FR3068001A1 - ARRANGEMENTS FOR RECREATIONAL CATAMARAN SAILING - Google Patents

Abstract

The object of the invention is an arrangement for a recreational catamaran comprising two hulls (10B and 10T), connected by at least two front (12A) and rear (12B) connecting beams, between which a trampoline (14 ) with means for clamping said beams and a single mast (16), without guy, removably secured to the front beam (12A), characterized in that it comprises rectifying means. The invention also covers means for fixing the beams, rolling means and a sliding boom.

Description

LAYOUT CATAMARAN ARRANGEMENTS

The present invention relates to arrangements for a leisure sailing catamaran.

The present patent application is perfectly in line with French patent applications FR 15 57 130, FR 15 57 132 and FR 15 57 133 in the name of the same inventor relating to a catamaran with a cockpit facing the direction of travel and / or rigging a mast with a front beam and / or a steering device for a driving position facing the direction of development.

If these arrangements allowed an important advance in the field of the democratization of the practice of the sailing of leisure, in particular with a sailing catamaran, it is still advisable to revolutionize the traditional arrangements in order to make the practice even simpler, safer, more fun.

Indeed, many arrangements on catamarans in general and on sailing catamarans in particular, as they exist today, are reproduced in general on all models without it being possible to find substantial modifications. This is how catamaran-type naval architectures present a considerable advantage during recreational navigation because hulls generally sail flat. They are fun and sporty if that is considered.

The known drawback, especially for non-seasoned recreational practitioners or for sports practitioners or in the event of a false maneuver, is that of being able to desalinate like a dinghy, that is to say that the mast leans to a point of no return, the mast being substantially horizontal, parallel to the water, the catamaran having one hull floating on the water and the other raised.

The mast is no longer raised and the end of said mast is in contact with the water thanks to a mast end float, thus avoiding pivoting 180 °.

As for the dinghies, it is possible for at least one practitioner to straighten the catamaran and put it back in sailing conditions, on its two hulls.

For this, in known manner, the practitioner has a straightening end attached to the foot of the mast. The operations consist in passing the end over the hull in the air. Then the practitioner swims to come on the inside flank of the floating hull, estimates the suitable position of the catamaran so that it is facing the wind. Indeed, if the catamaran is raised with a side wind, there is a risk of seeing the catamaran desalinate again, but on the other side.

If necessary, the practitioner must therefore try to place the catamaran facing the wind, swimming most of the time, which is not always easy.

We also note that, during navigation, the righting end clogs the bridge and it is always badly positioned when it comes to recovering it after desalting often requiring acrobatics in highly unstable conditions. Some wind it partially or completely around the mast while sailing, which further complicates operations in the event of desalting.

The present invention provides a solution to solve this first problem, a solution which automatically positions the practitioner in the right place on the hull, which ensures the catamaran is blown up, which eliminates the end of the deck, which is more economical, which avoids complications of maneuver and especially the risks of false maneuvers during recovery.

On the same type of leisure catamaran, in particular that of the patent applications mentioned above in this description, the assembly of the hulls by beam-type elements poses mechanical connection problems because the hulls are made of composite material and the beams are generally metallic or at least with metal end caps. If the beams were also to be made of composite material, the problem would be the same and the solution provided also finds application there.

The ends of the beams are simply interlocked and the recovery of forces is obtained from these only interlockings in the preferred embodiment of the catamaran of application FR 15 57130.

A known solution consists in providing housings in the shells, of shapes conjugate with those of the ends of the beams and in reinforcing these housings. These housings came from manufacture with the hulls and remain delicate to mold and to integrate into the interior volume of the hull so that most of the time they are projecting from the outside.

The present invention proposes to provide an opening on which is attached a plate comprising said housings. Thus the plate can be worked easily, in particular by molding or machining with inserts since the whole part is easily accessible.

The plate is then attached to the shell at the periphery of a cutout for access to the interior volume to allow the integration of the internal elements.

This plate is secured to the shell by gluing, for example. The bearing surface is large and depends only on the peripheral surface during cutting, which allows the forces to be spread over a large area of the shell.

This is particularly advantageous in the case of the architecture of patents in the name of the same inventor such as those mentioned at the beginning of the description.

When a catamaran is dismantled and the practitioner wishes to move it, there is provision for a trailer, which usually requires at least two people, one to lift at least part of the catamaran and the other to maneuver. carriage.

