EP0070673A2 - Windbetriebenes Fahrzeug - Google Patents

Windbetriebenes Fahrzeug Download PDF

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Publication number
EP0070673A2
EP0070673A2 EP82303663A EP82303663A EP0070673A2 EP 0070673 A2 EP0070673 A2 EP 0070673A2 EP 82303663 A EP82303663 A EP 82303663A EP 82303663 A EP82303663 A EP 82303663A EP 0070673 A2 EP0070673 A2 EP 0070673A2
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EP
European Patent Office
Prior art keywords
sail
mast
rudder
sailboard
masts
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.)
Granted
Application number
EP82303663A
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English (en)
French (fr)
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EP0070673A3 (en
EP0070673B1 (de
Inventor
Michael John Menear
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Individual
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Individual
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Publication date
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Priority to AT82303663T priority Critical patent/ATE25053T1/de
Publication of EP0070673A2 publication Critical patent/EP0070673A2/de
Publication of EP0070673A3 publication Critical patent/EP0070673A3/en
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Publication of EP0070673B1 publication Critical patent/EP0070673B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B32/00—Water sports boards; Accessories therefor
    • B63B32/60—Board appendages, e.g. fins, hydrofoils or centre boards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H8/00—Sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing
    • B63H8/20—Rigging arrangements involving masts, e.g. for windsurfing

