EP0148805A2 - Rigging with high slenderness and simplified handling - Google Patents

Abstract

The invention relates to rigging intended for the propulsion of sailing ships, consisting of a rotating mast (1) and a sail (7) surrounding the mast and comprising two side pieces (7b, 7c) extending backwards from the mast. The sail portion (7a) situated in front of the mast (1) rests on an active surface defining a substantially elliptical leading edge (3) carried by the said mast, whilst each of the side pieces (7b, 7c) is provided with stiffening battens and is fixed to at least one vertical plurality of booms (6). The active surface can be placed in either of two positions symmetrical with respect to the substantially vertical plane containing the booms (6), in which positions the plane of the booms forms an angle A with the vertical plane of symmetry of the said active surface. The invention finds advantageous application in the field of boatbuilding. <IMAGE>

Description

The present invention relates to a rigging intended for the propulsion of sailboats or any other machine propelled either mainly or auxiliary by the wind.

The recent development of sailboats, especially offshore racing sailboats, has mainly focused on reducing the resistance to hull advancement, in particular through the use of the multihull concept. This reduction in the drag of the hulls immediately led to appreciable performance gains in drop and load-bearing gaits. On the other hand, the gain in speed upwind, for a given heading, was much more reduced. This is due to the fact that at close range, the speed component of the boat closes the angle of incidence of the relative wind on the rigging, and the increase for a given heading depends more on the fineness ratio of the rigging than the drag of the or hull (s). At this pace, moreover, monohulls are almost on an equal footing with multihulls, while multihulls will reach speeds much higher than those of monohulls at all other gears.

The only improvement made to the classic riggings of these sailboats was of adoption, at the cost of complications as regards the guying, of a rotating mast in order to improve, on the upper surface of the mast-sail unit only, the purity aerodynamic profile, but the gains thus obtained hardly allow us to exceed the finesse of values 5 to 7.

The wings of an airplane, and in particular of a glider, commonly achieve, thanks to the asymmetrical thick profiles, fineness ratios of 10 to 20 and even greater than 30 in certain cases, in particular for airplanes designed for deliriums at low relative wind speeds.

• - tout d'abord la nécessité de pouvoir transformer le profil en son profil miroir après un virement de bord,
• - ensuite la nécessité de pouvoir réduire la surface portante afin de contrôler la force propulsive et surtout la force de gite en fonction de la vitesse du vent,dépendant des conditions atmosphériques essentiellement variables,
• - et enfin la possibilité d'affaler complètement la voiture pour les mouillages en laissant en place un mât à portance nulle ou extrêmement réduite, et de faible traînée.

The use of such profiles with high aerodynamic efficiency for propelling sailboats has hitherto encountered three obstacles, which are:

• - first of all the need to be able to transform the profile into its mirror profile after a tack,
• - then the need to be able to reduce the bearing surface in order to control the propulsive force and especially the gite force as a function of the wind speed, depending on essentially variable atmospheric conditions,
• - and finally the possibility of completely lowering the car for mooring, leaving in place a mast with zero or extremely reduced lift, and low drag.

This is why, the most recent developments are directed towards the improvement of the Bermian riggings, that is to say of a canvas sail working in membrane of which one tries to adjust the aerodynamic profile by adjustable tension in intensity and direction, and this starting from a given form of sail resulting from the tour de main of the sailboat which cut it while anticipating its determined deformations of use. It follows that such sails are very specific, as to their cut and their grammage, for a given wind speed and are not suitable for all the gaits of the boat. Furthermore, the tensioning forces of the sail, for obtaining a satisfactory profile, are very high and, having to be taken up by the structure of the boat, impose a great mechanical complication of the latter. In addition, each appreciable variation in wind speed requires a change of front sail to match the surface and especially the grammage and the cut necessary to obtain an acceptable profile. The sails of very light weather are also very light and therefore very fragile.

It should also be noted that at carrying gears, the Bermudan rigging is not very effective, which requires the use of an additional sail called a spinnaker, which is delicate to handle and requires constant surveillance by the crew.

One of the objects of the present invention is an asymmetrical thick type rigging, offering a high fineness ratio and having the particularity of being easily reversible by simple rotation of the mast inside the sheath constituted by a battened sail folded in its environment surrounding the mast. The sail area is also easily reduced by reefing and can be lowered like a large Bermudan rig sail.

Another object of the invention is to provide a rigging whose shape of the aerodynamic profile is obtained in a mechanical manner, and this independently of the force of the wind, this allowing the use of heavy weight canvas which makes therefore the sail is more solid and usable by all wind speeds.

A final object of the invention is to allow in certain cases the rapid transformation of the rigging with a thick profile into a spinnaker for carrying gears, by simple opening of the two panels constituting the lower surface and the upper surface of the thick profile.

The attachment of this "spinnaker" on many booms, as well as the presence of slats allow you to easily control the shape and position of this configuration by simply taking reefs.

To this end, the rigging according to the invention, is constituted by a rotating mast comprising an active surface defining a leading edge of substantially elliptical profile, by a sail whose median vertical part envelops said active part and by at least one boom lower.