In addition, the hulls are found to be in two positions, one where the hulls are distant from one another, that is to say in the navigation position and the other once disassembled / uncoupled, in the garage position. in which the two shells are brought together.

There is a real interest in proposing a solution which allows, with the same accessories, to maneuver the set of hulls in navigation configuration in order for example to launch and in garage configuration for example to go from the area of navigation to the garage area with the hulls close together.

The invention provides an extremely simple solution, without mechanical means liable to degrade in the presence of salt and / or sand, for example, which can be arranged in the two configurations required, navigation position with distant floats and garage with juxtaposed floats. The technical solution according to the present invention is extremely fast and easy to implement.

On sailboats of the dinghy type, it is known to take reefs, as for any sailboat.

Reefing consists in reducing the area of sail exposed to the wind when the power of said wind becomes too great.

In the case of dinghies, the sail is partially collapsed on the bollard by lowering the halyard point of the mainsail or the fore sail. In the case of the mainsail of known catamarans, a sail which is expressly aimed at by the present invention, the headline with which the mainsail is equipped in a known manner, slides in translation in a rail along the mast and in a rail along terminal.

During the untagging, the mainsail is completely removed from the two rails or completely lowered.

In some larger units, the mainsail is rolled up in the mast thanks to a roller, often motorized. The mainsail is rolled up on a vertical axis, integrated in the mast. The bollard rope slides synchronously towards the mast as it is rolled up.

In the case of the catamaran which is the subject of previous requests on behalf of the same inventor, a terminal is provided with a connection of the mainsail at a single point. The present invention proposes a terminal with a sliding carriage, so as to be able to take reefs, or during the adjustment to be able to wind the mainsail completely, directly around the mast, and to make it possible to keep the terminal linked to said mast, substantially parallel .

The problem is to be able to ensure a blocking in the navigation position with the mainsail sufficiently wide to achieve the desired performance and to react very quickly and ensure risk taking and safe navigation, this depending on the weather conditions and without unnecessary stunts .

Again for this arrangement of the terminal with a sliding carriage, the solutions proposed are simple and almost insensitive to the constraints linked to possible salt water or sand.

The present invention is now described according to the various embodiments proposed, from a catamaran with nested hulls and beams for holding the hulls and the mast with a positioning from the front and a cockpit facing the direction. of displacement.

The present invention is described with reference to the accompanying drawings and in these drawings, the figures show:

Figure 1: a view of a known type catamaran capable of receiving the arrangements according to the present invention,

FIGS. 2A to 2E: a view of the rectifying means and of the block diagram of the rectifying means according to the present invention,

Figure 3: a detail view, isolated, in perspective of the means of fixing the beams on the hulls, according to the present invention, capable of receiving ends of beams, Figure 4: a view of the fixing means mounted on a catamaran hull ,

FIG. 5: a detailed perspective view of the rolling means, isolated,

FIGS. 6A and 6B: a view of the two configurations of the rolling means,

FIG. 7: a detailed view of a boom with a sliding carriage according to the present invention,

Figures 8A to 8C: a view of the operating diagram of the boom of Figure 7. In Figure 1, there is shown a known catamaran whose detailed description can be found in patent application FR 15 57130.

This catamaran, represented in a simplified manner in FIG. 1, comprises two hulls 1OB and 10T, port and starboard, connected by beams, in this case, a front beam 12A and a rear beam 12B, between which is stretched a trampoline 14 with means for clamping said beams, not shown, generally in the form of a flexible, taut link.

The rigging is composed of a single mast 16, without shroud, removably secured to the front beam 12A.

Each hull 10B and 10T comprises a rudder 18B and 18T, piloted in a common and synchronized manner, in particular with a single joystick.

According to a first arrangement according to the present invention, there are provided rectifying means 20 shown in FIG. 2A.

These straightening means 20 comprise a standby puller 20-1 with two handles 20-2B and 20-2T, respectively secured to the two ends of said standby puller.

This standby puller 20-1 comprises at least one elastic part, said standby puller having a contracted length j, between the handles 20-2B and 20-2T and which can take, under a tension force, a maximum elongated length L.

The standby puller is positioned in a longitudinal housing 20-3, of the tube type, of fixed length substantially equal to L

This longitudinal housing 20-3 either came from manufacture with the front beam 12A or brought under said front beam 12A.

In FIG. 2B, a catamaran equipped according to the present invention is shown in a desalinated position.

