FR3086267A1 - RIGGING SYSTEM - Google Patents

Abstract

The present invention relates to a rigging system (2000) for a boat (1000) comprising at least: ○ A wing mast (2100); ○ A balestron (2200); ○ A sail (2320); Characterized in that: ○ The wing mast (2100) is rotatable along a first vertical axis of rotation; ○ The balestron (2200) is rotatable around the mast-wing (2100) according to the first vertical axis of rotation; And in that it comprises at least one coupling device configured to selectively couple and decouple the rotation of the balestron (2200) with the rotation of the wing mast (2100).

Description

TECHNICAL FIELD OF THE INVENTION

The present invention relates to the field of rigging for boats in general, and more particularly for super yachts.

STATE OF THE ART

In the nautical field, the term mast-wing designates a mast which has a shape of wing, such as an airplane wing which can be pivoted according to its axis of rotation. Its aerodynamic shape added to the possibility of orienting it according to the wind direction improves the performance of the mainsail and therefore of the boat.

Indeed, in this case the mainsail is made up of a wing mast and generally of a flexible sail located at the rear of the wing mast.

The difference in performance between a wing mast and a fixed mast is visible as soon as the air flow in the sails is laminar.

With a fixed mast, turbulence occurs and the mainsail loses some of its power. The mast-wing limits the disturbances and increases the bearing surface of the mainsail.

The wing mast thus develops an ever-present surface. However, even if a wing mast has many advantages, it also has several disadvantages, especially when the boat is at anchor or moored in port.

Indeed, at anchor or in port, current solutions do not allow the mast-wing to be lowered, while the flexible sail can be lowered and stored on the terminal which itself is fixed to the mast. Thus, either the rotation of the wing mast is blocked and then in strong winds the boat can dangerously pitch, or the mast-wing is left free to rotate, but limited by the large dimensions of the terminal which is integral with it. Under these conditions, the wing mast cannot be, especially in port, put in neutral position facing the wind and cause problems for the boat or when other boats are close.

The present invention aims to at least partially solve the problems set out above.

SUMMARY OF THE INVENTION

The present invention relates to a rigging system for a boat, preferably having a length from the bow to the stern greater than or equal to 20m, comprising at least:

o A wing mast, preferably rigid;

o A balestron;

Characterized in that:

o The wing mast, preferably crosses the balestron and is configured to be movable in rotation along a first axis of vertical rotation relative to a hull of the boat;

o The balestron is mobile in rotation around the wing mast along the first vertical axis of rotation;

And in that it comprises at least one coupling device configured to selectively couple and decouple, preferably mechanically, the balestron with the wing mast so that:

o In a coupled configuration, the wing mast and the balestron are integral in rotation along the first vertical axis of rotation;

o In a decoupled configuration, the wing mast and the balestron are movable in rotation independently of one another along the first vertical axis of rotation.

The present invention also relates to a rigging system for a boat comprising at least:

o A wing mast comprising a mast and a wing;

o A balestron;

o A sail, preferably more flexible than the sail of the wing mast; Characterized in that:

o The balestron comprises a first part and a second part;

o The wing mast partly extends at least above and to the right of the first part of the balestron;

o The sail is configured to selectively present a deployed position and a retracted position so that:

In the deployed position, the sail extends in a substantially vertical plane (at least in the absence of deformation of the wind) and is arranged above and at least at least the second part of the balestron;

In the retracted position, the sail is placed in and / or on the second part of the balestron;

o The wing mast crosses the first part of the balestron and is configured to be mobile in rotation according to a first axis of vertical rotation relative to a hull of the boat;

o The balestron is mobile in rotation around the wing mast along the first vertical axis of rotation;

Furthermore, the rigging system comprises at least one coupling device configured to selectively couple and decouple the balestron with the wing mast so that:

o In a coupled configuration, the wing mast and the balestron are integral in rotation along the first vertical axis of rotation;

o In a decoupled configuration, the wing mast and the balestron are movable in rotation independently of one another along the first vertical axis of rotation.

The present invention allows on the one hand a coupling of the rotation of the wing mast and that of the balestron during the navigation period for example and on the other hand a decoupling of these two rotations during the anchorage period or moored at the port.

Thus, when the boat is at anchor or in port, it is not necessary to move the boat, or even to dismantle the wing mast, when strong winds are present, in fact, via this decoupling between the rotation of the mast- wing and the rotation of the balestron, it is possible to keep the fixed balestron in rotation relative to the boat and to let the mast-wing rotate on itself, preferably 360 ° if necessary, without this being annoying for the occupants of the boat as for the surrounding boats.

The present invention also provides an additional degree of freedom in steering the boat. Indeed, by having the possibility of decoupling the rotation of the mast-wing from that of the balestron, it becomes possible to control the rotation of the mast-wing independently of that of the balestron. The browser therefore has an additional degree of freedom in the use of this rigging system according to the present invention.

The present invention makes it possible to optimize the operation of the boat in “sails and engine” configuration or navigation assisted by sail (“motorsailing”). This type of use allows a significant gain in terms of fuel consumption.

Coupled with diesel-electric propulsion by a computer program product according to the present invention and thanks to its ease of control, preferably "all hydraulic", the present invention makes it possible to envisage a "sail and engine" use of the boat in mode. automatic says "full automatic" very close to the electronic speed regulators that we find on modern land motorized vehicles.

The present invention makes it possible to delete the terminal (s) and at the same time to delete the "low terminal hedges". The removal of this element gives the naval architect additional freedom in the design of forward deck superstructures with a real gain in the interior volumes called "noble", that is to say lying above from the bridge, and in terms of a net increase in the much sought after so-called “social-areas” located outside on the upper deck and exclusively intended for the owner, his guests or charter clients.

The present invention gives the naval architect complete freedom to design a boat with the particular characteristics that only the present invention can achieve.

The present invention also relates to a mainsail configured to cooperate with at least one rigging system according to the present invention, said mainsail comprising at least one mast-wing movable in rotation along a first vertical axis of rotation, a movable flap in rotation along a second vertical axis of rotation disposed at a distal portion of the wing mast relative to the mast and at least one sail supported in part at least by the flap is disposed at the distal portion of the wing mast.

The present invention also relates to a boat comprising at least one rigging system according to the present invention.

The present invention also relates to a system for piloting at least one boat according to the present invention comprising at least one computer device, a plurality of sensors, preferably arranged in and / or on and / or near the rigging system, and at least a plurality of control configurations.

The present invention also relates to a method of piloting at least one boat according to the present invention comprising at least one piloting system according to the present invention comprising a first piloting configuration comprising a first reference value, said method comprising at least the steps following:

o Reception by the computing device of at least one measurement from at least one sensor of the plurality of sensors;

o Comparison of said measurement with said first reference value;

o If said measurement is different from said first reference value, modification of at least one operating parameter of the boat from a list of parameters, preferably of the rigging system. Preferably at least one of said parameters of said list relates to the selective coupling or decoupling of the balestron relative to the mast.

The present invention finally relates to a computer program product, preferably stored on a non-transient medium, comprising instructions, which when executed by at least one microprocessor, performs the steps of the method according to the present invention.

BRIEF DESCRIPTION OF THE FIGURES

The aims, objects, as well as the characteristics and advantages of the invention will emerge better from the detailed description of an embodiment of the latter which is illustrated by the following accompanying drawings in which:

- Figure 1 illustrates a boat, preferably a super-yacht, comprising two rigging systems according to a non-limiting embodiment of the present invention.

