EP1180478A1 - Mat avec une bôme disposée à sa partie supérieure - Google Patents

Mat avec une bôme disposée à sa partie supérieure Download PDF

Info

Publication number
EP1180478A1
EP1180478A1 EP00420177A EP00420177A EP1180478A1 EP 1180478 A1 EP1180478 A1 EP 1180478A1 EP 00420177 A EP00420177 A EP 00420177A EP 00420177 A EP00420177 A EP 00420177A EP 1180478 A1 EP1180478 A1 EP 1180478A1
Authority
EP
European Patent Office
Prior art keywords
sail
assembly
mast
boom
accordance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00420177A
Other languages
German (de)
English (en)
Inventor
Carson V. Conant
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to EP00420177A priority Critical patent/EP1180478A1/fr
Publication of EP1180478A1 publication Critical patent/EP1180478A1/fr
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/08—Connections of sails to masts, spars, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B15/0083—Masts for sailing ships or boats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/0025—Bipodded masts, e.g. A-type masts

Definitions

  • This invention relates to mast assemblies in general, and more particularly, to a non-traditional or unconventional mast assembly where an additional boom member is provided along the upper edge of the sail to increase the sail surface area, reduce sail top deflection and allow for independent control of the sail base and top.
  • a second drawback to the conventional vertical mast is the lack of control of the sail top.
  • the sail top deflects independently of the bottom boom. Such deflection is a function of the sail material, wind speed and wind direction. Consequently, the sail does not maintain the most efficient or desirable angle of attack along its length.
  • a so-called Marconi or triangular sail alleviates this problem to a considerable extent by simply omitting sail material or essentially half the sail with tension on the sail so the outer edge is stretched and stiffened.
  • Gaff rigged sails have been frequently used both on so-called fore and aft rigs and also, of course, on so-called square sail rigs. Gaff rigs are difficult to control, however, particularly in so-called fore and aft rigs and the use of the gaff-type rig has declined in favor of the Marconi rigs.
  • the gaff rig in any event, was designed primarily to prevent the sail from losing its shape and support a large sail on a short mast, not to control the top angle of attack of the sail to the wind.
  • a conventional sail which is really just a thin flexible member, translates the fluid motion of the wind into propulsive power by capturing the wind in the "pocket” of the sail such that the sail forms a foil-like shape similar to that of an airplane wing.
  • This wing shape is such that the difference in curvature creates a pressure difference across the wing or sail, thereby generating "lift” and “drag” forces on the sail.
  • These sail forces result in a net force on the boat transferred through the mast.
  • the component of the net boat force in the direction of travel is the "propulsive" force and the complimentary force, perpendicular to the direction of travel, is the heeling force. If the propulsive force exceeds the net drag forces on the boat, forward motion is achieved.
  • a conventional vertical mastBsail system has one serious flaw. Because the surface of the mast facing the wind is hundreds of times larger than the thickness of the sail, the air leaving the mast's trailing edge is turbulent, thereby creating a large turbulent wind "shadow" along the sail's leading edge. Since the largest "lift” force occurs at the sail's leading edge, the turbulent wind shadow caused by the mast destroys much of the sail's "lift” or drive potential transverse to the direction of the wind. To correct for this inefficient leading edge, boat manufacturers reduce the main sail area and overcompensate with a large front sail, or "jib".
  • the jib has a so-called "wire" leading edge that is approximately 20 times thicker than the thickness of the main sail compared to the mast which may be in approximate terms hundreds of times thicker. As a result, the wire produces a smaller, negligible turbulent wind shadow, thereby utilizing the full leading edge lift or drive force.
  • the present inventor has met the challenge and designed a novel mast/boom assembly that overcomes or nearly eliminates the inefficiencies of the prior sail constructions.
  • the assembly of the present invention departs from the conventional vertical mast system with a non-traditional mast assembly that essentially eliminates the turbulent wind shadow created by such vertical mast, as previously discussed, and replaces the conventional vertical mast with a "wire leading edge", i.e. an unimpeded edge along the leading edge of the sail.
  • the entire sail is thereby allowed to enjoy an uninterrupted wind stream which increases the efficiency and aerodynamic properties of the sail as a whole.
  • the mast of the present invention is in the shape of an "A"-frame with the sail appropriately supported between the "legs" of the "A” such that the sail's leading edge is unobstructed.
  • the present inventor has also devised an additional boom assembly that, among other things, increases the sail surface area through a modification of the sail shape.
  • a separate "top" boom situated along the upper edge of the sail flattens the upper section of the sail and transforms it from a pointed configuration.
  • the sail top is usually fixed at only one point. Consequently, the sail top pressure difference with a pointed configuration does not generate lift, but rather, causes deflection of the sail trailing edge. This deflection tends to disturb the sail aerodynamics by disturbing or reducing the pressure differences about the sail, with a consequential net pressure difference and, therefore, a reduction in net "lift".
  • the "top" boom of the invention effectively overcomes the deflection by creating a second sail edge that is fixed, similar to the base of the sail that is fixed along its length by the traditional or lower boom.
  • Means are provided to attach the top boom to the mast assembly of the present invention in a controllable fashion, and further means are provided to control the movement of the top boom both independently and in conjunction with the lower boom.
