EP0020121A1 - Bateau à voile - Google Patents

Bateau à voile Download PDF

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Publication number
EP0020121A1
EP0020121A1 EP80301741A EP80301741A EP0020121A1 EP 0020121 A1 EP0020121 A1 EP 0020121A1 EP 80301741 A EP80301741 A EP 80301741A EP 80301741 A EP80301741 A EP 80301741A EP 0020121 A1 EP0020121 A1 EP 0020121A1
Authority
EP
European Patent Office
Prior art keywords
rig
sail
craft
spar
sailing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP80301741A
Other languages
German (de)
English (en)
Inventor
Anthony M Williams
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0020121A1 publication Critical patent/EP0020121A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces

Definitions

  • THIS INVENTION relates to sailing craft and more particularly to a rig for such craft.
  • the conventional sail at its best generates small turning moments which must be constantly corrected with a steering mechanism.
  • the vast majority of vessels therefore require a rudder to maintain zero turning moments so that the vessel remains on a straight course.
  • the present invention aims to overcome the above disadvantages of. conventional sailing craft by providing a sailing rig which eliminates or minimises the capsizing moment thus enabling a low stressed and light weight speedy craft to be constructed. Furthermore, the rig of the invention allows the elimination of a rudder or other steering mechanism which reduces the cost and complexity of the craft.
  • the invention resided broadly in a rig for a sailing craft including support means adapted to support a sail assembly on the leeward side of said craft, said sail assembly being disposed and supported in such a manner that the force exerted thereby acts through the centre of resistance of said craft.
  • the craft to which the rig is applied is one which is symmetrical about a line transverse to the longitudinal centre line of the craft such that the craft is able to sail in either direction. That is, the bow of the craft whilst sailing in one direction becomes the stern when sailing in another direction.
  • the craft is a proa, the main hull of which always remains to windward.
  • a sailing craft 10 having hulls 11 and 12 joined by a decking 30 which incorporates cross beams with the hull 12 comprising an outrigger to the main hull 11, the craft being in the form of a proa and symmetrical about a line transverse to the longitudinal direction of said hulls.
  • the rig includes a sail supporting mechanism which comprises a stub mast 13, a support pole 14 pivotally mounted adjacent the base of the mast 13 and a line 15 running from the remote end 26 of the support pole 14 to the top of the mast 13.
  • the mast 13 which is of limited height as illustrated in Fig. 1 is supported on the hull 11 by stays 16.
  • a sail assembly Pivotally mounted at the remote end 26 of the support pole 14 is a sail assembly which includes a sail 17 attached to a luff spar 18 which is pivotally attached to pole end 26 and a boom 19 which extends from end 26 to a free corner 20 of the sail 17.
  • the sail 17 in this embodiment is of generally isosceles triangular form, the unequal side thereof forming the sail luff and being attached in a conventional manner to the spar 18.
  • the sail being of isosceles form therefore has the leech and foot of equal length so that the sail assembly is symmetrical and of similar shape in either direction of sailing.
  • the spar 18 preferably has a sail track on theleeside thereof to receive the sail edge and provide for a clear air flow therepast.
  • the support pole 14 is under compression only in calm conditions, otherwise it is in tension when the winds are of medium and strong strength.
  • the main hull 11 is to windward and always remains in this position relative to the wind whilst the sail 17 is always to leeward of the centre of resistance.
  • the purpose of the outrigger is to provide the craft with static stability and provide a sheeting base for controlling the sail but it has little reserve buoyancy so that there is little stress on the outrigger hull.
  • the drawings show the normal position of the sail rig when the vessel is sailing to windward on a starboard tack with the wind direction indicated by the arrow X in Fig. 1 and the point 17 on the main hull 11 indicating the bow of the vessel while point 25 indicates the.stern.
  • the rig also includes a number of control lines which are not shown in the drawings for the purpose of clarity.