- Figure 2 illustrates a rigging system according to a non-limiting embodiment of the present invention.

- Figure 3 illustrates an exploded view of the rigging system illustrated in Figure 2.

- Figure 4 illustrates a sectional view of the rigging system illustrated in Figure 2.

- Figure 5 illustrates the decoupling between the wing mast and the balestron of the rigging system illustrated in Figure 2

- Figure 6 illustrates a schematic top view of a rigging system according to an embodiment of the present invention when the sail is aligned with the mast-wing.

- Figure 7 illustrates a schematic top view of a rigging system according to an embodiment of the present invention when the sail and the mast-wing are not aligned.

- Figure 8 schematically illustrates the method of piloting a rigging system according to an embodiment of the present invention.

The accompanying drawings are given as examples and are not limitative of the invention. These drawings are schematic representations and are not necessarily to the scale of practical application.

DETAILED DESCRIPTION OF THE INVENTION

It is specified that in the context of the present invention, the term “rigging”, or its equivalents, has for definition the material used for the maneuver of the vélique propulsion system.

The term "mast-wing", or its equivalents can for example designate a mast which has a shape of a drop of water or an airplane wing which can be rotated along an axis of rotation relative to the boat. Its aerodynamic shape added to the possibility of orienting it according to the wind direction improves the performance of the mainsail and therefore of the boat. In other words, a wing mast may be a structure comprising a mast movable in rotation secured to a preferably rigid element having a profile of aerodynamic section. The mast-wing used alone without the flexible aft sail can be propellant and therefore considered as a full sail. This explanation of the term mast-wing aims to fully understand the invention but in no way limits the scope of the claims.

The term "balestron", or its equivalents can for example designate a self-supporting beam partially supporting at least one mast and being articulated on at least one vertical axis of rotation and preferably coincident with the vertical extension axis of said mast. This explanation of the term balestron aims to fully understand the invention but in no way limits the scope of the claims.

The term “veil”, or its equivalents, can for example designate an element having a non-zero surface area for wind blowing. A sail has a deployed position and a retracted position. In the deployed position, the sail has a greater wind catching surface than that which it presents in the retracted position. This explanation of the term veil aims to fully understand the invention but in no way limits the scope of the claims.

For example, a sail may include synthetic fibers, a fabric, mobile, retractable or even telescopic panels, an inflatable profile, a composite system of double textile sail mounted on an inflatable and / or rigid structure.

The term “stanchion”, or its equivalents, denotes in particular a reinforcement serving as a base for a device or intended to support a mast. This explanation of the term étambrai aims to fully understand the invention but in no way limits the scope of the claims.

It is specified that in the context of the present invention, the term "super-yacht", or its equivalents, has the definition of a boat the length of which is greater than or equal to 24m, preferably 35m, that is to say that the distance from the bow to the stern is greater than or equal to 24m, preferably 35m.

It is specified that in the context of the present invention, the term "coupling", or its equivalents, has the definition of making a second action depend on a first action. In particular, a second rotation is coupled to a first rotation if the first rotation causes the second rotation.

It is specified that in the context of the present invention, the term "decoupling", or its equivalents, has the definition of making a second action independent of a first action. In particular, a second rotation is decoupled from a first rotation if the second rotation is independent of the first rotation.

It is specified that in the context of the present invention, the term "flexible", or its equivalents, is opposed to the term "rigid" or its equivalents. Thus a flexible sail is a sail with lower rigidity than that of a rigid wing mast. And a rigid wing mast is a wing mast with less flexibility than a flexible sail. In particular, a rigid wing cannot generally be wound with a radius of curvature less than 2 meters, or even 1 meter without breaking or undergoing plastic deformation.

Before starting a detailed review of embodiments of the invention, there are set out below optional features which can optionally be used in combination or alternatively:

Advantageously, the mast and the rigid wing form a monolithic part.

- According to one embodiment, the airfoil forms with the mast a wing.

- The sail is more rigid than the sail. The wing can be described as “rigid”.

Advantageously, the wing mast is movable along the first vertical axis of rotation at an angular amplitude greater than 90 °, preferably 180 ° and advantageously equal to 360 °.

Advantageously, the balestron is movable along the first vertical axis of rotation at an angular amplitude greater than 90 °, preferably 180 ° and advantageously equal to 360 °.

Advantageously, the rotation of the balestron and that of the mast-wing are configured to form a first angular offset along the first vertical axis of rotation between the balestron and the mast-wing greater than 45 °, preferably 90 ° and advantageously equal to 180 °.

Advantageously, the coupling device comprises at least one coupling axis, in rotation about said vertical axis of rotation, from the balestron to the wing mast, the coupling axis being selectively movable in translation between a decoupling position and a position of coupling.

This alternately makes it possible to mechanically couple and decouple the rotation of the balestron and that of the wing mast. The use of a movable coupling axis in translation provides a simple, robust and reliable coupling device.

- According to one embodiment, the coupling axis is a pin or a latch.

Advantageously, said coupling axis is movable in translation along an axis parallel or orthogonal to the first vertical axis of rotation.

This allows the balestron to be mechanically coupled to the wing mast, either at mast level or at wing level.

Advantageously, the coupling device comprises at least a first axis of coupling of the balestron to said wing mast and a second axis of coupling of the balestron to said wing mast, said first coupling axis being movable in translation alternately from a decoupling position towards a coupling position along an axis parallel to said first vertical axis of rotation, and said second coupling axis being movable in translation alternately from a decoupling position to a coupling position along an axis orthogonal to said first vertical axis of rotation.

This mechanically couples the balestron to the mast-wing at mast level and at wing level.

- Advantageously, the rigging system comprises at least a first stern and at least a second stern, the first stern being configured to cooperate with the wing mast, the second stern being configured to cooperate with the balestron.

This provides independent rotation of the balestron relative to the boat, and preferably the wing mast, and independent rotation of the wing mast relative to the boat, and preferably the balestron.

This makes it possible to mechanically uncorrelate the rotation systems of the balestron and the mast-wing. This allows easier maintenance as well as more modular maintenance.

Advantageously, the second stem is concentrically disposed relative to the first stem.

This allows the rigging system to have increased compactness and simplicity of construction.

Advantageously, the first stambrai and the second stambrai jointly form a double stambrai.

Advantageously, the rigging system according to the present invention comprises at least a first rotation device and at least a second rotation device, the first rotation device being configured to allow rotation of the wing mast along the first vertical axis of rotation , the second rotation device being configured to allow rotation of the balestron along the first vertical axis of rotation.

More specifically, the first rotation device is configured to guide the rotation of the wing mast relative to a hull of the boat around the first vertical axis of rotation. The second rotation device is configured to guide the rotation of the balestron about the first vertical axis of rotation relative to a hull of the boat.

The first rotation device allows the free and / or controlled rotation of the wing mast along the first vertical axis of rotation relative to the boat and preferably the balestron when the rotation of the balestron and the rotation of the wing mast are decoupled.

The second rotation device allows the free and / or controlled rotation of the balestron along the first vertical axis of rotation relative to the boat and preferably the wing mast when the rotation of the balestron and the rotation of the wing mast are decoupled.

