DE10253531A1 - Rigging cordage for sails and kites turns fixed sails during turning and tacking maneuvers so that the upper end becomes the lower end, the stern bolt rope becomes the lower bolt rope, and the windward side remains windward - Google Patents

Abstract

Rigging cordage for sails and kites turns fixed sails during turning and tacking maneuvers so that the upper end (sail head) becomes the lower end (sail neck) and vice versa, the stern bolt rope becomes the lower bolt rope and vice versa, and the windward side remains windward during and after the maneuvers and the lee side remains leeward.

Description

A / Initiation of a patent application

Rig for sails with asymmetrical Profile and kite (kite rig)

The invention relates to a device according to the preamble of claim 1.

• – Das Lateinerrigg, welches in seinen Hauptbestandteilen aus einem in der Bootsmitte aufgestelltem und leicht nach vorne geneigten Mast, einer seitlich daran befestigten, schräg nach achtem oben verlaufenden Spiere, und einem darunter angeschlagenem Dreieckssegel besteht. Das Lateinerrigg eignet sich besonders für Amwindkurse.
• – Das Rahsegelrigg, welches aus einem gleichfalls in der Bootsmitte aufgestelltem Mast, zwei vorne daran befestigten, quer verlaufenden Rahen, und einem zwischen den Rahen befestigten, rechteckigem Segel besteht. Das Rahsegelrigg eignet sich besonders für Vorwindkurse.
• – Das konventionelle Yachtrigg, bei dem je ein dreieckiges Segel vor und hinter dem Mast gesetzt wird, die gemeinsam ansatzweise ein Flügelprofil nachbilden. Das Yachtrigg eignet sich besonders für Hartamwindkurse.
• – Den o.g. Takelarten mit dreieckigen Segeln ist gemein, dass deren Segel bis zu maximal 90° nach jeder Seite ausschwenkbar bzw. drehbar sind, dass sie beim Wenden oder Halsen ihre Anströmungsseite wechseln, sich also spiegelverkehrt zur gegenüberliegenden Seite hin auswölben (aus Luv wird Lee und umgekehrt), und dass sie fest und unmittelbar mit dem Rigg verbunden sind. Des weiteren erzeugen sie neben dem erwünschten Vortrieb auf Amwindkursen eine relativ starke krängende Komponente.
• – Die Verwendung von Segeln mit feststehendem asymmetrischem Flügelprofil (ähnlich den Gleitschirmen), die mehr Zugkraft haben, einen verwirblungsfreieren Luftstrom aufweisen, weniger Anstellung gegen den und erfordern und zudem wegen des von ihnen erzeugten Auftriebs weniger Krängung verursachen (also wesentlich effizienter wären), ist bei den oben beschriebenen Takelagearten nicht möglich, da ein Segel mit feststehendem asymmetrischem Flügelprofil keinen Wechsel zwischen Luv und Lee zulässt – es sei denn, man würde das Segel vor einer Wende oder Halse vollständig bergen und nach der Wende oder Halse umgedreht wieder setzen, so dass also das obere Ende (Segelkopf) zum unteren (Segelhals) wird und umgekehrt. Bei ausschliesslicher Fahrt unter Segeln würde das Schiff hierbei voraussichtlich zum Stillstand kommen und folglich mangels Ruderwirkung manövrierunfähig werden, was natürlich völlig unzweckmässig wäre.
• – Vorrichtungen zum Starten, Lenken und Landen von Flugdrachen zwecks Antrieb des Schiffes besitzen die vorgenannten Takelarten ohnehin nicht, da dies auch nicht vorgesehen ist, obwohl es den erheblichen Vorteil brächte, den Zugpunkt des Drachensegels auf Decksniveau heruntersetzen zu können (was eine Krängung des Schiffes erheblich reduzieren, und damit seine Geschwindigkeit erhöhen würde), und die höhere Windgeschwindigkeit in höheren Luftschichten (weniger Reibung des Windes mit der Wasser-/oder Erdoberfläche) nutzen zu können. Diesbezüglich sind für spezielle Strandbuggys und neuerdings auch für Surfbretter (Kiteboards) nur Lenkvorrichtungen bekannt, die aus einer in den Händen gehaltenen Stange bestehen, an der die Drachenschnüre befestigt sind.

In principle, the following rigging or rig gardens are known for pre-heating sails on ships:

• - The Latin rig, which mainly consists of a mast set up in the middle of the boat and tilted slightly forward, a side spar attached to it, sloping towards eight, and a triangular sail attached underneath. The Latin Rig is particularly suitable for upwind courses.
• - The Rahsegelrigg, which also consists of a mast set up in the middle of the boat, two front attached to it, transverse frames, and a rectangular sail attached between the frames. The Rahsegelrigg is particularly suitable for downwind courses.
• - The conventional yacht trigger, in which a triangular sail is set in front and behind the mast, which together partially emulate a wing profile. The yacht trigger is particularly suitable for hard wind courses.
• - The above-mentioned types of rigging with triangular sails have in common that their sails can be swiveled or rotated up to a maximum of 90 ° on each side, that they change their inflow side when turning or jibing, i.e. they bulge in reverse to the opposite side (windward turns into lee and vice versa), and that they are firmly and directly connected to the rig. In addition to the desired propulsion on upwind courses, they also produce a relatively strong heeling component.
• - The use of sails with a fixed asymmetrical wing profile (similar to the paragliders), which have more traction, have a swirl-free air flow, less adjustment against and require and also cause less heeling due to the lift they generate (i.e. would be much more efficient) not possible with the rigging types described above, since a sail with a fixed asymmetrical wing profile does not allow a change between windward and leeward - unless you would completely recover the sail before a tack or jibe and put it upside down after a tack or jibe, so that the upper end (sail head) becomes the lower (sail neck) and vice versa. If the boat were to sail exclusively, the ship would probably come to a standstill and would therefore be unable to maneuver due to a lack of rudder action, which would of course be completely inappropriate.
• - Devices for launching, guiding and landing kites for the purpose of propelling the ship do not have the aforementioned types of rigging anyway, since this is also not provided, although it would have the considerable advantage of being able to lower the towing point of the kite sail to deck level (which would result in a heeling of the ship significantly reduce, and thus increase its speed), and the higher wind speed in higher air layers (less friction of the wind with the water / or earth surface). In this regard, only steering devices are known for special beach buggies and more recently also for surfboards (kiteboards), which consist of a rod held in the hands to which the kite strings are attached.

Object of the present invention was to use fixed rigging through a special rig asymmetrical wing profiles and kites for the propulsion of water and land vehicles in general, and To enable yachts or boats in particular.

• – ein asymmetrisches Profilsegel beim Wenden und Halsen umdreht, so dass die Oberseite (Segelkopf) zur Unterseite (Segelhals) wird und umgekehrt, während die Luvseite des Segels konstant in Luv bleibt, und die Leeseite in Lee, und
• – die Verwendung eines asymmetrischen Profilsegels als Flugdrachen ermöglicht.

The "Drachenrigg" meets this requirement with the features of claims 1 and ff. By:

• - an asymmetrical profile sail flips over when turning and jerking, so that the top (sail head) becomes the bottom (sail neck) and vice versa, while the windward side of the sail remains constant in windward, and the leeward side in leeward, and
• - enables the use of an asymmetrical profile sail as a kite.