According to one of its characteristics, each of the sail sections situated on either side of said median part is provided with vertically spaced stiffening slats. wedging and is coupled to the end of said boom, the latter being able to be placed and maintained in either of two predetermined fixed positions relative to the vertical plane of symmetry of said active surface and in each of which said boom forms an angle with the above-mentioned plane.

In a first embodiment, said rigging comprises at least a vertical plurality of booms along the mast, the end of each of which is coupled to each of said sections.

Several variants of this first embodiment are envisaged; the first consists in that said active surface is formed on the mast itself, the booms being articulated on the mast.

In this first variant, it will be advantageous to provide a freestanding mast whose section is of sufficient inertia to dispense with guying, and booms harnessed to said mast, that is to say their articulation locked in the two aforementioned positions.

In this case, the mast may be of substantially elliptical section, one and the other of the ends of great curvature of the section of the mast constituting the above-mentioned leading edge active surface for, respectively, one and the other. above symmetrical positions, the booms being articulated to said mast in its vertical median plane of symmetry of the active surfaces. Advantageously, the means for fixing said booms in rotation relative to said mast in said two positions, consist of abutments for supporting the booms on the mast in the vicinity of their articulation.

The section of the mast may, as a variant, be in the form of a substantially curvilinear triangle on the base of which said booms are articulated, the orientation of the booms relative to the mast being angularly limited by two extensions of the lateral sides of the mast beyond said base while return means are provided between the booms and these extensions to block said joints.

A “floor” structure has thus been produced, that is to say that the forces of the wind on the sail are fully transmitted to the mast by the booms. For a mast with a substantially elliptical cross section, the booms can be double and open and close like a compass. In the open position, the sail takes the configuration of an advantageous spinnaker with bearing gaits.

Finally, it will be noted that the section of the mast also being in the shape of a curvilinear triangle with the two extensions of the abovementioned stops, the booms can be retained in their angular position relative to the mast by means of sheets coupling their free end to the structure of the boat. , the axis of rotation of the mast on itself then being located in front of the axis of articulation of the booms on the mast.

In this case, a thick canopy with membrane structure has been produced., That is to say that the twisting of the sail will be controlled by vertical tension of the sail.

A second variant of this first embodiment resides in the fact that the active surface defining the aforementioned leading edge is constituted by a casing separate from the mast and mounted for rotation on the latter, the booms being angularly fixed relative to the mast.

• - par une armature centrale le long de laquelle une pluralité de disques, calés en rotation sur l'armature, est montée à coulissement, le profil de chaque disque sensiblement elliptique, correspondant au profil de la surface active susdite, les disques comportant des moyens d'articulation des bômes au mât et des moyens de butée et d'appui desdites bômes sur le mât pour maintenir celles-ci dans l'une ou l'autre des positions susdites,
• - par une enveloppe souple tubulaire dans laquelle les disques sont au moins partiellement enfermés et qui forme ladite surface active et
• - par des câbles de manoeuvre, de liaison et d'entretoisement de chacun des disques le long du mât.

In a third variant, the mast consists of:

• - By a central frame along which a plurality of discs, wedged in rotation on the frame, is slidably mounted, the profile of each disc substantially elliptical, corresponding to the profile of the active surface mentioned above, the discs comprising means of 'articulation of the booms to the mast and of the abutment and support means of the said booms on the mast to maintain them in one or other of the above positions,
• - by a flexible tubular envelope in which the discs are at least partially enclosed and which forms said active surface and
• - by cables for maneuvering, connecting and bracing each of the discs along the mast.

A second embodiment of the invention resides in the fact that, with only one lower boom being implemented, each stiffening batten extends as far as close to the above-mentioned middle part of the sail in order to come into contact with said mast and has a lower stiffness under transverse forces coming from inside the sail than under transverse forces coming from outside. The boom can then be debated vertically by means of a low-lift to ensure the tension of the sail.

Preferably, the above active surface is carried by the mast while two booms are articulated at the base of the mast in the manner of a compass and bearing in each of the above positions on said mast. In addition and advantageously, the above-mentioned mast comprises a base on which said pair of booms is articulated and an upper part coupled in rotation detachably to said base.

Finally, the aforesaid mast will include in all embodiments of the rigging, in particular for implementing a triangular sail, an upper extension which is mounted for free rotation in the mast along its axis of rotation, constituting a hoist and lifting jib. maintenance of the upper part of the sail.

The invention will be better understood during the description given below by way of purely indicative and nonlimiting example which will make it possible to identify the advantages and the secondary characteristics thereof.

