EP0542953A1

EP0542953A1 - Improvements in or relating to multi-hull vessels with fixed sails

Info

Publication number: EP0542953A1
Application number: EP19920910693
Authority: EP
Inventors: Paul Brouzes
Original assignee: Individual
Current assignee: Individual
Priority date: 1991-04-10
Filing date: 1992-04-09
Publication date: 1993-05-26
Also published as: AU1885492A; WO1992018376A1

Abstract

Les applications concernent des multicoques à flotteurs pivotants (5). L'orientation optimale de la voile (7) s'effectue automatiquement grâce à l'action du vent sur une gouverne d'incidence de voilure (13). Cet optimum est maintenu malgré les fluctuations de direction du vent. Pour se diriger vers le cap il suffit d'orienter une gouverne d'incidence de dérive de surface réduite (12) agissant sur la dérive pivotante (8). Les efforts nécessaires sont très réduits et ne nécessitent pas de palans, cabestans ou winchs. La sécurité est améliorée grâce à l'auto-orientation de la voilure. La position fixe de la voile simplifie la réduction de surface si le temps forcit. Une version sportive, sans gouvernes d'incidence, est pilotée en agissant seulement sur la dérive par 2 réglages (10, 11). D'autres dispositions sont adaptées au repliement de la structure pour transport ou le rangement ou à des ailes rigides. Une variante comporte une gouverne de profondeur permettant de soulever l'arrière et de naviguer sur les seuls appuis avant. Cette disposition est avantageuse pour des foilers.The applications relate to multihulls with pivoting floats (5). The optimal orientation of the sail (7) is effected automatically by the action of the wind on a wing incidence control surface (13). This optimum is maintained despite the fluctuations in wind direction. To go towards the heading, it suffices to orient a reduced surface drift incidence control surface (12) acting on the pivoting drift (8). The effort required is very low and does not require hoists, capstans or winches. Safety is improved thanks to the self-orientation of the wing. The fixed position of the sail simplifies the reduction of surface if the weather is severe. A sports version, without incidence control surfaces, is controlled by acting only on the fin by 2 adjustments (10, 11). Other provisions are adapted to the folding of the structure for transport or storage or to rigid wings. A variant includes a elevator to lift the rear and navigate only on the front supports. This arrangement is advantageous for foilers.

Description

IMPROVEMENTS ON FIXED SAIL MULTIHULLS

The invention relates to multihulls comprising: - 3 pivoting floats (5), arranged in a triangle, one of them being at the rear - a central fin (8) (4) which can pivot by more than 40 degrees on either side of the plane of symmetry of the structure - a non-pivoting main wing (7), arranged in the median direction of circulation (15,16).

Traditionally, the sails of boats must pivot relative to the hull in order to orient them correctly with respect to the wind. During each adjustment of the airfoil, it is necessary to maintain its ideal profile by acting on various ropes and cables stressed by significant efforts, at. by means of hoists, capstans or winches. In comparison, it becomes easier to rotate small hulls, leaving the sail in its optimal orientation relative to the wind.

A multihull is already known, the sail of which remains fixed parallel to the longitudinal axis (patents FR.2.642.395 & PCT / FR.90 / 00066.). The orientation of the sail structure as a function of the wind and the direction towards the heading are obtained by the orientation of pivoting floats. The need to act on the floats implies links which are not very compatible with the simplicity desired for small units.

There are other types of boats which are oriented by pivoting floats and which have sails fixed on their structure. However, these sails are perpendicular to the middle direction of movement, they receive the wind always on the same face and do not allow upwind navigation or tacking towards the wind.

The present invention makes it possible to orient the structure supporting the wing without acting either on the sail or on the floats thanks to: - a device (57) for moving the fin (50) towards the rear, of about 1/20 of the waterline length, - an elastic element (56) for returning towards the front, - a control (59) for orienting the drift towards port or starboard, - adjustable stops (55) to limit movement, - a heading indicator (60) with compass support (61) fixed to the centerline of the centerboard, - optionally a triggering device in the event of an impact (58) So we can shoot down by moving the center of centerboard behind the center of sails, or luff while advancing it. The drift must be oriented substantially towards the desired heading. Thanks to a fin placed at the rear, the floats orient themselves in the direction of the current.

According to another embodiment, use is made of an airfoil incidence control surface (13) a deflection device (14) for the airfoil incidence control surface,

- bearings in which the substantially vertical axis (9) of the fin (8) pivots, a Z drift incidence control surface (12), an inverted transmission (82) for controlling the drift incidence control surface (80).

The rudders have an operation comparable to that of the elevator of planes and gliders. On these machines the center of lift of the wing is behind the center of gravity and the incidence of the elevator is reversed compared to that of the wing. The stability of the flight results from the balance with respect to the center of gravity of the torque of the wing and that of the elevator. This principle is applied to the boat according to the invention on the one hand to the aerial part and, on the other hand, to the submerged part. The torque of the sail relative to the pivot axis (9) is balanced by that of the wing incidence control surface. The pivoting torque of the fin relative to the same pivot axis (9) is balanced by that of its incidence control surface. The results of these forces balance the drag of the floats. (Figure 2a.)

