EP1373065B1 - Marine craft towed by a kite-type canopy - Google Patents

Abstract

A marine craft includes a floating body, elements adapted to generate a center-board effect, in particular a center-board projecting beneath the floating body, and a rigging. The rigging includes at least a directional kite forming a canopy and a series of sheets controlling the canopy linked to the craft, the series of sheets including a main sheet and two directional sheets, and a substantially punctiform member for guiding the main sheet and for applying tractive force of the sheet on the craft. The rigging further includes elements for spatial orientation of the axis of the resultant elements the tractive force exerted by the rigging on the craft so as to almost completely eliminate the list whatever the moving speed of the craft and with the guiding and force-applying member located above the water level.

Description

The present invention relates to a nautical craft, of the type defined in the preamble of claim 1.

The use of a kite as a mode of traction of a boat is known per se, but knows no particular development because of the often delicate stability of a kite wing, its low performance of propulsion at close pace and maneuvering difficulties during the launch and recall of the wing.

Also, the pulling force of the wind of a boat is currently largely achieved by means of a "traditional" rig in which the sail or sails are articulated via poles and ropes. According to the paces, the sail is positioned so that its leading edge is disposed approximately tangentially to the apparent wind direction in order to transmit a maximum propulsion component to the boat.

However, the sail thus inflated by the wind also generates a capsizing component oriented substantially transversely to the boat. As is known in the nautical field, this capsizing component and the drifting reaction component of the boat's flotation body create a tilting torque, causing the heel. This phenomenon explains in particular why it is impossible to increase the surface of the sail without satiety without running the risk of capsizing the boat.

The boat proposed in EP-A-0 853 576, which corresponds to an example of a boat of the type defined in the preamble of claim 1, has a kite wing that can, in cruising mode, be oriented by relative to the boat, so as to remove the list. However, because of its nature, this kite canopy proves difficult to launch and recall, which is a brake to the development of such kite wings.

The aim of the present invention is to propose a kite-flying boat which, while making it possible to take advantage of the use of this sail in cruising mode to eliminate the heel, is easy and quick to handle when it is launched. and his recall.

To this end, the invention relates to a boat of the aforementioned type and which has the characteristics of the characterizing part of claim 1.

Other features of the invention, taken alone or in any technically possible combination, are described in the dependent claims.

• la figure 1 est une vue schématique en perspective d'une embarcation selon l'invention ;
• la figure 1A est une vue schématique d'un détail de la voilure de l'embarcation de la figure 1 ;
• la figure 2 est une vue de dessus partielle d'un cerf-volant appartenant à la voilure de l'embarcation de la figure 1 ;
• la figure 3 est une vue en coupe suivant le plan III-III indiqué sur la figure 2 ;
• la figure 4 est une vue partielle de côté de l'embarcation de la figure 1, mais sous une allure de vent arrière ;
• la figure 5 est une vue de dessus de l'embarcation de la figure 1 sous sensiblement la même allure que celle de la figure 1 ;
• la figure 6 est une vue en coupe suivant le plan VI-VI indiqué sur la figure 5 ;
• la figure 7 est une vue en perspective montrant un détail du gréement représenté sur la figure 4 ;
• les figures 8A et 8B sont des vues plus détaillées de l'élément de la figure 7, la figure 8A étant une vue de dessus et la figure 8B une vue de côté;
• la figure 8C est une vue analogue à celle de la figure 8B, d'une variante du gréement selon l'invention ;
• la figure 9A est une vue en coupe d'un détail cerclé IXA sur la figure 8, la figure 9B est une vue en coupe d'un autre détail cerclé IXB sur la figure 8 et la figure 9C est une vue en coupe suivant le plan IXC-IXC indiqué sur la figure 9B ;
• les figures 10A et 10B sont des vues de côtés analogues à la figure 4 illustrant chacune une étape de lancement de la voilure ;
• la figure 11 est une vue de dessus de l'embarcation analogue à la figure 5 illustrant un état de fonctionnement du gréement sous une allure de vent au près serré ;
• les figures 12A, 12B et 12C sont des vues de dessus sensiblement analogues à la figure 5 mais davantage schématisées, illustrant trois états de décomposition du mouvement de l'embarcation lors du changement de sa direction ;
• les figures 13, 14A, 14B et 14C sont des vues illustrant des aménagements complémentaires de l'embarcation selon l'invention de la figure 1, la figure 13 étant une vue sensiblement analogue à la figure 6, les figures 14A et 14C étant des vues de côté, et la figure 14B étant une vue en coupe suivant le plan XIV-XIV indiqué sur la figure 14A ;
• la figure 15 est une vue arrière d'un dériveur léger à coque ouverte

où les masses variables jouent un rôle important pour le contrôle de la gîte ;

• la figure 16A est une vue analogue à la figure 5 mais d'un second mode de réalisation de l'invention ;
• la figure 16B est une vue en coupe suivant le plan. XVI-XIV indiqué sur la figure 16A ;
• les figures 17A et 17B sont des vues schématiques en coupe suivant le plan axial d'une partie de la voilure de l'embarcation de la figure 16A,
• les figures 18A et 18B sont des vues illustrant l'application du second mode de réalisation de l'invention à un autre type d'embarcation celui des multicoques, la figure 18A étant sensiblement analogue à la figure 16A et la figure 18B étant une vue en coupe suivant le plan. XVlll-XVlll indiqué sur la figure 18A;
• la figure 19 est une vue sensiblement analogue à la figure 16A mais d'un autre type d'embarcation ;
• les figures 20A et 20B sont des vues schématiques en coupe suivant le plan de symétrie d'un cerf-volant appartenant à la voilure illustrant chacune un aménagement différent de raccordement de ce cerf-volant à une embarcation suivant l'invention ;
• la figure 21 est une vue en perspective d'une variante d'aménagement de la voilure selon l'invention ;
• la figure 22 est une vue en perspective analogue à celle de la figure 1, qui illustre le fonctionnement avec une voile supplémentaire ;
• la figure 23 est une vue en perspective de la voile supplémentaire de la figure 22 lors de son lancement par une drisse ; et
• la figure 24 est une vue analogue à la figure 4 et illustre les aménagements suivant l'invention pour relier la voile supplémentaire à l'embarcation.