Advantageously, the first rotation device and / or the second rotation device comprise at least one of: a first ball bearing, a second ball bearing, ...

Advantageously, the rigging system comprises an additional rotation device configured to partially support at least the weight of the balestron and to allow rotation, preferably free and / or controlled, of the balestron along the first vertical axis of rotation relative to the boat and preferably relative to the wing mast when the rotation of the balestron and the rotation of the wing mast are decoupled.

Advantageously, the additional rotation device comprises at least one of: an additional ball bearing, ...

Advantageously, the rigging system comprises a double mast crossed at least partly by the mast of the wing mast and crossing partly at least the balestron, the first rotation device being disposed between the mast and the double mast and the second device of rotation being arranged between the double strut and at least part of the balestron.

Advantageously, the first rotation device is disposed between the mast and the first stanchion, and in which the second rotation device is disposed between the balestron and the second stern frame.

This makes the rigging system according to the present invention compact, reliable and easy to maintain.

Advantageously, the rigging system comprises at least a first actuator and at least a second actuator, the first actuator being configured to control the rotation of the wing mast along the first vertical axis of rotation, and the second actuator being configured to control the rotation of the balestron along the first vertical axis of rotation.

The first actuator allows control of the rotation of the wing mast, for example when the boat is in navigation.

The second actuator allows the rotation of the balestron to be controlled, for example when the boat is in navigation, and also the locking of this rotation when the boat is at anchor or in port.

Advantageously, the first actuator comprises at least one device for braking the rotation of the wing mast along the first vertical axis of rotation. This makes it possible to slow down the rotation of the wing mast, for example during navigation, storms and when the boat is at anchor or in port.

Advantageously, the second actuator comprises at least one device for braking the rotation of the balestron along the first vertical axis of rotation.

This makes it possible to slow down the rotation of the balestron, for example during navigation.

Advantageously, the first actuator and / or the second actuator comprise at least one of: a hydraulic control device, a mechanical control device, an electromechanical control device, a manual control device.

This allows manual and / or automated piloting of the wing mast and balestron, in particular their orientation relative to the boat, but also relative to one another.

Advantageously, the wing mast comprises a proximal part relative to the mast and a distal part relative to the mast.

Advantageously, the wing mast comprises at least one flap movable in rotation along a second vertical axis of rotation disposed at the distal part of the wing mast, said flap comprising at least one hinge and at least one guide element configured for support at least part of the sail. This makes it possible to hoist a sail at the rear of the wing mast and thus increase the total surface exposed to the wind.

Advantageously, the hinge secures the guide element to the wing mast so as to create a slot extending in the main direction of extension of the guide element, the slot being configured to allow the wind to pass in part at least between the wing mast and the guide element, preferably between the wing mast and the sail.

This accelerates the wind in the lower surface, then passes the accelerated wind through the slit so that it is then accelerated at the upper surface and thus creates a suction phenomenon allowing to increase the driving force generated. by the wind.

Advantageously, the wing mast, the flap and the sail are configured to cooperate and form at least one slot extending in the main direction of extension of the wing mast and being configured to allow the wind to pass in part at least between the wing mast and said sail.

This accelerates the wind in the lower surface, then passes the accelerated wind through the slit so that it is then accelerated at the upper surface and thus creates a suction phenomenon allowing to increase the driving force generated. by the wind.

- Advantageously, the slot has a length dimension equal to the main dimension of extension of the wing mast.

Advantageously, the slit is continuous according to its dimension in length.

- According to another embodiment, the slot is discontinuous according to its length dimension.

Advantageously, the slot has a width dimension between 1cm and 2m.

Advantageously, the hinge is configured to allow rotation of the flap along the second vertical axis of rotation according to an angular amplitude greater than or equal to 10 °, preferably at 20 ° and advantageously at 35 °. This allows an additional degree of freedom in the steering of the boat's sails.

- Advantageously, the rigging system according to the present invention comprises at least a third actuator configured to control the rotation of the flap along the second vertical axis of rotation.

This allows you to control the rotation of the shutter.

- Advantageously, the third actuator is arranged in the wing mast.

Advantageously, the third actuator is taken from at least: a jack, an electric motor, a cable system preferably comprising preferably electric winders.

This allows simple and reliable construction.

Advantageously, said sail comprises an inflatable profile.

This provides an additional degree of control by managing the inflation pressure of such an element without increasing the size.

Advantageously, said sail comprises a profile in the form of a thick retractable wing.

Advantageously, said sail comprises at least one retractable panel.

Advantageously, said sail comprises at least one composite system with double sails mounted on a structure, which can be inflatable or rigid.

Advantageously, the balestron comprises at least a first part and at least a second part, the first part being arranged on at least part of the periphery of the wing mast, the second part being integral with the first part and being configured to support the less partly a sail.

This makes it possible to have a part configured to ensure the rotation of the balestron along the first vertical axis of rotation relative to the boat and to have a part of the balestron dedicated to supporting a sail forming a flap.

- Advantageously, the second part of the balestron comprises at least one winding axis configured to selectively deploy and retract the sail so as to selectively store and hoist the sail.

This provides a storage chest to store the sail.

Advantageously, the second part of the balestron is mechanically secured to the first part of the balestron through at least one articulation configured to allow the second part of the balestron to be movable in rotation along an additional vertical axis of rotation relative to the boat's hull.

This makes it possible to have an additional degree of freedom in piloting the mainsail, and more precisely the flap formed by the sail carried in part at least by the second part of the balestron.

Advantageously, the articulation is configured to allow rotation of the second part of the balestron along the additional vertical axis of rotation relative to the first part of the balestron according to a second angular offset greater than or equal to 10 °, preferably 20 ° , and advantageously at 35 °.

This allows an additional degree of freedom in the steering of the boat's sails.

Advantageously, the articulation comprises at least one additional actuator configured to control the rotation of the second part of the balestron along the additional vertical axis of rotation.

This allows to pilot the second part of the balestron, and therefore part of the sail.

- Advantageously, the additional actuator is arranged in the first part of the balestron.

- Advantageously, the additional actuator is arranged in the second part of the balestron.

- Advantageously, the additional actuator is taken from at least: a jack, an electric motor, a cable system preferably comprising preferably electric winders.

Advantageously, the wing mast comprises at least one anemometer.

This allows a measurement of the wind speed and direction, and according to an advantageous embodiment of the present invention, this allows regulation of the control of the rotation of the wing mast along the first vertical axis of rotation relative to the boat.

Advantageously, the wing mast comprises at least one hydraulic system comprising at least one nozzle configured to generate at least one stream of water, preferably under pressure, intended for cleaning at least part of the external part of the mast. wing.

This allows cleaning of the wing mast without the need to dismantle it.

Advantageously, the rigging system according to the present invention comprises at least one device for collecting electrical energy by rotation of the wing mast along the first vertical axis of rotation.

This allows you to take advantage of the rotation of the wing mast in the event of a storm in order to generate electricity.

The present invention finds as a preferred field of application boating and in particular boats having a propulsion system by sail, and more particularly still super-yachts having at least one propulsion system by sail.

Figure 1 shows a super-yacht comprising two rigging systems 2000 according to an embodiment of the present invention. It should be noted that this 2000 rigging system does not include a sump.

In this figure, the boat 1000 comprises a hull 1100 supporting two rigging systems 2000 according to an embodiment of the present invention.