  • the combination of the non-traditional mast assembly and "top boom” results in a superior sailing structure or configuration that overcomes the inefficiencies and deficiencies of the prior art. Coupled with the increased efficiency attributed to a wire leading edge, the "A"-frame embodiment with top boom configuration promises to be an improvement over all existing sail configurations in the area of lift generation. The ability to sail closer to the wind and generate greater lift or drive could prove to be the most significant advance since the advent of the winged keel.
  • U.S. Patent 2,364,578 discloses a wishbone-type double mast with an upper boom and without a lower, conventional boom. This upper boom does not support the tip of the sail. This upper boom increases the wind-exposed surface area through a different wind exposure pattern across the face of sail. The deficiencies of the unsupported tip remain, however.
  • U.S. Patent 3,827,386 discloses a slidable, collapsible mast.
  • the sail assembly remains more or less conventional.
  • U.S. Patent 4,044,702 discloses a non-conventional tripod mast structure with a mast and swivel fitting for pivotal support of the sail head. Rotational support of the sail is accomplished without the use of a top boom or gaff or the like. This sail does not operate on a wire leading edge like the assembly of the present invention.
  • U.S. Patent 4,273,060 discloses a non-traditional sailing system based on an omnidirectional hull arrangement. There is no mention of a collapsible mast or top boom assembly, but a double mast is shown.
  • U.S. Patent 4,690,088 discloses a small upper boom or peak situated near the mast head. Such peak function is well known in the prior art, and is not similar to that of the novel "top" boom of the present invention.
  • U.S. Patent 4,886,008 discloses a couple of different embodiments of an A-frame mast assembly. There is, however, no disclosure of a "top" boom assembly.
  • U.S. Patent 4,940,008 discloses a foldable mast with a conventional mast leading edge. There is no mention of a "top" boom assembly.
  • U.S. Patent 5,083,520 discloses a vertical rockable plate located at the coupling of two masts at the mast heads designed to reduce the transference of any load, torque or twist to the mastheads from the rigging. This plate is designed to alleviate rigging stresses upon the mast components.
  • U.S. Patent 5,392,726 discloses a centrally swiveled lower or main boom within a dual mast assembly and U.S. Patent 5,423,274 discloses a swivel plate at the upper end of a similar dual stationary mast assembly.
  • a rotatable sail boom capable of a 360° rotation allows the sail to accommodate changing wind patterns without requiring movement of the primary boom and mast assembly.
  • the prior art fails to disclose a non-traditional mast assembly with an upper and lower boom and an expanded sail area having a "wire" leading edge as opposed to a conventional, vertical mast leading edge. Furthermore, the prior art fails to disclose a mast/sail assembly with the ability to control the upper edge of the sail either independently or in conjunction with the lower edge of the sail.
  • the "top boom" of the present invention operates within the framework of the present inventor's non-traditional mast to create an improved, highly efficient and proficient mast/sail structure with superior aerodynamic and control properties.
  • the assembly of the present invention comprises a non-traditional mast, preferably in the shape of an "A" frame, although other geometrically shaped frames may be used such as a square frame and the like, a conventional lower or main boom that retains the lower section of the sailboat sail and an upper or top boom suspended from the upper section of the mast that retains the upper section of the sailboat sail.
  • the upper boom is flat or maintained essentially horizontal so it casts no wind shadow on the sail in the same manner that the lower boom essentially casts no shadow.
  • Each boom allows a sailor to control each respective area of the sail independently or in conjunction with each other.
  • Conventional mast assemblies usually only have a single boom along the lower edge of the sail, with control of the upper section of the sail being relatively non-existent except by whatever tension can be maintained along the sail. It is generally known that the sail top deflects almost independently of the bottom boom, with this deflection being a function of the sail material, wind speed and wind direction. Conventional mast assemblies also experience considerable turbulence along the leading edge of the sail because the mast forms the backbone of the sail and is, therefore, very close to the sail.
  • the present invention employs a horizontal member or boom at the top of the sail similar to the boom located at the base of the sail.
  • This top boom prevents deflection by allowing the operator to control the sail top independently or in conjunction with the sail bottom.
  • the conventional bottom boom used by all major boat manufacturers, controls the Angle of Attack (AOA) of the sail base.
  • a top boom would allow independent control of the sail top by the same means, thereby maintaining the same angle of attack along the sail top and base. Control of the sail top would be advantageous in high wind situations where the force on the sail perpendicular to the boat axis can cause the boat to tip or "heel". If this "heeling force" becomes too great, the boat can capsize.
  • the non-traditional mast assembly of the present invention preferably in the form of an "A"-frame, has the additional advantage of sail shape diversity because the shape is not limited to a vertical leading edge by a traditional mast.
  • An "A"-frame mast for example, employs a wire leading edge rather than a conventional mast, where support of the sail is derived from two masts located on either side of the boat with a common point above the boat center.
  • a wire leading edge reduces the amount of wind turbulence experienced at such leading edge thereby resulting in more efficient "lift” or drive force, similar to that of the conventional jib.
  • an assembly for controlling and positioning the sail on a sailing vessel comprises a mast member not directly attached to a sail and mounted upon a sailing vessel at its lower end, a first laterally extending support member attached to the upper edge of the sail and rotatably suspended from an upper portion of the mast member, a second laterally extending support member attached to the lower edge of the sail and rotatably secured to the sailing vessel, and means for selectively rotating the first laterally extending support member during sailing independently of rotation of the second laterally extending support member.