The invention will be better understood on reading the description which follows, given solely by way of example, and with reference to the appended drawings, in which:

• Figure 1 is a schematic perspective view of a boat according to the invention;
• Figure 1A is a schematic view of a detail of the wing of the boat of Figure 1;
• Figure 2 is a partial top view of a kite belonging to the wing of the boat of Figure 1;
• Figure 3 is a sectional view along the III-III plane shown in Figure 2;
• Figure 4 is a partial side view of the boat of Figure 1, but in a tailwind pace;
• Figure 5 is a top view of the boat of Figure 1 at substantially the same pace as that of Figure 1;
• Figure 6 is a sectional view along the plane VI-VI shown in Figure 5;
• Figure 7 is a perspective view showing a detail of the rigging shown in Figure 4;
• Figs. 8A and 8B are more detailed views of the element of Fig. 7, Fig. 8A being a top view and Fig. 8B showing a side view;
• Figure 8C is a view similar to that of Figure 8B, a variant of the rigging according to the invention;
• Fig. 9A is a sectional view of a circled detail IXA in Fig. 8, Fig. 9B is a sectional view of another circled detail IXB in Fig. 8, and Fig. 9C is a sectional view in the plane IXC-IXC shown in Figure 9B;
• Figures 10A and 10B are side views similar to Figure 4 each illustrating a launching step of the wing;
• Figure 11 is a top view of the boat similar to Figure 5 illustrating a state of operation of the rig at a wind speed upwind;
• Figures 12A, 12B and 12C are top views substantially similar to Figure 5 but further schematized, illustrating three states of decomposition of the movement of the boat when changing its direction;
• Figures 13, 14A, 14B and 14C are views illustrating complementary arrangements of the boat according to the invention of Figure 1, Figure 13 being a view substantially similar to Figure 6, Figures 14A and 14C being side views, and Figure 14B being a sectional view along the plane XIV-XIV shown in Figure 14A;
• Figure 15 is a rear view of a light open-sided dinghy

where the variable masses play an important role for the control of the deposit;

• Figure 16A is a view similar to Figure 5 but a second embodiment of the invention;
• Figure 16B is a sectional view along the plane. XVI-XIV indicated in Figure 16A;
• FIGS. 17A and 17B are diagrammatic views in section along the axial plane of part of the wing of the boat of FIG. 16A,
• FIGS. 18A and 18B are views illustrating the application of the second embodiment of the invention to another type of boat that of the multihulls, FIG. 18A being substantially similar to FIG. 16A and FIG. 18B being a view of cut according to plan. XVlll-XVlll shown in Figure 18A;
• Figure 19 is a view substantially similar to Figure 16A but of another type of boat;
• 20A and 20B are schematic sectional views along the plane of symmetry of a kite belonging to the wing each illustrating a different arrangement of connection of the kite to a boat according to the invention;
• Figure 21 is a perspective view of an alternative arrangement of the wing according to the invention;
• Fig. 22 is a perspective view similar to that of Fig. 1, which illustrates the operation with an additional sail;
• Figure 23 is a perspective view of the additional sail of Figure 22 when launched by a halyard; and
• Figure 24 is a view similar to Figure 4 and illustrates the arrangements according to the invention for connecting the additional sail to the boat.

In the following will be described examples of sailing boats intended to sail in various wind conditions, commonly known in the nautical field of paces. More specifically, and as defined by the "Cours des Glénans" (Editions du Seuil, June 1999), the pace designates the angle that the heading of the boat relative to the actual wind. The pace therefore specifies the position of the boat when we know exactly the direction of the wind. When the longitudinal direction of the boat is perpendicular to the actual wind, the boat is said to be windbound. For a value of the direction angle of the boat / actual wind direction less than 90 °, the craft is said to be up-close, comprising successively, as the value of this angle decreases, the pace small drop, the pace good full and the pace closer or up close. For a value of this angle greater than 90 °, the boat is said to be in bearing shape, comprising, successively, as the value of this angle approaches 180 °, the speed drops, the great pace and the tailwind pace.

In Figure 1 is shown a nautical boat 1 according to the invention, comprising a buoyancy body 2 having a portion above the water and a submerged portion, a first fin 4 located in the median plane of the boat , below and substantially mid-length of the buoyancy body, and a second drift 6 located in the same plane and below the buoyancy body, but at the rear end of the boat 1.

It should be noted that the example of the boat shown is very schematic at the level of elements not participating in the invention, the representation of which does not constitute a limitation to the invention. However, as will be detailed below, the invention applies to different types of craft, sometimes according to particular arrangements. Thus, the first example described below with reference to FIGS. 1 to 15 preferably illustrates the application of the invention to a boat of the monohull sailboat type.

Boat 1 of Figure 1 comprises a rigging 8. The term "rigging" is understood in its broadest sense, namely including all masts, yards, sails and maneuvering organs necessary for propulsion of a sailing vessel. This rigging 8 comprises a wing 10 consisting of a main kite 12 and an auxiliary kite 14, and a series 15 of wing control panels 10 comprising a main listening M, two directional listening P and Q, and a launch listening L, these plays M, P, Q and L connecting the wing 10 to the boat 1.

• son bord d'attaque 12A qui correspond à l'extrémité frontale avant de la voile disposée face au vent,
• son bord de fuite 12B opposé au bord d'attaque,
• sa courbure 12C, et
• ses écoutes de commande M, P et Q qui sont reliées à la voile par l'intermédiaire de suspentes 12D, ces écoutes étant adaptées à la fois pour transmettre à l'embarcation 1 une force de traction exercée par la voilure et pour diriger depuis l'embarcation cette voilure par rapport au vent.

The main kite 12 is a kite similar to a paragliding sail, that is to say a flexible sail, light, large area and sufficient finesse. It is easy to fold and store. Of substantially elliptical shape, it consists of a plurality of boxes arranged parallel to the minor axis of the ellipse. The kite 12 will not be described in detail, since it falls, as such, known art. It should be noted, however, important characteristics of the paraglider 12, namely:

• its leading edge 12A which corresponds to the front end of the sail facing the wind,
• its trailing edge 12B opposite to the leading edge,
• its curvature 12C, and
• its control panels M, P and Q which are connected to the sail by means of lines 12D, these plays being adapted both to transmit to the boat 1 a traction force exerted by the wing and to direct since the 'boat this sail in relation to the wind.

According to the invention and as shown diagrammatically in FIG. 1A, the kite 12 is also connected to the boat at its leading edge 12A via the launching lug.

The auxiliary kite 14, also known as the pilot kite, is a delta wing kite, shown in detail in FIGS. 2 and 3. This kite 14 comprises a fabric sail 16 of a shape substantially triangular, an armature 18 consisting of a very flexible axial yaw 20 and a transverse rod 22 disposed perpendicular to the yard 20 and connecting the lateral edges of the wing. Two lateral rods 24 are arranged on a part of each lateral edge and fixed to the transverse rod 22. The wing also comprises a central fin 26, for example in the form of a V-shaped tissue triangle disposed substantially perpendicular to the plane of the sail 16. In accordance with the invention, this fin 26 is adapted to impose the wing 14 a certain curvature 14C more marked than the relatively weak imposed by the armature alone, thanks to a rigid rod 27 placed at the base of drift. This curvature 14C makes it possible to increase the traction of the sail 14 very substantially.

As shown in FIGS. 1 and 1A, the auxiliary kite 14 is connected to the leading edge 12A of the main kite 12 via listened L, the latter being attached to the kite 14 at a fastener 28 which is provided with the fin 26. Advantageously, the listening L comprises, in its portion connecting the auxiliary kite 14 and the kite main 12, a rod 30 oriented substantially parallel to the leading edge 12A of the kite 12 and connected to this edge 12A by two spaced points 31 and 32.