• – Da ein Drachensegel auf jeder Seite seines Drehpunktes im Masttop gleichviel Segelfläche besitzt, dreht es sich von selbst in die optimale Richtung zum Wind. Während beim konventionellen Yachtrigg im Moment des Wendens bzw. Halsens mindestens zwei Schoten auf einer Schiffsseite gelöst und zwei weitere auf der anderen Schiffsseite eingeholt werden müssen, sowie gleichzeitig den von einer zur anderen Schiffsseite schlagenden Segeln und dem Kurs des Schiffes Aufmerksamkeit geschenkt werden muss, braucht beim Drachenrigg zum Wenden bzw. Halsen nur der Kurs geändert zu werden, während das Segel von einer zur anderen Schiffsseite dreht (nicht schlägt). Ein Backhalten des Vorsegels beim Wenden und Dichtholen des Grossegels beim Halsen (wie beim konventionellen Yachtrigg) entfällt vollständig. Die (einzige) Segelschot beim Drachenrigg kann während dieser Manöver unverändert belegt bleiben. Sie braucht nur bei Kursänderungen von Vorwindkursen auf Amwindkurse (bei denen das Segel ohnehin auf der gleichen Schiffsseite bleibt) von der vorderen auf die achtere Travellerschiene bzw. in umgekehrter Richtung verholt zu werden. Diese Auflösung der Arbeitsabläufe ermöglicht einfachere und damit schnellere und sicherere Wende-/und Halsemanöver und macht daher Drachenrigggetakelte Yachten besonders wendig.
• – Das Drachensegel berührt beim Wenden und Halsen keine Riggteile wie z.B. das Vorsegel eines Yachtriggs Kutterstag und Salinge, und das Grosssegel Backstagen und Salinge, was die Verwendungsdauer eines Segels erheblich reduzieren kann.
• – Es vereint die Vorteile der vorgenannten konventionellen Riggarten in sich, indem die Segelstellung auf Amwindkursen der beim Lateinerrigg entspricht (1), die auf Vorwindkursen der beim Rahsegelrigg (2), und die auf Hartamwindkursen dem Yachtrigg, da hier das Flügelprofil eines (zweiwandigen = bilateralen) Drachensegels voll zum Tragen kommt.
• – Beim Halsen entfällt das gefährliche Umschlagen des Grosssegels samt Grossbaum von einer Schiffsseite zur anderen wie z.B. beim konventionellen Yachtrigg.
• – Das Drachenrigg ist mit seiner tragenden Grundkonstruktion aus 3 Masten (Dreifuss) und einer auf Druck ausgelegten Statik wesentlich solider als ein konventionelles Rigg mit verstagtem Mast und auf Zug ausgelegter Statik.
• – Die Herstellung des stehenden Gutes ist kostengünstiger als bei einem konventionellen Rigg, da Stagen und Wanten vollständig entfallen, und die Festigkeitsanforderungen an das Baumaterial für die Masten geringer sind als bei einem statisch auf Zug ausgelegtem Rigg. Daher ist auch der Einsatz von recycleten Kunststoffen beim Bau der Masten realisierbar, wobei hierbei aus relativ niederwertigen Stoffen hochwertige Produkte hergestellt werden können, d.h. ein „up"-cyclen stattfindet.
• – Das Niederlegen und Aufrichten des Mastendreifusses lässt sich leicht von einer Person und ohne Kran bewerkstelligen und zählt zu den gängigen Manövern bei der Verwendung des Drachensegels als Flugdrachen. Damit eignet sich das Drachenrigg besonders auch für Binnenreviere mit Brücken-/und Kanaldurchfahrten, sowie für über Land zu transportierende Yachten (per LKW oder PKW Anhänger). Für seegehende Yachten bedeutet Biss eine erhebliche Reviererweiterung, für Handelsschiffe mit Flussrevieren, Binnenschiffe etc. eröffnet dies überhaupt erst die Möglichkeit eines Segelantriebes.
• – Durch seine Kompaktheit in demontiertem und zusammengelegtem Zustand (4 gebündelte Rohre) lässt sich das Drachenrigg platzsparend und leicht transportieren und eignet sich daher auch zur Verwendung als Ersatzrigg auf Hochseesegelyachten im Falle eines Mastbruches, sowie als Hilfsbesegelung für Motoryachten und motorisierte Boote jedweder anderen Art. Ein orangefarbener, mit Radarreflektoren ausgerüsteter Drachen kann dabei als Notsignal dienen.
• – Die Masten des Drachenriggs bilden in ihrer Form als Dreifuss einen mechanischen Schutz für die in Cockpit und Aufbau befindliche Besatzung der Yacht. Durch Verkabelung der Masten lässt sich ein Faraday'scher Käfig und damit Schutz vor Blitzen herstellen.
• – An den zwei mittschiffs befindlichen Lateralmasten können Segel gesetzt werden, die die Profilwirkung des Drachensegels bei entsprechender Anstellung noch erhöhen.
• – Für den Betrieb eines Drachenriggs ist prinzipiell weniger Gewichtsstabilität der Yacht ertorderlich als bei einem konventionellen Rigg, da der Zugpunkt nach Aufsteigen des Drachensegels bis auf Decksniveau abgesenkt werden kann, also ein geringeres krängendes Moment entsteht.
• – Das Aufentern der schräg angestellten Transversalmasten über Maststufen ist einfacher und sicherer als bei einem konventionellen, vertikal aufragendem Mast.
• – Ein Drachenrigg lässt sich auf jeder beliebigen Segelyacht an den für die Takelage ohnehin bereits vorhandenen Montagepunkten (Püttings) montieren, im übrigen an der durch ihre Abwinklung ohnehin besonders stabilen Decks-/Rumpfverbindung.
• – Das Drachenrigg ist in der nachstehend beschriebenen Form universell für den Vortrieb von Wasser-/und Landfahrzeugen, sowie auch für den Betrieb als stationäre Einheit einsetzbar.

In its basic form it offers a technically uncomplicated and therefore reliably functioning solution to the task and goes beyond the above-mentioned task with the features and practical handling properties resulting from the construction, because:

• - Since a kite sail has the same amount of sail area on each side of its fulcrum in the mast top, it turns itself in the optimal direction to the wind. While with the conventional yacht trigger at the moment of turning or jibing at least two pods on one side of the ship have to be loosened and two more on the other side of the ship have to be hauled in, and at the same time attention has to be paid to the sailing from one side to the other and the course of the ship at the Drachenrigg for turning or Hal Only the course needs to be changed while the sail is turning (not beating) from one side of the ship to the other. There is no need to hold the foresail back when turning and tightening the mainsail when jibing (as with conventional yacht trig). The (only) sail sheet at the Drachenrigg can remain unchanged during these maneuvers. It only needs to be moved from the front to the aft traveler rail or in the opposite direction when changing course from downwind courses to upwind courses (where the sail stays on the same side of the ship anyway). This resolution of the work processes enables easier and thus faster and safer turning and neck maneuvers and therefore makes kite rigged yachts particularly agile.
• - When kneeling and jibing, the kite sail does not touch any parts of the rig, such as the headsail of a yacht rig cutterbar and spreader bars, and the mainsail backstagen and spreader bars, which can significantly reduce the life of a sail.
• - It combines the advantages of the aforementioned conventional rig garden in that the sailing position on upwind courses corresponds to that of the Latin rig ( 1 ) on the upwind course of the Rahsegelrigg ( 2 ), and those on the Hartamwind courses the yacht trigger, because here the wing profile of a (double-walled = bilateral) kite sail comes into full effect.
• - When jibing, the dangerous turning of the mainsail and boom from one side of the ship to the other, such as with the conventional yacht trigger, is eliminated.
• - The kite rig with its load-bearing basic construction of 3 masts (tripod) and a statics designed for pressure is much more solid than a conventional rig with a stagnant mast and statics designed for tension.
• - The production of the standing goods is cheaper than with a conventional rig, since there is no need for stays and shrouds, and the strength requirements for the building material for the masts are lower than with a rig designed for static tension. It is therefore also possible to use recycled plastics in the construction of the masts, it being possible to produce high-quality products from relatively low-quality materials, ie an “up” cycle takes place.
• - Laying down and erecting the mast tripod can easily be done by one person and without a crane and is one of the common maneuvers when using the kite sail as a kite. This makes the Drachenrigg particularly suitable for inland areas with passage through bridges and canals, as well as for yachts to be transported overland (by truck or car trailer). For sea-going yachts, Biss means a considerable expansion of the area, for merchant ships with river areas, inland waterways etc. this opens up the possibility of a sail drive in the first place.
• - Due to its compactness when disassembled and folded ( 4 bundled tubes) the kite rig can be transported in a space-saving and easy manner and is therefore also suitable for use as a spare rig on ocean-going sailing yachts in the event of a mast breakage, and as an auxiliary sail for motor yachts and motorized boats of any other kind. An orange kite equipped with radar reflectors can be used as an emergency signal serve.
• - The masts of the Drachenriggs, in their form as tripods, provide mechanical protection for the crew of the yacht in the cockpit and superstructure. By wiring the masts, a Faraday cage can be made and thus protected against lightning.
• - Sails can be set on the two lateral masts located amidships, which increase the profile effect of the kite sail if appropriately adjusted.
• - In principle, less weight stability of the yacht is required for the operation of a kite rig than with a conventional rig, since the pull point can be lowered to the deck level after the kite sail has risen, so there is less heeling moment.
• - It is easier and safer to stay the inclined transversal masts over mast steps than with a conventional, vertically towering mast.
• - A kite rig can be mounted on any sailing yacht at the mounting points (püttings) that already exist for the rigging, otherwise on the deck / hull connection, which is particularly stable due to its angle.
• - The kite rig in the form described below can be used universally for the propulsion of water and land vehicles, as well as for operation as a stationary unit.