  • a mast assembly for a sailing vessel comprises a pair of principal mast members adapted for erection upon the deck of a sailing vessel in side by side relationship, said pair of principal mast members being hingedly secured to the deck to allow the pair of masts to be rotated through a substantially 90° arc from a completely erected position to a position parallel to the deck longitudinally of the deck, each pair of principal mast members also being inclinable from a substantially vertical position to an inclination toward each other, the upper portions of the mast members being connected together by an intermediate connecting support provided in a central position with means to support a sail, the mast members being each comprised of an upper section and a lower section hingedly connected together for folding toward each other, the upper sections of the mast members having a length dimension such that when folded toward each other the upper sections are disposed substantially parallel to the deck of the vessel and when fully erected are inclined toward each other.
  • a mast assembly for positioning the sail on a sailing vessel comprises an "A" frame mast mounted upon the sailing vessel, a sail connected to the mast comprising a leading or forward edge, a leech or rearward edge, an upper section bounded by an upper edge and a lower section bounded by a lower edge, a first means to rotate the upper edge of the sail, a second means to rotate the lower edge of the sail, said first means capable of producing a rotation of the upper section of the sail independently of rotation of the lower section of the sail and said means further comprising means for selective operation by a user during sailing.
  • a mast assembly comprises an upper pivoted boom rotatably supported from the upper portions of said mast assembly and a lower boom assembly rotatable with respect to the hull of a vessel upon which the mast assembly is mounted, with the lower boom assembly being further adjustable in position with respect to the deck of the vessel laterally or longitudinally, the mast assembly is mounted, with the lower boom assembly being further adjustable in position with respect to the deck of the vessel laterally or longitudinally, the mast assembly further comprising means for controlling movement of the upper pivoted boom during sailing independently of movement of the lower boom assembly.
  • FIG 1 is a side view of a simplified, traditional mast assembly, having a sail 100 attached to a mast 120 along its leading edge 102 and a boom 140 along its base or lower edge 104. Attachment of the sail 100 to the mast 120 and boom 140 can be accomplished in a variety of ways, depending on the age and/or sophistication of the equipment. As wind 900 impacts against the mast 120, a turbulent wind shadow is created along the sail's leading edge 102 and the luff region 108 of the sail 100 due to the enlarged circumference of the mast 110.
  • the sail 100 be attached as closely and as cleanly as possible to the mast 120 so that the turbulent wind conditions along the leading edge 102 and luff region 108 of the sail 100 have the least impact on the foil shape of the sail 100 when the sail is filled with wind 900.
  • the boom 140 enables a sailor to control the direction of the lower region 110 of the sail 100 to alter or vary the sail shape in response to changing wind conditions.
  • the boom 140 traditionally does not also allow the sailor to closely control the upper region 112 of the sail 100, and especially not the upper edge 114 or top of the sail 100.
  • the boom 140 is therefore said to control the general "angle of attack" of the sail by regulating the position of the sail base 110.
  • the sail top 112 deflects more or less independently of the boom 140.
  • Some control can be obtained by keeping the sail tensioned by downward tension upon the boom 140, but this is very difficult to achieve while still allowing freedom of the boom to compensate for variations in the wind.
  • the deflection of the outer sail edge the degree of which deflection is largely a function of the sail material, wind speed, wind direction and the like plus the tension in the sail material along such edge, results in a non-uniform sail shape along the entire leech edge 106 resulting in an inefficient or undesirable angle of attack of the sail with respect to the wind.
  • the improved mast assembly of the present invention provides very reduced turbulence at the leading edge 102 of the sail 100 and a greater degree of sail control at the upper section 112 or along the upper edge 114 of the sail 100 by reconfiguring and repositioning the mast 120 away from the leading edge 102 of the sail 100 and by providing a second more or less horizontal boom member (shown in subsequent figures) along the upper edge 114 of the sail 100 to allow a sailor to control the rotation of the upper region 112 similar to that experienced or possible with the lower region 110 via the manipulation of the lower boom 140.
  • FIG. 2 is an isometric view of a preferred embodiment of the mast assembly of the present invention.
  • the mast assembly comprises a first support member 220a secured at its lower end 222a to a sailing vessel (not shown), a second support member 220b secured at its lower end 222b to the sailing vessel, and a connecting member 230 that joins the upper ends 224a and 224b of the first and second support members 220a and 220b respectively.
  • An "A" frame mast configuration is realized with the connection of the first supporting member 220a, connecting member 230 and second supporting member 220b.
  • a sail 200 having a leading edge 202 exposed to the wind 900 and a following leech edge 206 is attached to a lower boom member 240 along its base or lower edge 204 and an upper boom member 250 along its upper edge 214.
  • the upper edge of the sail 214 may be fastened or connected directly to the upper boom 250 first, then the upper boom along with the sail would be hoisted to the top of the mast assembly with a rigging line or the like, in which case the connection between the upper edge 214 and the upper boom 250 would be releasable.
  • Another assembly method would be to fasten the upper edge 214 to the top boom 250 and then hoist the sail 200 and top boom 250 together using, for example, the leading edge 202 of the sail 200.