• - les figures 1 à 8 sont des schémas illustrant des variantes de réalisations possibles de l'un des moyens caractéristiques essentiels de l'invention ;
• - la figure 9 montre un schéma en coupe le profil d'une voile appartenant au gréement selon l'invention ;
• - les figures 10 et 11 montrent par des vues schématiques de dessus les configurations possibles du gréement selon l'invention, appliquées à deux multicoques différents ;
• - la figure 12 illustre par une vue en perspective un premier mode de réalisation du gréement selon l'invention ;
• - les figures 13 et 14 sont deux vues en élévation d'un voilier équipé d'une voile trapézoïdale appartenant au gréement selon l'invention avec prise de ris pour la figure 14 ;
• - la figure 15 montre un dispositif d'orientation du mât au mouillage pour le placer dans le lit du vent ;
• - la figure 16 illustre par un schéma un second mode de réalisation du gréement selon l'invention ;
• - la figure 17 est une vue en coupe de ce second mode de réalisation illustrant de manière schématique les lattes de raidissage mises en oeuvre ;
• - la figure 18 illustre l'application de l'invention à une voile triangulaire ;
• - les figures 19 et 20 sont des vues de détail de la figure 18 ;
• - la figure 21 illustre schématiquement une variante de réalisation avantageuse du mât mis en oeuvre dans le premier mode de réalisation susdit.

Reference will be made to the appended drawings in which:

• - Figures 1 to 8 are diagrams illustrating possible alternative embodiments of one of the essential characteristic means of the invention;
• - Figure 9 shows a sectional diagram of the profile of a sail belonging to the rigging according to the invention;
• - Figures 10 and 11 show by schematic views from above the possible configurations of the rigging according to the invention, applied to two different multihulls;
• - Figure 12 illustrates in a perspective view a first embodiment of the rigging according to the invention;
• - Figures 13 and 14 are two elevational views of a sailboat equipped with a trapezoidal sail belonging to the rigging according to the invention with reefing for Figure 14;
• - Figure 15 shows a device for orienting the mast at anchor to place it in the wind bed;
• - Figure 16 illustrates by a diagram a second embodiment of the rigging according to the invention;
• - Figure 17 is a sectional view of this second embodiment schematically illustrating the stiffening slats used;
• - Figure 18 illustrates the application of the invention to a triangular sail;
• - Figures 19 and 20 are detail views of Figure 18;
• - Figure 21 schematically illustrates an advantageous alternative embodiment of the mast used in the above-mentioned first embodiment.

Thus, in Figure 1, there is schematically shown in horizontal section a mast rotating 1 about a substantially central axis 2 and which has an elliptical section (or at least oblique) thus defining two opposite ends 3 and 4 with large curvature . A hinge axis 5 is located substantially in the plane of symmetry of the mast perpendicular to the major axis of the ellipse. This axis allows the pivoting coupling to the mast 1 of a plurality of booms 6 (only one of which is visible in the diagram) which are arranged along the mast and are maintained in a horizontal position. Note that this articulation can have the degrees of freedom of a ball joint so that it can also, if necessary, be discussed at least partially in a vertical plane. Around this mast 1 boom 6 assembly, a sail 7 is shown, the front part 7a of which surrounds the mast and is extended by two rear frames 7b and 7c coupled to the end of the boom 6 as described below. This sail has stiffening slats which will be described with reference to the following figures.

The booms 6, due to their articulation 5 to the mast, can be placed with respect to the latter in two angular orientations symmetrical with respect to the vertical plane of transverse symmetry aforesaid which contains the axis of articulation 5. A first position is shown in solid lines in FIG. 1. It can be seen that in this position the end 3 of the section of the mast constitutes a leading edge for the wing formed by the sail 7 whose vertical plane of symmetry (here passing through the large axis of the mast section) forms an angle A with the vertical plane containing the booms. A stop 8 is disposed between the booms 6 and the mast 1 when the booms are in the position in solid lines in FIG. 1. The arrow V represents the direction of the apparent wind. We see that the force of the wind on the sail 7 presses the pan 7c of the sail on the plurality of booms 6 which transmit the wind pressure forces, in torsion on the mast 1 via the stops 8 and articulations 5 The mast 1 being self-supporting, on the one hand takes up the propulsion forces generated by the wind on the sail to transmit them to the hull and, on the other hand, collects all the torsional forces generated by the sail. It will also be noted that, in this configuration, the effect of the wind "blocks" the connection of the boom 6 and the mast 1 and the orientation of the sail relative to the wind is ensured by simple rotation of the mast.

To change the edge, the booms 6 are placed in their position 6 'shown in phantom in the figure, the stop 8 then taking its place 8'. The leading edge of the profile thus formed is then defined by the above-mentioned end 4. The apparent wind for this configuration is then represented by the arrow V '. The passage from one to the other of these positions is carried out by relative rotation of the mast and the booms inside the sail. It may then be necessary, in particular if the hinge pin 5 is distant from the center of rotation 2 of the mast, to relax the sail to perform this maneuver. It will be mentioned that this relaxation can be easily obtained, in the case of double booms, by using the booms 6 in the form of a compass, one of the branches of which is coupled to the pan 7b and the other pan 7c of the sail. Thus, a slight opening of the compass when changing the edge causes the sail to relax and allows the mast to rotate inside it. Some of the following figures will show other interests in the "compass" construction of booms.