B / Example Description a patent application

• 1. Ein am Heck montierter, in Längsschiffsrichtung schwenkbarer und schräg nach vorne aufragender (Telskop-) Mast (3).
• 2. Eine im 90°- Winkel am Top des achteren (Teleskop-) Mastes montierte Spiere (4) mit rundem oder profiliertem Querschnitt (17–20), die in einem Lager (8) im Top des Mastendreifusses 360° um die Achse des achteren (Teleskop-) Mastes gedreht werden kann. An dieser Spiere wird das Segel gesetzt.
• 3. Zwei mittschiffs montierte, A-förmig angeordnete, absenkbare und in Längsschiffsrichtung schwenkbare Lateralmasten (5).

The Drachenrigg essentially consists of three main components:

• 1. A (telescopic) mast mounted on the stern, swiveling in the longitudinal direction of the ship and sloping forward ( 3 ).
• 2. A spar mounted at a 90 ° angle on the top of the aft (telescopic) mast ( 4 ) with a round or profiled cross-section ( 17 - 20 ) in a warehouse ( 8th ) in the top of the mast tripod can be rotated 360 ° around the axis of the aft (telescopic) mast. The sail is set on this spar.
• 3. Two amidships, arranged in an A-shape lateral masts that can be lowered and swiveled in the longitudinal direction ( 5 ).