  • Another assembly method would be to have the top boom 250 pre-positioned at the upper section ofthe mast assembly, i.e. connected to the connecting member 230, whereby the sail 200 would be hoisted to and connected with the upper boom 250 via clips, slotted connections, or the like.
  • Other methods of assembly and disassembly will be recognized to those skilled in the art.
  • the lower section 242 of the lower boom 240 is rotatably secured to the body of the sailing vessel so that the lower boom 240 rotates in the same manner as the conventional boom 140 shown in Figure 1 except that the boom is preferably pivoted intermediate of the two ends, preferably nearer the forward end rather than pivoted from one end, and the lower region 210 of the sail 200 attached to the boom becomes similarly controllable.
  • the lower section 242 of the lower boom can also be pivotally attached to the sailing vessel so that the lower boom can pivot in a vertical plane, represented by movement arrow 241a, as well as rotate in a horizontal plane, represented by movement arrow 241b, resulting in omni-directional movement.
  • the upper boom 250 which is preferably fastened along the upper edge 214 of the sail 200 is rotatably secured to the connecting member 230 via a rotational member 259 so that the upper region 212 of the sail 200 is now capable of rotation, designated for example by arrow 255, in response to the wind 900 and/or by human control.
  • the rotational member 259 may also form a pivoting connection between the upper boom 250 and connecting member 230 so that the upper boom may also pivot in a vertical plane, represented by movement arrow 256, as well as rotate along a specific axis of rotation.
  • the rotational member 259 does not have to be rigidly attached to the upper boom 250, but can also comprise a separate joint or the like between the rotational member 259 and the upper boom 250, or the rotational member 259 and the connecting member 230, to allow for pivoting and rotation, i.e. omni-directional movement, of the upper boom 230.
  • Figure 2F a diagrammatic side view, which more aptly illustrates the pivotability, represented by arrows 250g, of the upper and lower booms 250 and 240 respectively with phantom representations of a downwardly angled upper boom 250fa and an upwardly angled upper boom 250fb about the rotational member 259f.
  • FIG 2A is an isometric view of the preferred embodiment of the mast assembly shown, for purposes of illustration, attached to a sailing vessel 999.
  • the sailing vessel 999 shown in Figure 2A is of the catamaran type, however, one skilled in the art will undoubtedly recognize that the mast assembly of the present invention can also be used on a monohull vessel, see Figure 2B, and the like.
  • leading edge 202 of the sail 200 now becomes the leading edge of the entire sail assembly as such leading edge 202 now experiences the direct application of wind 900.
  • This leading edge 202 is akin to a "wire"-like leading edge since the interior edge 202 of the sail is preferably constructed from or stiffened or reinforced by a wire or cord as is known in the art, with a considerably reduced diameter than that of a conventional mast which is more akin to a pole or a beam. See, for purposes of comparison, mast 120 of Figure 1. Consequently, the turbulence experienced around and directly beyond the leading edge 202 is also considerably reduced.
  • the upper or top boom 230 of the present invention imparts numerous significant advantages, two of which are increased wind sail surface area and increased control of the upper section 212 of the sail 200.
  • Figures 2C through 2E are diagrammatic side views of alternate sail leading edge angle positions.
  • the opportunity to select the sail shape depending on various conditions is an opportunity that has been excluded from the sailing industry to-date.
  • the "A"-frame mast assembly of the present invention which opens this possibility, proposes to forever change nautical engineering in favor of more possibilities never before conceived.
  • the sloped back leading edge would be more aerodynamic, thereby, producing less drag.
  • FIGs 3A and 3B show diagrammatic side views of a sail 300a having a pointed upper edge 314a as is traditionally known in the art, Figure 3A, as compared with a sail 300b having an elongated upper edge 314b fastened within an upper or top boom member 330 as shown in Figure 3B.
  • the shaded portion 301 of sail 300b represents the additional sail surface area obtained within the sail 300b and shown directly beyond the leading edge 302b of the sail 300b.
  • the upper or top boom 330 provides an enhanced, consistent surface area profile 301 extending from the upper edge 314b of the sail 300b to the base 304b of the sail 300b along the leading edge of the sail 300b.
  • This additional surface area profile 301b experiences the greatest amount of laminar flow along the leading edge 302b, which laminar flow results in the greatest pressure difference between each face of the sail, as opposed to a turbulent flow experienced toward the leech end 306a of the sail 300b.
  • Taking advantage of laminar flow along an enhanced surface area 301, i.e. along the entire leading edge 302b increases the ability to generate "lift" or propulsive force along such enhanced surface area, which effectively increase the efficiency and propulsive capacity of the entire sail 300b,
  • a further advantage of the top boom assembly of the present invention is the ability to preferably maintain the upper and lower edges of the sail at the same angle of attack (AOA) to the wind, thereby enhancing the AOA of the entire sail structure.
  • AOA angle of attack
  • a top boom would allow independent control of the upper section of the sail by the same means, thereby maintaining the same angle of attack along the sail top and base. Control of the sail top would be advantageous in high wind situations where the force on the sail perpendicular to the boat axis can cause the boat to tip or "heel", and if this "heeling force" becomes too great, the boat can capsize.
  • Figure 4 illustrates an alternative embodiment of the upper or top boom assembly of the present invention wherein upper boom 450 is comprised of frame members 452, 454, 456 and 458 and rotator 459 extending between frame members 454 and 458 and through connecting member 430.
  • Frame members 452 and 456 prevent rotation of the upper boom 450 beyond 180° in either direction due to the position of and interference with the first and second support members 420a and 420b respectively.
