designed as a sea-going yacht for a plurality of persons. In the embodiment according to FIG. 16, on the buoyancy body 2, which again is rotation-symmetric, cabins 112a, 112b serving for receiving passengers are provided. By way of the comparison of size to the helmsman 44 inserted in FIG. 16 it is obvious that the sailing vessel 1 has considerable dimensions which may be within the range of from 40 to 50 feet, for instance. In the shown variant the two cabins 112a, 112b are diametrally arranged, the mast 6 of the sailing rig in this variant being disposed coaxially with respect to the axis of rotation 24 of the keel 22.
The keel 22 is again rotated by operating the rudder 32 which in this embodiment has a pivoting rudder blade 86 similarly to the variant of FIG. 9. It is provided in this embodiment to adjust the angle of attack of the sail 12 with respect to the apparent wind direction by trimming lines 16, 18 which are operated via self-tailing winches 111. The latter can be driven electrically or hydraulically.
FIG. 17 illustrates a variant of the embodiment according to FIG. 16 in which a central cabin 112 is provided which is not placed onto the deck 20 of the buoyancy body 2, as in the embodiment according to FIG. 16, but extends into the buoyancy body 2. In this cabin 112 a steering stand 114 is arranged which enables the helmsman 44 to steer the sailing vessel 1 in foul weather from the interior of the cabin 112. The steering is performed via a steering wheel 116 which is operatively connected to the rudder 32 through the coupling means 38 including a transmission gearing 118 such that an adjustment of the steering wheel 116 entails a setting of the rudder 32 and correspondingly the keel 22 is rotated with respect to the buoyancy body 2 when the critical rudder angle is exceeded. It is furthermore a special feature of the embodiment shown in FIG. 17 that the steering stand 114 rotates along with the keel 22 so that the helmsman always looks into the sailing direction. Accordingly, the cabin 112 is also rotation-symmetric or is at least designed such that the helmsman can always look into the sailing direction.
In the case of sailing vessels 1 of such size the keel 22 can be fixed in position with respect to the buoyancy body 2 by appropriate force-fit and form-fit braking means which engage electrically, hydraulically or pneumatically.
By way of FIG. 18 an embodiment is illustrated in which the mast 6 is a bipod having two mast spars 120a, 120b which are disposed at angles with respect to each other such that they converge in the mast top and at the mast foot side are supported on the buoyancy body 2 spaced apart from each other. The sail 12 is then held symmetrically at said bipod and can be further trimmed via trimming lines 16, 18. In accordance with the representation in FIG. 18 the buoyancy body 2 need not necessarily be rotation-symmetric (cf broken contour), but also a slightly asymmetric design (continuous line of the buoyancy body 2 in FIG. 18) can be employed.
FIG. 19 shows another embodiment of a sailing rig 4 having a central mast 6 which forms a unit with the boom 8. The sail 12 includes plural battens 10 extending approximately in parallel to the boom 8 which are supported at the mast 6. The latter is arranged on the deck 20 of the buoyancy body via the mast foot 14 and a load distributing plate 122. The angle of attack of the mast 6 with respect to the deck 20 can be adjusted by a downhaul 98 which is in the form of a pulley block in the represented embodiment.
FIG. 20 illustrates a variant in which the sail 12 is shaped similarly to a jib and is hauled by a halyard 124 at the mast 6 not shown here. This sail 12 can be used in addition to the afore-described sail designs, for instance on downwind course. Basically it is also possible to use the jib-like sail 12 alone, however. For the purpose of profiling the sail shown in FIG. 20 has two reef rows 126, 128 by which the sail area can be adapted to the wind force. A window 130 can be provided in the sail 12 to improve the visibility.
The FIGS. 21 and 22 show variants of the rig represented in FIG. 20. In the embodiment according to FIG. 21, the mast 6 again is in the form of a bipod, the two mast spars 120a, 120b being arranged one behind the other in the plane of projection. They stretch the jib-like sail 12 which is stretched bi-directionally by means of a wishbone 132. The latter is held at the two mast spars 120a, 120b. This sail 12, too, has a window 130.
In FIG. 22 a variant comprising a mast 6 in the form of a bipod is shown, wherein the jib-like sail 12 is stretched via two sprits 134a and 134b laterally projecting from the buoyancy body 2 transversely to the sail 12 and being telescopic for the purpose of improved maneuverability in the harbor or the like so that they can be retracted into the buoyancy body 2 when no sail is set or for reducing the sail area. In the representation according to FIG. 22 the sail 12 is in downwind position so that the two spars 134a, 134b and thus the sail 12 are arranged transversely to the lateral area of the keel 22. The same also applies to the embodiment according to FIG. 21.
FIG. 23 shows the basic concept of a sailing vessel according to the invention in which the buoyancy body 2 is designed in several parts, for instance a central part 2a and two side parts 2b, 2c in the form of segments of a circle which can be interconnected by a high-strength plug-in connection 136, wherein appropriate fixing means, for instance a catch mechanism, a screwing, clamping or the like, are provided to hold the component parts together. This design is rather suited for small beach sailers.
