FR2558135A1 - RIGGING OF HIGH FINESSE WITH SIMPLIFIED MANEUVER - Google Patents

Abstract

THE INVENTION RELATES TO A RIGGING INTENDED FOR THE PROPULSION OF SAILBOATS CONSTITUTED BY A TURNING MAST 1 AND A SAIL 7 SURROUNDING THE MAST AND INCLUDING TWO PANS 7B, 7C EXTENDING BEHIND THE MAST. THE SAIL PART 7A LOCATED IN FRONT OF MAST 1 LIES ON AN ACTIVE SURFACE DEFINING A SENSITIVELY ELLIPTICAL LEADING EDGE 3 CARRIED BY LEDIT MAST, WHILE EACH OF THE PANS 7B, 7C IS PROVIDED WITH STRETCHING BARS, AND IS ATTACHED TO THE LESS ONE VERTICAL PLURALITY OF BOMES 6. THE ACTIVE SURFACE MAY BE PLACED IN EITHER OF TWO SYMMETRICAL POSITIONS WITH RESPECT TO THE SENSITIVELY VERTICAL PLANE CONTAINING BOMES 6, IN WHICH THE PLANE OF THE BOMES FORM AN ANGLE A WITH THE PLANE VERTICAL SYMMETRY OF THE SAID ACTIVE SURFACE. THE INVENTION FINDS AN INTERESTING APPLICATION IN THE FIELD OF SHIPBUILDING.

Description

The present invention relates to a rig intended for the propulsion of

  sailboats or any other powered craft either primarily or

auxiliary by the wind.

  The recent development of sailboats, especially offshore racing yachts, has focused on reducing the resistance to hull advancement, particularly through the use of the multihull concept. This reduction in the drag of the hulls immediately led to significant performance gains at the open and at the gears. On the other hand, the speed gain upwind for a given course was much smaller. This is because up close, the speed component of the boat closes the angle of incidence of the relative wind on the rig, and the speed increase for a given heading depends more on the ratio of fineness of the rig than the dragging the shell (s). At this pace, moreover, the monohulls are almost equal to the multihulls, while the multihulls will reach speeds

  much higher than monohulls at all other gaits.

  The only improvement made to the classic rigging of these yachts was the adoption, with the cost of complications in the case of rigging, of a rotating mast in order to improve, on the upper surface of the mast-sail assembly alone, the purity aerodynamic profile but the gains thus obtained hardly allow to exceed finesse of values 5 to 7. The wings of plane, and in particular of glider, reach commonly, thanks to the asymmetrical thick profiles, ratios of fineness of 10 to 20 and even over 30 in some cases. especially for

  Airplanes designed for very low relative wind speeds.

  The use of such profiles with high aerodynamic efficiency for the propulsion of sailboats has encountered so far three obstacles, which are: - first of all the need to be able to transform the profile into its mirror profile after a transfer of edge, - then the need to be able to reduce the bearing surface in order to control the propulsive force and especially the gite force as a function of the wind speed depending on the essentially variable atmospheric conditions, - and finally the possibility of completely lowering the wing to moorings by leaving in place a mast with zero lift or extremely

reduced, and low drag.

  This is why the latest developments have focused on the improvement of Bermudian rigging, that is to say, a canvas sail working membrane which we try to adjust the aerodynamic profile by adjustable tension in intensity and in direction, and this from a given form of sail resulting from the hand of the sailboat that has pruned it by anticipating its deformations under specific conditions of use.I1 follows that such sails are very specific as to to their cut and weight for a given wind speed and are not suitable for all aspects of the boat. Moreover, the tensioning forces of the sail, to obtain a satisfactory profile, are very important and, to be taken up by the structure of the boat, impose a great mechanical complication thereof. In addition, each sensible variation of the wind speed requires the change of sail from before to match the surface and especially

  the basis weight and cut required to obtain an acceptable profile.