Definitions

  • This invention relates to a wind-propelled craft of the kind in which the mast is unstayed and supported by the crew.
  • Water-craft of this kind are commonly termed “sailboards” and the present invention will be particularly described in its application to sailboards of improved performance.
  • the maximum speed of a craft can be increased only by increasing the propulsive force acting on it and/or reducing the resistance to forward motion which it experiences.
  • the conventional sailboard configuration has inherent limitations which make significant improvement of either of these aspects impossible.
  • the present invention is directed to the attainment of higher maximum speeds by avoiding (or reducing the effect of) these limitations.
  • a wind-propelled craft which comprises a hull supporting a pair of unstayed masts arranged to pivot about an axis lying in an approximately horizontal plane between a first position, in which one mast extends substantially vertically and the other extends generally at right-angles thereto away from the hull, and a second position, in which the relative configuration of the masts is reversed, each mast, in use, having a sail attached thereto or incorporating an aerofoil so that one sail or aerofoil can be trimmed to the wind to provide forward propulsion while the other sail or aerofoil simultaneously provides upward lift tending to counteract the rolling or heeling force applied to the hull by wind impinging on the first sail or aerofoil.
  • Figure 1 of the accompanying drawings which is a diagrammatic elevation of a craft in . accordance with this invention
  • a sailboard is provided with a second sail, of similar size and characteristics to the first, the second sail being arranged approximately at right-angles and to leeward of the first sail.
  • the second sail is approximately horizontal and can be set to generate a vertical (lift) force of the same order as the cross-wind force generated by the first (vertical) sail.
  • the rolling moment hS of the first sail force can be balanced by the opposing moment xL of the lift force plus the weight moment dW. This enables larger sail forces to be utilised than could be balanced by the crew's weight alone and so larger propulsive forces are attainable.
  • Figure 4 shows a sailboard which utilises conventional sailboard sails.
  • the leading edge (luff) of each sail incorporates a luff sleeve to accommodate its mast.
  • the aft corner (clew) of each sail may be held in position by attachment to the aft end of a boom, the forward end of which is secured to its respective mast.
  • Each boom is located adjacent to the side of its respective sail which is remote from the other sail.
  • the feet of the two masts are attached to the upper part of a universal joint, the lower part of which is secured to the hull of the sailboard.
  • the relative positions of the two sails (and masts anc booms) are maintained by two cross struts which link the forward and aft ends of the booms.
  • the rectangular lateral frame formed by the two booms and two cross struts is preferably stabilised by cables in tension which link its diagonally opposite corners.
  • the incidence of the vertical sail will be controlled by the rotation of the rig in yaw, about the vertical axis through the universal joint, as with conventional sailboards. Control of the incidence of the horizontal sail will necessitate tilting the rig about a horizontal axis. Consequently, this motion will not be available for steering by movement of the centre of pressure of the vertical sail, as with conventional sailboards. It is therefore preferred to provide a water rudder, located at or near the stern of the board.' A preferred steering mechanism, which may also be used advantageously in conventional sailboards,will be described later. There is also described subsequently herein, an otherwise conventional sailboard having a simplified steering control mechanism linked to a water rudder which is primarily intended to improve steering performance during major manoeuvres such as tacking.
  • the hull may be of a form and construction generally similar to sailboards, and incorporate a similar dagger board or centreboard.
  • light displacement hulls similar to planing sailing dinghy hulls may also be suitable, as well as multi-hulls, such as catamarans and trimarans.
  • Hulls which are designed specifically to utilise the proposed configuration may incorporate, as integral parts of their structure,housings to accommodate the appropriate universal joint and rudder mounting assemblies. Nevertheless, it will also be feasible to apply the present invention to most existing sailboard hulls, and modification kits, including a linked mast structure as shown in Figure 4, may be supplied to convert conventional sailboards to craft in accordance with this invention.
  • the invention also envisages the broad concept of providing a second linked, twin mast or aerofoil structure which is independent of the first structure.
  • the second structure would be controlled by a second crew member and steering might be the responsibility of a third crew member.
  • the rig utilises two sails, of similar size, shape construction and characteristics and is symmetrical.
  • the planes of the sails (KLYX, MNYX) converge and their line of intersection XY therefore lies in the plane of symmetry PQRS.(the sail in plane MNYX is omitted for clarity).
  • the planes of the sails are each displaced (in rotation about their line of intersection) by equal but opposite angles ⁇ of approximately 45° from the plane of symmetry.
  • the lower part of the rig is connected to the upper part of a joint, the lower part of which is connected to the hull of the sailboard.
  • the joint is preferably universal and permits rotation of the rig about three mutually perpendicular axes.
  • One of these axes AA is parallel to the line of intersection XY and lies in the plane of symmetry of the rig. Rotation of the rig about this axis enables the plane of one sail to be raised to a vertial position as the plane of the other sail assumes a near horizontal position, and vice versa.