  • the upper section 412 of the sail 400 is attached along its upper edge 414 to the frame member 458 of the upper boom 450.
  • the upper boom 250 is suspended from the connecting member 230.
  • FIG. 5 is an isometric view of an alternative embodiment of the sail support assembly of the present invention.
  • the mast assembly comprises a first support member 520 secured at its lower end 520a to a sailing vessel (not shown), a second support member 524 attached to the first support member 520 at the upper end 520b of the first support member and extending away from the first support member 520 toward the front of the sailing vessel.
  • a rotational member 559 is rotatably secured at one end to the outer end 524a of the second support member 524 and fixedly secured at its other end to an upper or top boom 550.
  • a sail 500 having a leading edge 502 exposed to the wind 900 and a leech edge 506 is attached to a lower boom member 540 along its base or lower edge 504 and an upper boom member 550 along its upper edge 514.
  • the lower section 542 of the lower boom 540 is rotatably secured to the body of the sailing vessel so that the lower boom 540 rotates in a more or less conventional manner and the lower region 510 of the sail 500 becomes similarly controllable.
  • the upper boom 550 which is preferably fastened along the upper edge 514 of the sail 500 is rotatably connected via member 559 to the second support member 524 so that the upper region 512 of the sail 500 is now capable of rotation, designated for example by arrow 555, in response to the wind 900 and/or by human control.
  • the upper boom 550 of Figure 5 illustrates an upper boom embodiment similar in construction to the upper boom embodiment 250 of Figure 2, i.e. sans frame members shown in the alternative upper boom 450 of Figure 4.
  • Figure 6 illustrates one embodiment of a control system that enables control over the movement of the upper boom 650 either independently or in coordination with the lower boom 640. While Figure 6 illustrates the upper boom embodiment 250 of Figure 2, the upper boom embodiment 450 of Figure 4, which is not the preferable form, could be similarly utilized, along with any other upper boom embodiment contemplated by one skilled in the art consistent with the present invention. Independent control of the upper boom 650 may be desired, for example as discussed above, to overcome an excessive "heeling force", whereby an increase in the angle of attack of the top or upper boom 650 while maintaining the angle of attack of the bottom or lower boom 640 at the angle of maximum lift or drive will result in some of the air being "spilled" off the top of the sail. Control lines 660 and 670 allow a user to manipulate the rotation or orientation of the upper boom 650 and lower boom 640 and their respective angles of attack, with axis of rotation arrows 665 and 675 illustrating the same.
  • Figure 7 illustrates an alternative embodiment of a control system that enables control over the movement of the upper boom 750 either independently or in coordination with the lower boom 740.
  • a control connection 755 of any desired type, i.e. electrical, hydraulic or the like, shown with dashed lines is established between the upper boom 750 and lower boom 740 by way of the connecting member 730 and one of the support members 720a or 720b, which support members are mounted to the sailing vessel at their lower portions 722a and 720b respectively.
  • Reference numeral 760 represents a control device that coordinates the movement of the upper boom 750 with respect to the lower boom 740. This coordination can either be activated automatically, i.e.
  • control device results in an identical movement of the upper boom 750, in which case the control device may be hidden from view, or it may be activated manually by a sailor.
  • a switch 766 might be placed on the control station 760 to switch between manual and automatic control, or such switch might be placed directly on the lower boom 768 or some other accessible location on the sailing vessel. If manual control is desired, the control station 760 would have a separate control means 762 to control the movement of the upper boom 750 and separate control means 764 to control the movement of the lower boom 740.
  • the upper boom 750 may merely move in response to the wind 900 in which case the only boom that would be manually controlled would be the lower boom 740.
  • the control system may be formed using different paths such as, for example, establishing the connection 755a directly from the upper boom 750 to the lower boom 740 through the sail 700.
  • the control system may also be purely mechanical as shown previously in Figure 6. Other control schemes and variations may be implemented as known in the art.
  • a control system may be employed similar to that previously described in Figure 6 that enables control of the movement of the upper boom 550 either independently or in coordination with the lower boom 540.
  • Rigging lines 570 and 575 would extend from retention members 572 and 574 to the leading edge 552 of the upper boom 550 by way of side extension members 526 and 528. Lines 570 and 575 may be manually manipulated to control the rotation direction of the upper boom 550.
  • the lower boom 540 may also be manually manipulated through a conventional crank and gear system, motor means and in other ways known or adapted from the art.
  • Figures 8 and 8A are isometric views of an alternative lower boom embodiment 840 of the present invention that is laterally or omni-directionally movable within the hull of a sailing vessel 999.
  • a movable lower boom would be desirable if the axes of rotation of the upper (not shown) and lower boom were desired to be askew or along different planes.
  • Figures 8 and 8A show two intersecting channels 880 and 885, it will be understood that a variety of channel configurations could be implemented to accomplish a particular lower boom placement along the hull of the sailing vessel 999.
  • the lower boom 840 is moveable within the channels by way of a movable mounting member 870 connected to the lower boom 840 with a rotational shaft 875.
  • the shaft 875 may either be fixedly connected to the boom 840 and then rotatably connected to the mounting member 870, or fixedly connected to the mounting member 870 and rotatably connected to the boom 840.
  • the mounting member 870 moves within the channels 880 and 885, where such movement can be slidable movement, gear driven movement, or any other type of mechanical or electrical movement known to one skilled in the art.