  The sails of very small times are also very light and therefore very fragile. It should also be noted that the Bermuda rigging is not very effective at the bearing, which requires the use of an additional sail called a spinnaker that is delicate to handle and requires

  constant monitoring by the crew.

  One of the objects of the present invention is an asymmetric thick type rig, offering a high fineness ratio and having the particularity of being easily reversible by simple rotation of the mast inside the sleeve constituted by a lathed sail its environment surrounding this mast. The sail area is also easily reducible by reefing and can be slumped like a mainsail.

Bermudan rigging.

  Another object of the invention is to provide a rig whose shape aerodynamic profile is obtained in a mechanical manner, and this independent of the strength of the wind, this allowing the use of heavy weight canvas which makes it the sail more solid and usable by

all wind speeds.

  A final object of the invention is to allow in certain cases

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  the rapid transformation of the spinnaker thick profile rigging for the bearing structure by simply opening the two panels constituting

  the intrados and the extrades of the thick profile.

  The attachment of this "spinnaker" on many booms, and the presence of slats allow easy control of the shape and position of this sail. Sail reduction is also possible

  in this configuration by simple reefing.

  For this purpose, the rigging, according to the invention, is constituted by a rotating mast and a sail surrounding the mast and having two panels extending at the rear of the mast. According to one of its main characteristics, the sail portion situated at the front of the mast rests on an active surface carried by said mast, defining a substantially elliptical edge of the lead, while each of the sections, provided with stiffening slats, is attached to at least a plurality of vertical bores, said active surface can be placed in one or the other of two symmetrical positions relative to the substantially vertical plane containing said terminals, in which the plane of booms forms an angle

  with the vertical plane of symmetry of said active surface.

  In a first embodiment, said active surface is

  formed on the mast itself, the beasts being hinged to said mast.

  It will be advantageous in this embodiment to provide a self-supporting mast whose section is of sufficient inertia to dispense with guying, and booms coupled to said mast, that is to say their articulation

  blocked in the two positions above.

  A first variant of this embodiment lies in the fact that the mast is of substantially elliptical cross section, both of the ends of great curvature of the mast section constituting the leading edge active surface aforesaid for, respectively, the one and the other symmetrical positions above, the beans being articulated to said mast in its vertical median plane of symmetry of the active surfaces. In this case, the means for fixing said rotating heads with respect to said mast in said two positions are constituted by bearing abutments.

  booms on the mast in the vicinity of their articulation.

  A second variant of this embodiment consists in that the section of the mast is in the form of a substantially curvilinear triangle on the base of which said booms are articulated, the orientation of the beans with respect to the mast being limited angularly by two extensions of the lateral sides. of the mast beyond said base while return means are provided between the booms and these extensions to block

said joints.

  In these two variants, a "floor" structure has been realized, that is to say that the forces of the wind on the sail are transmitted integrally to the mast by the booms, It should also be noted that the masts can be double and open and closing in the manner of a coupas, in the open position, the sail takes the conformation of a spinnaker

advantageous at the gaits.

  a third embodiment consists in providing a section of section also shaped curvilike triangle with the two abovementioned abutment extensions, the booms then being retained in their angular position relative to the mast by means of plays coupling their free end to the structure of the boat, the axis of rotation of the mat on iui-mnme being then located in front of the hinge axis of the bmes on

the mat.

  In this case, a thick wing with a membrane structure has been made, that is to say that the kinking of the sail will be controlled by

vertical tension of the sail.

  A second embodiment of the invention lies in the fact that the active surface defining the aforesaid leading edge is constituted by a separate cowling of the mast and rotatably mounted on the latter, the terminals being angularly fixed relative to the mast.

  The invention will be better understood during the description given

  hereinafter by way of purely indicative and non-limiting example which

  will reveal the advantages and secondary characteristics.

  Reference will be made to the accompanying drawings in which: - Figures 1 to 8 are diagrams illustrating alternative embodiments of one of the essential features of the invention. FIG. 9 shows in a sectional diagram the profile of a sail.

  belonging to the rigging according to the invention.