FIG. 1 clearly shows that the arrangements of the invention make it possible to obtain a thick asymmetrical profile which is, in particular at low relative wind speeds, of a fineness (ratio of lift coefficient to coefficient of drag) much greater than the fineness of the usual canopies. It also shows that it is easy to quickly transform the profile into a symmetrical profile (mirror) to change the edge. Finally, it shows that, by the combination of booms resting on a freestanding mast, the rigging is extremely simplified with regard in particular to the connections of the mast and the wing with the structure of the boat, and above all the cancellation of the efforts to pass by the structure of said boat.

FIG. 2 illustrates an alternative embodiment of FIG. 1 in which the mast 10 has a section in the shape of a curvilinear (or semi-elliptical) triangle at the base 10a of which the booms 16 are articulated. The point 10b of this triangle (or the end of the half-ellipse) constitutes the leading edge, here unique, of the profile.

Beyond the base 10a, the mast has two extensions 10c and 10d framing the axis of articulation 15 of the boom 16 as the mast and forming limits to the English movement of the latter. In support of these stops, the booms 16 and 16 'are in the two above-mentioned positions for which their vertical plane forms an angle A with the plane of symmetry of the leading edge 10b. The sail 17 is arranged in the same way as the sail 7 of FIG. 1. The apparent wind exploited by the rigging has been represented by V. We then see that the effect of this wind tends to place the booms 16 in the plane of symmetry of the mast. It is therefore necessary, in the case where it is wished to transmit the forces of the sail and the booms to the mast, to fix the booms in their position 16 or 16 ′ by means of a locking element shown in the form a cable 18, the tension of which allows the booms to be pressed into one or the other of their positions against the extensions 10c and 10d. This element can also be constituted by a stop (wedge-shaped) disposed between the booms bearing on an extension and the other extension of the mast.

One can also maintain the booms in this position by sheets connecting their free end to the structure of the boat. The joint 15 then remains free. In this case, make sure that the mast is not stressed by the wind to take another position relative to the booms. The condition to be observed is that its axis of rotation 12 is located at the front of the articulation axis 15 of the booms on the mast. The option, in this case, of booms in the form of a compass is of no interest given the small opening angle possible due to the above-mentioned extensions 10c and lOQ.

FIG. 3 is to be compared to FIG. 1. The articulation 25 of the booms 26 is located inside the envelope of the mast 21, as close as possible to its axis of rotation. This arrangement allows a simpler use of a single plurality of booms because the relative pivoting of the booms and the mast in the sail 27 does not require an increase in the developed length of the sail. It also makes it possible to eliminate the use of abutment members external to the mast and to the booms, the booms coming to bear in their two positions on the walls 28 of the recess of the mast at the bottom of which the central articulation axis 25 is disposed.

FIG. 4 simply illustrates the fact that the arrangements of the invention can be obtained from the mast 31 of circular envelope in which the articulation 35 of the booms has been placed in the vicinity of its axis of rotation, the connection of the walls of the mast recess on its outer surface being produced in the form of a substantially elliptical nose 33, 34 whose plane of symmetry forms the above-mentioned angle A with the plane of the booms in their two symmetrical positions, and which constitutes the surface active from the leading edge of the profile.

Figure 5 shows a possible and preferred embodiment of the hollow mast 41 rotating around the axis 42, as shown schematically in Figure 3. Note that the walls 48 which form stops for the booms 46 are equipped with a coating Mast protection 48a.

Figure 6 is an alternative embodiment of Figure 3 in which a double plurality of booms 56 and 56a is implemented. Each boom of a plurality forms with a corresponding boom of the other plurality, located substantially in the same horizontal plane, the branches of a kind of compass whose axes of articulation 55, 55a on the mast 51 are not merged but neighbors. Each branch carries a stop 59, 59a which has the same function as the stops 8 and 8 'in Figure 1, that is to say to take up by the mast the forces generated by the wind. The walls 58 of the recess then only serve to limit the opening angle of the compass when the sail 57 is used as a spinnaker as will be described later.

FIG. 7 shows a second embodiment of the invention in which the active surface of the leading edge of the profile is separated from the mast 61 and is constituted by a cowling 62 of this mast around which the sail 67 is wound. , This cowling 62 is angularly orientable relative to the mast on an angle B so as to obtain an edge of attack whose plane of symmetry forms an angle A with the vertical plane containing the booms 66 which, in this case, are not articulated with the mast 61 but simply embedded (with vertical sliding).

Figure 8 shows a possible embodiment of the stop 8-of Figure 1. It is in fact two separate stop elements 78 and 79 symmetrical with respect to the longitudinal axis of the boom 76 articulated at 75 on the mast 71, put into service alternately for one and the other of the above positions. Thus the element 78 is constituted by an arm 78a, one end of which is slidably mounted in a lumen 74 of the boom having a part inclined on the longitudinal axis of the boom at its end 74a. The other end of the arm 78a is articulated to a lever 78b itself articulated to the boom 76 in the vicinity of the axis 75. An end extension 78c of this lever 78b can cooperate with a surface 73 of the mast 71 lcrs of the rotation of the boom relative to the mast, which has the effect of pivoting the lever 78b outside of the boom and of placing the arm 78a in bracing between the part 74a of the light 74 and the external surface 71ja of the mast 71. The retraction of the element 78 inside the boom (as represented by the element 79) is simply obtained by the action of the sail 77. This embodiment will be preferred in the case of racing boat rigging due to its great lightness.