  • the total range of rotation available about this axis should be equal to, or exceed,the angle between the planes of the two sails.
  • a second axis BB is perpendicular to the plane of symmetry of the rig.
  • the total range of rotation available about this axis should at least equal the range of incidence which either sail may be required to adopt when the other sail is vertical, but preferably should approach 180 .
  • the third axis CC is at right-angles to the first (AA), and also lies in the plane of symmetry of the rig. Preferably, it should also be perpendicular to the waterline plane of the sailboard hull. Although it would be possible to operate a rig for which the available rotation about this axis was less than 360°, such a constraint would be inconvenient, and in some circumstances, dangerous. It is therefore advisable that rotation about this axis should be unlimited, in , both directions.
  • the disposition of the sails should be such that, in normal operation, their respective Centres of Pressure should remain slightly down wind of the reference plane which contains the second and third axes, BB and CC. This ensures that the action of the cross-wind forces of the sails tends to reduce their respective incidences (by "weather-cocking") thus offsetting the destabilising effects of the drag moments of the sails. This feature is highly desirable.
  • the rig will incorporate suitable structural provision for the crew to grasp it from either side and from the upwind end, in order to support and control it.
  • Orientation refers to the positioning of the sail planforms (within their planes) in relation to the axes about which they are rotated to vary their incidences:
  • the main fact determining sail orientation is the stability requirement for the Centres of Pressure of the sails in normal operation to remain at least slightly down wind of the respective axes about which they are rotated to vary incidence.
  • normal operation refers to points of sail where the wind direction is broadly parallel to the plane of the vertical sail and incidence is not more than about 25°.
  • This stability requirement can be met by arranging sail orientation so that with both sails at zero incidence the relevant axes of rotation may intersect the mean chords of the sails at points no more than 30% aft of the leading edges of the mean chords. (In "normal operation", as defined above, the Centres of Pressure usually lie between 35% and 40% of the mean chords).
  • the "horizontal" sail should not tilt upwards as, in addition to causing a slight loss of lift, the tilt would create a component which would oppose the propulsive force generated by the vertical sail. Nevertheless,the sail should not droop either as, although this would provide an increment to the propulsive force, it would aggravate the problem of wave clearance. Hence, the ideal setting for the "horizontal” sail probably is truly horizontal, provided that this is consistent with adequate wave clearance.
  • an inter-sail angle of 90° could be adopted, and a 15 0 tilt to windward used to increase the wave clearance of the "horizontal" sail.
  • the additional lift from the vertical sail would help to offset the unwanted anti-propulsive component created by tilting the "horizontal" sail.
  • the selection of the roll pivot height involves a compromise between the requirements of wave clearance, roll stability, and performance.
  • the problem of wave clearance can be further alleviated by utilising a forward strut which is shorter than the aft strut, thus forcing the sails to "toe in”.
  • the dimensions could be arranged to ensure that, when the vertical sail was in its normal position with respect to pitching rotation,the horizontal sail was set at its normal operating incidence.
  • the horizontal sail was set at its normal operating incidence.
  • Rig construction may be conventional, with flexible sails set on rigid spars (such as masts and booms), or may utilise alternative forms of construction such as those used for the wings of ultra-light aircraft.
  • the low pressure area is normally on the same side of each sail, whether it is operating horizontally or vertically.
  • the low pressure area is on the opposite side of the sail when on the opposite tack.
  • This characteristic means that it is feasible to use sails or aerofoils incorporating high lift asymmetric sections. It is also theoretically possible to use the high lift devices used by aircraft, such as slats and flaps. The availability of high performance aerofoils could enable the performance of the sailboard to be further improved, or the datum level of performance to be maintained by a smaller rig.
  • the rig and universal joint may incorprate features relating to the steering system.
  • the rig is applic- t able not only to sailboards designed specifically to utilise it, but also to existing boards which were originally intended to use conventional single sail rigs.
  • the detailed design of the rig should preferably provide for ease of assembly and dismantling to facilitate its transport, in particular by car roof rack.
  • the desirability of providing a steering system using a water rudder preferably one which can be operated by a single crew member, has already been mentioned.
  • the conventional sailboard having no rudder, is steered by the crew tilting the rig forward or aft as required. This action alters the longitudinal position of the Centre of Pressure (CP) of the sail relative to the Centre of Lateral Resistance (CLR) of the immersed parts of the board, and so generates unbalanced yawing moments which then turn the board.
  • CP Centre of Pressure
  • CLR Centre of Lateral Resistance
  • the function of a steering system may be considered to be the generation of turning moments about the CLR and its performance may be assessed on the magnitude of the moments which it is able to generate and also on the rate at which the moments can be applied. (Clearly a system which takes a relatively long time to generate a low maximum turning moment must be considered to be inefficient.)
  • the maximum turning moment attainable is the product of two other factors, viz. the maximum force which can be generated and the maximum moment arm to which it can be applied, assuming that both maxima are attainable concurrently.