  FIGS. 10 and 11 show diagrammatic views from above of the possible configurations of the rigging according to the invention, applied to

two different multihulls.

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  - Figure 12 illustrates in perspective view a preferred mode

  embodiment of the rigging according to the invention.

  - Figures 13 and 14 are two views in elevation of a sailboat equlpé a trapezoidal sail belonging to the rigging according to the invention with reefing for Figure 14. - Figure 15 shows a ldispositif orientation of the mast at

  wetting to place it in the wind bed.

  Thus, in Figure 1, there is shown schematically in horizontal section a rotating mast 1 about a substantially central axis 2 and comrporte an elliptical section (or at least oblong) defining two opposite ends 3 and 4 with large curvature . A hinge axis 5 is located substantially in the plane of symmetry of the mast perpendicular to the major axis of the ellipse. This axis allows the pivot hitch to the mast 1 of a plurality of booms 6 (only one of which is visible in the diagram) which are arranged along the mat and are held in a horizontal position. Note that this joint can have the degrees of freedom of a ball joint so that it can also,

  if necessary, debate at least partially in a vertical plane.

  Around this matte set 1 Ms 6, there is shown a sail 7 whose anterior portion 7a surrounds the mast and is extended by two rear flaps 7b and 7a coupled to the end of the domes 6 as described below. This sail has stiffening slats that will be described next to

following figures.

  The domes 6, because of their articulation 5 to the mast, can be placed relative to the latter in two symmetrical angular orientations relative to the aforesaid vertical plane of transverse symmetry which contains the axis of articulation 5. a first position is represented in solid lines in FIG. 1. It can be seen that in this position the end 3 of the section of the mast constitutes a leading edge for the wing constituted by the sail 7 whose vertical plane of symmetry (here passing through the large axis of the section of the mit) forms an angle A with the vertical plane containing the DOmes. A stop 8 is arranged between the Dobos 6 and the mast

  1 when the Domomes are in the full line position in Figure 1.

  The arrow V represents the direction of the apparent wind. It can be seen that the force of the wind on the sail 7 plates the pan 70 of the sail on the plurality of domes 6 which transmit the forces of wind pressure, in torsion on the

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  mast 1 via the stops 8 and joints 5. The mast 1 being self-supporting, takes on the one hand the propulsion forces generated by the wind on the sail to transmit them to the hull and on the other hand cash all efforts torsion generated by the sail. It will also be noted that in this configuration the effect of the wind "blocks" the connection of the booms 6 and the mast 1 and the orientation of the sail relative to the wind is ensured.

by simple rotation of the mast.

  To change the edge, place the bôoes 6 in their position 6 'shown in phantom in the figure, the stop 8 then taking its place 8'. The leading edge of the profile thus formed is then defined by the aforementioned end 4. The apparent wind for this configuration is then represented by the arrow V '. The passage from one to the other of these positions is made by relative rotation of the mat and the bOmes inside the sail. It may then be necessary, especially if the hinge axis 5 is away from the center of rotation 2 of the mast, to relax the sail to perform this maneuver. It will be mentioned that this relaxation can be easily obtained, in the case of endowable buses, by implementing the booms 6 in the form of a compass, one of whose branches is coupled to the pan 7_ and the other to the pan 7c of the sail. Thus, a slight opening of the compass at the time of the change of edge causes the relaxation of the sail and allows the rotation of the mast inside thereof. Some of the following figures will show other interests in the constitution of "compass" booms. FIG. 1 clearly shows that the provisions of the invention make it possible to obtain an asymmetrical thick profile which is, in particular at low relative wind speeds, a fineness (lift coefficient ratio over drag coefficient) which is much greater than the smoothness of the fins. usual sails. It also shows that it is easy to quickly transform the profile into a symmetrical profile (mirror) to change edge. Finally, it shows that, by the combination of the booms resting on a freestanding mast, the rigging is extremely simplified, particularly with regard to the links between the mast and the sail with the structure of the boat, and especially the cancellation of the efforts to be made. over there

structure of said boat.