According to this embodiment, the rigging system 2000 comprises at least one wing mast 2100, a balestron 2200 and preferably a flap 2300 and a sail 2320, preferably flexible and disposed at the rear of the wing mast relative to the bow 1200, that is to say the direction of advance of the boat 1000. Preferably, the mast-wing 2100 extends above and in line with part of the balestron 2200 and the sail 2320 s' extends above and to the right of another part of the balestron 2200.

In this figure, it will be noted that in the main direction of extension of the boat 1000 from the bow 1200 towards the stern 1300, we meet the mast-wing 2100, a flap 2300 described below and the sail 2320, all three arranged at the vertical of the balestron 2200. We will consider the front of the mast-wing 2100 as being the part of the mast-wing located between the bow 1200 and the mast 2110 of the mast-wing 2000, in other words the part closest to the axis of the mast 2110, the rear of the mast-wing 2100 being therefore the part situated between the stern 1300 and the mast 2110 of the mast-wing 2100, in other words the part furthest from the axis of the mast 2110. Thus, the sail 2320 is disposed at the rear of the wing mast 2100, preferably after the flap 2300.

Advantageously, the wing mast 2100 comprises a proximal part 2160 relative to the mast 2110, also called the leading edge of the wing mast 2100, and a distal part 2170 relative to the mast 2110, also called the trailing edge of the mast 2100. Thus, the flap 2300 is disposed at the level of the distal part 2170 of the mast 2100. Advantageously, the sail 2320 is arranged at the level of the distal part 2170 of the mast-wing 2100.

According to an embodiment of the present invention, this rigging system 2000 is configured to cooperate with a wing, for example a mainsail, comprising a mast-wing 2100, preferably rigid, and a sail 2320, preferably flexible, disposed at the rear of the wing mast 2100 and connected to the latter by a flap 2300, preferably mobile. Advantageously, the sail 2320 is supported in part at least by the flap 2300 described more precisely below. This flap 2300 partially ensures at least the junction between the mast-wing 2100 and the sail 2320.

In addition, as shown in FIG. 1, this flap 2300 allows the formation of a slot 2330 disposed between the wing mast 2100 and the sail 2320, preferably disposed between the wing mast 2100 and the flap 2300, and extending along the main direction of extension of the mast-wing 2100, that is to say along the main direction of extension of the mast 2110. This slot will be described more precisely through Figures 6 and 7 below.

This slot 2330 allows the wind accelerated at the lower surface of the wing mast 2100 to pass through the airfoil and then be accelerated at the upper surface of the sail 2320. This generates a phenomenon of suction and thus increases the driving force generated by the wind.

According to one embodiment, the rigging system 2000 allows the rotation of the wing mast 2100 according to a first vertical axis of rotation 2150 shown in the following figures. Preferably, the rigging system 2000 comprises a first actuator, not shown, configured to allow the control, manual or automatic, of the rotation of the mast-wing 2100 according to the first vertical axis of rotation 2150. Advantageously, this rotation of the mast wing 2100 relative to boat 1000 can also be a free rotation. This case will also be described below.

Advantageously, the wing mast 2100 is configured to be able to rotate around the first vertical axis of rotation 2150 over 360 °.

Advantageously and as described below, the rigging system 2000 also allows the rotation of the balestron 2200 along the first vertical axis of rotation 2150. Preferably, the rigging system 2000 then comprises a second actuator, not shown, configured to allow control, manual or automatic, of the rotation of the balestron 2200 along the first vertical axis of rotation 2150. Advantageously, the balestron 2200 is configured to be able to rotate around the first vertical axis of rotation 2150 over 360 °.

As will be described later, one of the advantages of the present invention is that it allows the rotation of the balestron 2200 and the rotation of the wing mast 2100 to be coupled and decoupled. Thanks to the coupling, the wing mast and the balestron form a single element rotating around the first vertical axis of rotation 2150 over 360 °.

By decoupling, it is advantageous to have a first actuator and a second actuator in order to control independently the rotation of the balestron 2200 and that of the mast-wing 2100.

Thus, advantageously, the coupling device 2400, preferably reversible, makes it possible to rotate simultaneously and / or independently the mast-wing 2100 and the balestron 2200 around the first vertical axis of rotation 2150.

Figure 2 illustrates a rigging system 2000 according to an embodiment of the present invention. As in FIG. 1, this rigging system 2000 comprises a wing mast 2100, a flap 2300 and a balestron 2200.

As before and cleverly, the wing, for example the mainsail, thus formed comprises a mast-wing 2100 and a sail 2320, both being integral with one another by means of the flap 2300. This flap 2300 is configured to be movable in rotation along a second vertical axis of rotation 2313 relative to the wing mast 2100.

This flap 2300 is integral with the wing mast 2100 by means of at least one hinge

2310 connecting a guide element 2312 by means of at least one fixing element

2311 to the wing mast 2100. This component 2300 will be described more precisely below.

Preferably this guide element 2312 is configured to guide the sail 2320 during its deployment or its folding. This guide element 2312 can comprise a halyard carriage and / or a rail and / or a groove.

According to an embodiment as illustrated in FIG. 2, the balestron 2200 has a first part 2210 and a second part 2220. The first part 2210 and the second part 2220 being integral with each other by at least one articulation 2230. This articulation 2230 allows a rotary movement of the second part 2220 relative to the first part 2210. This rotary movement takes place along an additional vertical axis of rotation 2231. Thus, the second part 2220 is movable in rotation around this axis of additional vertical rotation 2231 relative to hull 1100 of boat 1000.

As presented below, the second part 2220 of the balestron 2200 is configured to partially support at least the sail 2320, also partially supported at least by the flap 2300, and to store said sail 2320 in a trunk 2221 housed in the second part. 2220 of the balestron 2200.

In this figure, the crossing of the first part 2210 of the balestron 2200 by the mast 2110 of the mast-wing 2100 has been shown diagrammatically in tilled points. This figure thus illustrates that the first part 2210 of the balestron 2200 is arranged around at least part of the mast 2110 of the wing mast 2100.

According to one embodiment, as shown in Figures 2, 3 and 4, the second vertical axis of rotation 2313 and the additional vertical axis of rotation 2231 are collinear.

According to another embodiment, the second vertical axis of rotation 2313 and the additional vertical axis of rotation 2231 are substantially parallel to each other.

According to one embodiment, the mast-wing 2100 can receive in the rear part a mainsail halyard and in front before a gennaker halyard for example. The two halyards are provided with a hydraulic and / or mechanical mechanism for blocking the mast head 2110. The halyards can be actuated by winches, for example integrated in the lower part of the mast-wing 2100.

FIG. 3 represents an exploded view of a rigging system 2000 according to an embodiment of the present invention. This figure shows the mast-wing 2100 comprising a wing 2120, preferably rigid, secured to the mast 2210. This mast 2100 comprises the flap 2300 described above. This flap 2300 is connected to the mast 2100 via the hinge 2310. This hinge 2310 is integral with one or more fixing elements 2311 making it possible to connect it to the guide element 2312 extending in the main direction extension of the 2100 wing mast.

Advantageously, the hinge 2310 is configured to allow rotation of the guide element 2312 along the second vertical axis of rotation 2313 relative to the wing mast 2100.

Cleverly, the guide element 2312 is configured to support, at least in part, the sail 2320 when the latter is hoisted. Cleverly, the guide element 2312 is configured to guide the sail 2320 when it is hoisted.