In Figure 9, there is shown the complete profile of a sail according to the invention. The mast 81 is of the type of that of FIG. 5, the booms 86 are simple or in compass and are coupled to the sides 87b and 87c of the sail 87 by their end 86a. This coupling point is at a significant distance from the free end of the sail sections 87b and 87c. As these are stiffened by slats (not shown but described with reference to Figure 12), the end of the sides of the sail is substantially rigid. Thus, beyond the point of attachment 86a, the flaps are in contact with one another and, due to their rigidity, form a counter-camber of the face of the sail situated on the upper surface. The presence of a inflection point in the area 89 further constitutes an improvement in the profile of the sail from the point of view of its fineness.

FIG. 10 is a diagram of a catamaran equipped with two riggings according to the invention with a freestanding mast, seen from above in a downwind gait (wind V). In broken lines, this same appearance is shown after tacking (wind V ').

In FIG. 11, a trimaran equipped with a rigging according to the invention is shown in the downwind (wind V), the rigging according to the invention being of the type with booms in compass 106a, 106b, making it possible to open the sail for transform it into a spinnaker 107.

In Figure 12, there is shown an embodiment of the entire rig according to the invention to illustrate in particular the control and actuation means. The mast 111, the cross section of which is similar to that shown in FIG. 5, is mounted for rotation on the hull 120 of the sailboat. At the bottom of the recess limited by the walls 118 of the mast, there is provided a rail 119 on which are capable of sliding a plurality of carriages 121, distant from each other and connected to each other by a cable allowing their driving and fixing them along the mast in a known manner. Each carriage 121 carries the joints, such as those 45 in FIG. 5, booms 116a and 116b forming branches of a compass. The figure illustrates a rig using a double plurality of six booms, each articulated two by two in the manner of the branches of a compass.

Each boom is coupled by its end to a sail 117. More specifically, all the booms 116a of a plurality are coupled to the rear pan 117a of the sail while the booms of the other plurality 116b are coupled to the pan 117b of the sail , the front part 117c of the sail extending around the mast 111. The maintenance of the booms in a horizontal plane is ensured in the following manner. Each free end of boom is coupled to the carriage (or in the vicinity thereof) 121 relative to the boom immediately above by means of a cable 122. In addition, the upper boom of each plurality is coupled by its end to the end of the boom immediately below by means of an arm 122a which can be "broken" by a middle articulation, or uncoupled from one or the other of the booms which it connects. Thus, to develop the wing supposed to be lowered with all the booms on the support booms 128a, 128b of each plurality, the first carriage 121 is driven along the mast until the stretch of cable which joins it to the second, the arm 122a is put in place and the operation is contained. The links 122 stretch and form the traction legs of the triangulated system that they constitute with the booms. We see that the upper boom is supported by the boom located under it by the arm 122a, which it is supported by the cable 122.

Note that the sides 117c and 117b of the sail are stiffened by slats 123 known in themselves. The stiffness of the rear sail thus obtained makes it possible in particular to create the point of inflection mentioned with regard to FIG. 9.

To prevent the part of sail 117 between the points of attachment to the booms from sagging (during the deployment of the wing or by lack of wind), there is provided a mechanism 124 of arms articulated on each upper boom which connects a midpoint of this boom at a substantially midpoint of the upper edge of each section of sail so as to support them. This mechanism is such that it can be erased along each boom when the sail is placed in its configuration in FIGS. 9 and 10.

To pass from the spinnaker configuration of FIGS. 11 and 12 to the sail configuration of FIGS. 9 and 10, the compasses should be closed by means of control cables 125, coupled to one of the branches 116a and passing by sliding dahs l other 116b so that a pull on these ropes causes the desired approximation. All of the ropes are grouped together in the battling of the mast along the above-mentioned rail.

This FIG. 12 also shows cables 126 for controlling the rotation of the mast associated with a plate 127 secured to the base of the mast. We also see there at the base of the rigging, under the plate 127, two support booms 128a, 128b for supporting the rigging when it is lowered. These booms are articulated under the base plate around axes which can in particular constitute the crank handles for the rotation of the mast and have levers, beyond this axis, divergent when the booms 128a, 128b are brought together, which allow by bringing them together by means of an operating cable 130 to control the opening of all the booms.

The top of the mast has a horizontal plate 131 which constitutes an air net guide in the vicinity of the ends of the wing to reduce turbulence at this level.

While in FIG. 12 the sail is shown to be substantially rectangular, FIG. 13 shows that a trapezoidal sail 137 can be used. It will be noted in this regard that, in order to maintain a homothetic sail profile between the base of the sail and the top, taking into account the reduction in sail width, a mast will be provided whose section will be thinner at the top than at its base, that is to say that the width of its section will be smaller at the top, the major axis remaining substantially constant.