  • Figure 8A illustrates one embodiment of a control scheme with control lines 890-893 attached to the moveable mounting member 870 and control lines 894 and 895 attached to the boom 840 with movement illustrated by arrows 844 and 848 as shown.
  • the control lines 890-895 may either be manual, i.e. rigging lines, or automatic with electrical, hydraulic or other assisted controls.
  • FIGS 9 and 9A through 9D are isometric views of an alternative embodiment of the mast assembly of the present invention.
  • Each side of the "A"-frame collapsible mast of Figures 9 and 9A through 9D comprises an upper mast section 920a, a lower mast section 920b and a joint or hinge section 920c.
  • Figure 9D is a close-up view of region 920e, which illustrates sail 900 with an upper edge or sail top 914, upper or top boom 950 rotatably connected to a connecting member 930, such connecting member 930 having an axle member 980 with joints 985 on either end for connection to each upper mast section 920.
  • Figure 9 illustrates the collapsible mast assembly in a fully erect, sailing position.
  • Figure 9A illustrates the collapsible mast assembly of the present invention in a partially collapsed position.
  • the upper mast sections collapse toward each other at the joints 985 and 920c thereby assuming a substantially perpendicular relationship with respect to the lower mast sections 920 that have now pivoted away from each other.
  • Support arms extend from the sailing vessel 999 to the lower mast section 920b.
  • the sail 900 is removed from the upper boom assembly by separating the sail edge 914 from the upper or top boom 950, see Figure 9D.
  • the upper or top boom rotates 90° by way of gear means, see reference numeral 988 of Figure 9D, such that the upper or top boom 950 will be positioned away from the deck of the sailing vessel 999 when fully collapsed, see Figures 9A through 9C.
  • Figure 9B illustrates the lowering of the collapsible mast assembly of the present invention.
  • the base of the lower mast 920d slides rearward along a track 992 while the support arm rotates about position 991.
  • Figure 9C illustrates the mast assembly in a fully collapsed position with the upper mast sections 920 resting on the deck of the sailing vessel 999.
  • the collapsible mast assembly embodiment of the present invention is preferably collapsible in two stages.
  • the mast bends at the joint between the upper and lower mast sections, see Figure 9A.
  • the upper boom assembly preferably rotates 90°, preferably actuated by a gear train between the top mast and the upper boom assembly, see Figure 9D.
  • the upper boom assembly does not have to rotate as the mast assembly is collapsed, or it can rotate at angles other than 90°, with these decisions dependent on the user's final mast assembly configuration.
  • the second stage of the collapse lowers the mast to the deck of the sailing vessel.
  • the base of the lower mast sections slide along a "track" while the lower mast sections are supported by stationary support arms.
  • the movement of the lower mast sections along the sailing vessel during the collapse can be accomplished in a variety of ways such as, for example, with a gear system, hydraulically, chain-driven or the like.
  • the purpose of the track is to prevent the collapsing mast from reaching a toggle point between the lower mast sections and the support arm, thereby reducing the force needed to lower the mast assembly the last several degrees.
  • the "A"-frame mast was never truly adopted by the sailing community as a viable alternative to the conventional vertical mast system. Consequently, there is little experimental data on the aerodynamics of such a frame system.
  • a conventional "A"-frame mast exhibits the same loss of lift due to sail top deflection, similar to a conventional vertical mast sail system. It is assumed that it was for this reason that the increased efficiency gained from a wire leading edge did not warrant the adoption of an "A"-frame mast design over the large jib design.
  • the mast assemblies of the present invention each benefit from a "wire" leading edge, and the top or upper boom member enabled the present inventor to more realistically operate with an "A"-frame by effectively removing the problem of sail top deflection.
  • the top boom solves the single greatest obstacle in "A"-frame aerodynamics, namely the sail top deflection.
  • the sail top deflection was eliminated.
  • the advantage of a wire leading edge was proven conclusively by the present inventor with qualitative flow visualization studies. The presence of laminar flow at low angles of attack allows the ability to generate greater lift or drive than a similar sail with a vertical mast under identical conditions.
  • the ability to independently control the sail top and bottom adds a freedom to sailing not previously experienced.
  • the sail top can be opened or closed to either spill air out of or collect air into the sail.
  • the present inventor has discovered that regulating the top boom angle of attack to reduce the heeling force has little to no affect at large bottom boom angles of attack, as observed by experimental force measurements. Consequently, the present inventor has concluded that the "A"-frame with top boom system would not entirely alleviate the need for a reefing system as previously discussed.
  • Channel sailing is seen in areas such as the Florida Keys where a long narrow water channel exists between the keys and the mainland. Unlike, point-to-point sailing, which can be accomplished by tacking, channel sailing cannot because there is not enough room. A tacking boat would be a hazard to all other boats in the channel. Therefore, if wind conditions are not right, the only option would be propulsion from an external source such as a gas or electric motor. A decrease in 10° minimum angle of attack to the wind would drastically increase the sailing conditions in which a sailor would not have to rely on a motor.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Wind Motors (AREA)
EP00420177A 2000-08-09 2000-08-09 Mat avec une bôme disposée à sa partie supérieure Withdrawn EP1180478A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP00420177A EP1180478A1 (fr) 2000-08-09 2000-08-09 Mat avec une bôme disposée à sa partie supérieure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP00420177A EP1180478A1 (fr) 2000-08-09 2000-08-09 Mat avec une bôme disposée à sa partie supérieure