• un mât principal 40, court et encastré dans la structure de l'embarcation 1 ;
• un mât auxiliaire 42, situé dans le prolongement du mât principal 40; et
• un espar ou « grenadier » 44, agencé sur la partie d'extrémité inférieure du mât auxiliaire 42.

As represented in FIGS. 4 to 7, the rigging 8 of the boat 1 also comprises:

• a main mast 40, short and embedded in the structure of the boat 1;
• an auxiliary mast 42, located in the extension of the main mast 40; and
• a spar or "grenadier" 44, arranged on the lower end portion of the auxiliary mast 42.

The auxiliary mast 42 is rotatably mounted around the axis X-X of the main mast 40 on the upper end of this mast 40, via a rotary joint 46, schematized in section in FIG.

The spar 44 comprises a rear portion 44B which is mounted to tilt about an axis YY substantially perpendicular to the axis XX by means of a fork member not shown in detail and allowing the spar 44 of s raise and lower, its free end describing a circle substantially centered on this fork connection, above the water level. The spar 44 and the mast 42 are removable.

The spar 44 being intended to be pulled upwards by the wing 10, a strut 72 makes it possible to adjust the angular height of the spar with respect to the boat 1.

To improve the stability of the wing in steady state, it may be useful to allow a front portion 44A of the spar 44 to rotate about the axis ZZ of the latter through a suitable member 48, by example a rotating joint. On this front portion 44A, the rigging 8 comprises a yoke 49 connected to the boat by means of two lateral control struts 50 and 52 whose respective locations or "points" of anchoring 50A and 52A are located in the vicinity of freeboards of the boat. Several anchor points can be provided. In particular, the points 50A, 52A may be located on the outer flanks of the body of the boat (as shown in dotted lines only in Figure 6); the attachment of protruding extensions on the body of the boat is also conceivable in order to provide at the free end of these extensions points 50A, 52A. A pulley or hoist, also shown in dashed lines only in FIG. 6, can then be arranged at the free end of the stirrup 49 to facilitate maneuvers on the struts 50 and 52.

The struts 50 and 52 are adjustable in length so that by reducing the length of the strut 50, the spar is pulled to starboard by rotating about the axis XX of the mast, while reducing the length from the forestay 52, the spar is pulled to the port side.

The spar 44 comprises all the guide and docking points of the different control panels of the wing 10 according to arrangements illustrated in Figures 8A, 8B, 9A, 9B and 9C.

For this purpose, the spar 44 comprises on the one hand, guide members 54M, 54P, 54Q and 54L substantially aligned on a plate 54 oriented transversely to the spar 44 and fixed on the portion 44B of the spar, and on the other hand, guide members 56M, 56P and 56Q disposed at the end of the front portion 44A of the spar, the members 56P and 56Q being arranged on a plate 56 oriented transversely and fixed to the front portion 44A of the spar, at a distance and on both sides of the ZZ axis. The bodies 54M and 56M receive the listening M, the organs 54P and 56P listening P, the organs 54Q and 56Q listening Q, and the body 54L receives the listening L. These guide members are adapted to facilitate the sliding of the listening borrowing and to allow a change of direction of this listening. These members are formed for example of a half-ring integrally encased on its respective support, as shown in Figures 9A, 9B and 9C.

The spar 44 also comprises a second transverse plate 58 integral with the portion 44B, substantially similar to the plate 54, but supporting tabs 58M, 58P, 58Q and 58L adapted to block the respective sheets M; P, Q and L.

The rigging 8 also comprises winders 60M, 60P, 60Q and 60L respectively associated with M plays; P, Q and L. These reels are mounted on the same drive shaft 62 and each comprise a brake 64M, 64P, 64Q and 64L adapted to transmit a certain torque intensity to the associated reel from the shaft 62. brake is adjustable so that a "strong" brake requires a significant coupling between the axis 62 and the corresponding winder, while a "low" brake decreases or cancels the intensity of this coupling. The axis 62 is intended to be moved by any appropriate means. It may be for example an electric motor 66 via a non-reversible gear 68, or a crank not shown at the end of the shaft. In this case a ratchet wheel prohibits rotation in the direction of unwinding.

Alternatively not shown, pulleys may be provided on the YY axis of the spar 44, to return the plays inside a cabin in which the guides 54, the catches 58 and the corresponding winders, fixed on the auxiliary mast 42, are accessible.

The rigging 8 further comprises other maneuvering bodies whose nature and provisions will appear more clearly on reading its operation that will follow.

To illustrate the operation of the boat according to the invention which has just been described, will be considered three different types of maneuvers, namely first the launch of the wing 10 illustrated by Figures 10A and 10B, then the navigation FIG. 11 is a close-up view, and finally the change of direction of advancement of the boat 1 illustrated in FIGS. 12A, 12B and 12C.

The launch of a flexible wing like the kite 12, whose wingspan can exceed 15 meters, imposes a particular technique. It is necessary to launch first the auxiliary kite 14: this operation is easy, the manual launching of such a kite from the boat 1 being very easy. The self-stability quality of the kite 14 is used to "pilot" the deployment of the main kite 12. In fact, when the upward force of the pilot kite 14 is greater than the weight of the main sail 12, the launch is easy. Thus, after launching the pilot kite 14 which, by nature, stabilizes rapidly in the apparent wind direction, as shown in FIG. 10A, the launching listening L will control the progressive deployment of the sail 12 and its ascent. altitude. For this, the brakes 64P and 64Q are set to a value of practically zero on the P and Q plays (that is to say that the P and Q listenings are free from their reel 60P, 60Q), at a low value on the M listening, which allows the M listening of to unwind while remaining slightly tense, and a much higher value on the L listening. The launch is then performed by playing only on the brake 64L of the winder 60L, this brake not allowing the deployment of the sail 12 that the tension of the listening L reaches a sufficient intensity: the sail 12 then unfolds, and takes altitude without any intervention. During this launching phase, the pilot kite 14 will not only provide some increased climbing power by the curvature 14C imposed by the yard 27 embedded in the fin 16 of the wing 14, but also the lateral stability of the wing. For this purpose, the rod 30 placed at the leading edge 12P, the main wing 12 activates the central portion of the wing 12 from the start of the launch by giving additional power lift.

Once the sail 10 at the cruising altitude where it enjoys a strong and steady wind, listening M is put on 58M cleat. Then the other plays L, P and Q are set and clipped according to the pace chosen, as will be detailed below.

• de suspendre l'écoute L en tête du mât auxiliaire 42 par l'intermédiaire d'un système de poulies 69 formant organe de guidage, et/ou
• de faciliter le gonflement du cerf-votant principal 12 en le suspendant au-dessous de l'espar 44 qui est mis préalablement dans une position haute au moyen d'un étai supérieur ou hale-haut 70 réglable en longueur et reliant l'extrémité libre de l'espar 44 au sommet du mât auxiliaire 42, et/ou
• d'enfermer la voile 12 dans un sac entraîné par le cerf-volant pilote 14 et permettant de la libérer lorsque l'altitude correcte est atteinte.