FIG. 14 illustrates a reduction in airfoil by taking the riser 147a from the sail 147, as permitted by the rigging according to the invention.

Figure 15 is a diagram of an automatic mast orientation device in the wind bed, when the boat is at anchor. This device consists of a rail 150 located on the horizontal plate 131 of the mast 111. Said rail 150 is equipped with two end stops 151. A fin 152, of substantially lenticular section, slides on said rail by means of carriages 153.

When the boat is at anchor, the booms 116 rest on the support booms 128 of FIG. 12, the latter being immobilized substantially in the axis of the boat, the mast 111, free in rotation, has a travel of approximately 150 ° . The fin 152 will orient the grard axis of the section of the mast in the direction of the wind.

In this case, the wind turning, the boat itself being stationary, at the quay for example, the mast will come into abutment on the fixed booms and will no longer be able to continue its rotation to always offer the minimum master torque. When the mast, in abutment, will present to the wind (V) an angle of 20 ° to 30 °, a lift will be exerted on the fin 152 and will make it progress in the wind. Said advanced position 155 being unstable, the mast 111 will rotate about 150 ° in the opposite direction to the wind rotation, to return to a stable position with the drift in the rear position.

FIG. 16 schematically shows a second embodiment of the invention in which two lower booms 160 and 160a are articulated at the base 161a of a mast 161 profiled in accordance with the invention to obtain the desired profile and the two boom orientations relative to the mast according to the invention. The sail 162 is here represented in the form of a spinnaker, the booms being separated.

The sail has vertically spaced from each other, stiffening slats 163 and 163a which extend in the sides to the vicinity of the mast 161. These slats are such that their stiffness (or flexibility) is different depending on the direction of the curvature that they take under the effect of the wind.

Figure 17 illustrates this property with a sectional diagram of the rigging of Figure 16 in the closed position. Each of the slats 163 and 163a is constituted by a flexible blade provided on one of its faces (the one turned towards the inside of the prnfil) of cleats 164 over which passes an inextensible ribbon or wire 165 also coupled to the two ends of the slat 163. Each of the slats 163, 163a has one of its ends in contact with the mast 161 and extends over the greater part of the width of each pan 162a, 162b at its level.

By acting on the booms downwards, the trailing edge of each section is tensioned. The pan 162a which is exposed to the wind V is therefore supported on the mast 161 and on its taut outer edge between which extend the slats 163a, which have their bending inward of the sail thwarted by the tension of the inextensible wire 165. Thus the pan 162a offers a relatively flat windward face as shown in FIG. 17. With regard to the pan 162b, it will be noted that the depression to which it is subjected tends to cause it to take a curvature that the slats 163 can follow. because their flexibility is not hampered by the rope 165. We see that the sail and: because of this arrangement a thick sail with asymmetrical profile whatever the edge on which we sail. The change of edge is carried out in the same way as in the embodiment of the invention with a plurality of booms.

Returning to FIG. 16, we see the sail 162 in its spinnaker configuration. A tan-down device is shown, relaxed, in the form of a cable 166 which is coupled to the lower middle part of the sail and to a carriage 167 guided in sliding in a fixed circular rail 168 integral with the bridge or a protective cover, not shown, of the operating drum 169 of the rotation of the mast which carries the base 161a. In its configuration of FIG. 17, the sail is brought closer to the mast at its lower part by tensioning the cable 166. The carriage then describes the rail 168 as a function of the orientation given to the mast. The sail is also coupled to the mast in the upper part by a device which will be described with reference to FIG. 18.

In this FIG. 16, it will also be noted that the booms 160 and 160a are coupled to fittings 170, 170a which are articulated around an axis 171 belonging to the base 161a. These fittings allow a vertical deflection of the booms controlled by hydraulic boom lifts 172, 172a by which the tension of the edges of the sail is ensured. These sail edges are, in turn, coupled to the booms 160, 160a by sliding carriages 173, 173a, controlled by cables not shown. By acting on these trolleys, the ends of the sail can be moved away or closer to the mast 161 to reduce the hollow of the sail to transform the spinnaker into a large genoa for upwind gaits in light weather. To this end, we will also note the provision of adjustable stops 174, 174a for supporting the fittings 170, 170a on the base of the mast 161a in the two positions of the invention, in order to be able to place the booms in alignment l 'from each other and get a genoa with limited hollow. Finally, there is shown diagrammatically in FIG. 16 a mast in two parts, one constituted by the base 161a which can be maneuvered in rotation by the drum 169 around a fixed shaft 175 and the other, the mast proper 161, which can pivot relative to the base 161a on the bearing 176 and which can be linked in rotation to the base 161a by two latches 177.

This arrangement is interesting because it allows self-orientation of the mast in the wind bed when the sail is collapsed. Thus the wind resistance is, for example at wetting, minimal. This self-orientation can be helped by hoisting on the mast 161 a panel fixed along the most graded axis of the profile of a cage whose section matches the elliptical profile of the mast 161.