Publications (1)

Publication Number Publication Date
EP1180478A1 true EP1180478A1 (fr) 2002-02-20

Family

ID=8174064

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00420177A Withdrawn EP1180478A1 (fr) 2000-08-09 2000-08-09 Mat avec une bôme disposée à sa partie supérieure

Country Status (1)

Country Link
EP (1) EP1180478A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004012760A1 (de) * 2004-03-15 2005-10-06 Glasfieber Guergen & Meyenburg Kg Mehrrumpfsegelfahrzeug
WO2014060710A1 (fr) * 2012-10-18 2014-04-24 GAVOTY, Eric Voilier de charge roulier
CN111094120A (zh) * 2017-06-08 2020-05-01 米德斯设计公司 风帆构造
US11325686B2 (en) 2016-10-15 2022-05-10 Alistair JOHNSON Auxiliary sail system for ships and safety systems for same

Citations (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE161637C (fr) *
US1813937A (en) * 1928-05-24 1931-07-14 Krussand Daniel Sail, mast and rig for sailing boats and sailing vessels
US1856803A (en) * 1930-09-10 1932-05-03 Edward L Blackman Fore and aft rigged vessel
US2364578A (en) 1943-05-17 1944-12-05 Leighton A Wilkie Sailboat
US3802371A (en) * 1972-02-29 1974-04-09 J Jastrab Sailing rig
US3827386A (en) 1973-07-09 1974-08-06 C Faden Means for lowering the mast on sailboats
US4016823A (en) * 1976-05-21 1977-04-12 Davis Robert S Retractable sailboat mast
US4044702A (en) 1974-10-21 1977-08-30 Jamieson Robert S High efficiency aerodynamic sail system for boats, and method for sailing
US4273060A (en) 1980-03-26 1981-06-16 Ivan Pavincic Sailing vessel
US4690088A (en) 1985-07-23 1987-09-01 Fabio Perini Sail rigging with fairing
US4886008A (en) 1988-02-11 1989-12-12 Puckett Lawrence J Frame spar for soft airfoils
US4940008A (en) 1989-09-05 1990-07-10 Hoyt John G Foldable mast assembly
FR2664559A1 (fr) * 1990-07-11 1992-01-17 Guyomard Yves Greement pour yachts et multi-coques, a pliage et demontage rapide.
US5083520A (en) 1988-06-09 1992-01-28 Claude Bonnet Mast, in particular for sailing boat
US5392726A (en) 1992-05-11 1995-02-28 Benze; Theodore A. Sailboat
US5423274A (en) 1992-05-11 1995-06-13 Benze; Theodore A. Sailboat
DE19616068A1 (de) * 1996-04-23 1997-10-30 Rolf Hatlapa Winglet für Segelfahrzeuge
US6116177A (en) * 1998-05-28 2000-09-12 Conant; Carson V. Mast with top boom