  • C L should probably be considered to be identical for sail and rudder. Although the maximum value attainable is likely to be higher for the sail than the rudder (due to greater sail camber), in most phases of sailing the sail C L will be determined by factors other than the steering requirement, and is therefore likely to be significantly less than its maximum value.
  • the density factor is easy to assess: water is approximately 840 times denser than air.
  • each boom includes or incorporates a steering control device and means responsive to movement of said control for transmitting such movement or a signal related thereto to a" rudder.
  • a rudder based system of the type contemplated has three main elements. Firstly there is the rudder itself. Secondly there must be means for the crew to apply control movements to the system. Thirdly, there must be an element which connects the first two together.
  • twist-grip steering control in the case of a twin sail craft a twist-grip steering control is preferred and normally the axis of such a grip should be approximately parallel if not actually coaxial with that of the boom itself.
  • the wrist movement required is thus similar to that used to operate the twist grip controls fitted to motor cycles.
  • the twist-grip is a straight circular tube and is mounted on a section of the boom which passes through it.
  • the section of the boom shrouded by the twist-grip should also be straight and circular, and be coaxial with the grip.
  • the part of the boom aft of the twist-grip may be of a different section and/or be bent or curved).
  • a low friction plastic grip would bear directly on a metal boom, discrete plain, ball or roller bearings may be interposed between the grip and the boom if required.
  • the next question to be considered is the route to be taken by the link between the twist-grip and the rudder. It has already been noted that yawing rotation of the rig about the vertical axis through the universal joint should be unrestricted. In order to avoid any restriction in movement of the universal joint, the transmission path for steering cables, lines or the like should in effect, pass along this axis at some stage. As broadly similar considerations apply to the other axes, any mechanical transmission link will normally be routed via the universal joint.
  • the links from the twist-grip to the upper part of the universal joint, and from the lower to the rudder should preferably utilise cords or cables in tension, as this method is generally lighter, cheaper and more robust than alternatives such as push-rods or hydraulic tubes.
  • the steerming system will therefore normally comprise:
  • At least one rudder fitted at or near the stern of the sailboard.
  • a connecting system which conveys the control movements from the twist-grips to the rudder(s) via the universal joint which links the rig to the hull.
  • Twist grips fitted to the sides of the rig should preferably be mounted on the booms or equivalent structure. Twist grips should preferably take the form of straight circular tubes surrounding, and coaxial with, the structural elements on which they are mounted.
  • the rudder, universal joint and boom/twist-grip assemblies may be designed to facilitate their fitment to existing types of sailboard hull and mast.
  • the universal joint may incorporate fittings to enable it to be used with more than one type of rig, _for example with both single and twin sail types.
  • Eigures 1 and 2 have already been discussed above and explain the principles and advantages of providing a sailboard with a rig comprising a pair of masts which are linked together by means of a generally quadrilateral frame formed from a pair of booms connected by a forward cross-strut and a rearward cross-strut.
  • this shows a sailboard having a hull 1 which is broadly similar in shape, overall dimensions and construction to the hulls of conventional sailboards, and is equipped with a conventional pivotting centreboard 11.
  • the rig is attached to the upper surface (deck) 12 of the hull by a universal joint 3 and comprises two sails 41 and 42 (of similar size, shape and characteristics) which are held at approximately 90° to each other by a lateral frame 5 linked to the masts on which the sails are set.
  • the feet of the masts 43 and 44 are mounted on a fitting 31 which forms the upper element of the universal joint 3.
  • the sails Conventional sailboard masts and sails are utilised. It is preferable for the sails to be of the high aspect ratio, high clew type which are able to utilise relatively short booms.
  • each sail is held in position by a clew outhaul line which is cleated to the aft end of a boom, the forward end of which is secured to its respective mast.
  • Each boom is located adjacent to the l side of its respective sail which is remote from the other sail.
  • the relative positions of the two sails (and masts and booms) are maintained by two cross struts 51 and 52 which link the fcrward and aft ends of the booms 53 and 54.
  • the lateral frame formed by the booms and struts is stabilised by cables in tension which link the diagonally opposite corners.
  • a rudder 2 is mounted at the stern of the hull. Its construction is broadly similar to orthodox sailing dinghy practice except that the tiller is replaced by an operating sheave 21 which is coaxial with the rudder and rotates with it.
  • a control line 61 passes round sheave 21 to which' it is secured by a screw 212 (see Fig. 13).
  • One end of the line is attached to an elastic cord 621 which acts as a return spring:
  • the other end of cord 621 is attached to a short length of line 622 which is secured by a cleat 623 mounted on the upper surface of the hull, just aft of the centreboard slot.
  • the other end of control line 61 runs forward just above the deck and round guide sheaves (not shown in Fig.4) before turning upwards to pass through the centre of the universal joint and then on to a tubular twist grip 631 which encloses all but the ends of the forward cross strut 51.
  • the line 61 passes round twist grip 631, to which it is attached, and is then connected to a second elastic cord 624 which also acts as a return spring.