Preferably, the hinge 2310, the guide element 2312 and the fixing element or elements 2311 are configured to form a slot 2330 between the wing mast 2100 and the hoisted sail 2320.

In particular, the fixing element (s) 2311 advantageously have a substantially horizontal spatial extension so as to space the hinge 2310 from the guide element 2312 and thus form a space intended to serve as a slot 2330 between the wing mast 2100 and the sail 2320.

According to a preferred embodiment, the rigging system 2000 comprises a third actuator, not shown. This third actuator is configured to control, manually and / or automatically, the rotation of the flap 2300 relative to the wing mast 2100. Preferably, this third actuator is arranged in the wing mast 2100. This third actuator can be of different types, and for example be formed by a jack. This third actuator adds an additional degree of freedom in controlling the wing thus formed.

In this figure, the additional vertical axis of rotation 2231 is shown. As indicated previously, the second part 2220 of the balestron 2200 is movable in rotation along this additional vertical axis of rotation 2231 relative to the first part 2210 of the balestron 2200. This rotation is preferably made possible by an articulation 2230 disposed between the first part 2210 and the second part 2220 of the balestron 2200.

Advantageously, the articulation 2230 comprises at least one additional actuator. This additional actuator can for example be a jack 2232 as shown in FIG. 3 by way of nonlimiting example.

This additional actuator thus allows the control, manual or automatic, of the rotation of the second part 2220 of the balestron 2200 relative to the first part 2210 of the balestron 2200. Here again, this brings an additional degree of freedom in the control of this system of 2000 rigging and therefore in steering this wing.

FIG. 4 illustrates a sectional view of a rigging system 2000 according to an embodiment of the present invention. In particular, this sectional view illustrates the passage of the mast 2110 through the first part 2210 of the balestron 2200.

In a particularly clever way, the present invention proposes a 2000 rigging system in which the balestron 2200 and the mast-wing 2100 can both be movable in rotation independently of each other and according to the same vertical axis of rotation, said first vertical axis of rotation 2150.

These two independent rotations from one another allow, on the one hand, independent control of the rotation of the wing mast 2100 and of the rotation of the balestron 2200, and on the other hand to fix the balestron 2200 in a position around the wing mast

2100 and leave the mast 2100 free to rotate when, for example, the boat is at anchor or in port and for example when a storm occurs.

Given the low windward resistance of the balestron 2200 and the freedom of rotation of the wing mast 2100, when boat 1000 is at anchor or in port during strong winds, it is not necessary to move boat 1000, or even to dismantle the mast-wing 2100. Indeed, on the one hand, the balestron 2200 not being rotated, this prevents other boats from being hindered by the rotation of the balestron 2200 during strong winds, and on the other hand, the mast-wing 2100 being free to rotate about the first vertical axis of rotation 2150, taking it into the wind only causes it to rotate freely without causing the boat 1000 to pitch.

The present invention thus allows the formation of a first angular offset 2500 between the wing mast 2100 and the balestron 2200 relative to the main direction of extension of the balestron. This first angular offset 2500 is shown in Figure 5 and will be described later.

According to a preferred embodiment of the present invention, the rigging system 2000 comprises a first 2130 and a second 2211 stanchion relative to respectively the mast-wing 2100 and the balestron 2200.

Preferably, and as illustrated in FIG. 4, the first 2130 and the second 2211 stanchions can be formed from the same piece.

Given the relative configuration of the wing mast 2100 and the balestron 2200 of FIG. 4, the first stanchion 2130 and the second stern 2211 are arranged between the mast 2110 of the wing mast 2100 and the first part 2210 of the balestron 2200. can therefore speak of a double stamp 2050.

It will thus be noted that the double stanchion 2050 is crossed by the mast 2110 of the wing mast 2100, while the balestron 2200 is crossed in part at least by the double stern-frame 2050. In particular, at least part of the balestron 2200, preferably the entire first part 2210 of the balestron 2200 rests and / or is supported by the double stirrup 2050.

According to one embodiment, the rigging system comprises at least one device for braking the rotation of the wing mast and / or the balestron about their respective axis of rotation.

According to a preferred embodiment, the rigging system 2000 according to the present invention comprises a first rotation device 2140 and a second rotation device 2212.

The first rotation device 2140 is configured to allow the rotation of the wing mast 2100 along the first vertical axis of rotation 2150 relative to the boat 1000. The second rotation device 2212 is configured to allow the rotation of the balestron 2200 along the first axis of vertical rotation 2150 relative to boat 1000 and wing mast 2100.

Advantageously, the first rotation device 2140 is disposed between the mast 2110 of the wing mast 2100 and the first stern 2130, preferably the double stern 2050. It will thus be noted in FIG. 4 that the mast 2110 crosses the double stern 2050 and that the first rotation device 2140 is disposed between the mast 2110 and the double strut 2050.

Preferably, the second rotation device 2212 is disposed between the first part 2210 of the balestron 2200 and the second stirrup 2211, preferably the double stirrup 2050. It will be noted that in FIG. 4, the balestron 2200 rests partly at least on the double strut 2050 and the double strut 2050 is housed at least in part in the first part 2210 of the balestron 2200. In this configuration, the rigging system 2000 according to the present invention comprises an additional rotation device 2213 disposed between the first part 2210 of the balestron 2200 and the double strut 2050, in particular at the level where the double strut 2050 supports the first part 2210 of the balestron 2200. This additional rotation device 2213 has the function of allowing the rotation of the balestron 2200 relative to the double strut 2050 while ensuring its support.

The first rotation device 2140 is configured to guide the mast in rotation relative to the hull 1100 of the boat 1000. In this case, it is for example possible to provide that this first rotation device 2140 has a first ring, preferably a outer ring, integral with the shell 2100 and a second ring, preferably an inner ring, integral with the mat.

The second rotation device 2212 is configured to guide the balestron 2200 in rotation relative to the mast 2110. In this case, it is for example possible to provide that this second rotation device 2212 has a first ring, preferably an external ring, secured to the balestron 2200 and a second ring, preferably an internal ring, secured to the shell 2100.

Provision may be made for each rotation device to comprise several bearings, for example to increase the rigidity of the structure or to reduce the size of each bearing.

Preferably, at least one of the first rotation device 2140 and the second rotation device 2212 comprises a bearing integrating rolling elements such as balls, rollers, cones or needles. For example it can be ball bearings. It will nevertheless be noted that the first 2140 and second 2212 rotation devices as well as the additional rotation device 2213 can be of all types,

Thus, as illustrated in FIG. 4, the first rotation device 2140 can comprise a first ball bearing 2141, the second rotation device 2212 can comprise a second ball bearing 2212a, and the additional rotation device 2213 can comprise a bearing with additional balls 2213a.

According to an embodiment not illustrated, the rigging system comprises a rotation device configured to ensure the guiding in rotation of the balestron relative to the mast 2110. In this case, it is possible to provide that this rotation device has a first ring, of preferably an outer ring, integral with the balestron and second, preferably an inner ring, integral with the mast.

Advantageously, the rigging system 2000 according to an embodiment of the present invention comprises a device 2400 for coupling the rotation of the balestron 2200 with the rotation of the wing mast 2100. This coupling device 2400 has the function of coupling the rotational movement of the balestron 2200 with that of the wing mast 2100. This coupling device 2400 can take several forms and be more or less complex.