The catamaran has one of its hulls, in this case the starboard hull 10T, which floats on its outer flank and the mast 16, unique, is substantially parallel to the surface of the water, its floating end preventing, in known manner, 180 ° turning.

At least one of the practitioners P having been launched, climbs back onto the floating hull, the starboard hull 10T in this case, on the inner flank.

The standby puller, having a contracted length I, is in its longitudinal housing 20-3 and the elastic part keeps it taut between the two ends of said housing. Only the handles are accessible. The contracted length is substantially equal to the length of the longitudinal housing 20-3.

The practitioner goes back up to where the standby puller 20-1 is located and grasps the handle associated with the port hull 10B, that is to say the one that is at his level, in this case the port handle 20-2B From when the starboard hull 10T sinks to the front and makes a pivot point. Thus, if there is wind, the practitioner waits a few moments and the catamaran is positioned end to the wind, all alone, the tip of the starboard hull 10T, submerged, making a pivot point. The port hull 10B is necessarily placed in the position offering the least wind resistance, in the wind bed.

As soon as the catamaran is pivotally stabilized, the practitioner grasps a handle, in this case 20-2B, then leans back, as shown in Figure 2C. At first the standby puller 20-1 relaxes under the force exerted by the practitioner P, up to the maximum length L. The starboard handle 20-2T acts as a stop on the entry of the longitudinal housing 20- 3.

The practitioner P is in abseiling, exerts a counterweight effort which ensures the progressive recovery of the catamaran. The more the catamaran straightens, the easier the action.

In Figure 2D, the catamaran is in equilibrium towards a navigation position, the practitioner having no more action.

The sail, not shown for easy reading of the drawings, begins to fase in the direction of the wind since the catamaran is upwind.

It is noted that the practitioner finds himself in the water with his compulsory life jacket, and simultaneously the standby shortens and returns to its contracted length, entirely contained in the longitudinal housing, as shown in Figure 2E.

No righting tip hangs in the water, gets caught or disturbs the practitioner.

In Figures 3 and 4, there is shown in perspective fastening means 22 of the front beams 12A and rear 12B on the port hulls 10B and starboard 10T, according to the present invention, capable of receiving ends of said beams.

The example retained is that of the rear beam but remains fully applicable to a front beam, said rear beam forming a seat which comprises a beam 12B-1 forming the arch of the seat made up of a trampoline net and a beam 12B-2 , transverse, simple but this would be identical for the front beam which has only one complex beam but having only two ends.

Each beam 12B-1 and 12B-2 has two ends, each intended to cooperate with at least one housing 22-1 and 22-2. This at least one housing is produced in a plate 223 which integrates the at least one housing.

These dwellings are blind dwellings.

This plate 22-3 can be made of composite materials, of reinforced composite materials, of composite materials incorporating one or more metallic inserts or even directly of metal and in particular of light alloy.

The housings may consist of welded metal inserts if the plate is made of metal, of draped metal inserts to be secured to the plate when the latter is made of composite materials, of molded inserts if the assembly of the plate and the housings is made of composite materials.

This plate 22-3 is of a shape adapted to present a profile conjugate with that of the shell on which its mounting is provided.

In this case, only the housings 22-1 and 22-2 protrude under the plate while the plate presents on the top only the openings of the blind housings intended to receive the ends of said housings.

Appropriately, each hull is cut in line with the housing to allow their integration into the volume of the hull. The plate is then glued to the shell.

The forces are thus perfectly distributed and the housings can receive the ends of the beams and can take up the associated mechanical forces, including during navigation or during desalting or straightening.

According to the present invention, an arrangement is provided with rolling means 24. These rolling means are shown in FIG. 5. These rolling means 24 comprise two independent wheels 24-1B and 24-1T, each provided with a port tree 24-2B and starboard 24-2T.

One of the trees, in this case in FIG. 5, the port shaft 24-2B, is a shaft of length X and at least one hollow part forming a sleeve 24-3 of length X.

The other shaft, in this case in FIG. 5 the starboard shaft 24-2T, is of length X and has an additional end forming a projecting finger 24-4, of length x and intended to cooperate the sleeve 24-3, by interlocking.

The length X is greater than the width of a hull.

Indeed, there is provided a transverse hole, sealed and opening, 24-5B and 24-5T in each hull, for example in the form of a through tube and secured to the walls of said hull, below the waterline.