Patent Citations (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE161637C (fr) *
US1813937A (en) * 1928-05-24 1931-07-14 Krussand Daniel Sail, mast and rig for sailing boats and sailing vessels
US1856803A (en) * 1930-09-10 1932-05-03 Edward L Blackman Fore and aft rigged vessel
US2364578A (en) 1943-05-17 1944-12-05 Leighton A Wilkie Sailboat
US3802371A (en) * 1972-02-29 1974-04-09 J Jastrab Sailing rig
US3827386A (en) 1973-07-09 1974-08-06 C Faden Means for lowering the mast on sailboats
US4044702A (en) 1974-10-21 1977-08-30 Jamieson Robert S High efficiency aerodynamic sail system for boats, and method for sailing
US4016823A (en) * 1976-05-21 1977-04-12 Davis Robert S Retractable sailboat mast
US4273060A (en) 1980-03-26 1981-06-16 Ivan Pavincic Sailing vessel
US4690088A (en) 1985-07-23 1987-09-01 Fabio Perini Sail rigging with fairing
US4886008A (en) 1988-02-11 1989-12-12 Puckett Lawrence J Frame spar for soft airfoils
US5083520A (en) 1988-06-09 1992-01-28 Claude Bonnet Mast, in particular for sailing boat
US4940008A (en) 1989-09-05 1990-07-10 Hoyt John G Foldable mast assembly
FR2664559A1 (fr) * 1990-07-11 1992-01-17 Guyomard Yves Greement pour yachts et multi-coques, a pliage et demontage rapide.
US5392726A (en) 1992-05-11 1995-02-28 Benze; Theodore A. Sailboat
US5423274A (en) 1992-05-11 1995-06-13 Benze; Theodore A. Sailboat
DE19616068A1 (de) * 1996-04-23 1997-10-30 Rolf Hatlapa Winglet für Segelfahrzeuge
US6116177A (en) * 1998-05-28 2000-09-12 Conant; Carson V. Mast with top boom

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004012760A1 (de) * 2004-03-15 2005-10-06 Glasfieber Guergen & Meyenburg Kg Mehrrumpfsegelfahrzeug
WO2014060710A1 (fr) * 2012-10-18 2014-04-24 GAVOTY, Eric Voilier de charge roulier
US11325686B2 (en) 2016-10-15 2022-05-10 Alistair JOHNSON Auxiliary sail system for ships and safety systems for same
CN111094120A (zh) * 2017-06-08 2020-05-01 米德斯设计公司 风帆构造

Similar Documents

Publication Publication Date Title
US4610212A (en) Fast self righting catamaran
US4273060A (en) Sailing vessel
US6189471B1 (en) Sailboats and methods
US6116177A (en) Mast with top boom
US3933110A (en) Plural-hull sailing craft and methods for sailing craft
GB2085387A (en) Sails
EP2238017B1 (fr) Voile souple en forme d'aile, légère pour véhicule propulsé par le vent
EP1180478A1 (fr) Mat avec une bôme disposée à sa partie supérieure
JPH09510415A (ja) ヨット
US5113775A (en) Aero hydrofoil sail boat
US6662738B2 (en) Lifting-sail boat apparatus and method
US6959659B1 (en) Articulated sailing watercraft
CA1279529C (fr) Voilier a tangon
AU4085600A (en) Craft with tilting sail
US7267065B1 (en) Sailing vessel with lateen sail rigging
US8156879B2 (en) Sailing craft comprising a tilting rigid sail system
AU5345800A (en) Mast with top boom
US4796554A (en) Sailboat
US5918561A (en) Lift creating sail and sail system
US20090151614A1 (en) Sailing craft comprising a tilting rigid sail system
US10232912B1 (en) Rig for sailboat
US4633797A (en) Double wishbone rig
EP2752360A2 (fr) Vaisseau à voiles amélioré
US20060096512A1 (en) Sailing method and system
CA2312097A1 (fr) Voile creant de la portance et systeme de voiles

Legal Events

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

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

AKX Designation fees paid
REG Reference to a national code

Ref country code: DE

Ref legal event code: 8566

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

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20020821