Explanations and alternatives

• Re 1. If designed as a telescopic mast, the aft mast is slightly extended in the basic state (with the sail set) so that when the lateral masts are folded in vertically, the kite can be retracted far enough so that the lateral masts do not tip forward and thus the To move the kite's pull point to vome ( 6 ). However, if it is desired to move the pulling point forward (e.g. for the purpose of controlling the boat by kite), the telescopic mast can also be extended to the bow of the boat (see also chapter "Kite operation", p . 9). To bridge superstructures, the lower part of the telescopic mast (where it only consists of an inner tube) is designed to be appropriately curved, or the base of the telescopic mast and / or the lateral masts is mounted on a pedestal to increase it. The rotation of the telescopic mast around its own axis is mainly regulated automatically by the angle of incidence of the wind and the setting of the sail by means of sheet, but can also be regulated by covering lines emerging at the ends of the spars ( 48 ) are supported, which are guided to the cockpit via pulleys at the bow (these covering lines can also be led directly to the foot point of the aft mast to stabilize the spars - see also p. 11). With increasing size of the rig, mechanical, hydraulic or electrical auxiliary devices for controlling the rotation of the spear would also be indicated
• to 2. Through a two-part universal joint in the top of the telescopic mast, whose transverse axis to the spar is below the 360 ° bearing in the mast top ( 10 ) (disc-shaped rotation of the spar is retained), and its parallel axis to the spar is above the 360 ° bearing in the mast top ( 11 ) there are the following possibilities: - Enlargement of the maximum settable sail area by bending the telescopic mast top over the transverse axis ( 70 ) forward and elevation of the lateral masts. With this setting, the sail sheet guidance shifts further on upwind courses after eighth if necessary. Except for a stern sprit When using a dimensionally stable sail profile, the clew can alternatively also be made retractable on a leech rail on the sail. - Reduction of the sail area or lowering of the center of gravity (e.g. when reefing) by angling the telescopic mast top over the transverse axis ( 10 ) after the eighth and corresponding retraction / lowering of the lateral masts. - Complete lowering of the entire rig (rB for kite operation, setting and salvaging sails, passage under bridges, winter storage, assembly work on the rig, boat transport) by completely angling the telescopic mast top over the transverse axis ( 10 ) after eight (spar parallel to telescopic mast) and complete lowering of the lateral masts. - Decentration of the spar outside the telescopic mast axis to expand the swivel range for rigid asymmetrical profile sails by bending the telescopic mast top over the parallel axis on the upper universal joint ( 11 ). The adjustment of the lower universal joint ( 10 ), and thus the angle setting of the spar bearing ( 8th ) In the longitudinal direction of the horizontal in its most technically uncomplicated form, the bearing between the lateral masts is controlled mechanically, hydraulically or electrically ( 9 ), but can also be done, for example, by hydraulics on the universal joint itself ( 10 ) respectively. The adjustment of the upper universal joint ( 11 ), and thus the decentering of the spars outside the telescopic mast axis takes place mechanically, hydraulically or electrically directly on the upper universal joint. The cardan joints can be secured in an extended, rectilinear position by means of two sleeves that can be moved on the telescopic mast by sliding them over the joints. As an alternative (in some areas) to the above-mentioned two-part universal joint - a pipe elbow in the top of the telescopic mast below the spar bearing when angled towards from ( 12 ) for enlargement, in the case of bending after eight, to reduce the maximum sail area, - as well as a pipe elbow with lateral bending ( 13 ) above the spar bearing in the mast top for decentering the spars in order to expand the swivel range for rigid asymmetrical profile sails.
• to 3. The control of the folding process of the two lateral masts ( 14 ) takes place in the example over a Talje, which is mounted horizontally between the masts at about half the mast height (like crossbar in the A), if necessary. also hydraulic or electric. The pivoting of the lateral masts to the front and the eighth can be regulated by extending and retracting the telescopic mast, as well as, for example, by means of taljs between the lateral mast tops and the bow or stern, if necessary. also hydraulic or electric. As an alternative to two rectilinear lateral masts, the two lateral masts can also cross-ship in their lower area (X-shaped) and form a triangle in the upper area so that they do not protrude as far beyond the sides of the ship when folded ( 15 ), provided they are across are retractable by ship. In this case, apart from the above-mentioned horizontal trough between the middle joints of the masts, a vertical trough on the outside between the middle and lower joint (on deck) of each mast would be provided to stabilize the folding construction ( 16 ). Alternatively, the lateral masts can also be folded in the longitudinal direction, laid flat by moving their base points in the longitudinal direction, designed as telescopic masts, or replaced by a telescopic mast standing amidships, which in this case must be fixed by shrouds or equivalent lateral supports.

Sail and reefing systems

The kite sail ( 1 . 2 . 17 ) has the shape of an equilateral triangle, is set with its base side (unequal side) on a spar with a profiled cross-section (wing profile with reef chamber) and is designed as a unilateral kite sail ( 17 ) Depending on the size and requirements, two, three or more Bindereffs, which can be inserted into the sail by means of reef plates that can be inserted parallel to the base (horizontally) ( 21 ) are set. When using the kite sail as a firmly attached sail, these reefing plates are usually in the sail in case of need for reefing, and can be pulled out for use as a kite. The gathered part of the canvas is used to reduce the air resistance by the reef lines emerging from the spar ( 22 ) held in a reefing chamber on the aft edge of the profiled spar ( 23 ).

If the spar has a universal joint ( 10 ) is connected to the telescopic mast, the rig and spar can also be lowered (for the reefing process) to lower the center of gravity of the sail and thus reduce the heel more.

Constantly attached sails, which are not intended for kite operation, can be equipped with automatic furling systems, whereby for unilateral sails ( 18 ) a furling system ( 24 ) is provided in the spar, and for bilateral sails ( 19 ) two furling systems ( 25 ), which can be operated independently of each other, so that the profile composed of the two sails can be optimally adapted to the angle of the wind.

In addition to the above-mentioned unilateral kite sail, closed (inflatable) or partially closed air chamber sails are also suitable for simultaneous use as sails and kites ( 20 ), as well as completely open (air-flow) air chamber sails, provided that they are designed to float due to the attached buoyancy elements such as ribbed or keel battens (see chapter kites).

Sturmbeseglung

In the case of wind speeds that no longer allow the kite sail to be used even when it is maximally rendered, a storm sail can be placed on the lower part of the spar ( 27 ). A storm sail can be placed on the two lateral masts at the same time or alternatively ( 28 ).

Lateralbeseglung

• – auf Amwindkursen durch Erzeugung eines Düseneffekts zwischen den Segeln die Profilwirkung des Drachensegels erhöhen,
• – auf Kursen vor dem Wind die Lateralfläche der Beseglung erhöhen.

With simultaneous setting of "lateral sails" ( 28 ) on the lateral masts (like storm sails, but in a larger version) together with the kite sail:

• - Increase the profile effect of the kite sail on upwind courses by creating a jet effect between the sails,
• - increase the lateral area of the sail on courses in front of the wind.