Internal spacers 24-6B and 24-6T may be provided in order to provide an operating gap between the outer wall of the shell and the wheel, more particularly the tire of the wheel.

The rolling means 24 can operate in two configurations.

The first navigation configuration, represented in FIG. 6A, shows the independent wheels 24-1B and 24-1T, with their port shafts 24-2B and starboard 24-2T mounted through the through, waterproof and through holes 24-5B and 24-5T of the hulls.

The trees protrude from the interior wall and do not cause any discomfort during rolling while ensuring the maintenance of the trees in the holes because the trees tend to be positioned slightly oblique in the holes due to the operating clearances.

When the catamaran is in the water or on the water's edge, simply remove the wheels and the hulls are operational.

On the way back the assembly is also very fast.

The second garage or transport configuration, for example behind a trailer bicycle, is shown in FIG. 6B.

The hulls having been de-graded, they can be brought together, each having been provided with its wheel.

The lengths L are chosen so that, when the shells are juxtaposed, the projecting finger 24-4, of a length x, cooperates with the sleeve 24-3, by interlocking.

The two shafts are then joined lengthwise.

Securing means such as a pin can be provided if necessary in order to guarantee that the two shafts on the port side 24-2B and starboard 24-2T are not disengaged.

According to the present invention, the mainsail terminal architecture according to the invention comprises a terminal 25 with a sliding carriage 25-1.

This boom 25 is articulated relative to the mast, in the pivoting direction around the axis of the mast, in a known manner, but also vertically to come parallel to said mast.

In the navigation position, the boom 25 is oriented rearward and pivots in a substantially horizontal plane, depending on the wind direction and the gaits that the practitioner intends to lead.

The boom 25, according to the invention comprises a beam in this case of circular, hollow or solid section. The length of this beam is Yl.

On this boom is reported a coaxial stop 25-2, possibly adjustable in translation.

This stop has an extra thickness E, relative to the outer peripheral surface of said boom.

A sliding carriage 25-1 is mounted on said boom 25. This sliding carriage 25-1 is a tube coaxial with the boom 25, the internal diameter of this coaxial tube being greater than that of the diameter of the boom increased by that of the stop 25-2 coaxial, with sufficient clearance for said coaxial carriage to slide on said boom but also on said sleeve.

The length of this tube is equal to Y2 with Y2 <Yl, substantially half to give an idea.

This sliding carriage 25-1 has, at its distal end relative to its point of attachment to the mast, an end sleeve 25-3, of reduced diameter, over a length. This reduced diameter allows said sliding carriage 25-1 to slide on the boom 25 but prohibits the passage of the end sleeve 25-3 above the coaxial stop 25-2. Generally, the end sleeve 25-3 comes into contact with the coaxial stop 25-2 when the proximal end of the sliding carriage comes into contact with the mast more precisely in contact with the tack point.

The mainsail GV of the catamaran includes like any mainsail, at its extremal angle a listening point, in this case this listening point is a passer-by 25-4.

This passer 25-4 is able to come and surround the end sleeve 25-3 of the sliding carriage 25-1.

The operation is as follows:

With the mainsail GV unwound from the mast which serves as a furler, the listening point, i.e. the passer-by 25-4, is threaded on the boom 25 until the passer-by 25-4 can be mounted coaxially on the end sleeve 25-3.

The practitioner manually reverses the sliding carriage 25-1 towards the distal end of the terminal 25 until said sliding carriage 25-1 sees its proximal end downstream of the stop 25-2, always considered relative to the point d 'tack with said mast.

The bracing generated at point Z by the tension of the mainsail provides traction on the distal end of the sliding carriage 25-1, inclines said carriage on terminal 25 as shown in Figure 7, due to the differential in diameter, thus maintaining the sliding carriage in the retracted position, and thus maintaining the mainsail GV in tension.

The mainsail GV is thus drawn up and maintained in this state during navigation, this is the representation of FIG. 8A.

If the wind picks up and the practitioner wishes to reduce the airfoil or the practitioner arrives on land, it is possible to unlock the blocking of the sliding carriage 25-1, generated by the stop 25-2 immediately and simply. It suffices for the practitioner who, when sailing, is located substantially under the stop 25-2, to generate a sudden upward force, for example a palm stroke, in the direction of the arrow F.

The sliding carriage is replaced, coaxial with the terminal and slides towards the tack, which relaxes the mainsail GV which can then be rolled up, for example, this is the representation in FIG. 8B.

