EP2039603A1 - Système de latte de voile avec chariot mobile - Google Patents

Système de latte de voile avec chariot mobile Download PDF

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Publication number
EP2039603A1
EP2039603A1 EP07018467A EP07018467A EP2039603A1 EP 2039603 A1 EP2039603 A1 EP 2039603A1 EP 07018467 A EP07018467 A EP 07018467A EP 07018467 A EP07018467 A EP 07018467A EP 2039603 A1 EP2039603 A1 EP 2039603A1
Authority
EP
European Patent Office
Prior art keywords
sail
luff
carrier
batten
car
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Withdrawn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
EP07018467A
Other languages
German (de)
English (en)
Inventor
Robin Paul Row
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 EP07018467A priority Critical patent/EP2039603A1/fr
Publication of EP2039603A1 publication Critical patent/EP2039603A1/fr
Withdrawn legal-status Critical Current

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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
    • B63H9/08—Connections of sails to masts, spars, or the like
    • 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
    • B63H9/065—Battens

Definitions

  • the present invention relates to a sail batten car system.
  • the system is designed to transfer the loads of a sail batten to a mast.
  • One alternative system comprise a track and cars, but it is not applicable in boom furling systems as they do not permit the removal of the sail, to allow rolling the sail on a mandrel.
  • a system is used wherein the sail is attached to a fitting on the mast directly at the luff.
  • the luff is the forward edge of the sail. Forward being towards the bow and aft, or after, being towards the stern.
  • the top of a sail is referred to as the head, and the bottom forward corner the tack.
  • this system proposes a design of sail batten car system that can transmit these large forces through from the sail to the mast in a way that will create minimum wear and tear or damage to the sail, yet still permit a system of in/on boom furling to be used.
  • the inventive system comprises a track system attached to the mast incorporating a pivoting point incl. a fitting attached to the sail at the batten end to connect the sail to the mast.
  • the inventive system will work effectively in all operating conditions.
  • the design of the track and car system will transfer the loads of the sail and battens through to the mast without relying on the fabric of the sail itself. This will prevent any chafe on the sail, in particular at the transition point between the sail and mast. This allows the use of sail shapes and sizes, which cause high loadings at this point. It will also allow the sail to be fully detached from the mast as necessary and permit it's rolling around a mandrel or boom for storage when not in use and for reefing down to reduce sail area when required. This system will also allow raising and lowering of the sail with little friction between the mast and the sails batten ends consequently reducing wear of the sail.
  • the present invention seeks to solve the need of a system being able to transfer the forces generated in a sail to a mast in such a manner that damage to the sail are avoided.
  • a shaped luff carrier 2, running the length of a mast 1 is attached, by means of a hinge 3, to either a full length hinge section or hinge pieces placed at intervals along the length of the mast.
  • the latter is the preferred embodiment due to savings in weight of the overall rig.
  • the hinge pieces will be referred to as mast attachment units 4.
  • the full length hinge is of the form of a 'piano hinge' and a hinge at intervals, small sections thereof.
  • the sections of hinged mast attachments 4 ( figure 2 ) should be placed as a minimum, where the battens 19 will reside at the points of full hoist and at each reef point, and then at intervals evenly spaced for the remainder of the length of the luff carrier. They should also be placed at the top and bottom ends of the luff carrier.
  • the mast attachment sections are attached to the mast by suitable means 15 e.g. bolts, screw or rivets or any means suitable considering the materials and forces involved.
  • suitable means 15 e.g. bolts, screw or rivets or any means suitable considering the materials and forces involved.
  • On the aft facing side of the mast attachment units there can be provided means reducing the impact of the luff carrier working against the mast attachment units 5 in case of the vessel rolling and the luff carrier swings from side to side.
  • the hinges are designed with a certain amount of friction so that they will not swing frictionless in the event of the mast having no sail 21 attached.
  • a locking device as per figure 5 , for precisely this occurrence, that is, of a sailing vessel making passage without sails or at anchor or in port. This will fix the hinge in one position such that it cannot move.
  • One embodiment of the locking mechanism is illustrated with a cam 15 that is operated by the action of passing the luff cord into the luff groove 7.
  • the cam is spring loaded 17 about a pivot such that the opposite side of the cam engages by spring action with a slot in the other side of the carrier support hinge on the mast attachment unit.
  • the luff cord presses against the section of the cam protruding into the luff groove 16 and displaces the cam about the pivot against the spring whereby the carrier is allowed to pivot freely in its support hinges.
  • the spring On removal of the luff cord, the spring will return the cam by force to locate in its locked position.
  • the shaped luff carrier 2 is designed such that the forward side has the hinge design 6 and in the aft edge of its shape is a slot of keyhole shape 7 such that a luff cord on a luff tape or similar system, will pass up into the slot and may move vertically along the slot but may not be removed from the slot by pulling aft.
  • aft side of the luff carrier is also designed to act as a bearing surface for a car to rest against.
  • a specially shaped car 8 is attached to the sail on the forward end.
  • This car is attached to either side of the sail in two halves 14, and held in place by a compressive force applied between the two halves of the car. This can be by means of through bolting or other equally strong mechanism.
  • the halves of the car are positioned such that the luff tape protrudes forward of the forward inside edge of the half car.
  • the car will have the luff cord sticking out of the middle of its front side allowing the luff cord to engage with the slot in the luff carrier, figures 3, 4 & 6 , while the forward side of the car is shaped and intended to engage with the aft and side faces of the luff carrier.
  • roller bearings 12, 13, held captive within the car to reduce the friction between the two objects. This will allow the upward and downward vertical movement of the car and sail on the luff carrier whilst the unit is under forward compressive force from the resultant forces of the sail and batten.
  • the car comprises a receptacle within its aft edge to accept the batten, such that the batten and car becomes a uniform beam from the bending point of view 9.
  • the car is the forward termination of the battens and the means to transfer the load of the entire batten and sail onto the luff carrier.
  • the aft end of the batten(s) may be fastened by means of one of the many existing designs used for such a purpose and to generate tension in the sail and compression in the battens.
  • the design and position of the car relative to the luff tape are such that when the sail is hoisted, via the luff tape into the luff carrier, and the car is engaged with the bearings against the luff carrier, the batten is engaged with the batten receptacle and this becomes a rigid beam that can only pivot about the hinge on the forward side of the luff carrier, between the luff carrier and the mast attachment mechanism.
  • This system is designed such, that the sail batten is separated into two parts and that one smaller batten is attached to either side if the sail, such that the cumulative effect of the two battens is equivalent to the same with only one batten on one side of the sail.
  • the shape of the battens is unimportant to this design, but the shape of the car receptacle and its size must be accurately matched to the shape and size of the batten. This will be done by estimating the load that the batten will produce and creating a batten, car receptacle and car, analogous with this load.
  • the system can also however be used with the batten on one side of the sail but the car and receptacle have to modified and increased in strength accordingly to resist the bending force and offset load created.
  • the top of the sail is permanently attached to the luff carrier by means of a headboard and head car.
  • This car has a slightly different role. It does not have a batten receptacle; instead it has an attachment for a stiffening plate on the sail and is in most respects similar to most other head cars available. However, it must be slid over the end of the luff carrier with a shape that encapsulates the luff carrier. It has bearing surfaces on the front and on the back of the encapsulation and there is a stopper attached on the bottom of the luff carrier on the front side to prevent it from detaching when the sail is lowered.
  • the mast should be constructed with a crane or overhang or modified such that the vertical tangent to the circle of the sheave is contiguous with the line of the mast head car in its trajectory along the luff carrier.
  • the top section of the luff carrier can also be made flexible in this case, analogous with the bottom section of the luff carrier to permit rotation and twist in the sail.
  • This can also be achieved by the placing of a double sheave at the top of the luff carrier, attached to and rotating with it about the axis of rotation of the luff carrier, such that a halyard runs under the forward sheave and over the aft sheave, displacing the line of action of the halyard to make it congruent with the line of trajectory of the head car, but also allowing the halyard to twist at the entrance to the double block to give the luff carrier freedom to move.
  • a halyard with 2:1 purchase would also achieve the same, with the bitter end attached at the top of the mast and a turning block attached to the head car.
  • An alternative design of the system could be such that the luff carrier is shaped much more slimly figure 4 and that, instead of the car resting against the aft face of the luff carrier, it bears against the sides of the luff carrier and a front face integrated into the shape of the carrier.
  • the principle is the same as the car design in figure 3 , with a key shaped slot and luff tape protruding from the car, but as the sail is hoisted now, the bearing surface is at the sides and the back and roller bearings are incorporated in both these locations.
  • This design can be used for the head car with modification as described previously or for batten cars as illustrated.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)
EP07018467A 2007-09-20 2007-09-20 Système de latte de voile avec chariot mobile Withdrawn EP2039603A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07018467A EP2039603A1 (fr) 2007-09-20 2007-09-20 Système de latte de voile avec chariot mobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07018467A EP2039603A1 (fr) 2007-09-20 2007-09-20 Système de latte de voile avec chariot mobile