FIG. 24 shows a concept suited for larger sailing vessels in which the two side parts 2b, 2c are held at the central part 2a through high-strength pivot bearings 136a, 136b such that they are adapted to be set from the sailing position shown in broken lines into a harbor position shown by continuous lines in which the width of the sailing vessel 1 corresponds to that of the central part 2a so that little space is required in the harbor. Pivoting constructions of this type are known from trimaran construction, for instance from the Dragonfly®, so that further remarks are dispensable. The cabin 112 is formed at the central part 2a in this embodiment. The keel 22 then has to be aligned with the longitudinal axis of the central part 2a.
Finally FIG. 25 shows a highly technological concept in which the cabin 112 forms part of the sailing rig 4. The latter is a rigid airfoil profile and supports solar panels 138 at its part connected to the cabin 112 for the energy supply of the electric consumers of the sailing vessel 1. The wing rig can be telescopic so that it can be adapted to the wind force, wherein the telescopic portion of the sail area 140 located at the top in FIG. 25, for instance, can be retracted and/or extended so as to adapt the sail to the wind force. In the case that the wind force can no longer be handled with the minimum sail area, the part of the sailing rig 4 connected to the cabin 112 can be swiveled such that the effective sail area is reduced and only the cabin 112 optimized in terms of flow acts as a sail. For this purpose, the pivoting portion of the wing sail is designed to be pivotal about a pivot axis 142.
FIG. 26 illustrates a side view and a top view of another embodiment in which a seat construction 144 is formed on the buoyancy body 2 with a bench 102 curved in the form of a segment of a circle. The keel is formed similarly to the afore-described embodiments and at one end portion supports the rudder shaft 34 including the rudder 32 and the tiller 36.
As one can infer especially from the top view (at the bottom of FIG. 26), in this variant of the invention the holding means for fixing the keel 22 at the set relative position is formed by a tackle 146 functionally connecting the tiller 36 to the axis of rotation 24 of the keel 22. At the axis of rotation 24 a double pulley 148 is disposed along which the tackle 146 is deflected. Free end portions of the cable pull are fixed in cam cleats or other belaying means 150.
The tackle 146 is designed such that it permits swiveling of the tiller 36 to the afore-described extent, for instance ±15°. A tiller deflection beyond this is then transmitted to the axis of rotation 24 via the tackle 146 and the pulleys 148.
The sail 12 is supported along a horizontally extending pivot axis 142 with respect to the buoyancy body 2. The sail 12 is pivoted about the pivot axis 142 via uphauls (not represented) and downhauls 98. Moreover, the sail is supported by appropriate back braces 152. In the shown embodiment the sail is in the form of a rigid wing profile, for instance, which can be designed to be approximately symmetrical with respect to the axis of the keel 22 (horizontal in FIG. 26).
The keel shape approximately corresponds to that of the embodiment of FIG. 10c, wherein the actual keel bulb 88 is arranged laterally offset with respect to the axis of rotation 24.
The keel part 90 making up merely for a part of the keel weight extends beyond the axis of rotation and supports the rudder shaft 34.
FIG. 27 shows a variant of the embodiment from FIG. 26, wherein instead of a seat construction 144 a trampoline 154 is used as seating or lying area which substantially covers the entire surface of the buoyancy body 2.
The trampoline is supported on a frame construction 156. A further difference consists in the fact that in the variant according to FIG. 27 no tiller 36 is used, but the rudder 32 is adjusted with respect to the keel 22 via a crossbar 158 which is mounted to the rudder head and which is adjusted by control cables 160, 162 which can be guided by multiple deflection via the pulleys 148, on the one hand, and via deflection pulleys 164, on the other hand, and can be belayed by means of cleats 166 so as to adjust the rudder angle. The control cable can also be circumferential in one piece.
The relative position of the keel with respect to the buoyancy body 2 can be adjusted via a tackle 146 and a pulley 148 as well as cam cleats or the like. FIG. 28 shows an embodiment according to FIG. 27 having a modified support structure for the sail 12, wherein three back braces 152a, 152b, 152c are supported on a support profile 168 which is approximately anchor-shaped in the top view.
FIG. 29 represents a top view and a side view of a sailing vessel 1 having a split keel 22a, 22b, wherein one of the two keel parts 22a, 22b is pivotal. Basically also both keel parts 22a, 22b can be synchronized, however, so that they go through an approximately equal pivotal movement.
The pivot axis 24 of the keel part 22b accordingly is arranged eccentrically. Thus, this keel part 22b simultaneously acts as rudder, wherein the adjustment is performed via a steering wheel 170. What is not represented is an axis of rotation about which the two rudder parts 22a, 22b are pivotal in the afore-described manner.
Another special feature of the embodiment shown in FIG. 29 consists in the fact that the sail 12 is movably guided along a traveler track 172, wherein the angle of attack of the sail 12 can in turn be adjustable by pivoting about its pivot axis 142. This pivoting then can be performed again via uphauls and downhauls or the like. A traveler slide 174, upon which the back braces 152 of the sail 12 act, is guided in ball bearings on the traveler track 172.