  • the other end of cord.624 is attached to a short length of line 625 which is secured by a cleat 626 mounted on the upper element of the universal joint.
  • Additional twist grips 632 and 633 enclose the forward sections of booms 53 and 54 respectively, and are connected to twist grip 631 so as to rotate in unison with it.
  • rotation of any one of the twist grips causes a corresponding rotation of the rudder, and on release of the twist grips,the rudder is returned to its equilibrium position by springs 621 and 624.
  • Figure 6 is a plan view of the basic lateral frame 5, showing booms 53 and 54, cross struts 51 and 52, cross-bracing cables 55 and 56, and twist grips G31, 632, 633.
  • the mast positions are shown in section (dotted) but details of fittings, sails and other components are omitted in the-interests of clarity.
  • the booms and struts are straight circular section tubes of aluminium alloy the ends of which are plugged by joint fittings of structural plastic.
  • the fittings in the cross struts have projecting forks whereas those in the booms incorporate tongues designed to engage with the forks.
  • the joint fittings are fastened together by stainless steel clevis pins which pass through both tongue and forks, and are secured by spring retainer rings.
  • Figure 7 is a plan view of the aft starboard corner of the frame 5 showing the starboard boom 54 , which has tongued joint fitting 571; the aft cross strut 52 which has a forked joint fitting 572, a clevis pin 581 and a retainer ring (not shown); the cross-bracing cable 5Q which has a shackle 561 and a strap 562, a clew outhaul 451 and an outhaul cleat 452.
  • bracing wires The forward ends of the bracing wires are attached to brackets mounted on the forward cross strut, details of which are described below.
  • the forward strut 631 is attached to the masts 43 and 44 at the points where the sail luff sleeves are cut away to permit attachment to the wishbone booms when the sails are used on conventional sailboards.
  • attachment fittings (71 and 72) are clamped to the masts by hose clips 731 of the type which utilise worm drives to tighten flat stainless steel bands.
  • Each fitting is made from a short length of aluminium alloy channel section of dimensions which enable it to enclose the worm drive assemblies and the free ends of the clamping bands.
  • Each band passes out through a slot in one side of the channel then round the mast and back in through a slot on the opposite side of the channel.
  • Figure 10a which is a cross-section of the mast 44 and fitting 72 taken on the centre-line of the hose clip 731.
  • Each attachment fitting is clamped to its respective mast by two hose clips.
  • Each fitting carries a spigot 740 perpendicular to its base, which engages with a hole in the aft face of the forward cross strut.
  • the spigot comprises a short length of hard nylon tubing 741 fastened to the fitting 72 at or near to the centre of its base by a cheesehead bolt 742 secured by a stiff nut (not shown) within the channel section.
  • the spigot is held in engagement with the strut by a retaining line 744 which, from a stop knot within the fitting passes out through a hole 745 in the base of the channel adjacent to the strut, then round the strut and back through a second hole 746 in the channel base before emerging from the end of the channel where it is cleated in a Vee notch 747 in the channel base (see Figure 11).
  • the other end of the line leaves the other end of the channel where it is cleated in a second Vee notch 748.-The two free ends are then tied together over the strut t as a further security measure.
  • Figure 10 shows one of the fittings clamped to a mast, with the strut and retaining line omitted for clarity.
  • Figure 5 shows details of the universal joint assembly 3 and associated Y-piece 31.
  • The-upper part of the joint is shown as seen from a position beneath the centre of the aft cross strut 52.
  • the feet of masts 43 and 44 are plugged by the upper two legs of a Y-piece 31 of structural plastic.
  • the third (central) leg is forked and straddles a thick aluminium alloy disc 32 to which it is secured by pivot bolts 321.
  • the Y-piece also carries the cleats 626 and 462 to which the line 625 and the sail downhauls 461 respectively are secured.
  • Each pivot bolt passes firstly through a washe l 322 then through a hard nylon bush (not shown) pressed into one prong of the Y-piece and a second washer (not shown) before being screwed into the disc.
  • the bolt is locked in correct adjustment by locking wire 325 passing through a hole drilled through the disc and the end of the bolt.
  • the centre of the disc is pierced by a hole, perpendicular to the plane of the disc, into which is pressed a thin walled stainless steel bush 326 bell-mouthed fit both ends, which acts as a fairlead for the rudder control line 61.
  • a stainless steel U-piece 33 is located beneath the disc and attached to it by pivot bolts 331 which are posi- t'ioned on an axis at right angles to that of pivot bolts 321.
  • the bolts 331 pass through stainless steel washers 332 and the tongues of the U-piece before being screwed into the disc and locked in the same way as bolts 321.
  • the U-piece 33 is pivotally connected to the base bracket 34 by a hollow stainless steel bolt 351 which is secured by nut 352.
  • the nut, bolt and base bracket are all of stainless steel, and the nut should be a self-locking type as a transverse split pin would impede the path of the rudder control line through the centre of the bolt.
  • Hard nylon washers 353 are interposed between the bolt head, U-piece, base bracket and nut.
  • the longitudinal axis of the bolt 351 represents the yaw axis of the rig, and passes through the centre of the disc 32. Each end of the hole through the bolt is countersunk and de-burred to minimise the possibility of wear of the rudder control line which passes through it.
  • the base bracket 34 is fabricated from a single sheet of stainless steel and is square in planform. From the square upper surface the sheet is turned to form four sides. At the bottom of three of the sides the sheet is turned outwards to form flanges which are screwed to the deck of the hull. The bottom of the fourth side is turned inwards to form a flange which extends parallel to and slightly above the deck.