  FIG. 2 illustrates an alternative embodiment of FIG. 1 in which the mast 10 has a section of the shape of a curvilinear (or half-elliptical) triangle at the base 10a of which the terminals 16 are articulated. The lob tip of this triangle (or the end of the half-ellipse)

  constitutes the leading edge, here unique, of the profile.

  Beyond the base 10 the mast has two extensions o10c and lOd flanking the axis of articulation 15 of the booms 16 on the mast and forming limits to the angular movement thereof. In support of these stops, the booms 16 and 16 'are in the two aforementioned symmetrical positions for which their vertical plane forms an angle A with the plane of symmetry of the leading edge lob. The sail 17 is arranged in the same manner as the sail 7 of Figure 1. It was shown by V the apparent wind operated by the rigging. It can be seen that the effect of this wind tends to place the terminals 16 in the plane of symmetry of the mast. It is therefore necessary, in the case where it is desired to transmit the forces of the sail and the bfs to the mast, to fix the beans in their position 16 or 16 'at the end of a locking element represented in the form of an oble 18, diont the voltage used to plate the terminals in one or the other of their positions against extensions 10c and O10d. This element can also be constituted by a stop (wedge-shaped) arranged between

  the booms supported on an extension and the other extension of the mast.

  We can also keep the beasts in this position by

  plays connecting their free end to the structure of the boat.

  The joint 15 remains free. In this case, it is necessary to ensure that the mast is not subject to the wind to take another position with respect to the booms. The condition to be met is then that its axis of rotation 12 is located at the front of the articulation axis 15 of the bômas on the mat. The option, in this case, of booms in the form of a compass is not of interest given the small opening angle possible

  because of extensions o10c and 10d aforesaid.

  Figure 3 is to compare to Figure 1. The articulation 25 of the botmes 26 is located inside the casing of the mast 21, closer to its axis of rotation. This arrangement allows a simpler use of a single plurality of bmes because the relative pivoting of the booms and the mast in the sail 27 does not nesseite an increase in the developed length of the sail. It also makes it possible to eliminate the use of stop members external to the mast and the booms, the sticks coming to bear in their two positions on the walls 28 of the recess of the mast at the bottom of which the central axis of articulation 25 is arranged. FIG. 4 merely illustrates the fact that the provisions of the invention can be obtained from the circular envelope mast 31 in which the hinge 35 of the terminals has been placed in the vicinity of its axis of rotation, the connection of the the recess of the mast at its outer surface being in the form of a substantially elliptical nose 33, 34 whose plane of symmetry forms the aforesaid angle A with the plane of the terminals in their two symmetrical positions, and which constitutes the

  active surface of the leading edge of the profile.

  FIG. 5 shows a possible and preferred embodiment of the hollow mat 41 rotating about the axis 42, as schematically illustrated in FIG. 3. It will be noted that the walls 48 which form abutments for the barrels 46

  are equipped with a cover 48a for protection of the mast.

  Figure 6 is an alternative embodiment of Figure 3 clans

  which a double plurality of bays 56 and 56a is implemented.

  Each bOme of a plurality forms with a corresponding rod of the other plurality, located substantially in the same horizontal plane, the branches of a kind of compass whose hinge pins 55, 55a on the mast 51 are not merged. but neighbors. Each branch carries an abutment 59, 59a which has the same function as the abutments 8 and 8 'of FIG. 1, that is to say, to take back by the mast the forces endured by the wind. The walls 58 of the recess serve only to limit the opening angle of the compass when the sail 57 is used in spinnaker as will be described by the

after.

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

  simply recessed (with vertical sliding).

