JPS63500024A - pitched sail yacht - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] Around the time; Yosoto Lambda corridor and separate anus The present invention relates to sailboats, and particularly relates to the sail structure of sailboats.

・-・Nay's day Numerous configurations of sailboat rigging have been developed over the years. Today's best The most commonly used types of sails are includes a generally right triangular mainsle attached to a fixed vertical mast along the water The square edge ("yacht") is attached to the boom. The boom is connected to the other end of the boom. (the "crew" side of the sail) can be turned across the stern of the yacht. is rotatably attached to the mast at the right angle (the "tank") of the sail.

The mainsheet is rotated to prevent the boom from pivoting outward beyond the desired angle. Extending between the boom and approximately its horizontal center position on the deck.

Conventionally sailed yachts have a high bow and mast height along the length of the rough edge. A similarly roughly triangular forest mounted on the forestay that extends between The jib may further include a jib. Jib does not include Yotsutophum and its Instead, a jib sheet is attached to the clew of the sail and placed on the leeward side of the deck, i.e. It is adjustable and fixed near the focus of the camera.

The sailboat may further include other sails such as a mizzen or a staysle. present invention is primarily explained with respect to sailboats as described above, but other types of It is equally applicable to a large number of yachts with similar sailing rigs.

When the yacht is sailing downwind, the action is fairly simple. In other words, the wind The larger the area of the sail that can face the wind perpendicular to its direction, the more it will propel the sailboat forward. The force that propels you towards this will become stronger. However, the propulsion force is located high above the deck. This force is applied to the yacht by pushing the bow downward into the water. Further generates a swaying moment that tends to reverse the longitudinal trim of. vertical The effect of the rocking moment counteracts the propulsion force to some extent and reduces the final forward speed of the yacht. Restrict. In case of danger, the pitching moment may cause the bow of the yacht to remain partially in the water. Since the boat is kept in a closet, there is a risk of the yacht capsizing due to high waves. this child Regarding the disclosure explanation, see Yach Dansara, May 1985, pages 68-71. reference.

When the yacht is sailing into a crosswind or upwind, this can be critical to sailing performance. Further complications arise with significant impacts. Together One, x, - Dod of York City d, C, A, Mar published by Mead and Company chaj's 5ailin Theor and Practice-(196 4 years) and Heji≦l namics of Styama ■■ (1979). These factors, which are described in detail in the book, are briefly summarized below as they relate to the present invention. explain.

Chewing and force. When sailing close-up, the mainsle should be on the outside (forward, i.e. Due to the pressure difference that occurs between the (leeward side) and the inside (stern, or windward) side, and take the shape of a wing.

This pressure difference is the effective force applied perpendicular to a point known as the sail's center of correspondence. to occur. This force (FT) is applied to the yacht's hull in the longitudinal and lateral directions. It has ingredients. While the longitudinal component tries to propel the yacht forward, Lateral forces tend to cause the yacht to drift sideways. The lateral force is further acts in conjunction with the center of lateral resistance to move the yacht away from the wind with respect to its longitudinal axis. This is a movement called embezzlement. Yacht hulls are generally thick. Since it is not perfectly symmetrical below the line, the embezzlement diagonal changes as the embezzlement diagonal angle changes. changes the resistance of the hull as it moves forward through the water. That is, with one embezzlement oblique angle A hull designed to have minimum drag is operating at maximum efficiency at different angles. do not have. Embezzlement can also be unpleasantly confusing to some passengers, and the Driven or wind-assisted cargo ships (Fishman's rA Fresh Wind for 5ail Power J, New York Tim es, 5ect, 6.166 pages (see 12/6/81)) It is also possible that the cargo could become loose from the protective means, resulting in damage.

Anti-body withdrawal. The lateral force on the sail that causes the heel is on the longitudinal axis of the yacht. is the part of the torque that acts on

When the lateral force is zero, the sailboat is in an upright position, and as the force increases, the sailboat is in an upright position. to embezzle. As the mast moves out of the vertical position, the lateral force This generates an even more downward component, which pushes the hull deeper into the water. It has the effect of putting This increases the wetted area of the boat, thereby increasing the Increase resistance.

i 0) IJ-7-, the total force on the sail is It is oriented vertically at the center of correspondence which is the mind. The longitudinal part of this force Propels forward, but also generates torque that pushes the bow of the yacht into the water relative to the stern Cheating. This is in contrast to the longitudinal trim described above for yachts sailing downwind. The same interference occurs. This ensures that the hull is designed for maximum efficiency. You will be moving forward through the water in different forms.

? - Average shape. When sailing in a very tight sailing situation, it gives propulsion to the yacht. A tall, narrow sail produces a greater total force than a short, wide sail of the same area. do. In other words, in order to obtain maximum propulsion from a given sail area, the sail must be set as much as possible. must be made higher. This effect is expressed by the ratio ′fIy, defined as is measured: A, R, = - 8^ In the formula, L - height of the sail SA = sail area This limits the maximum aspect ratio that can be usefully achieved. 1.0 to 2 ．． An aspect ratio of 0 is the minimum; 4.0 to 4.5 is useful under normal circumstances. This is considered to be the highest aspect ratio possible.