It is understood that the launch will be all the easier as the climbing power of the pilot kite 14 is important, which requires to have, particularly in light wind, either a kite 14 relatively large area, or a train of several wings similar or different in nature as it will be detailed later. To facilitate the launch and to reduce the size of the pilot kite 14, it is possible:

• to suspend the listening L at the head of the auxiliary mast 42 by means of a system of pulleys 69 forming a guide member, and / or
• to facilitate the swelling of the main kite 12 suspending it below the spar 44 which is previously placed in a high position by means of an upper strut or hale-high 70 adjustable in length and connecting the free end spar 44 at the top of the auxiliary mast 42, and / or
• to enclose the sail 12 in a bag driven by the pilot kite 14 and to release it when the correct altitude is reached.

It is also conceivable, provided to have an auxiliary mast of sufficient length, to launch the directional sail 12 only by means of the listening L, without resorting to a pilot kite.

For the return of your main sail 12, the operation is substantially symmetrical to that of the launch: the brakes 64P and 64Q of the plays P and Q are set on a low value allowing the recall of P and Q listening under low voltage, the brake 64M M is applied to the listening a slightly higher voltage ensuring the stability of the sail 12, and the brake 64L listening L is set to its maximum value. Thus, after releasing the plays of their cleat, the rotation of the axis 62 of the reels by means of the gear 68 ensures the return of the kites 12 and 14. The sail 12 being braced, the reminder is made effortlessly.

When the sail 12 is found near the boat 1, a total recall of the plays M, P and Q causes it to fold under the spar 44. In this last step, it is necessary, if necessary, to stretch the upper stay 70, as shown in Figure 10A.

The kite 12 is then slumped on the deck, releasing the upper strut 70, to store it in a bag or individual well not shown in front of the boat 1. It is thus immediately available for a new launch.

In cruising mode, and at a given wind speed, the rigging according to the invention is adjustable so that the heel is substantially completely eliminated. As previously explained, the lodging phenomenon is well known per se and affects the "traditional" sailing boats because of the capsizing torque created by, on the one hand, the drifting reaction R of the boat, commonly called "force". anti-drift ", and on the other hand the capsize component at the level of the sail. It should be noted that the drift R reaction of the boat is applied at a point of application, called "anti-drift point" which is not fixed according to the gait but belongs to a narrow application zone. punctual and noted P _i in the following and in the figures.

Thus, for the boat 1 according to the invention, under the shape of close to Figure 11 for example, the kite sail 12 is positioned by action on the sheets P and Q and by antagonistic action on the listening L of so that, in section along the plane of symmetry of the wing 12, its leading edge 12A is disposed substantially tangentially to the direction of the apparent wind A, composed of the direction of the real wind R and that of the advancement of the boat E, which allows to obtain a maximum traction force T. This force T is transmitted to the boat by the various plays, via the 12D lines. Listening M supports most of this pulling force, but plays P and Q can be made to support a variable part according to the pace and during maneuvers. Overall, by weighting the traction forces transmitted by each of the plays connected to the boat at the corresponding passage members, the sail 12 defines a traction result T whose axis UU is positioned relative to the boat 1 of way to pass substantially by the aforementioned point P _i by substantially canceling the list. In fact, considering FIGS. 11, 5 and 6 representing the boat at a substantially identical pace, this axis UU extends from the kite sail 12 to below the boat while passing substantially through P _i , resultant traction T does not generate capsizing torque with the hydrodynamic reaction R of the boat 1. For the boat shown, the length of the spar 44 is sufficient to allow such positioning of the axis UU relative to the point P _i , the guide member 56M of the main track M being located outside the right-of-way of the craft, the vessel's right-of-way being defined as the contour maximum projection of the buoyancy body 2 on the surface of the water. At a different pace, for example at a crosswind, the rigging according to the invention allows to position the UU axis of pulling result T so as to delete again substantially completely the list.

Despite the fact that the height of the kite 12 above the horizon is different depending on the pace (the kite 12 forms, for example, an angle of 40 to 75 ° with the horizon for a bearing , and an angle of 20 to 40 ° for a close pace), the setting of the grenadier 44 in height and / or in position with respect to the longitudinal axis of the boat makes it possible to reach the positioning of the UU axis desired. This adjustment is effected via lateral struts 50 or 52 and lower strut 72.

To simplify this adjustment, it is possible to choose a point 72A for anchoring the forestay 72 to the front of the mast 40 so that, without modification of the forestay setting 72, the cottage remains below a threshold chosen by passing from one pace to another, the UU axis of tensile resultant T passing at least in the vicinity of P _i . It is understood that, under these conditions, the height adjustment of the spar 44 automatically accompanies the rotation adjustment of the spar on the auxiliary mast 42 by means of the stirrup 49.

It is also possible to lengthen or shorten the lower stay 72 if a very precise setting of the heel is desired. It is also conceivable to provide several longitudinal positions (in the axis of the boat) possible for the anchor point 72A depending on the kite-voting sail used. The anchor point 72A may alternatively be movable along a curved roller bar extending transversely above the deck of the boat, shown in phantom only in FIG. 5. The displacement of the point 72A along this bar thus reduces stress and obtain a more accurate value of the deposit without changing the length adjustment of the forestay 72.

Furthermore, the anchoring points 50A and 52A can be placed so that, at a close pace, to wind up, the forestay 72 no longer supports any traction. This makes it possible to change the upwind edge provided that an additional stay 73 (shown in FIG. 11) is provided which has an anchor point 73B located behind the point P _i in the axis of the boat, and which is put into operation during the change of edge.

For the change of direction of advancement of the boat 1, it is advisable to maneuver the rigging 8 in the following manner, as represented in FIGS. 12A, 12B and 12C, FIG. 12A representing the boat 1 downwind. It should be noted that the figures further illustrate a kinematic decomposition of the maneuver, rather than a chronological decomposition.

On the one hand, the adjustment of the lateral struts 50 and 52 induces a rotation of the spar 44 around the mast 40 and consequently the corresponding change of course for the boat 1 (FIG. 12B). Through the stirrup 49, the spar 44 is rotated on itself. This rotation is intended to stabilize the lateral displacement of the kite sail 12 by accompanying the rotation of the spar, for example, about 70 to 80 ° clockwise for the spar to the port side running close and vice versa, so that the plate 56 of the passage members 56P and 56Q remains substantially parallel to the major axis of the sail 12.

On the other hand, the differential adjustment of the P and Q plays modifies the direction of the UU axis of traction of the kite sail by causing a rotation of the kite 12 around UU and therefore a lateral displacement with respect to the wind apparent, which leads to an additional course change (Figure 12C).