To cover the lateral sail sheets as well as to expand the trimming options of the kite sail, there is a traveler rail on each side of the ship aft of the lateral masts ( 29 ).

jibe

On downwind courses the kite sail (wing profile) is like a mainsail in and ( 2 ). With the help (only) of a sheet, the pull point of which via a traveler rail in front of the mast ( 30 ) can be moved from one side of the ship to the other, it is optimally trimmed. In the case of a jibe, the sheet pull point must at most be shifted over the traveler sled (which may be displaceable from the cockpit), while the spar including the kite sail swings or rotates relatively slightly around the telescopic mast. Nevertheless, the sheet pull point can also be left amidships during a jibe, in order to be set more precisely at a later time.

Turn

On upwind courses the kite sail is similar to a latin sail in the wind ( 1 ). The sheet runs over a traveler rail at the stern ( 31 ). At a turn, the kite sail swings over the stern to the other side of the ship ( 32 . 33 . 34 ), so that here too the sheet pull point must be shifted over the traveler sled. As with the jib, the sheet pull point can also be left amidships during a turn, so that it can be adjusted more precisely at a later point in time.

Kites operation

To use the kite sail (wing profile) as a kite, depending on the sail cut and wind conditions, if necessary. the reef plates ( 21 ) pulled out of the sail and a vertical keel batten, i.e. at 90 ° to the spar ( 44 ) inserted into the sail, which can be tensioned like a bow by means of a tendon, so that together with a frame board on the base of the kite sail ( 46 ) optimize the profile of the kite sail for the flight. Keel and frame boards are made, for example, of carbon fiber and balsa wood or hard foam boards in a composite construction to keep the kite buoyant after watering. In order to give the kite sail more profile in the upper area than in the lower area, the keel batten can be made thinner in the upper area than in the lower area. If the chipboard is made thinner towards its ends or thinner in the middle area, it analogously forms more profile either at its ends or in the middle.

In addition to the kite sail (as already described in the chapter "Sails and reef systems") air chamber sails are particularly suitable ( 20 . 50 ) for operation as a kite. The kite rig can be equipped with almost any number of pull / control / and trim lines. The drawings in the example ( 35 - 43 ) show a kite rig with 2 pull lines and 2 control lines. By adding or leaving bobbins on the winch drum ( 35 . 39 ) the number of pulling and steering lines can be increased or decreased. By guidance via control lever ( 35 . 40 ), which cause the shortening of the corresponding line when actuated via an extension of the train path and thus cause the kite to be steered in the desired direction, pull lines become control lines. The number of control lines guided by the control levers is variable, with the extension of the train path and thus the control effect of each individual control line by changing the distance between (movable) deflection pulleys ( 37 . 41 ) and lever axis ( 33 . 42 ) can be individually adjusted. By actuating the lever brakes ( 43 ) the position of the control levers and thus the direction of flight of the kite can be set constantly. In the example, the brake is operated by turning the control lever handle ( 43 ).

Instead of several fore and aft arranged control lever can also control the kite via a Control rocker arranged in the transept direction according to the principle the tiller of a boat, depending on the direction of deflection (starboard or port) the route of all control lines one side (starboard or port) individually extended.

In its most technical form the control of the kite over a joystick through electronic control of individual winches for the train / and Steering lines.

Basic versions of the rig for kite operations

• - Leaving the dragon lines on the spar ( 49 . 50 ) The dragon winds ( 35 . 39 ) is mounted on the telescopic mast in this case and rotates with the spar when turning and jibing, since the kite sail also uses pull lines and control lines when sailing ( 47 ) is attached to the spar. In this case, the trim line ( 45 ) first by holeleine ( 52 ) from the telescopic mast top (middle of the spar) to the front traveler rail ( 30 ) brought down and attached to the end of the sail sheet or directly to the clew. If the kite is at a sufficient distance from the boat, i.e. if the parallel distance between the control lines and trim line is no longer important, the holel line ( 52 ) and the pulling point of the trim line is thus returned to the telescopic mast top. From this point on, the spar and all the kite lines emerging from it can be freely rotated through 360 °. Looping flight without crossing the kite lines is now possible. If the rig is to be lowered, the trim line can remain permanently guided over the front rail.
• - Leaving the kite lines on a frame ( 51 ) As an alternative to a frame slat, the spar can serve as a cross bracing for the kite, even if it is light. In this case, this is fixed with a clamp mechanism and the kite lines on a short frame on the telescopic mast. Instead of the spar, the Rah takes on all the turning and tilting functions on the telescopic mast. The short frame can also be used without a joint underneath the spar bearing ( 10 ) are lowered relatively far with the rig in the ship's longitudinal position and do not protrude or barely protrude from the ship's sides when the rig is completely lowered. If the telescopic mast has a joint below the spar bearing ( 10 ) is equipped with this version, it is also possible to pick up and put down the spars alongside the deck, ie different spars with different sails and kites can be replaced independently at sea.
• - Dragon line exit on deck ( 53 ) In this case, the kite winch is mounted on the deck or in the cockpit. In this version, the kite sail is in sail mode with the covering lines ( 48 ) attached to the spar, which run with its aft end through the aft mast to the cockpit and can be celebrated and hoisted in from there. The kite pull and control lines are only attached to the frame of the kite sail when it is to be converted into a kite. Here they are guided over deflection blocks at the exit points of the slip lines from the spar. Then the connection between slip lines and spars is released, so that the sail is only attached to the spars with the kite lines via the deflection blocks. As soon as the trim line over the front traveler sled ( 30 ) on the clew, the kite can be started. If the kite is far enough away from the rig and has taken a stable flight position, the pulling point of the pull and control lines is lowered back to the deck level using the slip lines ( 54 ).