``Hayabusa t<　-77X. The center of resistance of the hull to its movement in the water is the Close to the center of the bow and stern of the boat, inside the keel or centerboard. It is located in the center. The lateral drag of the water on the yacht is effectively applied at this location. Ru. This force is projected onto the horizontal (relative to the water) plane along with the force vector on the sail. defines the torque, or force couple, that determines the directional balance of the yacht when . The vector of force on the sail that extends in both directions and is projected onto the horizontal plane is the resisting force. If ahead of a similar projected position of the vector, the yacht will try to move out of the wind and the rudder will The hand must be compensated by holding the yacht facing upwind. child On the other hand, if the projected and extended sail vector is located behind the resistance vector. If the yacht It must be corrected accordingly. The amount of torque is the amount that allows the helmsman to steer the yacht. Determining ease of use, small torques provide good directional balance, i.e. a “light helm”. provide.

Yachts that are trimmed in an unbalanced direction have the additional disadvantage of large rudder drag. do.

Reciprocal with the mast. In one conventional configuration, the sail tracks on the mast. The sail is fixed to the mast by a slider with a always maintain the same geometrical relationship. The wind flow around the mast exerts dynamic aerodynamic forces. They generate vortices and other flow disturbances that reduce the efficiency of the sail wings when they occur. sail It is thought that the influence of the mast on the efficiency is extremely large. Wind direction is single In this case, this effect can be reduced by giving the mast an almost streamlined shape like a teardrop. However, this makes the problem even greater for other wind directions. It will fly. One solution to this problem is to create a mast with a streamlined cross section. The mast rotates about a vertical axis depending on the wind direction. McCoy's See U.S. Pat. No. 4,230,060. This configuration has a pivot point at the base of the mast. and the stays and spreaders are attached to the mast. Requires special rotating equipment above the point.

Previous efforts have been made to improve yacht operation by tilting the mast under wind pressure. It has been done. For example, a sailboard with such a rotatable mast See US Pat. No. 3,487,800 to Schwei tzer, which discloses. Big In the case of a sailboat, due to the rotatable mast, it is possible to offset the embezzlement of the sailboat. They were often equipped with a keel that rotated in response to the mast's tilt. this species The construction is based on Marcil U.S. Pat. It is shown in National Patent No. 4,117,797.

Other configurations that have been proposed to reduce the aforementioned harmful forces include Harmo A kite or win as shown in U.S. Pat. No. 4,068,607 to Including Gusail.

Ross, U.S. Pat. No. 4,345,535, shows a device for combating usurpation oblique torque. vinegar. In this device, the mast moves to port in response to the wind at its base. It is attached to the F body so that it can be rotated to either the side or starboard side.

By mechanical means, mast rotation applies a vertical downward force on the windward side of the hull. It is used to try to get Yotsuto back on his feet. Part of the main stream It is attached to an auxiliary mast that is suspended from the top of the mast as a pendulum. Auxiliary square At the lower end of the It is on an orbit that rotates it by an amount determined by . Ross further states that - Attached to the yacht boom which can be rotated at the end which is then attached to the mast Indicates the force to be used.

Klemm's U.S. Pat. No. 4,005,669 also tilts freely as a pendulum. Disclose the mast. However, similar to Ross, the movement of the base of the mast is to the left. Limited by the track in the port-starboard direction. Listed as prior art in Klemm See also patent.

Jamieson, U.S. Pat. No. 4,044,702, describes Discloses a configuration including a vertical mast with a mullet rotatably attached to the base . (Figures 8 to 11). The tack end of the longer yacht boom can rotate relative to the boomlet about an axis parallel to the mast Attached to the free end of the boom left. The sail is its three corners and the top of the mast. , Yotsutoboom's tank, and Fu.

and the crew of the boom. Another example is Jamieson's It is shown in FIG. This configuration is intended to reduce the harmful forces mentioned above. rather, the slot effect that occurs when the sail is located upwind of the mast. Make use of it.

3 dishes 111 It is an object of the invention to provide a yacht which reduces or eliminates some or all of the aforementioned disadvantages. Is Rukoto.

It is another object of the invention to reduce or It's about controlling.

Another object of the invention is to reduce the lateral, downward movement of the yacht when sailing close-up. The goal is to reduce

Yet another object of the invention is to reduce or reduce hull sinking when sailing close-up. is a partial reversal.

Yet another object of the present invention is to provide a higher aspect ratio and larger size than is possible with conventional configurations. The objective is to enable the use of a total dynamic aerodynamic sail.

Yet another object of the invention is to reduce the obstructing effect of the mast on the airflow on the leeward side of the sail. The aim is to reduce

Yet another object of the invention is to improve the longitudinal trim of a sailboat hull. Ru.

Yet another object of the invention is to improve the directional balance of a yacht.

Yet another object of the invention is to enable the sail to be hoisted higher above the water. be.