Referring now to Figure 18 we see a sailboat 200 equipped with a thick sail 201 which conforms to the provisions of the invention but which affects the general shape of a battened Bermudan sail. At the top of the rotating mast 202, an extension 203 is mounted to rotate freely by one of its ends while its other end is curved in the form of a gallows. This bracket 203, although schematically shown, is better visible in Figures 19 and 20. We see that it can be, at its end mite, equipped with a pulley for the passage of a rope or cable 204 the end of which is passed through an eyelet of the sail 201. The cantilever portion of the bracket 203 has a length such that l 'end of the strand 204 is just in line with the leading edge 205 of the mast 202. We see in Figure 3 a sail 201 configuration in spinneker by opening the booms which are harnessed to it. The stem 203 and the associated cable 204 form a support for the upper part of the sail, which would tend to collapse. This bracket advantageously replaces the support arm system described with reference to FIG. 12 which cannot be applied simply to a triangular sail.

The two figures 19 and 20 suggest that the cable 204 can pass inside and from the stem and from the mast, its control being ensured from the base of the mast. This provision allows a simple hoisting of the sail and this whatever the number of reefs taken at its base on the lower booms.

FIG. 21 schematically illustrates by a partial view, a particular embodiment of the mast belonging to the rigging according to the invention. This mast is here constituted by a central frame 206 along which can slide without rotating a plurality of discs 207 whose profile is substantially elliptical and corresponds to that of the above active surface at least in the vicinity of its leading edge area . The immobilization in rotation of each of these discs is ensured by a set of pins 208 projecting inside their central recess to cooperate with grooves 209 of the frame 206. It will be noted that the discs can be of identical dimensions or gradually decrease along the mast towards its head in order to have a mast that tapers upwards.

Each of these discs, the number of which corresponds to the number of booms 210 or pairs of booms used, comprises means 211 for articulation of these booms on the mast as well as means (bearing surfaces 212) allowing to immobilize the active surface of the mast in one either of its orientations with respect to booms.

The active surface of the mast is then constituted by a flexible envelope 213 secured to the periphery of each of the discs 207 thus enclosing them in a tubular sheath which will remain open on the side of the mast to which the booms are articulated. This envelope will advantageously be made of canvas. Finally each disc is coupled to the adjacent discs by two cables 214 which extend back inside (or outside) the mast, returned by pulleys at the head, to its base from where they can be operated. . Thus, when the active surface is hoisted, the cables 214 are in tension and the central frame in compression which is favorable for the behavior of the mast by the fact that the central frame is somehow guyed.

The reduction in sail by reefing consists, with this mast, of bringing two adjacent discs at the base of the mast and therefore two adjacent booms or pairs of booms. The canvas of the sail and that forming the active surface fold at the base of the mast which may for this purpose be provided with a housing for collecting these folds. By thus stacking at the base of the mast all the discs 207 on top of each other, the sail is itself collapsed, and the rigging only offers to the wind the section of the central frame of the mast, which is weak by relative to the mast profiled by the canvas, thus eliminating the need to implement a device for orienting the mast relative to the wind when the boat is for example at anchor.

The invention finds an interesting application in the field of boats propelled mainly or auxiliary by the wind. Thanks to the possibility of easily controlling the control and actuation means, one or more rigging units according to the invention can be installed on merchant ships as auxiliary propulsion.

Claims (24)