  • the base bracket is positioned with one of its diagonals aligned with the longitudinal axis of the hull as this simplifies the routeing of the rudder control line so as to avoid that part of the centreboard which may protrude above the deck.
  • a guide sheave 341 is mounted on a shouldered pin 342 and located laterally by spacer tubes (not shown) and washers (not shown). The ends of the pin are carried in holes in two sides of the base bracket and are retained by being peened over on the outside of the bracket. The sheave is positioned to ensure that the upward-going part of the rudder control line leaves its periphery along the axis of the hollow bolt 351.
  • a second guide sheave 345 is mounted on a second shouldered pin 346 and is located vertically by spacer tube 347 and washers 348.
  • the ends of pin 346 are carried in holes in the inward turned flange and the top of the base bracket and secured in the same way as pin 342.
  • the rudder control line 61 After leaving the bottom of the periphery of sheave 341 the rudder control line 61 turns through approximately 45° round sheave 345 before leaving the base bracket through a clearance slot 319, cut in the side which has the inward turned flange.
  • a swivel link may be provided in the control line 61, located within the universal joint assembly in order to prevent twisting of the control line as a result of yawing (rotation) of the rig about a vertical axis.
  • a swivel link may be provided in the line 61 at some point between the universal joint and the, twist grip 631 mounted on the forward cross-strut.
  • the universal joint assembly should preferably be fitted with circular section plastic foam fairings and then shrouded by a moulded rubber gaiter, both to minimise the ingress of sand etc and also to protect the crew from .injury by the comparatively sharp corners of the structural components.
  • the gaiter and fairings are not essential for the operation of the rig and have been omitted from the diagrams in the interests of clarity.
  • twist grips The disposition of the twist grips on the lateral frame is shown in Figures 4 and 6.
  • Each twist grip is a straight circular tube of a semi-rigid plastic such as polyethylene. (Excessive rigidity could cause binding of the twist grip if the strut or boom which it enclosed experienced bending under operational loads).
  • the twist grips are located longitudinally by end stops comprising thick stainless steel washers which are bent to conform with the profile of the boom or strut to which they are pop-rivetted.
  • a steering link is provided at the forward starboard corner of the lateral frame 5 between twist grips 631 and 633.
  • One end of connecting loop 611 is permanently clamped to the forward twist grip 631 by hose clip 651 which it crosses under on its way round the twist grip.
  • hose clip 651 which it crosses under on its way round the twist grip.
  • From twist grip 631 the upper and lower legs of the connecting loop pass round guide sheaves 661 mounted on bracket 671, and then on to the forward end of twist grip 633 to which they are clamped by hose clip 652. (This clip is slackened and the loop freed when the frame is dismantled for transport).
  • sheaves 661 are mounted in bracket 671 for rotation on pin 662 which is secured by spring retaining ring 663.
  • the bracket is fastened to the forward cross strut by pop rivets 664 and also provides an anchorage for the forward end of cross-bracing cable 55, via shackle 551.
  • the rudder control line 61 is clamped to the centre of the forward twist grip by another hose clip. Mid-way between this point and the universal joint the control line incorporates a swivel link which enables the rig to rotate freely in yaw without imposing excessive twist on the control line.
  • the line can be unshackled from one end of this link when the rig is dismantled for transport.
  • the rudder assembly 2 is attached to the hull by a stainless steel bracket 24 which is itself screwed to the transom 120.
  • the rudder blade 25 is clamped between the sides of a deep channel 26 formed from heavy gauge aluminium alloy sheet, by a pivot bolt 251 and a steel nut (not visible in this view).
  • the top of this channel is stabilised by another aluminium alloy channel 261 which is fastened to it by pop rivets 262.
  • Another r stainless steel bracket 263 is pop rivetted to the forward face (base) of the deep channel 26, and is a running fit within bracket 24 when the rudder is attached to the hull.
  • the rudder operating sheave (of nylon or acetal) is mounted on the top of the stainless steel rudder pin 23.
  • the pin On assembly, the pin is passed down through holes in brackets 24 and 263, locking them together but leaving the rudder free to rotate about the pin.
  • the pin is retained in this position by a stainless steel spring strip 211 which is screwed to the under-side of the sheave 21.
  • the strip is bent to a profile which ensures that as the sheave is pushed downwards, the strip enters the top of channel 26.
  • the sheave reaches its operating position, the rearward part of the strip springs aft and a step 2111 formed in its profile engages with the under-side of channel 261. This action locks the sheave in its operating position unless and until the spring strip is deliberately compressed and pulled upwards.
  • the width of the strip is chosen to be a close running fit inside channel 26, thus enabling it to transmit the steering moments from the sheave 21 to the channel 26.
  • the rudder control line 61 which is preferably cf braided construction, is fastened to the rearward part of the sheave 21 by a screw 212 which passes through the centre of the line. Additional security is provided by clamping pressure applied via washer 213.
  • Figure 13 is a section through the sheave showing the position of the control line when clamped by the screw 212.
  • the same rudder assembly can be used without modification, as can most of the universal joint assembly.
  • the exception is the need to replace the Y-piece with an equivalent component designed for use with a single mast.