Yet another object of the invention is to provide a cross-sectional shape of the sail that creates minimal disturbance to the sail. The aim is to provide a fuboom.

Yet another object of the present invention is to provide control of steering when sailing downwind in forward seas. It is about improving.

A further object of the invention is to reduce the angle between the wind and the leading edge, or luff, of the sail. Increases forward thrust on the sail by reducing its tendency to stall as a result of It is to let

Yet another object of the invention is to enable more efficient jib construction. .

Yet another object of the invention is to enable the construction of a jib with curved luffs. Ru.

The above and other purposes are achieved by two booms: from tack to head along the luff of the sail. One boom (the "luff boom") runs almost perpendicular to the boat, and the other boom runs along the yacht of the sail. between the other boom (“yacht boom”) that extends almost perpendicularly from the dock to the crew. This can be achieved by attaching a mainsle to the The luff boom is streamlined The sail may have a cross-section of It will be done. The luff boom may also be inserted into a pocket in the luff edge of the sail. . A luffing boom has (1) a vertical axis parallel to the mast, and (2) a vertical axis perpendicular to the mast. and (3) the pivot point on the luff boom, if necessary. , that is, to allow rotation about the point at which the luffing boom can rotate in its own plane. The mounting is attached to the mast by means of a fitting. The installation tool is rotated above the corresponding center of the sail. It is joined to the luff boom at a point. The attachment can be at the top of the shortened mast. so that when the luff boom tilts out of vertical position, part of the mast can be moved out of the sail. There is no need to bring it to the leeward side.

To perfectly position the sail, two sheets are used, one at each end of the sailboat boom. are fixed to each section. The mast of the invention is free without stays or shrouds. Since it can stand up, the mast can be constructed from the part where the mast is inserted. Means for raising and lowering may be provided. Dawis U.S. Patent No. 4,016 , No. 823. The mast then extends or expands as one member is rotated. A male thread is provided on the inner member for contraction, and a corresponding female thread is provided on the outer member. It would be possible to extend or retract the mast.

If the yacht includes a jib, the jib can also be mounted tiltably. in this situation The rough edge of the jib is rotatably mounted high on the mast at the end of the head. mounted on a luff boom that can be kicked off. Foot booms are desirable in some situations, but , unnecessary. The jib tack sheet is fixed near the tank end of the luff boom, It passes through a swivel pulley on the centerline of the deck near the bow. The jib crew seat is A swivel slide fixed to the crew and mounted on the centerline of the deck just before the mast. Pass the car. The swivel pulley may be mounted adjacent to the cockpit. Sunawa Like the mainsle, the jib is tiltable and can be mounted either conventionally or in a rough manner. It can be operated with the boom tilted towards the leeward side of the yacht.

Other sails can be similarly tilted.

Brief description of the drawing The invention will be more clearly understood with reference to the accompanying drawings. figure In the face: FIG. 1 is a side view of a conventionally sailed prior art yacht; FIG. 2 is a side view of a yacht according to the invention in operation sailing downwind; FIG. 3 is a bow view of a yacht according to the present invention in operation, sailing in open sail; FIG. 4 is a cross-sectional view of the prior art mast shown on the yacht shown in FIG. 1; Figure 5 shows the mast, luff boom and pivot joint shown on the yacht shown in Figure 3. Cross-sectional view of; FIG. 6 is a partially cutaway side view of a portion of a telescoping mast that may be used with the present invention; as well as FIG. 7 is a side view of another yacht according to the invention.

Light plate Hereinafter, one embodiment of the present invention will be described in comparison with the configuration of the prior art with reference to the accompanying drawings. However, like parts are designated by the same reference numerals throughout the drawings. Many of the advantages of the invention are Although presented in terms of the physical forces involved, such quotations may make the relevant phenomena more clear. It should be noted that this has been significantly simplified for clarity of illustration.

Figure 1 shows a prior art foot 1o in which the mainsle is conventionally sailed. A side view is shown. The yacht has a string 12 with a deck 14 on the upper surface and a hull 12. A keel 16 and a rudder 18 are provided that extend downward from the keel 16 and the rudder 18. Inside the hull 12 There is a cockpit 22 and a cabin (not shown) with a top M20. mast 24 is attached to the hull 12 and extends approximately perpendicularly to the hull 12 through the cabin canopy 20. Extend. The forestay 26 is located at one point from the top of the mast 24 to the bow of the yacht 10. The pack stay 28 extends from the top of the mast 24 to its center at the stern of the yacht. Extends to one point on the line. Forestay 26 and Pacstay 28 are the mast's It is firmly fixed so as to resist bending in the stern direction and the bow direction, respectively.

Auxiliary stays (not shown) counteract lateral flexing of the mast.