The sail 12 and the traveler slide 174 are adjusted along the traveler track 172 via an appropriate actuating means so as to permit exact adjustment with respect to the wind.
In a variant having a two-part keel 22a, 22b it is preferred when, according to the schematic representation at the top right of FIG. 29, the distances a, b of the respective centers of lateral resistance of the two keel parts 22a, 22b from the central or rotational axis 24 are equal to or smaller than the distance c of the center of pressure from the central axis of the buoyancy body 2. In the embodiment according to FIG. 29 the distance c of the center of pressure consequently is larger than the distances a, b of the keel parts 22a, 22b from the central axis of the buoyancy body 2.
FIG. 30 shows a variant of the embodiment according to FIG. 29, wherein one of the two keel parts 22b is in turn designed to have its own pivot or rudder shaft 34 and the entire keel arrangement with the two keel parts 22a, 22b is rotatable about the central axis of rotation 24. The keel part 22b in turn acts as a rudder, the rudder turn being admitted at a predetermined angle relative to the entire keel arrangement. The rudder/keel combination is in turn actuated by a tiller 36 acting upon the central axis of rotation 24.
The sail is designed similarly to the embodiment according to FIG. 28, a substantial difference, however, being the fact that this sail is designed as “pushing sail” and thus is located, viewed in the wind direction, (pushing sail according to FIG. 30) ahead of the axis of rotation 24 and the center of lateral resistance of the sailing vessel 1. It turned out in a surprising manner that by a sail 12 pushing in such way the gliding state can be reached by far more rapidly so that the sailing speed is improved vis-à-vis a conventional “pulling” sail.
Pushing sails of this type can also be employed in all afore-described design variants.
Another difference consists in the fact that in this sail arrangement the seating, i.e. for instance the seat construction 144 is arranged in the area between the pushing sail 12 and the axis of rotation 24, wherein the bench again has the shape of a circle segment. In this manner, the respective effective “bow” of the sailing vessel 1 is relieved so that the latter starts gliding more quickly.
Accordingly, in this pushing sail arrangement also the keel part 22b pivotal per se is arranged toward the sail 12.
FIG. 31 shows an embodiment in which the sail 12 is a pushing sail and is movable via a traveler slide 174 along a traveler track 178 curved in the form of a circle segment. This variant, too, is designed to have, as the embodiment according to FIG. 30, tiller steering 36 acting upon the joint axis of rotation 24 of both keel parts. The keel part 22b facing the sail 12 as such is designed to have a rudder shaft 34 for relative swiveling with respect to the keel part 22a.
The seating for the helmsman again is constituted by a bench in the form of a circle segment 102 extending at a parallel distance inside the traveler track 172. Accordingly, the tiller 36 is enclosed in sections by this bench 102.
In the embodiment according to FIG. 32 a steering wheel 170 is provided instead of a tiller steering.
FIG. 33 illustrates a variant of a comparatively large sailing vessel 1 having a superstructure, for instance a cabin 176, in which the steering stand and passengers' cabins can be accommodated. The keel again is designed in two parts having keel parts 22a, 22b, wherein the latter are jointly pivotal about the central axis of rotation 24. The keel part 22b close to the sail is in turn pivotal about a rudder shaft 34 so as to permit a slight independent rudder turn. The sail 12 in turn is a pushing sail and is guided to be adjustable along a traveler track 172.
FIG. 34 finally shows an embodiment of a sailing vessel including a pushing sail 12 in which again two keel parts 22a, 22b are provided which are arranged transversely offset with respect to each other in the manner of a bilge keel and are pivotal synchronously to each other via a differential 180 or the like so that a steering movement at the steering wheel 170 is converted to a corresponding swiveling of the keel parts 22a, 22b.
As a matter of course, also such design can be used in a conventional “pulling” sail.
As explained already, all afore-described design variants can practically be combined with each other in any way without leaving the scope of the invention.
By way of FIG. 34 a further development of the invention is explained which is equally applicable to the afore-described embodiments, of course. As indicated in dot-dash lines in FIG. 34, at the buoyancy body 2 a ballast element 182 indicated in broken lines can be provided whose position relative to the sail 12 is adjustable so as to bring about weight compensation—similarly to a sailor's hiking in a dinghy. This ballast element 182 can be guided along appropriate guides to be adjustable in or at the buoyancy body 2. On principle, it is also possible, as in the case of high-tech offshore yachts, to provide the buoyancy body 2 with a plurality of water tanks 182 which are then filled with water or are emptied via pumps depending on the desired weight trim.
There is disclosed a sailing vessel comprising a buoyancy body at which a rotatable keel is held which can be adjusted by setting a rudder.
Although the best mode contemplated by the inventors of carrying out the present invention is disclosed above, practice of the above invention is not limited thereto. It will be manifest that various additions, modifications and rearrangements of the features of the present invention may be made without deviating from the spirit and the scope of the underlying inventive concept.