This type of rig does not need to be lowered during kite operations, since the pull point of all kite lines is already on deck during flight operations. For this reason, the aft mast does not need to be designed as a telescopic mast or with a joint below the spar bearing ( 10 to be equipped. This rig version can also be equipped with a frame instead of a spar.

In normal hang gliding (no aerobatics) to propel a water or land vehicle, the spar does not need to be rotated 360 ° around the axis of the aft mast. In this case, the front ends of the slip lines ( 48 ) to the base of the aft mast. This adjusts the pulling point of the kite from the spar to the base of the aft mast on deck, which stabilizes the spar and if necessary. can be made lighter in design. In this way, the spar can, if necessary. can also be tolerated when sailing.

• – die Steuerbord Steuerleine dichtholen, um den Drachen nach Steuerbord zu lenken
• – die Backbord Steuerleine dichtholen, um den Drachen nach Backbord zu lenken
• – die Trimmleine dichtholen/fieren, um den Drachen aufsteigen/absinken zu lassen

For guiding the kite

• - Pull the starboard control line tight to steer the kite to starboard
• - Pull the port control line tight to steer the kite to port
• - Pull / trim the trim line to let the kite rise / fall

When operating air chamber sails ( 50 ) and kite sailing with a two-legged control system, the trim line is omitted.

The kite can be launched from the bow or from a ship's side. If the boat engine is to be used for the start phase in order to generate wind, the kite can also be started from the stern. In this case, the trim line is first pulled over the aft traveler sled ( 31 ) guided and after reaching stable flight position on the front ( 30 ) misplaced.

• – Durch Verholen des Zugpunktes nach vorne kann der Kurs des Bootes ohne Betätigung seines Ruders und alleine durch die Flugrichtung des Drachens bestimmt werden.
• – Durch Beibehaltung des Zugpunktes mittschiffs kann das Boot mit Hilfe seines Ruders hoch an den Wind gesteuert werden.

The aft mast ( 3 ) forms together with the two transverse masts ( 5 ) a stable tripod, whose point of union in the top of the masts for the operation of the profile sail as a kite can be lowered and moved forward ( 6 ).

• - By moving the pull point forward, the course of the boat can be determined without operating its rudder and solely by the direction of flight of the kite.
• - By maintaining the towing point amidships, the boat can be steered high to the wind with the help of its rudder.

• – Ein solcherart geriggtes Drachensegel (siehe Zeichnung) dreht sich bei Kursänderungen von selbst in die optimale Richtung zum Wind. Dies ermöglicht einfachere und damit schnellere und sicherere Wende-/und Halsemanöver und macht somit Drachenrigg-getakelte Yachten besonders wendig.
• – Das Drachenrigg ist mit seiner tragenden Grundkonstruktion aus 3 Masten (Dreifuss) und einer auf Druck ausgelegten Statik wesentlich solider und kostengünstiger herzustellen als ein konventionelles Rigg mit verstagtem Mast und auf Zug ausgelegter Statik.
• – Das Niederlegen und Aufrichten des Mastendreifusses lässt sich leicht bewerkstelligen. Damit eröffnet das Drachenrigg seegehenden Yachten und Schiffen auch Binnenreviere mit Brücken-/und Kanaldurchfahrten.
• – Für den Betrieb eines Drachenriggs ist prinzipiell weniger Gewichtsstabilität der Yacht erforderlich als bei einem konventionellen Rigg, da der Zugpunkt nach Aufsteigen des Drachensegels bis auf Decksniveau abgesenkt werden kann, also ein geringeres krängendes Moment entsteht.
• – Ein Drachenrigg lässt sich auf jeder beliebigen Segelyacht an den für die Takelage ohnehin bereits vorhandenen Montagepunkten (Püttings) montieren.
• – Durch seine Solidität, kostengünstige Herstellung und einfache und sichere Handhabung ist das Drachenrigg besonders auch für Handelsschiffe attraktiv.
• – Das Drachenrigg ist universell für den Vortrieb von Wasser-/und Landfahrzeugen, sowie auch für den Betrieb als stationäre Einheit einsetzbar.

Further advantages and possible uses

• - Such a rigged kite sail (see drawing) automatically turns in the optimal direction to the wind when changing course. This enables easier and thus faster and safer turning and necking maneuvers, making kite rigged yachts particularly agile.
• - With its load-bearing basic construction consisting of 3 masts (tripod) and a statics designed for pressure, the kite rig is much more solid and inexpensive to manufacture than a conventional rig with a stagnant mast and statics designed for tension.
• - Laying down and erecting the mast tripod is easy to do. The Drachenrigg also opens up seagoing yachts and ships to inland areas with bridge and canal passages.
• - In principle, less weight stability of the yacht is required for the operation of a kite rig than with a conventional rig, since the pull point can be lowered to the deck level after the kite sail has risen, so that there is less heeling moment.
• - A kite rig can be mounted on any sailing yacht at the mounting points (püttings) that already exist for the rigging.
• - Due to its solidity, cost-effective manufacture and simple and safe handling, the dragon rig is particularly attractive for merchant ships.
• - The Drachenrigg can be used universally for the propulsion of water and land vehicles, as well as for the operation as a stationary unit.