Furthermore, it is thus understood that a saffron-type member becomes unnecessary insofar as, the length of the spar 44 being sufficient, the resultant traction T exerted by the kite sail 12 and the drift reaction R of the boat impose the direction taken, as can be seen in Figure 5. On the other hand, if the boat has a saffron, the height adjustment of the grenadier being provided by the forestay 72, it is possible to delete the lateral struts 50 and 52. The boat route is provided by the saffron and the lateral position of the grenadier by pulling the wing 10. The deposit can be totally canceled.

Once the direction of advancement chosen, the propulsion efficiency is optimized, according to the wind speed, by acting on both the P and Q listening, and on the listening L. By operating a simultaneous traction gradually increasing on listening P and Q, it increases the traction of the sail 12 in a very large proportion; the height of the sail above the horizon decreases until the "stall" occurs, and the sail would fall into the water if it was not supported by the auxiliary kite 14. Listening L is antagonist of P and Q plays: a progressive traction on this listening decreases the traction of the sail 12 and, at least initially, increases the height of the sail over the horizon, until the moment the pull on the listening M is canceled completely. This listening L is therefore useful for limiting the pull in strong wind and in the recall procedure of the main sail 12.

Thus, in high winds, to obtain the maximum traction, it will ensure a high tension on the P and Q listening but also on the listening L to delay the stall. At near-tight speed, the tension on the P and Q plays is quite low and an asymmetric tension on these plays makes it possible to orient the wing with respect to the wind.

In cruising mode, the car 12 is stable without intervention of the helmsman, both in height and in lateral position relative to the apparent wind, through the passage organs of the various plays on the spar 44, these members being arranged so that a deviation from equilibrium automatically brings the sail back to its point of equilibrium. On the one hand, if, for example, the wing is gaining altitude, the listening P and Q are stretched (compared to the listening M) while the listening L relaxes, these two effects bringing the sail 12 to its primitive altitude (and vice versa). On the other hand, if for example the wing is driven to port, the listening Q tends while listening P relaxes, these two effects bringing the sail back to its original position.

Due to the control of the deposit, it is possible to have a very large sail area without risk of capsizing. The maneuvers of the rigging according to the invention are simple and easy.

The boat according to the invention also has additional advantages.

Indeed, a first advantage lies in the lightening of the boat obtained by the wing 10. As shown in Figure 6, the combination of the T and R force components leads to generate a lightening force S, acting in the same direction as the Archimedes thrust noted V on the force distribution diagram of FIG. 6. This lightening S, completed by the structural lightening of the boat according to the invention since anti-capsize members, as for example For example, keel ballast becomes useless, offers a considerable weight gain and thus allows to reach high speeds.

Since it is no longer necessary to provide a large recovery torque, because of the substantially zero heel, it is possible to strengthen the lightening of the boat by replacing the fixed drift 4 by a steerable drift 74, as shown in FIG. 13. The hydrodynamic reaction R of the boat, mainly determined by the central drift of the boat, is then directed upwards and generates a complementary lightening component S _R. It is appropriate for this to incline the drift 74 on the side of the opposite craft to that where the spar 44 is located, the latter to be lengthened due to the offset of P _I due to the inclination of the drift.

Similarly, the shape of the buoyancy body 2 of the boat can be easily optimized to reduce its hydrodynamic drag. As shown in FIGS. 14A and 14B, it is also possible to make a planing hull 76 allowing planning.

Advantageously, it is possible to arrange skids or "foils" at the fins 4 and 6 to further reduce the drag of the floatation body. By placing a fixed foil 78A on the main fin 4 and a steerable controlled foil 78B on the rear fin 6, as shown in FIG. 14C, the longitudinal balance of the boat is ensured while benefiting from the lightening due to the foil. which will be added to that of the wing.

In variant not shown, the centreboard may advantageously be replaced by two lateral fins, reducing the depth under the water of the point P _i.

Thus, thanks to the removal of the list, the speed reached by a boat according to the invention and advantageously combined with one of the arrangements described above is very high.

In addition, the risk of damage to the rigging is limited. Indeed, the efforts collected by the boat remain concentrated in a restricted area, located in the center of the boat, which allows to size accordingly. The anchor locations 50A and 52A, as well as the plate 58 of the cleats, must be able to withstand significant tensile stresses. The central drift 4 undergoes efforts of the same order of magnitude. The rest of the rig is not subjected to significant effort: the auxiliary mast 42, not guyed, is subjected to limited effort due to listening L, and the spar 44, of limited length (from 2 to 5 meters approximately), flexes according to the anchorage locations of the lateral struts 50 and 52 and the lower strut 72.

In order to prevent the spar from working too hard in bending, the attachment points of the lateral struts 50 and 52, as well as the lower strut 72, are located at the end of the spar 44, as shown in detail on FIG. the variant of Figure 8C. More precisely for this variant, the attachment end of the strut 72 is fixed on the running part of the stirrup 49, and the stirrup 49 is fixed to the front end of the front part 44A of the spar. 44, the main listening M then passing inside the branches of the stirrup 49. The spar 44 then undergoes virtually only longitudinal stresses, along its axis ZZ.

Finally, another advantage of the boat according to the invention lies in the ability to control the boat by computer. Indeed, the entire force T fraction of the wing 10 can be accurately measured by a force gauge disposed on the plate 58 of the catches. We can even place a gauge of effort on each cleat to know the traction of each listening individually, which optimizes the traction of the main sail 12 according to the tension on the plays P and Q and the listening L. At the time of launch, it is possible to check if the traction on the L-list is sufficient to lift the main sail. Finally, in the event of a weak wind, an alarm may indicate that the traction on the watch M has fallen below a given threshold, a second threshold giving the order to recall the sail 12.

It is also possible to measure the angular coordinates of the traction through the listening M. Knowing the direction and speed of the apparent wind A, it is conceivable to provide a suitable control unit all the adjustment parameters rigging 8. Control of the boat by computer then requires servo-motors arranged on the P and Q control plays. Similarly, an automatic return of the wing in case of lack of wind is of course conceivable.

In Figure 15 is shown a small sailboat 300 arranged according to the invention. This sailboat is a small boat where the displacement of the crew, more generally that of the variable masses, plays an important role on the list, and for which the rigging according to the invention is not intended to cancel totally the house, but to lower it to a chosen threshold, the final correction of the heel being ensured by the position and maneuvers of the crew, especially at close pace.

For this purpose, the boat 300 comprises, in addition to the elements common with the boat 1 of Figure 4 which have the same references, a floating body 302 with an open shell, provided with a fin 304. It also comprises a rigging 306 comprising a wing 10 not shown. This rig 306 is substantially similar to that of the boat 1 of Figure 4 with the following differences. The main mast 40 is reduced in height to a few tens of centimeters.

The adjustment of props 50, 52 and 72 makes it possible to lower the list to a desired threshold. Indeed, as shown in Figure 15, the resultant traction T exerted by the wing does not pass through the point Pi, but a little above. The combination of the S lightening and the buoyancy of Archimedes V opposes in sense and value to the weight of the crew and the sailboat (whose center of gravity G was indicated); the combination of the resulting forces makes it possible to obtain a substantially zero deposit.