A boom 30 is rotatably mounted at the rear of the mast 24 and above the cabin ceiling M20. Can be attached. For reasons that will become apparent below, the boom 30 is This is sometimes called the cut boom. The boom 30 is attached to the mast 24 by the boom. 30 horizontally in both directions from the centerline of the yacht by approximately 90", and The rough edge 34 is such that it can be deflected upwardly by about 20''. 40 between reach edge 36, foot 38, luff 34 and foot 38 , the crew 40 between the foot 38 and the reach 36, and the top of the main sle 32. The main slew 32 having a head 43 is attached between the mast 24 and the boom 30. It will be done. A rough edge 34 is located at the top of the boom 30 and along most of its length. It may be secured within an extending slot (not shown). The main sheet 48 is It is fixed to the shank 46 near the rear of the cupid 22, and is attached to one end of the shank of the boom 30. It extends upward to a pulley 44 mounted nearby. The main sheet 48 is a pulley 44 and the second pulley 45 located near the center of the boom 30, and the ship below. This leads to a locking pulley 47 located near the front of the chamber 22. Pulley 47 is main sheet 4 8 can be adjusted and locked at a desired length. Bu The boom pan 49 connects to a point on the boom 30 in front of the pulley 45 and to the base of the mast 24. It is illustrated as extending between. Similarly, in FIG. The corresponding center CE of the wind and the center of lateral resistance CLR of the foot 10 in the water are shown. . This yacht 10 has the drawbacks mentioned above.

FIG. 2 shows a yacht 100 according to the present invention. Instead of mast 24 A shorter, stronger mast 5o is used and the stay and shroud are removed. . The rough edge 34 of the mainsle 32 runs along its entire length into the rotation of the top of the mast 5o. The luff boom 52 is attached to the moving point via a tool 54. Tori The fitting 54 is used to align the main sle 32 perpendicularly to the mast 50 and approximately parallel to the main sle. and rotated about the vertical axis of the mast 5o. It can be turned around. Although not required for the present invention, the attachment in this embodiment is also allows rotation in the plane of the main sle. The installation on the boom boom 52 is The rotation point where the tool 54 is attached is at the location where the corresponding center CE is projected onto the rough boom 52. It is above the position. Although the main slew 32 extends from the rear edge of the luff boom 52, On the other hand, the attachment tool 54 is attached to the front edge.

In the prior art configuration shown in FIG. 1, the foot boom 3o attached to the mast 24 is , in this case, it should be installed near the lower (tack) end of the luff boom 52 using the same method. Can be attached. The rough boom 52 extends below the point where the foot boom 30 is attached. Extend. The boom pan 49 is attached to the lower end of the luff boom 52 and the foot boom 30. It is installed between the fairlead 51 disposed between the car 45 and the rough boom 52. It will be done. In this embodiment, the fairlead 51 is a boom pan 49 which will be described later. Required to prevent disturbing the tack sheet.

As in prior art configurations, the main seat 48 is attached to the rear of the cockpit 22. The two pulleys 44 and 4 on the yacht boom 30 are attached to the shank 46 near the 5 and is held in tension by a locking block 47 near the front of the cabin 22. It will be done. To avoid confusion, the main sheet 48 is hereinafter referred to as the crew seat or main seat. It is sometimes called a crew seat 48. The new tank seat 56 has an arcuate trajectory It is attached to a car 60 mounted on 57. The orbit 57 is attached to the cabin canopy 20, The center point of the arc is located on the canopy 20, directly behind the mast 50, and both ends of the arc are located behind the center point of the arc on the canopy 20 and on both sides of the center line of the yacht. Directed. The tack sheet 56 is located at the lower end of the luff boom 52 from the car 60. Extends to the hole, passes through the hole, and attaches the yacht boom 3o from there. Pass through another hole in the luff boom 52 immediately below, pass through the fairlead 51, and then Passing through a pulley 58 installed adjacent to the pulley 45 on the room 3o, A locking block 59 is mounted adjacent to the locking pulley 47 near the front portion of the locking block 59 .

In its simplest mode of operation, the tack sheet 56 allows the luff boom 52 to It is in a closed-open state to prevent it from tilting away from the main sle 50. . In this configuration, the operation of the yacht is that of the prior art configuration. Taxi Once the tip is paid out to a certain extent, the advantages of the present invention begin to become significant. main sle Since the wind correspondence center CE for 32 is below the tilt axis, the wind is applied to the main sle. The force FT presses the main sle to incline the tank end of the luff boom 52. part is spaced apart from the mast. This is illustrated in Figure 2 for a yacht sailing downwind. and is shown in FIG. 3 for a sailboat sailing in a closed position. rough boom 52 In this way, the tank seat 56 becomes stretched and prevents further tilting. Tilt until it tilts. The total force F7 generated by the wind is against the plane of the main slew 32. Since it is added in the vertical direction, the component of FT in the vertical downward direction is reduced or canceled out. , potentially creating a net upward force. When used as described above, The plane of the mainsle, as a mating term, varies depending on a number of factors. March See references in aj. However, in general, the plane of the mainsle tank , crew and peak.

In operation, when sailing downwind (see Figure 2), the tack sheet 56 is unrolled. Since the luff boom 52 can be tilted forward, the main sle 32 is almost tilted forward. It is located on a plane parallel to beam 100, but the top of mast 5o and deck 1 4 through the forward position of the mast 50.