According to one embodiment, the coupling device 2400 can comprise at least one coupling axis 2410, 2420 which can be arranged horizontally or vertically and being configured to be movable in translation.

FIG. 4 represents a situation in which the coupling device 2400 comprises a first coupling axis 2410 vertical and a second coupling axis 2420 horizontal.

Preferably, the first coupling axis 2410 is configured to be movable in translation along a first translation axis 2411, preferably vertical. In FIG. 4, the first coupling axis 2410 is configured to move alternately from a coupling position to a decoupling position.

According to one embodiment, the first coupling axis 2410 can be housed in the wing 2120 of the wing mast 2100 in the decoupling position and be translated, manually and / or automatically, to the first part 2210 of the balestron 2200 in the position of coupling; and / or conversely, it can be housed in the first part 2210 of the balestron 2200 in the decoupling position and be translated, manually and / or automatically, to the wing 2120 of the wing mast 2100 in the coupling position.

In a substantially identical manner, the second coupling axis 2420 is configured to be movable in translation along a second translation axis 2421, preferably horizontal. In FIG. 4, the second coupling axis 2420 is configured to move alternately from a coupling position to a decoupling position.

According to one embodiment, the second coupling axis 2420 can be housed in the mast 2110 of the wing mast 2100 in the decoupling position and be translated, manually and / or automatically, to the first part 2210 of the balestron 2200 in the coupling position ; and / or conversely, it can be housed in the first part 2210 of the balestron 2200 in the decoupling position and be translated, manually and / or automatically, to the mast 2110 of the wing mast 2100 in the coupling position.

In FIG. 4, by way of nonlimiting example, the first 2410 and the second 2420 coupling axes are in the coupling position.

According to an embodiment not shown, it is possible to couple the rotation of the balestron 2200 with that of the mast-wing 2100 while applying a first angular offset 2500 between the balestron 2200 and the mast-wing 2100. This coupling is preferably carried out by the second coupling axis 2420 for example. This situation implies that the mast 2110 of the wing mast 2100 has a plurality of housings for the second coupling axis 2420 on its periphery.

In FIG. 4, we also find the previous wing comprising the wing 2120 of the mast-wing 2100, the flap 2300 with the slot 2330 and the sail 2320. The flap 2300 here again comprises a hinge 2310 movable in rotation about the second axis vertical rotation 2313.

It will also be noted that in this figure are represented the first part 2210 and the second part 2220 of the balestron 2200, as well as the articulation 230 movable in rotation around the additional vertical axis of rotation 2231. In this figure, a jack 2232 is also shown and plays the role of additional actuator. As previously specified, this jack 2232 makes it possible inter alia to apply a second angular offset 2600 between the first part 2210 of the balestron 2200 and the second part 2220 of the balestron 2200, that is to say to make it movable in rotation according to the additional vertical axis of rotation 2231 the second part 2210 of the balestron 2200 relative to the first part 2210 of the balestron 2200.

FIG. 5 represents, according to an embodiment of the present invention, a situation in which the rotation of the wing mast 2100 and that of the balestron 2200 are decoupled. It is thus noted that the mast-wing 2100 forms with the balestron 2200 the first angular offset 2500 previously discussed. This first angular offset 2500 is located in a horizontal plane between the main direction of extension of the balestron 2200 and the secondary direction of extension 2180 of the mast-wing 2100. This secondary direction of extension 2180 of the mast-wing 2100 is orthogonal to the main direction of extension of the wing mast 2100. This secondary direction of extension 2180 extends in a plane parallel to a plane in which the main direction of extension of the balestron 2200 extends.

This first angular offset 2500 is made possible by the decoupling of the rotation of the wing mast 2100 and that of the balestron 2200. In particular, in this figure is shown a passage 2430 of the coupling device 2400, in particular of the second coupling axis 2420 with reference to Figure 4.

Thus, FIG. 5 represents the situation, for example, of a boat 1000 at anchor or in port having its balestron 2200 immobilized relative to its rotation around the first vertical axis of rotation 2150, and its mast-wing 2200 left free to rotate around the first vertical axis of rotation 2150.

It will be noted in this figure that the second angular offset 2600 is also shown. This second angular offset 2600 is preferably made possible by the additional actuator, for example by two jacks 2232 arranged on either side of the articulation 2230. This second angular offset 2600 is less than or equal to 45 °, preferably at 35 ° relative to the main direction of extension of the balestron, preferably to the main direction of extension of the first part of the balestron 2210.

It will be noted that the second part 2220 of the balestron 2200 may include a chest 2221 for storing the sail 2320, and advantageously a winding axis 2222 of the sail 2320 in order to wind it manually and / or automatically.

Figures 6 and 7 show two schematic views from above of a rigging system according to an embodiment of the present invention.

In FIG. 6, the flap 2300 is aligned with the wing mast 2100. In this configuration, the guide element 2312 lies substantially in a plane in which the first vertical axis of rotation 2150 and the second axis of extend. vertical rotation 2313. Thus, in this figure, the angle between the secondary direction of extension 2180 of the wing mast 2100 and the secondary direction of extension 2340 of flap 2300 is substantially zero. This angle is hereinafter called the third angular offset 2700. In this configuration, the width 2330a of the slot 2330 is minimal.

In FIG. 7, the flap 2300 is misaligned with the wing mast 2100. In this configuration, the guide element 2312 is located outside the plane in which the first vertical axis of rotation 2150 and the second axis extend. vertical rotation 2313. Thus, in this figure, the third angular offset 2700 is less than or equal to 35 °. In this configuration, the width 2330a of the slot 2330 is maximum.

Advantageously, the third angular offset 2700 is less than 90 °, preferably less than or equal to 45 ° and advantageously less than or equal to 35 °.

According to an embodiment illustrated in FIG. 8, the rigging system 2000 is configured to be piloted by at least one piloting system 3000. Advantageously, the boat 1000 as a whole is configured to be piloted by this piloting system 3000 .

This control system 3000 comprises at least one computer device 3100, a plurality of sensors 3200 preferably arranged in and / or on and / or near the rigging system 2000 and at least a plurality of configurations corresponding to a plurality of modes of piloting 3300.

Note that the term sensor encompasses both sensors and data providers. It should also be noted that a data provider includes both a satellite and a weather station by way of non-limiting example.

The computing device 3100 comprises at least one microprocessor, at least one non-transient memory and at least one user interface.

The plurality of sensors 3200 includes at least:

o A wind data sensor (force, apparent direction, real direction true direction);

o A wind flow sensor (laminar or turbulent), also called electronic pennons;

o A sensor for angle and / or speed of rotation of at least part of each movable element in rotation, for example of the wing mast, balestron, flap, etc.

o A GPS type position sensor (from the English "Global Positioning System") for example;

o An alignment sensor of various moving elements

O A radar data provider; o A positioning data provider o A gauge sensor; o A strain or force sensor.

For each type of 3200 sensor, the use of a plurality of these 3200 sensors is preferred. It is thus possible to have them at various places in the 2000 rigging system, and more generally on the boat 1000.