The developments that have just been described are applicable to other types of craft where the displacement of the variable masses is to be considered. Thus, according to the invention, any boat may be provided with a rig close to the rigging 8, including the smallest and most unstable. For example, canoes, perishables, sailboards, jet-ski boats, light dinghies, sport catamarans, tires, etc. According to the invention, larger units are likely to receive this rig, such as ocean cruisers, multihulls, motor boats, this list is not limiting. According to the invention it is finally possible to keep this rig in the hold in order to serve as an emergency wing in the event of engine failure or demage, or more simply during a cruise to the engine.

In FIGS. 16A, 16B, 17A and 17B is shown a second embodiment of the boat applying to boats of substantially the same type as that of the boat of FIG. 4. In FIGS. 16A and 16B, a Boat 600 of the aforementioned type and according to the invention has a rig 608 substantially different from those already described so far, with the exception of its wing 10, also not reproduced in these figures, comprising a kite sail main 12 and possibly a pilot kite 14.

The boat 600 comprises a buoyancy body 602 provided with two fins 604 and 606 substantially similar to the fins 4 and 6 of the boat of FIG. 4.

• un brin F empruntant un organe de guidage 656F disposé à même le pont avant de l'embarcation, en avant du point P_i et dans l'axe longitudinal de l'embarcation ;
• deux brins G et H empruntant respectivement des organes de guidage 656G et 656H disposés chacun de part et d'autre du plan médian de l'embarcation.

The end connected to the rigging boat M of rigging 608 has three traction strands:

• a strand F borrowing a guide member 656F disposed on the same front deck of the boat, in front of the point P _i and in the longitudinal axis of the boat;
• two strands G and H respectively borrowing guide members 656G and 656H each disposed on either side of the median plane of the boat.

The guide members 656G and 656H are arranged at the outer ends of respective support arms 612G and 612H, connected to the body 602, supported by 614 cylinders and equipped with optional 610G and 610H small floats.

The strands F, G and H are connected at a competition area 616 from which the listening M keeps its mono-wired form up to the lines of the sail 12. The directional plays P and Q are arranged from The guiding members 56P and 56Q of the sheets P and Q are positioned substantially on the deck of the boat, on either side of the median plane of the boat. .

The rig 608 comprises a winder 660F for the strand F, as well as reels 660P and 660Q function similar to those of the reels 60P and 60Q of the rigging 8 of Figures 8A and 8B.

The operation of the boat 660 is substantially identical to that of the boat of Figure 4, as described below.

Although not shown, the rigging 608 comprises arrangements substantially similar to those of the rigging of Figures 8A and 8B adapted to launch and recall the wing 10, in particular by means of the L launching listener. If necessary, an auxiliary mast 642 can be implanted in the anchoring zone of the listening L to facilitate the launch and recall of the car.

Depending on the pace, the tensile force exerted by the wing 10 is mainly developed on one of the three strands F, G or H. Thus, in bearing shape, the strand F supports most of this effort, while as close up, the strand G or the strand H supports it mainly, the strand G being stretched and the strand H molli for a crosswind oriented towards port for example (case of Figure 16B).

The UU axis of traction resultant T thus generated participates in a balance of forces substantially similar to that described in FIGS. 4 to 6, this UU axis passing substantially through P _i. The location is thereby canceled.

In addition, traction on the strand G moves the kite sail 12 to the port, the strand H being softened and the strand F remaining constant length. As a result, the road of the boat 600 is imposed according to the same effect as that described above. When the desired setting is obtained, the boat 600 will maintain a constant direction relative to the wind, without the need to have a saffron.

Advantageously, the cylinders 614 are used at the port to raise the support arms 612G and 612H vertically and / or to complete the desired heel threshold by a slight shift of the U-U axis of traction resultant.

An additional advantage of this embodiment lies in the induced variation of the curvature 12C of the kite sail 12. In fact, it can be seen that when the sail 12 is under a downwind, that is to say when the traction it is essentially exercised by the strand F, the curvature 12C must be increased. On the other hand, when the sail 12 is close up, that is to say when the traction is exerted essentially by the strand G or the strand H, this curvature must be reduced. Also, the connecting zone 616 can advantageously be provided with a device 618 for selective traction transmission according to the pattern: FIGS. 17A and 17B detail certain lines 12D of the sail 12, referenced 12D1, 12D2, 12D3 and 12D4 and contained in the plane of symmetry of this sail; at close pace (apparent wind rated A), the device 618 allows the preferred traction of the lines 12D1 and 12D4 by the strand G or the strand H thus reducing the curvature 12C, while under load bearing, this device allows the traction of the lines 12D2 and 12D3 by the strand F then increasing the curvature of the sail 12.

Another advantage of this embodiment lies in the possibility of slaving the variation of the lateral displacement of the sail 12. In fact, it is noted that when the traction is exerted essentially by the strand G or the strand H, the sail 12 must be tilted towards the front of the boat that is to say either to the right or to the left of the wind bed according to the listening used. Rigging 608 may therefore comprise a servocontrol member for the lateral displacement of the sail 12 controlled by the progressively increasing traction variation for the strand G or the strand H while this traction decreases for the strand F.

The second embodiment of the invention which has just been described is applicable to various types of craft. Examples are detailed below, the elements common with the boat 600 bearing the same references.

In Figures 18A and 18B is shown a first example concerning the field of multihulls. The rigging 708 of a catamaran 700 is arranged according to the invention. Guiding members 756G and 756H are positioned on extensions 758G and 758H on either side of the beams catamaran link, these extensions can be dismantled or reassembled at the port. Rigging 708 includes a launching mast 742.

In Figure 19 is shown very schematically a motor boat 800. On such a boat, when not looking for performance but especially the approval of walking wind favorable, it is advisable to place guide members 656G and 656H on rather short support arms 858G and 858H, a little above the waterline. For a close pace, P and Q plays should also be provided, provided that the boat has two effective side fins 802. These fins may advantageously be retractable so that they are removed during the motor march of the boat 800.

It is possible to simplify rigging 608 on open-hull sailboats, windsurfers or sport catamarans when the variable masses are large relative to the mass of the boat because the UU axis of the traction resultant of the wing can pass well above the point P _i , the final equilibrium being obtained by the displacement of the crew. For example, for a boat having an open-hull flotation body provided with a fin and a rudder; and whose wing is similar to that of Figure 1, we can remove the plays G and H rigging 608 by passing directly the listening M by a guide located in the axis of the boat, a little above of the waterline. The total correction of the heel can however only be obtained if the traction of the wing is less than a predefined threshold.

Finally, it should be noted that all the examples detailed so far have relied on a wing 10 consisting of a main kite 12 paragliding type and a pilot kite 14 delta wing type. However, many arrangements and different variants of kite wing can be envisaged without departing from the scope of the invention.