When the wind blows the mainsle from behind, some of the air escapes below the yacht. , the rest generates a force F in a direction substantially perpendicular to the plane of the main slew 32. subordinate Therefore, the force has a vertically upward component, i.e. in a conventionally sailed yacht. has a larger component than the vertically upward component. Corresponding center CE is in front of the rolling axis This upward component reduces the pitching torque as long as it is in the opposite direction. The designer is known Make the stern of the hull 12 heavier than the bow and/or make the mast 50 have a good directional support. By placing the lance sufficiently forward without obstructing it, the center of response CE will be in front of the red swing axis. I can guarantee that you will come.

When sailing with the tank fully open (see Figure 3), the tank sheet 56 is extended in the same way. , the luff boom 52 is tilted to the leeward side so as to be separated from the mast 50. crew Sheet 48 is also unrolled until the desired trim is achieved. Rough boom 52 is trout Since the tool 54 is mounted on the top of the tool 50 in a tiltable and rotatable manner, the tool 54 is installed at an angle. Rotate so that the axis remains approximately parallel to the foot boom 30. So, Lafbu The tank (lower) end of the arm 52 is located forward of the mast 50 and on the leeward side.

When the wind turns to the leeward side of the main slew 32, it moves in a direction almost perpendicular to the plane of the main slew. A pressure difference is created which generates a force F. This force is applied in forward, lateral and vertical directions. It has a component in the direction.

If the yacht is not heeled, the vertical component is upward. Yacht tilts sideways Depending on the trim you choose, it is entirely possible to go with a conventional yacht. The vertically downward component that appears is reduced or canceled out.

This has some distinct effects. First, the yacht is sailing downwind. When the corresponding center CE is in front of the H swing axis, the pitching torque is reduced or eliminated. be done. Second, hull sink due to the downward component of FT is reduced. Thirdly, F perpendicular to the torque arm of t (i.e. passing through the corresponding center CB and the transverse oblique axis) Since the component in the direction (perpendicular to the plane) decreases, the lateral tilting torque decreases. difference Furthermore, if the mast 50 is telescopic as described below, the length of the moment arm is The mast can be lowered to shorten the height.

This is because as the boom 52 tilts, its tank end moves upward and taps. This is possible in order to widen the gap between the end of the deck and the deck 14 or the cabin canopy 20.

Fourth, since the magnitude of the component of F in the plane parallel to the water surface becomes smaller, The magnitude of the force vector that tends to move the vehicle off course becomes smaller; As a result, the directional balance of the yacht is improved. This effect is due in part to the embezzlement angle. It is decided. Fifth, when a sailboat is heeled, the more upright the sails are, the more the air can pass through. Because there is less tension, you can sail even more tightly than on a conventional sailboat. should be possible. Furthermore, in small yachts, the yacht remains flat in the water. If carried, high kick straps in the cabin and hiking sticks on the tiller should be used. is not necessary. A wheel is installed instead of a tiller for further convenience. It would also be possible to do so. On large racing yachts, two wheels, There is no need to have port and starboard sides.

FIG. 4 shows a cross-sectional view of the mast 24 of the conventionally rigged yacht 10 in FIG. It is shown. The mast 24 has an oblong cross section, with its main axis at the center of the parallel to the line.

Mainsl 32 is shown fixed to the trailing edge of mast 24, somewhat to port. It extends to the side, which is appropriate for the wind direction indicated by arrow 62.

As can be readily seen, the mast 24 intercepts a portion of the wind and directs the leeward side of the mainsle 32. creating vortices and other disturbances.

In the yacht according to the invention, known streamline technology can be utilized. Fifth All of the figures are of the yacht 100 shown in FIGS. 2 and 3, and the arrow 6 The mast 50 is in an appropriate position relative to the wind direction indicated by A cross-sectional view of the boom 52 and main slew 32 is shown.

The luff boom 52 has a teardrop-shaped cross section, with its front (rounded) edge 66 facing upward. The mounting, which will be described in more detail below, includes a tiltable attachment to the mast 50 via a fitting 54. mounted on. The rough boom 52 is a port formed on the rough edge of the main slew 32. Since it is disposed inside the jacket 67, the main sle 32 is located behind the luff boom 52 (pointed). ) extends from the edge 68. The mounting fixture 54 rotates about the vertical axis of the mast 50. Since it can be freely attached, the luff boom 52 has its leading edge 66 facing upwind. It turns out that it rotates about its axis until the In terms of direction, there will be minimal disturbance to the wind flow. Furthermore, it is clearer from Figure 3. As shown, with the tilt axis at the top of the mast 50, the mast 50 is There is no obstruction to the wind flow on the leeward side of the loop 32. generated by the mast 50 All disturbances occur only on the windward side, where smooth flow is less important.