More generally, the plurality of sensors 3200 can include, in a non-exhaustive manner, the following list of sensors 3200:

O Masthead wind data o Mid mast wind data o Mast foot wind data o Electronic pennants to starboard mast o Electronic pennants on port mast o Starboard flap electronic pennants o Port side electronic pennants o Electronic pennants Front sails o Front axle wind data o Rear axle wind data o Wind data central / starboard / port bridge o Wing-mast position angle sensor o Rotating speed / motion sensors Wing mast o Angular hydraulic brake sensors Wing mast o Shutter position angle sensor o Airbag locking sensors Wing mast Emergency locking system in the stern o Balestron position angle sensor o Camber balestron adjustment sensors o Mast-wing / Balestron alignment sensors o Mast-wing / Balestron locking sensors o Stress / force gauge gauges o Mast foot compression strain gauges o Balestron structure strain / force gauge sensors o Stabilization / force gauge gauges

o Strain / structural force gauge sensors Mast foot o Strain / structural force gauge sensors Hull o Strain gauges / bitts mooring o Starboard / port bastaque force sensor o Tread wear sensors o Laser sight on lateral mast wing o Laser sight on hanger / longitudinal deformation Mast-wing o Gennaker halyard force sensor o Captive halyard / sheet winch sensors o Mast head halyard blocking sensors o SGS winding sensors o Vertical listening point adjustment sensors o Mast- wing: indoor / outdoor control camera network o Wing mast / balestrons: LED security signaling light o Central navigation data o Gyrocompass data o Radar / AIS data o Digital cartographic data o Data / polar settings Antenna mast / Data / polar Camber settings o Data / polar settings GV profile o Speed polar under sail o Speed polar Sails / Engine o Real-time consumption curve o GPS data in the middle o GPS data in the bow o GPS data in the transom o Accelerometer data o Gitometer data o Rudder angle sensors o Autopilot data o Diesel-electric propulsion data o Onboard generator / start-up data / synchronization o Generator control data o Propeller opening / closing sensors / propeller pitch angle o General power consumption data o Hydro-generation mode data o Priority safety data and ISPS code

These sensors and these data providers are cited by way of nonlimiting example of sensors 3200 and of data providers communicating with the computer device 3100.

Advantageously, on the basis of this or these measurements and / or this or these data transmitted to the computer device 3100, the latter is configured to adapt the control of at least one rigging system 2000 according to a control mode 3300 , see modifying the current driving mode. In particular, the computer device 3100 controls the mechanical coupling or decoupling of the balestron 2200 with the mast-wing 2100.

According to a preferred embodiment, the plurality of control modes 3300 comprises at least:

o A first M1 mode called "Boat in port": This piloting mode allows the automatic management of the 2100 mast-wing once decoupled from the 2200 balestron when the boat 1000 is moored in port. In this configuration, the 2100 wing mast is controlled or left free against the wind depending on the wind conditions: force, direction, turbulence or laminar flow.

o A second M2 mode called "Boat at anchor": This piloting mode is similar to M1 but also includes the conservation of the mechanical coupling between the mast-wing 2100 and the balestron 2200 with the option to hoist partially, totally or to set sail 2320.

o A third M3 mode says "Manual handling - Mast-wing / Balestron": According to this piloting mode, the crew can take in hand and control separately via a user interface, like a joystick for example, each element of the system 2000 rigging (wing mast 2100, shutter 2300, balestron 2200). This control mode can be used for maintenance operations or for using the balestron 2200 as a lifting crane. The control is done from the console of the bridge or the bar area of the upper deck or from a mobile and portable remote control at the foot of each 2100 wing mast for example.

o A fourth mode M4 says “Automatic procedures for coupling and decoupling the mast 2100 with the balestron 2200 and hoisting and lowering the sail 2320”: This piloting mode manages the transition phase between the state of the boat 1000 ready to enter or leave the port and the condition of the boat 1000 ready to sail. The hoisting or lowering procedures by winding the sail 2320 are managed by this control mode.

o A fifth mode M5 says "Navigation under automatic sail": According to this mode of piloting, the boat 1000 is under sail without motor assistance. The autopilot steers in relative wind or compass mode. The complete settings of the mast 2100, the balestron 2200 and the sail 2320 are taken care of by the piloting system 3000. According to one embodiment, this piloting mode can cause the activation of a sub-mode. piloting M5 'called "Hydrogenation" in which the propeller of the boat 1000 is at least partially unfolded and allows the production of electricity by rotation as the boat 1000 moves moved by the wind.

o A sixth mode M6 says "Navigation under Semi-automatic or Manual sail": According to this piloting mode, the boat 1000 is under sail without motor assistance. It is crossed out manually. Certain actions or maneuvers linked to this state can be partially or totally activated in manual mode. This mode is suitable for use in regattas or very close to coasts with a reduced safety coefficient or in offshore navigation with complex wind or sea conditions or in areas with high density of maritime traffic.

o A seventh M7 mode known as "Automatic Sail / Motor Navigation": According to this piloting mode, the management of the 2000 rigging system is fully taken care of by the 3000 piloting system. The 3000 piloting system includes a program product computer with parameters to optimize the propulsion by sails / engine propulsion ratio in terms of performance and efficiency.

The crew does not interfere in any sector but can at any time regain control of each separate element. The purpose of this steering mode is to optimize the conveying or traveling times and above all to obtain extremely significant fuel consumption gains which allow very long oceanic crossings without adding additional weight or volumes of fuel. This M7 mode and the ability to operate under sail in hydro-generation of current according to the M5 mode ’give the boat 1000 thus equipped by the present invention its classification as“ hybrid boat ”and / or“ eco responsible ”.

o An eighth M8 mode called “Sailing / Semi-automatic or manual engine navigation”: This piloting mode corresponds to the M7 in which the crew, for navigational, safety or weather reasons, is obliged to keep control on one or more of the elements of the 2000 rigging system.

o A ninth M9 mode called "Emergency procedures": This mode is a piloting mode incorporated in the piloting system of the boat 1000 and allows to activate if necessary the locking system of the mast-wing 2100 thanks to airbags located at the level of the stanchions 2130, 2211 in the event of total loss of the hydraulic / electrical means of control of the spars and with a view, or not depending on the situation, to be able to establish textile sheets on winch to again retain control of the mast-wing 2100 According to one embodiment, the piloting of the wing mast 2100 and of the balestron 2200 in rotation makes it possible to use them as active elements in the fire fighting of the boat 1000 for itself or in the event of a fire in the Harbor.

The present invention also relates to a method for piloting a boat 1000 comprising at least one rigging system 2100 as described above, preferably using the piloting system 3000 described above.

According to one embodiment, this control method comprises at least the following steps:

o Reception by the computing device 3100 of at least one measurement from at least one sensor 3200;

o Comparison of said measurement with a reference value, this reference value being a function of a current control configuration 3300;

o If said measurement is different from said reference value, modification of at least one operating parameter of the boat 1000 from a list of parameters, preferably of the rigging system 2000, one of said parameters being the coupling or decoupling of the balestron 2200 with mast 2100

Preferably, the list of operating parameters of the boat 1000 may include any parameter allowing the modification of an electronic and / or mechanical and / or hydraulic element of the boat 1000. For example, it may be the angular position of the mast- wing 2100 relative to the balestron 2200, or else the coupling and / or decoupling of the mast-wing 2100 with the balestron 2200, the angular positioning of the flap 2300, the deployment or the lowering of the sail or sails 2320, the deployment or the folding of the propeller of the boat 1000, the action on the helm of the boat 1000 or on the adaptation of the power of the propulsion of the engine, etc.