The orientations of the sail and towards the heading can be ^" made self-stable thanks to these control surfaces of incidence. As for the classic sailboats the piloting involves the adjustment of the sail and that of the heading but these adjustments are simplified and do not require no significant effort. One is to deflect the wing angle of attack about 20 degrees towards the tack edge. This adjustment can be maintained until the edge is changed again. The other concerns the rudder 'incidence of drift which must be oriented substantially towards the heading. (As on classic boats it is necessary to make a slight correction for the angles of drift and incidence.) During untimely changes of wind direction the whole pivots and the sail retains a substantially constant incidence relative to the wind.

So stability is not compromised. An adjustment of either setting can be. necessary to take account of a significant variation in the angle between the apparent wind and the heading. It requires only moderate efforts on control surfaces with reduced surfaces.

According to an alternative embodiment, it is possible to lift the rear of the boat and to navigate only on the front supports. This facilitates self-orientation by reducing friction on the water. The modifications include: - a elevator (13a), - an adjustment (4a) of the attitude of the floats or carrier planes, - an elevator control combined with the adjustment of the attitude of the floats or carrier planes.

According to an alternative embodiment, the structure of the boat is foldable in order to facilitate transport and storage at the port or on the ground. The folding structure consists of: - members forming a pyramid (31) secured to the rear arm

(1), - a plate (32) forming the guide (33) of the fin, - joints (37,38) on the lateral edges of the pyramid, - a pulling and locking device (39) the front edge of the pyramid, - lateral arms (2,3) fixed by the articulations (37,38) and by the pulling device and locking (39), - retractable wheels (36), - and a trailer hitch (35). The inclination of the joints (37, causes the floats to be raised when the arms are folded. This makes it easier to launch and exit.

One of the variant embodiments makes it possible to modify the surface of the drift at any time by sinking it more or less according to the navigation conditions and to raise in shallow waters. The drift guiding device is made up of: - a pivoting plate (44), - rollers with vertical axis (43), - the steering linkage for drift incidence (47), - rollers with horizontal axis (45 ) for sliding the fin. (46)

According to the invention, the sail and the structure being always oriented with the same incidence relative to the wind, it is advantageous to combine them with an aerodynamic pr reducing the dunnage and improving the lift of the assembly. According to one embodiment, a streamlined aerodynamic connection (62) is arranged between the sail (7) and the structure and it constitutes the cabin (63) when the size allows it

The wings made up of rigid elements hinged together, like those of airplanes, have better aerodynamic performance than flexible sails. On conventional boats, the whole of this wing must pivot relative to its support independently of the relative movements between the constituent elements, which complicates the mechanism. Thanks to the features of the invention, one of the elements of a rigid wing can be mechanically fixed to the structure. It features the pivot drift. This simplifies execution and improves resistance to wind forces.

The invention is explained in more detail using drawings showing some of the embodiments.

Figure 1 shows in elevation a multihull according to the invention. FIG. 2 represents a top view of the multihull with governors of incidence for the sail and for the drift. The detail 2a shows the forces exerted on the central pivot. Detail 2b shows the control of the drift incidence governor.

Figure 3 shows an articulated structure in plan view. The details 3a, 3b, represent in perspective the 3 main elements of the separate structure p show their assembly points.

FIG. 4 represents, in plan view, a device for orienting the screen facilitating the adjustment of its surface and the lifting. Figure 5 shows in elevation and top view of a device for adjusting the position and orientation of the fin adapted to a sports version usable its control surfaces.

FIG. 6 represents a skirt placed between the sail and the horizontal structure to improve the aerodynamic efficiency of the assembly.

The multihull in Figures 1 and 2, consists of a structure formed of 3 br (1, 2,3). Pivots (4) at their ends allow floats or support plates (5) to be fixed. Above, is placed the mast (6). The base of the sail (7) is fixed to the rear arm (1). The fin (8) turns on an axis (9) which can be moved towards the front or back by sliding in a slide (10) The center can be oriented directly by the lever (11) fixed on the axis . It can also be oriented by means of the drift incidence control surface (12) fixed to the rear of the latter by an arm (12a). At the rear of the structure is disposed the wing incidence control surface (13). It consists of a flap or a small sail deflected towards the tack edge by a sheet (14). Its deviation is about 20 ° from the pl of symmetry of the structure (15,16). The thrust of the wind (17) causes displacement of the boat in the direction (18). The detail 2a shows the forces exerted on the axis (9): - (19) aerodynamic force on the sail;

- (20) aerodynamic force on the wing incidence surface

- (21) resulting from the aerodynamic forces on the axis;

- (22) hydrodynamic force on the fin;

- (23) hydrodynamic force on the rudder incidence control surface; - (24) resulting from the hydrodynamic forces on the fin and its control surface;

- (25) hydrodynamic drag of the floats.