In the embodiments described above, the mast 50 includes a stay or a shroud (foresteer). It is thought that it stands freely without any Therefore, the mast has high strength Must be manufactured from materials. For large yachts, carbon fiber composite materials are required. Aluminum alloys are sufficient for small yachts, as may be required. another In the embodiment, the mast is installed above the fixture 54 until the top of the luff boom 52 reaches the top. Use weaker materials, such as by extending them higher than the highest point that can be reached. It is possible to use and add a shroud. This makes the advantages of the present invention Although some will be lost, they are still within the scope of the invention. .

A specific embodiment of the mounting fixture 54 will now be described with reference to FIG. 50 masts Inside the top is a vertical support bearing (not shown) consisting of two bearing rings. mounted, with one bearing ring disposed just inside the mast 50, and one bearing ring disposed just inside the mast 50. The ring is placed several inches down. The shaft 172 has two bearing rings and a It passes through the retaining ring 170 and is welded to the side surface of the cylindrical container 174. container 174 There are two additional bearing links mounted just inside each end of the container 174. There is a horizontal support bearing (not shown) consisting of a horizontal support bearing (not shown). The second shaft 176 is These two additional bearing rings extend through one end of the container 174. second screen The protruding end of shaft 176 is welded to the side of cylinder 178. Clamp 1 80 rotates the clamps on both ends of the cylinder 178 about the axis of that cylinder. Two side plates 182 and 184 are rotatably mounted so that the It consists of Two plates 182 and 184 extend radially to one side of cylinder 178. and clamp both sides of the luff boom 52. 3 bolts (one is 186 ) is the space between the two side plates 182 and 184 of the cylinder 1. 78 and the luff boom 52, and place the luff boom 52 between the two boards. It is fine as long as it can be tightened to secure it.

During operation, the vertical support bearing luff boom 52 inside the mast 50 is moved relative to the vertical mast axis. The horizontal support bearings inside the vessel 174 are aligned with the tilt axis perpendicular to the mast. attachment of clamp 180 to cylinder 178 Rotation of the boom 52 in the plane of the main sle is possible.

As mentioned above, when the luff boom 52 is in the tilted position, its tack end and yaw The luff boom 30 is moved above the deck 14 and the cabin canopy 20, and the luff boom 52 is tilted upward. Rise higher than when in position. Yachts sailed in accordance with the invention will be equipped with this addition. Using the target gap, the corresponding center CE of the main slew 32 can be lowered. this The mast 50 is fitted with two or more round nesting sections 70 and 7 as shown in FIG. This can be achieved by configuring as 2. The outer portion 70 is the mast 50 and includes a thread 74 on its inner surface. The inner portion 72 constitutes the upper part; The outer surface includes threads 76 adapted to engage threads 74. There is. The outer portion 70 is rotatably mounted on a bearing (not shown) about its central vertical axis. and a large wheel 77 is rigidly attached concentrically to the outer portion 70. inside Portion 72 is prevented from rotating by means not shown. A machine configured like this The striker may rotate the wheel 77 in one direction or the other as desired. can be extended or contracted further, so that the corresponding center CE is the mass of the yacht. held as close to the center as possible. Alternatively, raise the mainsle even higher (, wind The mast can be extended to move to higher speed areas. wheel A motor may be used instead of 77.

(tQ) The general principle of diagonal mainsle rigging can be applied to the same advantages as for the mainsle. It can also be applied to jibs, i.e. forcels, or instead of mainstles. I can do it. A unique advantage that the canted sail principle offers to shives is the ability to use curved luffs. That is.

Conventional jibs are connected to the forestay (anywhere on the centerline of the bow from the peak of the mast). (extending to the position) and firmly fixed at the tucks and peaks. It has a rough that is held more straight. Rotation around the jib luff line is possible. sails are trimmed by sheets at the crew.

However, having to hold the sail luff means that the jib foreground This means that rotation around anything other than the stay is impossible.

The important function of the jib on a conventionally sailed yacht is to pass through the mainsle. It is to modify and control the advancing wind. This means that the wind speed on the leeward side of the main slew is Forming a slot between the mainsle and the jib to increase the (genoa) jib flange This is done by extending the cut. This modification improves the efficiency of the mainsle. However, this improvement requires a larger sail area, so the aspect ratio of the jib becomes lower. Therefore, dynamic aerodynamic forces are reduced. In addition, jibs with long feet can be tacked It is difficult to operate inside.

Next, an example in which the principle of the present invention is applied to a jib will be described.

FIG. 7 shows a tilted mounting mechanism as described with respect to FIGS. 2 and 3. A yacht 100 is shown having an insole 32. Furthermore, a head 112; A jib 110 is shown having a tack 114 and a clew 116. Jib 1 Inside the pocket (not shown) formed on the rough edge of 10, there is a teardrop-shaped cross section. A luff boom 118 having a surface is attached. The head end of the rough boom 118 It is attached to the mast 50 near its top by a joint 120. The joint 120 is a jib 110 an axis perpendicular to the mast 50 and located approximately in the plane of the sail of the jib; and rotated about an axis substantially coincident with the luff boom 118. let This can be done, for example, by a ball and socket joint (not shown) or by the top of the boom 118. from the arm 121 clamped near the top of the mast 50 to the snap hook and This is carried out by hanging from the eye 123. Although not necessary for the invention, The luff boom 118 is further rotatable about an axis perpendicular to the tilt axis and the rotation axis. It is.