  FIG. 8 shows a possible embodiment of the abutment 8 of FIG. 1. It is in fact of two abutment elements seperated 78 and 79

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  symmetrical with respect to the longitudinal axis of the boom 76 hinged at 75 on the mast 71, put into service alternately for one and the other of the aforesaid positions. Thus the element 78 is constituted by an arm 78a whose end is slidably mounted in a light 74 of the bSme having a portion inclined on the longitudinal axis of the boom at its end 74a. The other end of the arm 78a is articulated to a lever 78b itself articulated to the boom 76 in the vicinity of the axis 75. An end extension 78c of this lever 78b can cooperate with a surface 73 of the mast 71 during the rotation of the boom with respect to the mast, thereby pivoting the lever 78b to the outside of the blade and placing the arm 78a in a half-way between the portion 74a of the light 74 and the outer surface 71a Mast 71. The retraction of the element 78 inside the b.me (as represented by the element 79) is simply obtained by the action of the sail 77. This embodiment will be preferred in the case

  racing boat rigging because of its great lightness.

  FIG. 9 shows the complete profile of a sail according to the invention. The mast 81 is of the type of that of Figure 5, the booms 86 are simple or in compass and are coupled to the ends 87b and 87c of the sail 87 by their end 86a. This coupling point is at a significant distance from the free end of the sail panels 87b and 87c. As these are stiffened by slats (not represented but depressed by the

  12), the end of the sections of the sail is substantially rigid.

  Thus, beyond the point of attachment 86a, the panels are in contact with each other and form due to their rigidity a camber against the sail section located in the upper surface. The presence of an inflection point in zone 89 is still an improvement of the profile of the sail from the point of view

of his finesse.

  Figure 10 is a diagram of a catamaran equlpe two rigs according to the invention with self-supporting mast, seen from above in a pace upwind (wind V). In broken lines, we have represented this same pace

  after change of edge (wind V ').

  In FIG. 11, a trimaran equipped with a rigging according to the invention is shown in the downwind (wind V), the rigging according to the invention being of the type with compass beams 106a, 106b, allowing

  to open the sail to turn it into a spinnaker 107.

  In Figure 12, there is shown a preferred embodiment of 1l all rigging according to the invention to illustrate in particular the control means and actuation. The mast 111, whose section is similar to that shown in Figure 5, is rotatably mounted on the hull 120 of the boat. At the bottom of the recess limited by the walls 118 of the mast, there is provided a rail 119 on which are slidable a plurality of carriages 121, spaced from each other and connected to each other by a cable for their training and their attachment along the mast in a known manner. Each carriage 121 carries the joints, such as those 45 of Figure 5, omnibus 116a and 116b forming the branches of a compass. The figure illustrates a rig that uses a double plurality of six booms, each articulated two by two

  like the branches of a compass.

  Each bdme is hitched at its end to a sail 117. Specifically, all of the bodies 116a of a plurality are coupled to the rear wing 117a of the sail while the tbems of the other plurality 116b are coupled to the wing 117b of the sail. , the front portion 117o of the sail extending around the mast 111. The maintenance of the belies in a horizontal plane is ensured in the following manner. Each free end of beme is coupled to the carriage (or in the vicinity thereof) 121 relative to the biel immediately afterwards by means of a target 122. In addition, the upper end of each plurality is hitched by its end to the the lower end of the boom by means of an arm 122a which can be "broken" by a medial joint, or detached from one or other of the bdmes it connects, thus, to develop the wing supposed to be slumped With all the beats on the support bodies 12a-128P of each of the plurality, the first carriage 121 is driven along the mast. To stretch the target portion which joins it to the second, the arm 122a is put in place and the links 122 are stretched and form the James of traction of the triangulated system that they constitute with the booms, we see that the upper part is supported by the boom

  under it by the arm 122g, which is supported by the cable 122.

  Note that the sections 117_ and 117b of the sail are stiffened by slats 123 known in themselves. The stiffness of the sail at the rear thus obtained makes it possible in particular to create the point of inflection mentioned in

look at figure 9.