Publications (1)

Publication Number Publication Date
EP2039603A1 true EP2039603A1 (fr) 2009-03-25

Family

ID=39107802

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07018467A Withdrawn EP2039603A1 (fr) 2007-09-20 2007-09-20 Système de latte de voile avec chariot mobile

Country Status (1)

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EP (1) EP2039603A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991006469A1 (fr) * 1989-10-26 1991-05-16 Michel Maillard Dispositif pour l'articulation de la voile dans le sens horizontal et vertical associe a un ensemble boitier de guindant, boitier de chute et jonc
FR2690893A1 (fr) * 1992-05-07 1993-11-12 Despres Jean Michel Dispositif de liaison à curseur entre la ralingue d'une voile et un mât.
EP0614803A1 (fr) * 1993-03-10 1994-09-14 Société Anonyme dite JP MARECHAL SA Dispositif de guidage de ralingue de guindant notamment d'une voile enroulable sur bôme
FR2753168A1 (fr) * 1996-09-11 1998-03-13 Jean Michel Despres Systeme de liaison entre un mat et une voile de bateau
US6351037B1 (en) 1996-03-19 2002-02-26 Vanguard International Semiconductor Corporation Method for making polycide-to-polycide low contact resistance contacts for interconnections on integrated circuits
US6371037B1 (en) * 2000-12-26 2002-04-16 Fred C. Cook Sail furling system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991006469A1 (fr) * 1989-10-26 1991-05-16 Michel Maillard Dispositif pour l'articulation de la voile dans le sens horizontal et vertical associe a un ensemble boitier de guindant, boitier de chute et jonc
FR2690893A1 (fr) * 1992-05-07 1993-11-12 Despres Jean Michel Dispositif de liaison à curseur entre la ralingue d'une voile et un mât.
EP0614803A1 (fr) * 1993-03-10 1994-09-14 Société Anonyme dite JP MARECHAL SA Dispositif de guidage de ralingue de guindant notamment d'une voile enroulable sur bôme
US6351037B1 (en) 1996-03-19 2002-02-26 Vanguard International Semiconductor Corporation Method for making polycide-to-polycide low contact resistance contacts for interconnections on integrated circuits
FR2753168A1 (fr) * 1996-09-11 1998-03-13 Jean Michel Despres Systeme de liaison entre un mat et une voile de bateau
US6371037B1 (en) * 2000-12-26 2002-04-16 Fred C. Cook Sail furling system

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