Claims (20)

Rigging for sails and kites ( 3 . 4 . 5 ), characterized in that it turns a firmly attached sail during turning and neck maneuvers in such a way - that its upper end (sail head) becomes the lower (sail neck) and vice versa, - that its leech becomes the lower leek and vice versa, - that whose windward side remains constant in windward during and after the maneuvers mentioned, and similarly its leeward side in lee ( 32 . 33 . 34 ) (novel sail guidance) Apparatus according to claim 1, characterized in that a correspondingly executed Kite sails (e.g. 17 . 20 ) - can be struck firmly ( 1 . 2 ) and - it can also be launched, controlled and landed as a kite ( 49 . 50 . 51 . 53 ). (novel double function of a sail) Device according to claim 1 or 2, characterized in that its load-bearing basic construction forms a tripod made of three masts ( 3 . 5 ), whose union point in the top of the masts including all the bearings located on it ( 7 - 11 ) by retracting ( 6 ) or folding ( 14 . 15 ) the masts or moving the base points of the masts can be moved vertically and horizontally. (new basic structure) Device according to one of the preceding claims, characterized characterized that the aft mast together with the spar the Form a T, which in its upper area at the upper end an A-shaped (without crossbeam) arrangement of the two lateral masts supported is. (new basic structure) Device according to one of the preceding claims, characterized in that a spar (for setting the sail) with circular ( 4 ) or asymmetrical cross section ( 17 - 20 ) is mounted at a 90 ° angle to the aft mast at its upper end ( 3 . 4 ). (novel sail-bearing construction) Device according to one of the preceding claims, characterized in that its spars can be rotated 360 ° about the axis of the aft mast or its upper end ( 8th ), 360 ° rotatable around its own axis ( 7 ), swiveling on the connecting axis between the two lateral masts ( 9 ), swiveling forward and aft ( 10 ) and swivels sideways ( 11 ) is mounted at the upper end of the aft mast. (novel sail-bearing construction) Device according to one of the preceding claims, characterized in that the pivot bearings of the spars ( 10 . 11 ) depending on requirements or by rigid (pipe) elbows ( 12 . 13 ) can be replaced. (novel sail-bearing construction) Device according to one of the preceding claims, characterized in that its unilateral sail ( 17 ) has the shape of an equilateral triangle, the lower and rear leech are identical. (new type of sail) Device according to one of the preceding claims, characterized in that its unilateral sail ( 17 ) with a single sheet instead of usually two. (novel sail rigging) Device according to one of the preceding claims, characterized in that its kite sail with keel and frame slats ( 44 . 46 ) are made of floatable material. (new sail rigging, required for the kite to function) Device according to one of the preceding claims, characterized characterized that their unilateral sail when operated as a kite is controlled with three lines. (appears new, because to me only stunt kites with two, four or more lines are known. In In this case, exactly three lines are required to function) Device according to one of the preceding claims, characterized in that its unilateral kite sail ( 17 ) is equipped with a manual reef system, the reef stages of which are provided with individual reef plates ( 21 ) on which the sail with the help of reefing lines ( 22 ) can be caught evenly up to the spar. (new type of manual reef system, required for the kite sail to function) Device according to one of the preceding claims, characterized in that the spar is provided with a recess on the leeward side ( 23 ), in which the gathered part of the sail is stowed. (required for the function of the manual reefing system described above) Device according to one of the preceding claims, characterized in that its bilateral sail ( 19 ) is designed with two automatic reef systems, in which both parts of the sail are rolled independently into the spar. (new type of automatic reef system, required for the bilateral sail to function) Device according to one of the preceding claims, characterized characterized that their spars with a recess on the leeward side accomplished is (26), which is adapted to the leading edge of an air chamber sail. (novel guide an air chamber sail, required for the same function) Device according to one of the preceding claims, characterized in that sails ( 28 ) can be set. (new type of lateral sail, required for the rig to function) Device according to one of the preceding An sayings, characterized in that a kite line winch ( 35 . 39 ) is mounted on the aft mast. (novel kite control, required for the rig to function) Device according to one of the preceding claims, characterized in that the control / and trim lines of the kite via levers ( 36 . 40 ) or a tiller handle designed according to the principle of a tiller handle, the actuation of which causes the lines to be extended by which the kite is steered. (novel kite control, required for the rig to function) Device according to one of the preceding claims, characterized in that the extension of the train path of the individual kite lines by varying the distance between the lever axis ( 38 . 42 ) and pulley ( 37 . 41 ) can be set individually. (novel kite control, required for function) Device according to one of the preceding claims, characterized characterized that they are used for propulsion for vehicles, as well as stationary Unit can be operated. (Mobile and stationary usability)