  To prevent the sail portion 117 between the points of attachment to the booms does collapse (during deployment of the wing or by lack of wind), there is provided a mechanism 124 articulated arms on each upper boom which connects a midpoint of these booms at a substantially median point of the upper edge of each vane pan so as to support them. This mechanism is such that it can fade along each bC.me when the sail is placed in its configuration of Figures 9 and 10. To move from the spinnaker configuration of Figures 11 and 12 to the configuration of sail figures 9 and 10, it is necessary to remrmr the 1 co.gas by means of control ropes 125, hitched to one of the branches 116a and sliding in the other 116b so that a tmction on these fillns causes the desired rapprochement

  The ropes are wrapped around the mast along the length of the course.

  This FIG. 12 also shows the widths 126 of the rotation angle associated with a plate 127 integral with the base. It is also seen at the base of the rigging, under the plate 127. , two support names 2.8a, 128b support of the rig when it is affixed. These bLimes are articulated under the base plate around axes which may notawment constitute the maneuvering rods of rotation mast and o20 have levers, beyond this axis, divergent when bDos 128a 128b are close together, which allow by bringing them together by means of an operating cable 130 to control the opening of all the terminals. The sormet of the mast has a horizontal plate 131 which is a guide air net near the ends of the wing for

  reduce turbulence at this level.

  While in Figure 12 the sail is shown substantially rectangular, Figure 13 shows that it can implement a sail trapezoidal 137. It should be noted in this regard that, in order to maintain a homothetic wing profile between the base of the sail and the sail, taking into account the reduction in sail width, a mast will be provided, the section of which will be thinner at the top than at its peak. base, that is to say that the width of its section will be smaller at the head, the main axis remaining

substantially constant.

  FIG. 14 illustrates a sail reduction 147a of sail 147a, as permitted by the rigging according to FIG.

The invention.

  Finally, Figure 15 is a diagram of an automatic mast orientation device in the wind bed, when the boat is at anchor. This device is constituted by a rail 150 located on the horizontal plate 131 of the mast 111. Said rail 150 is equlpé of two end stops 151. A drift 152, of substantially lenticular section,

  slide on said rail via carriages 153.

  When the boat is at anchor, the rods 116 rest on the same supports 128 of Figure 12, the latter being immobilized substantially in the axis of the boat, the mast 111, free rotation, has a displacement of about 150. Drift 152 will oriente

  the major axis of the mat section in the direction of the wind.

  In the case of a rotating wind, the boat being himself Imobile. At the dock, for example, the mat will come to a stop on the fixed bins and will not be able to continue its rotation to always offer the master couple

  minimum. When the mast, in abutment, will present to the wind (V) an angle of 20-

  at 30, a carrier will exert on the drift 152 and advance it from a back position 154 to an advanced position 155 relative to the wind. Said advanced position 155 being unstable, the mit 111 will rotate about 150e in the opposite direction of the wind rotation, to find a stable position with the drift in the rear position. The invention finds an interesting application in the field of boats propelled mainly or auxiliaryly by the wind. Thanks to the possibility of easily enslaving the control and actuation means, one or more rigging units according to the invention may be installed on merchant ships secondary propulsion.

Claims (17)