Figure 2b shows the orientation control of the drift incident control surface. The lever (80) orients the pulley (81) freely rotating on the axis (9) of the fin. The cable (82) is connected to the drift incidence control surface (12) by the levers (83). The direction of rotation of the drift incidence control surface is reversed p relative to the pulley (81) by crossing the cable (82). Consequently, if you act on the lever (80) to change course, the rudder surface rotates in the opposite direction. The resulting deflection creates in the water a hydrodynamic thrust which directs the link arm (12a) and the drift (8) in the right direction. The pivoting of the resulting drift decreases the deviation of the angle of attack until the dynamic equilibr is established. The back of the boat can be lifted to reduce friction on the water. The gravity of the loads must be fairly close to the axis joining the floats with

When the elevator (13a) is directed slightly upwards the rear is raised. Combined with the adjustment (4a) on the floats or carrier planes, this maneuver makes it possible to vary their attitude.

Figure 3 and details 3a, 3b, 3c represent an articulated structure allowing the folding of the side arms along the rear arm and the transformation into a road trailer. The members fixed to the rear arm (1) form a pyramid (31) fixed to the plate (32) which has an orifice (33) for the passage of the fin. The left arm is fixed by articulations (37,38) and by a device (pulling and fixing. The right arm is symmetrically fixed. A cabin (34) can be placed on the structure. The inclination of the articulations allows arm to raise during folding which facilitates the launching A towbar (35) p trailer is fixed at the end of the rear arm (1) and retractable wheels (36) the plate (32).

FIG. 4 represents a pivoting device for orienting the fin. Gal with vertical axis (43 quidenLla.çlaαμe Jvoiantaf 4., dans_rorif.ice.r95), Qes-q ^ le (45) guide the drift (46) to descend or climb it. The current appearing on the drift incidence control surface (47). The link arms (48) exert torque on the plate which opposes that of the fin. The orientation of the drift bearing control is controlled by the cable (82)

FIG. 5 represents a control device for a sports machine. It includes a blade (50); an axis (51) in front of the surface center (52); a slide (53); slide (54); cables (49) for connection to the structure; stops (55) adjustable a return spring (56); a hoist (57) for felling; adjustable stops on traction rope to facilitate repetitive maneuvers; a friction device (allowing the axis to tilt during an impact on a deep sea; a control (orientation towards port or starboard, - a heading indicator (60) with compass support 61) fixed to the axis of the drift It is preferable to fix the compass on the element because it is always oriented substantially towards the heading, while the boat structure rotates according to the wind direction.

Figure 6 shows the skirt (62) connecting between the sail (7) and the horizontal pa of the structure and, if necessary, the position of the cabin below (63)

Claims

1) Multihull comprising: - 3 pivoting floats or supporting planes (5), arranged in a triangle, one of them being at the rear - a fin (8) placed substantially in the center of the triangle formed by the pivots (4) floats, and which can pivot more than 40 degrees on either side of the plane of symmetry of the structure - and a main sail (7) non-pivoting, arranged in the median direction of circulation (15,16). - characterized by: - a device (57) for moving the fin (50) at the rear, approximately 1/20 of the waterline length, - an elastic element (56) biased towards the front, - a control (59) for orienting the daggerboard to starboard port, - adjustable stops (55) to limit movement, - a c indicator (60) with compass support (61) fixed to the axis of the daggerboard, - possibly triggering device in the event of an impact (58),

2) Multihull according to claim 1, characterized by an airfoil incidence governor (13), - a deflection device (14) for the airfoil incidence governor, - bearings in which the axis pivots (9) substantially vertical of the drift (8), a drift incidence control surface (12), a reverse transmission (82) for the control of the drift incidence control surface (80).

3) Multihull according to claim 2, characterized by: a depth control surface (13a), - an adjustment (4a) of the attitude of the floats or carrier planes, - u control of the elevator control combined with the adjustment of the attitude d floats or bearing planes.

4) Multihull according to claims 1 or 2 or 3 comprising a foldable structure characterized by: - members forming a pyramid (3 secured to the rear arm (1), - a plate (32) forming the guide (33) of the fin, joints (37,38) on the lateral edges of the pyramid, - a pulling and locking device (39) on the front edge of the pyramid, - lateral arms (2,3) fixed by the joints (37, 38) and by the pulling and locking device (39), - retractable wheels (36), - and a trailer hitch (35)

5) Multihull according to claims 1 or 2 or 3 characterized by u drift guide device comprising: - a pivoting plate (44), - rollers with vertical axis (43), - connection to the drift incidence control surface (47), - d rollers with horizontal axis (45) for sliding the drift. (46)

6) Multihull according to claims 1 or 2 or 3 characterized by streamlined aerodynamic connection (62) between the sail (7) and the structure which constitutes the cabin (63) when the size allows it

7). Multihull according to claims 1 or 2 or 3 characterized in that one of the elements of a rigid wing is mechanically fixed to the structure, and that comprises the pivot of the fin.