Figures 20A and 20B is detailed, for the wing, a possible arrangement of the launching listening L on the listening M, different from that of Figure 1A. In FIGS. 20A and 20B, the lug L is connected to the leading edge 12A of the sail 12 thus doubling the first row 12E of lines 12D, but also to the second row 12F of lines 12D via a 12G link of so that a tensioning action on the listening L modifies both the inclination of the leading edge 12A with respect to the wind, and the curvature 12C of the sail 12.

Furthermore, a variant not shown is to replace the main listening M by two plays M1 and M2 providing the same functions as listening M but also to cooperate with the P and Q directional plays as each of the plays M1 , M2 takes 12D lines of the left half, respectively of the right half, of the main sail 12.

Another arrangement not shown is to have a main sail 12 similar to the paraglider but provided with drifts giving it a better stability. There are kites of this type of very large area. As the main listening M is little used during the launch, always made by means of the listening L, the curvature and the seat of each kite of this type can be defined for a given pace. Because of its significant drag this type of kite is not the most suitable for a pace upwind.

Structured kites, such as delta wings and similar derivatives, CODY kites and semi-rigid kites, can also be used as a main kite 12. Their relatively small unit area can lead to plan kite trains for large areas. In this case the launch is very simplified and does not require pilot kite or auxiliary mast.

Nevertheless, it is preferable to have a listener of the function analogous to listening L previously described. This launching watch is fixed in the front part of the kite or kites to ensure a low traction, a good upward force and a good stability during the launch and the recall of the wing (like the listening J which will be detailed further).

The pilot kite 14 may consist of one or more kites of different types. The kite head is preferably a structured kite easy to launch. In order to ensure sufficient upward force, it is adapted to the wind speed at the moment of launch.

Moreover, the pilot kite 14, still in the wind bed, can interfere with the positioning of the main sail 12 at close pace. To overcome this disadvantage, the pilot kite 14 is equipped with additional listening J (shown in dashed lines in Figures 10A and 10B) directly connected to the boat and placed on the kite 14 so that its traction is almost neutralized as soon as the additional listening J is in tension. Just shorten this listening J to disengage the pilot kite from the main kite. One can also proceed, by means of this listening J, to its pure and simple reminder.

Another solution consists in providing the pilot kite 14 with two directional signs S1 and S2 which perform essentially the same functions as the P and Q plays.

These plays S1 and S2 can thus be used together with P and Q plays to change the position of the wing relative to the wind bed. But these plays S1 and S2 can also replace the P and Q plays to ensure exclusively the position of the wing relative to the wind bed, as shown in Figure 21.

In all cases, the rigging according to the invention should be adapted accordingly, in particular, on the one hand, by arranging on the leading edge 12A of the main sail 12 of the guide members 55S1 and 55S2 for respectively the S1 and S2 listening, and secondly, by having 60S1 reels, 60S2, and additional guide members 56S1, 56S2 for each of these plays, these additional reels being placed on the winding axis 62 and maneuvers like the 60P and 60Q reels. These additional arrangements are shown in dotted lines in FIGS. 8A and 8B.

• le lancement de la voile principale 12 est interrompu à mi-parcours ; le bord d'attaque de la voile supplémentaire 90 est relié à l'écoute principale M de la voile 12 en cours de lancement en un point de concours 98. L'envoi de la voile principale est ensuite mené à son terme, provoquant du même coup le lancement de la voile supplémentaire. Cette solution convient parfaitement en croisière par vent stable ; ou .
• au cours de l'envoi, on fixe sur l'écoute de la voile principale une poulie 99 et une drisse D. Cette drisse sera ensuite utilisée pour lancer à son tour la voile supplémentaire 90 par l'intermédiaire d'une poulie 94 s'appuyant sur l'écoute M. La voile supplémentaire 12 comporte une écoute de lancement LN, reliée au bord d'attaque de la voile 12. LN joue ainsi le même rôle que l'écoute L pour la voile principale 12. Cette solution, représentée sur les figures 23 et 24, convient davantage en régate ou par vents variables.

In low or moderate wind, it is possible according to the invention to launch an additional sail 90 shown in Figures 22 and 23 whose surface is equal to several times that of the main sail, for example between three and eight times. This sail 90 will be chosen according to the desired pace: strong curvature and very large surface for the drop (like a spinnaker), medium or low curvature and large surface for the near (like a genoa). For its launch, the additional sail 90 is based on the main listening M sail already launched. Its leading edge is driven by the traction of the main sail 12 by strands 97. Two practical solutions are conceivable:

• the launch of the main sail 12 is interrupted mid-way; the leading edge of the additional sail 90 is connected to the main listening M of the sail 12 being launched at a competition point 98. The sending of the main sail is then completed, causing at the same time the launch of the additional sail. This solution is perfect for cruising with stable wind; or .
• during the sending, a pulley 99 and a halyard D are attached to the main sail. This halyard will then be used to launch the additional sail 90 by means of a pulley 94. The additional sail 12 comprises a launching listening LN, connected to the leading edge of the sail 12. LN thus plays the same role as the listening L for the main sail 12. This solution, represented in FIGS. 23 and 24, is more suitable for racing or variable winds.

Generally, these additional sails 90 will have only one main listener N and will be "guided" by the main sail 12 of the wing: They may have controls of the control of the curvature. These sheets and the halyard D are wound on reels placed on an independent axis 96 and removable to be stored with the sail. In order to reduce the stresses, these retractors, as well as the guides and cleats for the plays of the additional sail 90 are fixed on the auxiliary mast 42, as represented in FIG. 24.

When the additional sail is of the spinnaker type, of use excluded by close pace, the reels, the guides and the cleats of the additional sail can be placed directly on the deck, at the front of the mast.

On large ships, one can even consider a fourth sail based on the N listening and whose surface would be several times that of the additional sail 90.

As it is understood, all the examples of operation of the boats described above are only conceivable for a wind force greater than a minimum threshold, necessary at least for the maintenance of the wing, in principle equal to the force 2 on the Beaufort scale.

Claims (19)

1. A water craft, comprising a floating body (2), drift means adapted to generate a lateral resistance effect for opposing leeward drift, especially at least one leeboard (4, 6) projecting from beneath the floating body, and a rig (8) which comprises:

   at least one steerable kite (12) forming a sail,

   a series of control sheets (M, P, Q, L, S1, S2; M, F, G, H, P, Q, L; M, F, G, H, P, Q, L, S1, S2) for controlling the sail and connected to the craft, the series of control sheets comprising at least one main traction sheet (M; M, F, G, H) and at least two directional sheets (P, Q; S1, S2),

   at least one guide member (56M, 656F, 656G, 656H) substantially at a point for guiding the traction sheet (M; M, F, G, H) and for applying the traction from the traction sheet to the craft, and

   trimming means for three-dimensionally trimming the axis (U - U) of the traction resultant (T) exerted by the sail on the craft so that it is possible to eliminate heeling substantially completely, with said at least one guide member situated above the water level, regardless of the point of sailing of the craft, said trimming means comprising both positioning means for positioning the sail (10) relative to the longitudinal axis of the craft that are adapted to hold the traction sheet (M) in a desired direction relative to the longitudinal axis of the craft and that include said at least one guide member for guiding the traction sheet and also adjustment means for adjusting the angular position of the sail (10) relative to the wind that include the directional sheets (P, Q), said positioning and adjustment means being adapted to set the course of the craft relative to the apparent wind, optionally on their own,