  1. Rigging for a sailboat consisting of a rotating mast (111) and a sail (117) enveloping the mast and comprising two sections (117a 117b) extending at the rear of the mast, characterized in that the sail portion ( 117c), located in front of the mast (111) rests on an active surface, defining a substantially elliptical profile leading edge, carried by said mast, while each of the sections (117a! 117b) provided with stiffening slats (123 ), is attached to at least one vertical plurality of eyes (116! 116b), said active surface can be placed in one or the other of two symmetrical positions relative to the substantially vertical plane containing said booms in which said plane of bmes forms an angle (A) with the vertical plane of symmetry of said active surface. 2. Rigging according to claim 1 characterized in that said active surface (3,4) is formed on the mast itself (1), the beans (6) being articulated to said mast.   3. Rigging according to claim 2 characterized in that in each of the two aforesaid positions said bimes (6) are fixed in rotation relative to the mast.   4. Rigging according to claim 3 characterized in that the mast (1) is of substantially elliptical section, one (3) and the other (4) of the ends of large curvature of the mast respectively constituting the active edge surface of said attack for one and the other symmetrical positions above, the booms (6) being hinged (5) to said mat in its vertical plane of symmetry transformation of one of the ends (3) in the other (4).   5. Rigging according to claim 4 characterized in that the means for fixing said terminals (6) in rotation relative to said mast (1) in said two positions are constituted by abutments (8,8 ')   beans (6) on the mast (1) in the vicinity of their articulation (5).   6. Rigging according to claim 5 characterized in that the stops (78) are retractable in the rods (76) and having a lever arm (78_) for controlling their setting in operative position cooperating with a portion (73) of the mast (71).   7. Rigging according to claim 5 characterized in that the articulation (45) of the bmes (46) on the mast (41) is close to the axis of rotation (42) of the mast, the mast then being hollowed out on a sector of its section between said active surfaces and said abutments being   formed by the side walls (48) of the recess.   8. Rigging according to any one of claims 3 to 7   characterized by comprising a double plurality of booms (56, 56, 116a, 116b), each boom (56, 116a) being associated with a corresponding one (56a, 116b) of the other plurality to form a plurality of booms (56, 116a). pair of branches located substantially at the same level, articulated to the mast (51, 111) around neighboring axes, each branch being associated with a sail section while removable connecting means (125) are provided between   each branch of a pair to keep them side by side.   9. Rigging according to claim 8 characterized in that the axes of articulation (55,55a) of each of the branches (116, 116b) of a pair on the mast are merged (45).   10. Rigging according to claim 3 characterized in that the section of the mast (10) consists of a curvilinear triangle on the base (10a) which are articulated said booms (16), the orientation of the booms relative to the mast being limited angularly by two extensions (1c d) of the lateral sides of the mast beyond said base (10_) while return means (18) are provided between the booms and these extensions   to block said joints.   11il. Rigging according to claim 2 characterized in that the section of the mast (10) consists of a curvilinear triangle on the base (10a) which are articulated said booms (16), the orientation of the booms relative to the mast being limited angularly by two extensions (10c d) of the lateral sides of the mast beyond said base, the bs being maintained by their free end relative to the structure of the boat while the axis of rotation (12) of the mast is located in front of the 'axis   articulation (15) booms on the mast (10).   12. Rigging according to any one of the preceding claims   characterized in that the articulation of the booms on the mat is achieved by means of carriages (121) sliding along a guide rail (119) secured to the mast.   13. Rigging according to claim 12 characterized in that each batten (116a) of a plurality is coupled to the boom next higher by a cable (122) connecting its free end to the carriage (121) of said 2 5 5 8 1 3 5   upper bale, the two upper booms having in addition their free end supported by means of a vertical arm (122a) supported on the boom   1ninediately lower, likely to be folded or retracted.   14. Rigging according to any one of the preceding claims   characterized in that the hitch point 86a of each boom to the corresponding sail is located at a substantial distance from the end of the boom. fold (87a 87b).   15. Rigging according to any one of claims 8, 912,13% and   14 characterized in that each of the two superordinate b6as (116a 116b) is; equipped with an articulated arm device (124) extending in an orbital plane between a substantially edian point of the log and a point   nensibly median of the corresponding sail pan.   16. Rigging according to any one of claims 2 to 15   it is characterized in that the volle (137) being trapezoidal, the width of the   setlcan du'ma dimirue along the latter.   17. The device as claimed in claim 1, characterized in that the active surface defining the raised leading edge consists of a package (62) of the mast (61) rotatably mounted on the latter, the booms (66).   being angularly fixed relative to the mast (61).   18. Rigging according to any one of the preceding claims,   characterized in that the mt (111) has at its apex a plate horizontal deflector (131).   19. Rigging according to any one of the claims   4, 5, 6, 7, 7, 9, 10, 12, 13, 14, 15, 16, and 18, characterized in that the mast (111) is equipped at its apex with a device for its orientation, at wetting in the wind bed, constituted by a fin (152) slidably mounted on a rail (150) oriented in the direction of the largest dimension of the section of the mast.