If the winding is complete, representation of FIG. 8C, the terminal rises and is positioned by its geometry adapted parallel to the mast, the two axes of the mast and of the terminal are substantially parallel.

The catamaran can be beached, whatever the wind direction, while waiting for a resumption of service, without any risk and without degrading the mainsail or the mast can be dislocated.

The catamaran equipped with the arrangements which have just been described have all the advantages in terms of ease and safety for the recreational practitioner.

Claims (15)

1 Arrangement for a recreational catamaran comprising two hulls (10B and 10T), connected by at least two front (12A) and rear (12B) connecting beams, between which is stretched a trampoline (14) with means for clamping said beams and a single mast (16), without shroud, detachably secured to the front beam (12A), characterized in that it comprises a terminal (25) comprising a beam of circular section, articulated relative to said mast (16) , with a sliding carriage (25-1) consisting of a coaxial tube at the terminal (25). 2 arrangement for a leisure catamaran according to claim 1, characterized in that the terminal (25) comprises a coaxial stop (25-2) forming an additional thickness E, relative to the outer peripheral surface of said terminal, the sliding carriage ( 25-1) having an internal diameter greater than that of the diameter of the terminal (25) increased by that of the coaxial stop (25-2), with sufficient play so that said coaxial carriage slides on said boom but also on said sleeve . 3 Arrangement for a recreational catamaran according to claim 2, characterized in that the sliding carriage (25-1) has, at its distal end, an end sleeve (253), of reduced diameter, over a length y, this reduced diameter allowing said sliding carriage (25-1) to slide on the boom (25) but preventing the passage of the end sleeve (25-3) above the coaxial stop (25-2). 4 arrangement for a leisure catamaran according to claim 3, characterized in that the end sleeve (25-3) of the sliding carriage (25-1) is intended to receive a passer-by (25-4) secured to a large - veil, at the tack. 5 Arrangement for a recreational catamaran according to one of claims 1 to 4, characterized in that it comprises straightening means (20). 6 arrangement for a leisure catamaran according to claim 5, characterized in that the righting means (20) comprise a standby puller (20-1) with two handles (20-2B, 20-2T), respectively secured to the two ends of said watch puller positioned in a longitudinal housing (20-3) positioned under the front beam (12A). 7 Arrangement for a leisure catamaran according to claim 5, characterized in that the standby puller (20-1) comprises at least one elastic part, said standby puller having a length contracted between the handles (20-2B, 20- 2T) substantially equal to the length of the longitudinal housing (20-3), and being able to take, under a tension force, a maximum elongated length L. 8 Arrangement for a recreational catamaran according to any one of the preceding claims, characterized in that it comprises fixing means (22) of the forward (12A) and aft (12B) beams on the port (10B) and starboard hulls (10T). 9 Arrangement for a leisure catamaran according to claim 8, characterized in that each beam (12A, 12B) comprises two ends intended to cooperate, each with at least one housing (22-1, 22-2), said fixing means (22) comprising a plate (22-3) which integrates the housing (s). 10 Arrangement for a recreational catamaran according to claim 9, characterized in that the at least one housing (22-1,22-2) is a blind housing. 11 Arrangement for a leisure catamaran according to claim 9 or 10, characterized in that the plate (22-3) is of a shape adapted to present a profile conjugate with that of the hull (10B, 10T) which carries it. 12 Arrangement for a leisure leisure catamaran according to any one of the preceding claims, characterized in that it comprises rolling means (24) allowing the hulls to take two navigation or garage configurations. 13 Arrangement for a leisure catamaran according to claim 12, characterized in that the running means (24) comprise two wheels (24-1B, 24-IT), independent, each provided with a port shaft (24-2B) and starboard (24-2T), said shafts being intended to be housed in through, transverse, watertight and through holes, (24-5B, 245T), formed in each of the hulls (10B, 10T). 14 Arrangement for a recreational catamaran according to claim 13, characterized in that one of the trees (24-2B) is a tree of length X with at least one hollow part forming a sleeve (24-3) d 'one length x and the other (24-2T) of the shafts is of length X and has an additional end forming a projecting finger (24-4), of length x and intended to cooperate with the sleeve (24 -3), by interlocking. 15 Arrangement for a recreational catamaran according to claim 13 or 14, characterized in that it comprises interior spacers (26-5B, 26-5T).