  • One line A extends from the point 20 at the end of the boom 19 through a pulley at point 21 on the spar 18 and back to a cleat near point 22 to support the end of the boom 19.
  • a further line B extends from a point 23 on the spar 18 and through pulleys at the points 24 near the end of the outrigger 12 and 25 on the end of the hull 12 to another cleat near point 22 to control the rake-of the spar 18.
  • a third line C extends from a point at the free end 26 of the pole 14 through a pulley on the end 17 of the main hull 11 and back to another cleat near point 22 to pull the rig forward.
  • a main sheet D extends from the point 20 at the end of the boom 19 to a further cleat at point 22.
  • the area around point 22 constitutes a central control area where all the lines terminate and from where the craft can be controlled.
  • the lines A, 3, C, and D are all in tension while the vessel is on a starboard tack. Line A on this tack supports the end of the boom, thus freeing the leech to maintain the sail at the correct angle as shown in Fig. 2.
  • Line B puts tension on line A and controls the luff spar rake, whilst line C acts to pivot the whole rig forward about the axis of the mast 13 against the pull of line B.
  • Lines A, B and C are duplicated on respective opposite sides of the spar 18 and the mast 13 for sailing on a port-tack. Furthermore, lines B and C can be uncleated and joined together for quick manouvering in confined spaces which maintains desired luff spar rake for all rotational positions of the sail supporting mechanism.
  • the support pole 14 When it is desired to tack, the support pole 14 is rotated aft towards the stern 25 which causes the vessel to point higher into the wind and across the wind until the boom 19 is swung or flips to the other side of the mast 13 and the vessel proceeds on its new tack with the old stern point 25 constituting the new bow of the-vessel and the old foot of the sail becomes the new leech.
  • the luff spar 18 can be rotated to a vertical position to give a higher aspect ratio sail shape.
  • the above described sail'rig as well as reducing turning moments in the vessel to a negligible amount also keeps the capsizing moments negligible as the inclination of the sail and its leeward position ensures that the propulsive force pulls through the centre of resistance. Furthermore, as the force is acting in this manner, the boat is partially lifted out of the water in a similar fashion to the windward hull of a catamaran due to the sail providing an upward vertical component of driving force causing the apparent displacement to decrease which consequentially gives the vessel a higher speed potential.
  • the hulls can be made of relatively light materials. For example, in a sixteen foot proa design, one person with a strop between the cross beams can carry the boat fully rigged down to the beach. Due to the low stress on the hulls quick release cross beams can be easily arranged which enable the hulls to be quickly disconnected and placed on a car roofrack for easy transport which reduces transport costs and the ' amount of storage space required.
  • an extended deck portion 31 may be arranged to windward of the main hull and a footwell 32 recessed into the hull as shown in Fig. 3. This will improve crew comfort and move the lateral centre of gravity very close to the centre of the main hull which will reduce wetted surface area.
  • an equilateral triangular shaped, a square shaped or rigid "wing-type" sail may be employed. It is also desirable that buoyancy be built into the rig preferably the luff spar to stop complete overturning and assist in righting if a capsize does occur.
  • the sail as illustrated in the drawings is a variation of an old i at een type of sail which has low stress factors on both the spars and the sail cloth. It also has a very low centre of effort and does not have to be finely tuned as in conventional rigs.
  • the rig of the invention may also be used on mono-hulled craft with ballast although a multi-hulled craft is preferred for simplicity in achieving static balance.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Toys (AREA)
  • Wind Motors (AREA)
EP80301741A 1979-05-28 1980-05-27 Bateau à voile Withdrawn EP0020121A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPD895879 1979-05-28
AU8958/79 1979-05-28

Publications (1)

Publication Number Publication Date
EP0020121A1 true EP0020121A1 (fr) 1980-12-10

Family

ID=32513247

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80301741A Withdrawn EP0020121A1 (fr) 1979-05-28 1980-05-27 Bateau à voile