  • the replacement component is plugged into the foot of the mast and is moulded from structural plastic.
  • the moulding incorporates mountings for guide sheaves which divert the rudder control line from the axis of the mast to a position ahead of it.
  • Figure 14 shows a front elevation of an orthodox wishbone 406 and part of a mast 403 of a conventional single-masted sailboard, e.g. as shown in British Patent No 1551426.
  • the wishbone has a straight cross-strut 406 which is mounted on the mast by means of a fitting 407 similar to that shown in Figures 10 and 10a.
  • the spigot of the fitting 407 engages in a hole in the rear of the cross-strut 406, and the wishbone is held in place by a lashing of the kind shown in Figure 11. This lashing would permit limited rotation of the wishbone about its longitudinal axis, e.g. about 30°.
  • Mounted on a second spigot projecting from the same fitting 407 is a short rocker bar 401.
  • a rudder control line 125 is attached to one end of the rocker bar 401, while an elastic cord 405 is attached to the other end.
  • the rudder control line 125 is guided around a sheave (not shown) through a slot in the front of the universal joint assembly and then around one or more further sheaves within the assembly so that it emerges from another slot along a path similar to rudder line 61 in Figure 4.
  • the rudder, sheave and return spring are essentially similar to the arrangement shown in Figure 4.
  • Elastic cord 405 is secured at the end remote from the rocker bar 461 to a cleat (not shown) on the mast and acts as a return spring to counter the return spring on the deck (equivalent to spring 621 in Figure 4) and thereby hold the rudder in the neutral position in the absence of any deliberate control input.
  • a swivel link would normally be provided in the control line 125.
  • the sensitivity or "gear ratio" of the steering system can be varied by altering the distance of the point of attachment of the control line 125 from the spigot about which the wishbone rotates.
  • the rudder control line 125 could, alternatively be connected directly to the wishbone but this would mean that the crew would need to hold the wishbone very steadily in order to avoid repeated variation in the course sailed.
  • one sail is normally vertical (and in that position performs similar functions to the main sail of a dinghy), whereas the other sail is approximately horizontal.
  • the sail positions are approximately symmetrical about a vertical plane.
  • the crew holds the twist-grip on the windward boom. This enables him to support the rig, and to rotate it:
  • Rotation of the twist-grip itself operates the rudder.
  • the rudder provides directional stability in the same way as the skeg of a conventional sailboard.
  • the first has the disadvantages which handicap the conventional sailboard and is not recommended.
  • the second tends to maintain the forces and forward speed existing prior to the disturbance.
  • the third increases both forces and speed and so takes the operation closer to the "Critical" regime.
  • the second class of rig positions comprises variations which may prove useful in particular circumstances.
  • both sails contribute to propulsion.
  • both sails set at 45° to the horizontal,the vertical force components cancel out, and the sum of the horizontal components is nominally 41% greater than the horizontal force available with one of the sails set vertically.
  • the crew would be obliged to stand upwind rather than to the side of the rig).
  • the rig when running before the wind, the rig may be tilted forward symmetrically (with the masts near horizontal) to increase the projected cross-wind area of the rig by about 41%. Although the centre of area is then lower than normal, and so encounters lower wind speeds, a net gain of propulsive force is likely. This gain is of particular significance in light winds.
  • this method of running before the wind may also be of use when the wind is too strong for the rig to be controllable with one sail vertical.
  • the symmetrical construction and disposition of the rig would minimise rolling and yawing moments and the probability of capsize, especially if the crew raised the dagger board and crouched or sat near the stern. Control in such situations would be improved by the provision of rig uphauls attached to the aft ends of the booms. The crew could use these together, to lift the rig slightly (and reduce the danger of wave impact on the masts), and differentially to provide a limited form of steering.
  • the crew Before going afloat, the crew should assess the existing and expected wind strengths and adjust the rig configuration accordingly. Ideally the adjustments would comprise:
  • the gybing procedure is the more complex as, in addition to the 90° "roll” by which the sails exchange function, the rig must rotate by approximately 180° in plan. (Rig rotation in plan during tacking is much less, typically about 45°).
  • the invention also relates to sailboards in which a water rudder is provided which is operable by a single crew member without involving a rotational steering control (such as a twist grip mounted on one of the booms).
  • a rotational steering control such as a twist grip mounted on one of the booms.
  • This concept includes a tiller attached to the rudder and which can be held in a series of fixed positions.
  • a suitable construction may comprise a rack mounted on the deck of the hull, the notches in the rack being dimensioned to correspond with the profile of the tiller.
  • other constructions are possible, such as a series cf pins which engage in a hole in the tiller
  • the tiller would include a link to the rudder so that it can be readily disengaged from one notch and engaged with another.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)
  • Catching Or Destruction (AREA)
EP82303663A 1981-07-17 1982-07-13 Windbetriebenes Fahrzeug Expired EP0070673B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82303663T ATE25053T1 (de) 1981-07-17 1982-07-13 Windbetriebenes fahrzeug.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8122087 1981-07-17
GB8122087 1981-07-17