A tack sheet 124 is attached to the shank 122 at the tack end of the luff boom 118. is taken away. The tack sheet 124 is pulled onto the deck via a pulley 126 near the bow. 14 and near the cockpit 22, a winch and a cleat (not shown) are installed. ) is fixed and adjustable. Crew sheet 128 is attached to crew 116 of jib 110. Similarly, a winch and cleat (not shown) are installed near the cockpit 22. ) is fixed and adjustable. Although not part of this example, the force sail rigging is It may also include a cut boom.

As with mainsle 32, jib 110 is in conventional mode with tuff seam 2 4 to close open, thereby preventing the luff boom 118 from tilting or rotating. It may be operated by. However, the advantage of the present invention is that the tack sheet 12 4 is extended, and the luff boom 118 can tilt outward or pivot forward. It will be revealed when it becomes possible. When traveling downwind, do not touch the jib 110. The crew seat 124 and crew seat 128 are used to control the jib as shown in FIG. It suffices if it is extended for positioning in the same way as the slot 32. That is, crew 11 6 is outside on one side of the yacht 100, and the tack end of the luff boom 118 is located forward. and tilted upward (the tilt axis is located above the corresponding center CEJ in the jib 110) ), it comes to rest somewhat above and in front of the hull 12. If necessary, the main 32 to the port side (as shown in Figure 2) and the jib 110 to the starboard side. It can be overhanging or vice versa.

As in the case of the mainsle 32, the total force of the wind acting on the jib 110 is the center of correspondence CE J can be considered to act in a direction approximately perpendicular to the mean plane of the sail.

Therefore, the force on jib 110 in this position is vertical to yacht 100. It has a component in the orientation direction. This force acting on CE J and the response of the main slew 32 The vector sum of the forces generated by the wind opposing the center CEH is the vector sum of the two sails 32 and and the total force FT generated by the wind acting on 110 and 110. Total power F. is mains On the line extending between the corresponding center GE of the handle 32 and the corresponding center CE J of the jib 110 It acts effectively from the combinatorial center CE located at .

Since each force individually has an upward component perpendicular to the yacht 100, the The combined force FT also has a vertically upward component.

As with the one-sail embodiment described above, this upward component reduces the pitching torque. improves the longitudinal trim of the hull 12 and lifts the hull 12 out of the water. attempts to reduce maternal sedimentation by trying to remove

Similarly, when sailing in full sail, compared to a conventionally sailed yacht, The same advantages obtained in the one sail embodiment can be obtained. This is Ji to turn the crew seat 128 to the port side a short distance to the port side. The wind is assumed to be coming from the starboard bow, as in the case of a full out. ) and tilt the luff boom 118 to the port side by a small angle with the tack sheet of the jib. This is done by dispensing only a sufficient amount to About Mainsle 32 If the same thing is done, the total force FT acting on the corresponding center CB will be upward against the water. It has a downward component or a lower downward component than conventional yachts. This configuration is longitudinal Improves directional trim and directional balance, reduces hull sink and heel, and improves yaw. 7) The 100 can be sailed in a more open state than the conventional configuration.

Furthermore, since the luffing boom 118 can rotate about its longitudinal axis, , whose leading edge is always oriented to the windward side, thereby ensuring that the jib 110 is on the leeward side. Rotate the luffing boom in such a way as to cause as little disturbance to the wind flow as possible. Can be done. All of the above-mentioned advantages also reduce the drag of the hull 12 in the water. Therefore, the present invention requires the use of a jib with a shorter foot and higher aspect ratio than conventional configurations. enable.

Alternatively, the wind can be circulated between the jib and the mainsle 32, depending on the sailor's wishes. A jib with a long foot may be used to form a slot for the

The principles of the invention can also be applied to other sails such as mizzens and staples.

Although the invention has been described with respect to specific embodiments thereof, those skilled in the art will recognize its essential features. It can be easily confirmed. In order to adapt the invention to various uses and conditions, Various modifications and variations are possible, all within the scope of the invention.

FIG.5 Procedural amendment (formality) 1. Display of incidents PCT/LIS86101235 2. Name of the invention sloping sail yacht 3. Person who makes corrections Relationship to the incident: Patent applicant Name Vogel, Ferdinand Lincoln 4, agent Address: 8-10-5 Toranomon-chome, Minato-ku, Tokyo 105, Date of amendment order spontaneous correction 6. Subject of correction +11 "Name of patent applicant" in document pursuant to Article 184-5, Paragraph 1 of the Patent Law column (2) Translation of the description and scope of claims (3) Power of attorney 7. Contents of correction (1) Applicant's name ``Bogel, Ferdinato Lincoln'' has been changed to ``Bogel , Ferdinand Lincoln'.