Country Status (3)

Country Link
EP (1) EP0020121A1 (fr)
AU (1) AU5858280A (fr)
CA (1) CA1127911A (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2524416A1 (fr) * 1982-04-06 1983-10-07 Ortais Paul Greement deportable lateralement pour bateau a voile
GB2122561A (en) * 1982-07-01 1984-01-18 Gaastra International Sailmake Sailboard
US4541355A (en) * 1983-01-14 1985-09-17 Denton James B Sail rigging
US4945845A (en) * 1988-03-07 1990-08-07 Johnson Jr James L High-speed sailing craft
US6732670B2 (en) 2000-06-13 2004-05-11 William Richards Rayner Sailing craft
US10737479B2 (en) 2017-01-12 2020-08-11 Global Filtration Systems Method of making three-dimensional objects using both continuous and discontinuous solidification

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU596598B2 (en) * 1985-06-03 1990-05-10 Sarrinen Pty Ltd Sailing vessels
WO1986007325A1 (fr) * 1985-06-03 1986-12-18 Sarrinen Pty. Ltd. Voiliers
GB8624460D0 (en) * 1986-10-13 1986-11-19 Hamel R Sailing system
FR2627449B1 (fr) * 1988-02-23 1992-04-17 Girard Marc Voilier muni d'un dispositif de sustentation et anti-gite
WO1989011994A1 (fr) * 1988-05-31 1989-12-14 Sarrinen Pty. Ltd. Bateaux a voile
US5724905A (en) * 1993-01-22 1998-03-10 Sarrinen Pty Ltd Sailboats

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1670936A (en) * 1923-11-24 1928-05-22 Mcintyre Malcolm Sailing craft
DE524605C (de) * 1928-10-24 1931-05-09 Friedrich Budig Motorsegelschiff
DE2036147A1 (de) * 1969-07-23 1971-02-04 Kunz, Rudiger, Wien Segeleinrichtung
US3870004A (en) * 1973-12-20 1975-03-11 Donald W Bailey Sailing vessel
US3981258A (en) * 1975-07-15 1976-09-21 The United States Of America As Represented By The Secretary Of The Navy Waterski sailboat

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1670936A (en) * 1923-11-24 1928-05-22 Mcintyre Malcolm Sailing craft
DE524605C (de) * 1928-10-24 1931-05-09 Friedrich Budig Motorsegelschiff
DE2036147A1 (de) * 1969-07-23 1971-02-04 Kunz, Rudiger, Wien Segeleinrichtung
US3870004A (en) * 1973-12-20 1975-03-11 Donald W Bailey Sailing vessel
US3981258A (en) * 1975-07-15 1976-09-21 The United States Of America As Represented By The Secretary Of The Navy Waterski sailboat

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2524416A1 (fr) * 1982-04-06 1983-10-07 Ortais Paul Greement deportable lateralement pour bateau a voile
GB2122561A (en) * 1982-07-01 1984-01-18 Gaastra International Sailmake Sailboard
US4541355A (en) * 1983-01-14 1985-09-17 Denton James B Sail rigging
US4945845A (en) * 1988-03-07 1990-08-07 Johnson Jr James L High-speed sailing craft
US6732670B2 (en) 2000-06-13 2004-05-11 William Richards Rayner Sailing craft
US10737479B2 (en) 2017-01-12 2020-08-11 Global Filtration Systems Method of making three-dimensional objects using both continuous and discontinuous solidification

Also Published As

Publication number Publication date
AU5858280A (en) 1980-12-04
CA1127911A (fr) 1982-07-20

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Legal Events

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PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

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AK Designated contracting states

Designated state(s): AT BE CH DE FR GB IT LU NL SE

17P Request for examination filed

Effective date: 19810523

STAA Information on the status of an ep patent application or granted ep patent

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18D Application deemed to be withdrawn

Effective date: 19831201