Publications (3)

Publication Number Publication Date
EP0070673A2 true EP0070673A2 (de) 1983-01-26
EP0070673A3 EP0070673A3 (en) 1983-09-28
EP0070673B1 EP0070673B1 (de) 1987-01-21

Family

ID=10523311

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82303663A Expired EP0070673B1 (de) 1981-07-17 1982-07-13 Windbetriebenes Fahrzeug

Country Status (4)

Country Link
EP (1) EP0070673B1 (de)
AT (1) ATE25053T1 (de)
DE (1) DE3275175D1 (de)
GB (1) GB2101947B (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1983004235A1 (fr) * 1982-05-25 1983-12-08 Philippe Debarge Voilure a usage sportif et engin composite s'y rapportant
EP0124219A1 (de) * 1983-03-08 1984-11-07 Chi Lam Yau Surfbrettähnliches Land- oder Wasserfahrzeug
US4653416A (en) * 1982-05-25 1987-03-31 Philippe Debarge Sailboard
FR2651478A1 (fr) * 1989-09-07 1991-03-08 Westphal Yves Dispositif pour faciliter la conduite d'une planche a voile a derive ou a quille.
CN109635392A (zh) * 2018-11-30 2019-04-16 广州广电计量检测股份有限公司 横风向下的桅杆响应计算方法、装置、计算机设备

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3234582A1 (de) * 1982-09-17 1984-03-22 Georg 8211 Schleching Hamann Rigg
US4541355A (en) * 1983-01-14 1985-09-17 Denton James B Sail rigging
US6779473B1 (en) 2000-03-31 2004-08-24 Douglas James Maconochie Winged sailing craft

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL7803422A (en) * 1978-03-30 1979-10-02 Marco Kling Sail board with hinging mast holder - has sail held taut by tension boom between masts
EP0035293A2 (de) * 1980-02-11 1981-09-09 Polymarin B.V. Aus mehreren Einheiten bestehendes Segelbrett, z.B. Tandemsegelbrett, das aus mindestens zwei einzelnen Segelbrettern besteht
DE3047410A1 (de) * 1980-12-17 1982-07-15 Otto Dr.med. 5000 Köln Jung Segelbrett-rigg

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL7803422A (en) * 1978-03-30 1979-10-02 Marco Kling Sail board with hinging mast holder - has sail held taut by tension boom between masts
EP0035293A2 (de) * 1980-02-11 1981-09-09 Polymarin B.V. Aus mehreren Einheiten bestehendes Segelbrett, z.B. Tandemsegelbrett, das aus mindestens zwei einzelnen Segelbrettern besteht
DE3047410A1 (de) * 1980-12-17 1982-07-15 Otto Dr.med. 5000 Köln Jung Segelbrett-rigg

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1983004235A1 (fr) * 1982-05-25 1983-12-08 Philippe Debarge Voilure a usage sportif et engin composite s'y rapportant
US4558655A (en) * 1982-05-25 1985-12-17 Philippe Debarge Sail unit for the purpose of sport and composite device related to said unit
US4653416A (en) * 1982-05-25 1987-03-31 Philippe Debarge Sailboard
EP0124219A1 (de) * 1983-03-08 1984-11-07 Chi Lam Yau Surfbrettähnliches Land- oder Wasserfahrzeug
US4617871A (en) * 1983-03-08 1986-10-21 Yau Chi L Steerable wind-powered vehicle
FR2651478A1 (fr) * 1989-09-07 1991-03-08 Westphal Yves Dispositif pour faciliter la conduite d'une planche a voile a derive ou a quille.
CN109635392A (zh) * 2018-11-30 2019-04-16 广州广电计量检测股份有限公司 横风向下的桅杆响应计算方法、装置、计算机设备
CN109635392B (zh) * 2018-11-30 2023-03-28 广州广电计量检测股份有限公司 横风向下的桅杆响应计算方法、装置、计算机设备

Also Published As

Publication number Publication date
ATE25053T1 (de) 1987-02-15
GB2101947B (en) 1985-09-11
GB2101947A (en) 1983-01-26
EP0070673A3 (en) 1983-09-28
EP0070673B1 (de) 1987-01-21
DE3275175D1 (en) 1987-02-26

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