(2) Translation of the description and claims (no change in content) (3) As per attached sheet 8. List of attached documents (1) Amended Article 184 of the Patent Act 5 One document pursuant to the provisions of paragraph 1 (2) Certificate and its translation: one copy each (3) Translation of the specification and claims, one copy each (4) Power of attorney and its translation 1 copy each (5) Reason statement 1 copy international search report

Claims (21)

[Claims] 1. a hull having a deck and a centerline extending longitudinally on the deck; a mast attachable to the hull; a luff boom attachable to the luff edge of the sail; the sail is substantially parallel to the deck; about the axis away from the deck, approximately in the plane of the sail, and at least is also rotatable about an axis approximately parallel to the mast about one angle of inclination. means for coupling the luff boom to the mast; adjustable means for limiting the angle of heel of the sail; A yacht comprising: and; adjustable means for limiting the angle of rotation of the sail. 2. The means for coupling further includes the sail relative to an axis substantially perpendicular to the tilt axis and the rotation axis. 2. The yacht according to claim 1, which can be rotated. 3. 2. A yacht according to claim 1, wherein the mast is telescopic. 4. 2. A yacht according to claim 1, wherein the luff boom has a streamlined cross section. 5. 2. A yacht according to claim 1, wherein the axis of inclination is located above the corresponding center of the sail. 6. Claim 5, wherein the means for limiting the inclination angle is comprised of a tack sheet. Yacht on board. 7. Claim 1, wherein the means for limiting the rotation angle comprises a crew seat. Yacht on board. 8. 2. A yacht according to claim 1, wherein the tilt axis substantially intersects the top of the mast. 9. Forsle rough boom that can be attached to the rough edge of Forsle; The force is approximately parallel to and spaced from the deck. It is freely tiltable in the plane of the sail, and at least one tilt axis is approximately the same as the tilt axis. Rotatable about intersecting axes at a point forward of the mast on the centerline the means of coupling the force luff boom to the mast; and the angle of inclination of the force luff. adjustable means for limiting the rotation angle of the forcel; and adjustable means for limiting the rotation angle of the forcel. The yacht according to claim 1, further comprising: and; 10. a hull having a deck and a centerline extending longitudinally on the deck; a mast attachable to the hull; Forsle rough boom that can be attached to the rough edge of Forsle; The force is approximately parallel to and spaced from the deck. The sail is tiltable in the plane of the sail, and at least one tilt angle is approximately the same as the tilt axis. freely rotatable at a point forward of the mast on the centerline with respect to axes that intersect means for coupling the force luff boom to the mast such that the force luff boom is adjustable means for limiting the angle of rotation; adjustable hand for limiting the angle of rotation of the forcel; A yacht equipped with steps and; 11. the means for coupling the forces with respect to any one of three substantially orthogonal axes; 11. The yacht according to claim 10, which can be rotated by rotating the yacht. 12. The coupling means are rotated about an axis approximately intersecting the means from which the luff boom is suspended. From means of suspending the top of the force luff boom from the mast so that it can move freely. 11. A yacht according to claim 10 comprising: 13. 11. A yacht according to claim 10, wherein the luff boom has a streamlined cross section. 14. Claim 10, wherein the tilt axis is located above the corresponding center of the forsle. yacht. 15. Claim 14: The means for limiting the inclination angle comprises a tack sheet. Yacht mentioned in section. 16. Claim 10, wherein the rotation axis substantially coincides with the force luff boom. Yacht. 17. An additional luff boom that can be attached to the luffage of the additional sail; inclined approximately in the plane of the additional sail with respect to an axis approximately parallel to and spaced from the deck. about an axis substantially parallel to the mast for at least one angle of inclination; means for coupling an additional luff boom to the mast so as to be rotatable; adjustable means for limiting the angle of inclination of the sail; adjustable means for limiting the angle of rotation of the sail; 11. A yacht according to claim 10, further comprising means; 18. a hull having a deck and a centerline extending longitudinally on the deck; a mast attachable to the hull; a luff boom attachable to the luff edge of the sail; the sail is about an axis substantially parallel to the mast; and is substantially parallel to the deck for at least one angle of rotation. so that it can be tilted approximately in the plane of the sail with respect to the axis that is separated from the deck. means for coupling the luff boom to the mast; adjustable means for limiting the angle of heel of the sail; A yacht comprising: and; adjustable means for limiting the angle of rotation of the sail. 19. Yacht according to claim 18, wherein the axis of inclination is located above the corresponding center of the sail. . 20. Claim 19: The means for limiting the inclination angle is comprised of a tack sheet. Yacht mentioned in section. 21. a hull having a deck and a centerline extending longitudinally on the deck; a mast attachable to the hull; Forsle rough boom that can be attached to the rough edge of Forsle; Forsle luff boom to mast at connection point on mast, forcele to mast at connection point rotatable at a position forward of the mast on the centerline about an axis that approximately intersects with substantially parallel to the deck for at least one angle of rotation; means for coupling so as to be tiltable approximately in the plane of the sail with respect to an axis spaced from the ; adjustable means for limiting the angle of inclination of the force; controlling the angle of rotation of the force; a yacht comprising adjustable means for limiting the