1.- Rigging for sailboat constituted by a rotating mast (1, 111, 161) comprising an active surface (3, 4) defining a leading edge of substantially elliptical profile, by a sail (7, 17, 27, 117, 162) whose median vertical part envelops said active part and by at least one lower boom (6, 16, 26, 46, 56, 66, 76, 116, 160), characterized in that each of the sail sections (117a, 117b) located on either side of said central part is provided with stiffening slats (123, 163, 163a) spaced apart vertically and is coupled to the end of said boom (116a, 116b), the latter being able to be placed and maintained in one (6, 16) or the other (6 ', 16') of two predetermined fixed positions relative to the vertical plane of symmetry of said active surface (3, 4) and in each of which said boom forms a angle (A) with the above-mentioned plane. 2. Rigging according to claim 1 characterized in that it comprises at least a vertical plurality of booms (116a, 116b) along the mast (111) at the end of each of them is coupled each of said sections (117 , 117a, 162a, 162b). 3. Rigging according to claim 2 characterized in that said active surface (3, 4) is formed on the mast itself (1), the booms (6) being articulated to said mast. 4. Rigging according to claim 3, characterized in that the mast (l) is of substantially elliptical section, one (3) and the other (4) of the ends of great curvature of the mast constituting respectively the active surface of aforesaid leading edge for both of the above positions, the booms (6) being articulated (5) to said mast in its vertical plane of symmetry for transformation of one of the ends (3) into the other (4). 5.- Rigging according to claim 4, characterized in c ^e * that the means for fixing and maintaining said booms (6) rotating relative to said mast (1) in said two positions are constituted by support stops (8, 8 ') of the booms (6) on the mast (1) in the vicinity of their articulation. 6. Rigging according to claim 5 characterized in that the stops (7, 8) are retractable in the booms (76) and comprising a lever arm (78a) for controlling their positioning in the active position cooperating with a portion (73 ) from the mast (71). 7. Rigging according to claim 5 characterized in that the articulation (45) of the booms (46) on the mast (41) is close to the axis of rotation (42) of the mast, the mast then being hollowed out on a sector of its section included between said active surfaces and said stops being constituted by the walls (48) of the recess. 8.- Rigging according to any one of claims 3 to 7, characterized in that it comprises a double plurality of booms (56, 56a, 116a, 116b), each boom (56, 116a) of a plurality being associated to a corresponding boom (56a, 116b) of the other plurality to form a pair of branches located substantially at the same level, articulated to the mast (51, 111) around neighboring axes, each branch being associated with a sail section while that removable connecting means (125) are provided between each branch of a pair for their maintenance side by side. 9. Rigging according to claim 8, characterized in that the articulation axes (55, 55a) of each: branches (116a, 116b) of a pair on the mast are combined (45). 10.- Rigging according to claim 2, characterized in that the section of the mast (10) consists of a curvilinear triangle on the base (lOa) of which are articulated said booms (16), the orientation of the booms relative to the mast being angularly limited by two extensions (10c, 10d) of the lateral sides of the mast beyond said base (10a) while the return means (18) are provided between the booms and these extensions to block said joints. 11.- Rigging according to claim 2, characterized in that the section of the mast (10) consists of a curvilinear triangle on the base (10a) of which are articulated said booms (16), the orientation of the booms relative to the mast being angularly limited by two extensions (10c, 10d) of the lateral sides of the mast beyond said base, the booms being held by their free end relative to the structure of the boat while the axis of rotation (12) of the mast is located in front of the hinge pin (15) of the booms on the mast (10). 12.- Rigging according to any one of claims 4 to 11 characterized in that the articulation of the booms on the mast is carried out by means of carriages (121) sliding along a guide rail (119) integral with the mast . 13. Rigging according to claim 12, characterized in that each boom (116a) of a plurality is coupled to the immediately upper boom by a cable (122) connecting its free end to the carriage (121) of said upper boom, two upper booms further having their free end supported by means of a vertical arm (122a) supported on the immediately lower boom, capable of being folded or retracted. 14.- Rigging according to any one of the preceding claims, characterized in that the coupling point (86a) of each boom to the corresponding sail section is located at a significant distance from the end of the pan (87a, 87b). 15.- Rigging according to claim 8, characterized in that each of the two upper booms (116a, 116b) is equipped with a device of articulated arms (124) extending in a horizontal plane between a substantially median point of the boom and a substantially mid-point of the corresponding sail face. 16.- Rigging according to claim 2, characterized in that the active surface defining the aforementioned leading edge consists of a cowling (62) of the mast (61) rotatably mounted on the latter, the booms (66) being angularly fixed relative to the mast (61). 17. Rigging according to any one of claims 2 to 16, characterized in that the mast (111) has at its top a deflector plate (131). 18. Rigging according to claim 12, characterized in that the mast (111) is equipped at its top with a device for its orientation, at anchor in the wind bed, constituted by a fin (152) mounted sliding on a rail (150) oriented in the direction of the largest dimension of the mast section. 19. Rigging according to claim 1, characterized in that each stiffening slat (163, 163a) extends as close to the above-mentioned middle part of the sail (162) to come into contact with said mast (161) and has a lower stiffness under transverse forces coming from inside the profile than under transverse forces coming from outside the profile. 20.- Rigging according to claim 19 characterized in that the above active surface is carried by the mast (161) and in that it comprises two booms (160, 160a) articulated at the base of the mast in the manner of a compass bearing in each of the above positions on said mast (161) and provided with a boom boom (172). 21. Rigging according to claim 20, characterized in that the aforementioned mast comprises a base (161a) on which is articulated said pair of booms 160, 160a) and an upper part (161) coupled in rotation detachably to said base . 22. Rigging according to claim 1, characterized in that the aforesaid mast comprises an upper extension (203) mounted with free rotation in the mast along its axis of rotation, constituting a jib for hoisting and holding the upper part of the sail (201). 23. Rigging according to claim 22, characterized in that the end of said bracket (203) is seen from above, distant from its foot by an equal value at the distance separating the aforesaid leading edge (205) from the axis of rotation of the mast. 24.- Rigging according to claim 8, characterized in that the mast is constituted - By a central frame (207) along which a plurality of discs (27), wedged in rotation on the frame, is slidably mounted, the profile of each disc substantially elliptical, corresponding to the profile of the above active active surface , the discs comprising means of articulation (211) of the booms (210) on the mast and means (212) of abutment and of support of said booms on the mast to maintain these in one or the other of the above positions, - by a flexible tubular casing (213) in which the discs (207) are at least partially enclosed and which forms said active surface and - By operating cables (214) for connecting and bracing each of the discs along the mast.

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