   characterized in that the rig (8) comprises means for deploying the sail (10) and for bringing it back down, which include a launching sheet (L) connecting the leading edge (12A) of the steerable kite (12) to the craft and an auxiliary kite (14) connected to the leading edge (12A) of the steerable kite (12) by the launching sheet.
2. A craft according to claim 1, characterized in that the launching sheet (L) is hinged about a guiding member (69) situated vertically above the craft and whose height is eventually adjustable.
3. A craft according to any one of claims 1 or 2, characterized in that, in its part linking the auxiliary kite (14) and the steerable kite (12), the launching sheet (L) is provided with a batten (30) oriented substantially parallel to the leading edge (12A) of the steerable kite, said batten being connected to this edge by two spaced points (31, 32).
4. A craft according to any one of the preceding claims, characterized in that the auxiliary kite (14) is a delta wing.
5. A craft according to any one of the preceding claims, characterized in that the auxiliary kite (14) is provided with a central stabilizer fin (26) adapted to impart to the auxiliary kite (14) a curvature (14C) in a median plane of the auxiliary kite (figure 3).
6. A craft according to any one of the preceding claims, characterized in that the auxiliary kite (14) is made up of several wings or airfoils of analogous type or of different type.
7. A craft according to any one of the preceding claims, characterized in that the auxiliary kite (14) is connected to the craft via two directional auxiliary sheets (S1, S2) which cooperate with the adjustment means for adjusting the angular position of the sail relative to the wind or which exclusively position the sail relative to the wind.
8. A craft according to any one of the preceding claims, characterized in that at least one said guide member (56M; 656G, 656H) for guiding the main sheet (M; M, G, H) is situated at the end of an arm (44; 612G, 612H; 758G, 758H; 858G, 858H), and is placed outside the overall plan area of the craft, at least on close-hauled points of sailing (figure 11; figures 16A, 16B; figures 18A , 18B; figure 19).
9. A craft according to any one of the preceding claims, characterized in that said trimming means for three-dimensionally trimming the axis (U-U) of the traction resultant (T) further make it possible to adjust heeling substantially to a chosen non-zero value for a given non-zero angle of the longitudinal axis of the craft relative to the direction of the wind, for a given force of said wind, and for given positions of moveable masses on the craft.
10. A craft according to any one of the preceding claims, characterized in that the trimming means are adapted to cause the axis (U-U) of the traction resultant (T) to pass:

    either substantially through the point (P_i) of application of the lateral resistance force (R) exerted by the craft, especially by the leeboard(s) (4, 6),

    or, for a craft (300) whose moveable masses define a weight resultant that has a non-negligible effect on the transverse balance of the craft, a short distance from the point (P_i) of application of the lateral resistance force (R) exerted by the craft, especially by the leeboard(s) (4, 6), so that said traction resultant (T) participates in balancing said weight resultant of the moveable masses.
11. A craft according to any one of the preceding claims, characterized in that the directional sheets (P, Q) are also adapted to control the shape of the steerable kite (12), especially its curvature and/or the angular position of its leading edge (12A) relative to the wind.
12. A craft according to any one of the preceding claims, characterized in that the craft further comprises means (74, 76, 78A, 78B) for hydrodynamically lightening the floating body, especially a planning hull and/or foils.
13. A craft according to any one of the preceding claims, characterized in that the rig (8) further comprises a mast (40) secured to the craft and preferably disposed forward of the point (P_i) of application of the lateral resistance force, and in that the positioning means and the adjustment means further comprise, on the one hand, a plurality of guide members (56M, 56P, 56Q, 56S, 56S2) for guiding the sheets, including the said at least one guide member for guiding the main sheet, each directional sheet (M, P, Q, S1, S2) being provided with at least one of said guide members, the mutual dispositions of at least some of these guide members, and adjustment of the lengths of the sheets defining the angular position of the axis (U-U) of the traction resultant (T) and, on the other hand, a spar (44) which is mounted on the mast and on which the guide members are mounted, which is connected to the sail via the sheets associated with said guide members and which, for positioning the sail relative to the craft, is both mounted to turn about the axis (X-X) of the mast (40) and also mounted to pivot about an axis (Y-Y) substantially perpendicular to the axis of the mast.
14. A craft according to claim 13, characterized in that the positioning means comprise two side positioning stays (50, 52) whose lengths can be adjusted, and each of which extends from the spar (44) to a side anchor location (50A, 52A), the anchor locations being situated on either side of and remote from the plane of symmetry of the craft, and in that the positioning means further comprise a bottom positioning stay (72) whose length can be adjusted and which extends from the spar (44) to a bottom anchor location (72A) situated substantially in the midplane of the craft, the side and bottom positioning stays (50, 52, 72) being eventually adjustable, remotely or jointly, to cooperate with adjusting the heeling and to define the course of the craft.
15. A craft according to any one of claims 1 to 12, characterized in that the at least one guide member (656F) for guiding the main sheet (M) is lying in the midplane of the craft and forward of the point (P_i) of application of the lateral resistance force (R), the end of the traction sheet being connected to the craft at this guide member.
16. A craft according to claim 15, characterized in that, in the end of the main sheet (M) that is connected to the craft, the main sheet is made up of a first line (F) guided by the at least one guide member (656F) lying in the midplane of the craft, and a second line (G) and a third line (H) respectively guided by second and third guide members (656G; 656H), these second and third guide members being situated on either side of and remote from said midplane, each at the end of a support arm (612G, 612H; 758G, 758H; 858G; 858H) extending transversely to the craft and eventually dismountable or retractable by means of a control device, for example a cylinder (614).
17. A craft according to any one of the preceding claims, characterized in that the rig further comprises at least one additional kite canopy (90) and a corresponding main traction sheet (N), said at least one additional kite canopy being connected to one of the traction sheets of the steerable kite (12) and of the other additional kite so as to be launched with said steerable kite or else, once the steerable kite is flying in established manner, so as to be launched by a halyard (D) fixed to the traction sheet (M, N) to which said at least one additional kite canopy is connected.
18. A craft according to any one of the preceding claims, characterized in that the craft further comprises a reversible reeling device each of the sheets, adapted to stow these sheets when the sail (10) is unused and to tighten only the launching sheet (L) during the deploying.
19. A craft according to claim 18, characterized in that, for each sheet (M, P, Q; M1, M2; S1, S2; L; N, NL), the reeling device comprises a reel provided with means for tightening the corresponding sheet, the reels being mounted about a respective common axis on a respective common drive shaft (62, 96), the tightening means comprising an adjustable brake (64M, 64P, 64Q, 64L) adapted to transmit drive torque, which may optionally be zero, between the drive shaft (62) and each reel.

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