Preferably, an operating parameter of the 2000 rigging system may include any parameter allowing the modification of the configuration of the 2000 rigging system. For example, it may be the angular position of the 2100 mast relative to the 2200 balestron, or even the coupling and / or decoupling of the wing mast 2100 with the balestron 2200, the angular positioning of the flap 2300, deployment or lowering of the sail 2320, etc.

In view of the foregoing description, it is clear that the present invention provides many advantages. When the boat is at sea and sailing, the pilot has several additional degrees of freedom in his control of this rigging system. So for example, he can decide to couple or not the rotation of the balestron with that of the mast-wing, he can apply a first angular offset for example. He can also decide to apply a third angular offset, not shown, between the flap and the wing mast. Finally, it can apply a second angular offset between the first part of the balestron and the second part of the balestron. All of these degrees of freedom can be correlated or decorrelated from each other.

In addition, when the boat is at anchor or in port, it is not necessary to move the boat when strong winds are forecast. Indeed, in the prior art, when strong winds are announced, it is advisable to move the boat because it offers a significant catch in the wind, and on the one hand if its rotation is left free, then the span of the balestron in rotation with the wing mast can cause damage at the level of the boat, but also of the surrounding boats, and on the other hand, if the wing mast is immobilized in its rotation, then the boat is likely to break its mooring or seriously being damaged or severely damaging port facilities and surrounding ships

The present invention solves this problem by decoupling the rotation of the balestron from that of the wing mast in such a situation. Thus, the balestron, whose wind resistance is weak, is immobilized in its rotation, and the wing mast is left free to rotate. It is therefore no longer necessary to dismantle the wing mast when the boat is at anchor or in port and when strong winds are forecast.

In addition, cleverly, an electrical energy collection device can be arranged at the base of the wing mast so as to convert the rotation of the latter into electrical energy.

In an innovative manner, the wing mast can include sensors, for example anemometers, so as to take into account the wind speed in the automatic piloting of the wing thus formed and of the rigging system more generally. These sensors can be placed in the front part of the wing mast, towards the bow.

Finally, the wing mast may include a hydraulic system and at least one nozzle intended to produce a flow of pressurized liquid configured to clean the wing mast and for desalting operations.

The invention is not limited to the embodiments described but extends to any embodiment falling within the scope of the claims.

REFERENCES

1000. Boat

1100. Hull

1200. Bow

1300. Stern

2000. Rigging system

2050. Double strut

2100. Wing mast

2110. Mast

2120. Wing

2130. First étambrai

2140. First rotation device

2141. First ball bearing

2150. First vertical axis of rotation

2160. Proximal part

2170. Distal part

2180. Secondary direction of wing mast extension

2200. Balestron

2210. Part One

2211. Second étambrai

2212. Second rotation device 2212a. Second ball bearing

2213. Additional rotation device

2213a. Additional ball bearing

2220. Part two

2221. Safe

2222. Winding axis

2230. Articulation

2231. Additional vertical axis of rotation

2232. Cylinders

2300. Shutter

2310. Hinge

2311. Fastening element

2312. Guide element

2313. Second vertical axis of rotation

2320. Sailing

2330. Slot

2330a. Slot width

2340. Secondary direction of shutter extension

2400. Coupling device

2410. First coupling axis

2411. First axis of translation

2420. Second coupling axis

2421. Second axis of translation

2430. Passage of the coupling axis

2500. First angular offset

2600. Second angular offset

2700. Third angular offset

3000. Steering system

3100. Computing device

3200. Sensors / data providers

3300. Control configurations

Claims (20)

1. Rigging system (2000) for boat (1000) comprising at least: o A wing mast (2100) comprising a mast (2110) and an airfoil (2120); o A balestron (2200); o A sail (2320) more flexible than the wing (2120) of the wing mast (2100); Characterized in that: o The balestron (2200) comprises a first part (2210) and a second part (2220); o The wing mast (2100) partly extends at least above and to the right of the first part (2210) of the balestron (2220); o The sail (2320) is configured to selectively present a deployed position and a retracted position so that: In the deployed position, the sail (2320) is arranged above and in line with at least the second part (2220) of the balestron (2200); In the retracted position, the sail (2320) is disposed in and / or on the second part (2220) of the balestron (2200); o The wing mast (2100) crosses the first part (2210) of the balestron (2200) and is configured to be movable in rotation along a first vertical axis of rotation (2150) relative to a hull (1100) of the boat (1000 ); o The balestron (2200) is movable in rotation around the wing mast (2100) according to the first vertical axis of rotation (2150); And in that it comprises at least one coupling device (2400) configured to selectively couple and decouple the balestron (2200) with the wing mast (2100) so that: o In a coupled configuration, the wing mast (2100) and the balestron (2200) are integral in rotation according to the first vertical axis of rotation (2150); o In a decoupled configuration, the wing mast (2100) and the balestron (2200) are rotatable independently of each other along the first vertical axis of rotation (2150). 2. System (2000) according to the preceding claim in which the wing mast (2100) is movable along the first vertical axis of rotation (2150) at an angular amplitude greater than 90 °, preferably 180 ° and advantageously equal to 360 °, and in which the balestron (2200) is movable along the first vertical axis of rotation (2150) according to an angular amplitude greater than 90 °, preferably 180 ° and advantageously equal to 360 °. 3. System (2000) according to any one of the preceding claims, in which the rotation of the balestron (2200) and that of the wing mast (2100) are configured to form a first angular offset (2500) along the first vertical axis of rotation. (2150) between the balestron (2200) and the wing mast (2100) greater than 45 °, preferably 90 ° and advantageously equal to 180 °. 4. System (2000) according to any one of the preceding claims, in which the coupling device (2400) comprises at least one coupling axis (2410, 2420) in rotation from the balestron (2200) to the wing mast (2100), the coupling pin (2400) being selectively movable in translation between a decoupling position and a coupling position. 5. System (2000) according to any one of the preceding claims, comprising at least a first rotation device (2140) and at least a second rotation device (2212), the first rotation device (2140) being configured to guide the rotation of the wing mast (2100) relative to a hull (1100) of the boat (1000) according to the first vertical axis of rotation (2150), the second rotation device (2212) being configured to guide the rotation of the balestron (2200 ) along the first vertical axis of rotation (2150) relative to a hull (1100) of the boat (1000). 6. System (2000) according to the preceding claim comprising a double stud (2050) traversed in part at least by the mast (2110) of the mast-wing (2100) and crossing in part at least the balestron (2200), the first device of rotation (2140) being arranged between the mast (2110) and the double stanchion (2050) and the second rotation device (2212) being arranged between the double stern (2050) and at least part of the balestron (2200). 7. System (2000) according to any one of the preceding claims, comprising at least a first actuator and at least a second actuator, the first actuator being configured to control the rotation of the wing mast (2100) along the first vertical axis of rotation. (2150), and the second actuator being configured to control the rotation of the balestron (2200) along the first vertical axis of rotation (2150). 8. System (2000) according to the preceding claim wherein the first actuator comprises at least one device for braking the rotation of the mast (2100) along the first vertical axis of rotation (2150). 9. System (2000) according to any one of the preceding claims, in which the wing mast (2100) comprises a proximal part (2160) relative to the mast (2110) and a distal part (2170) relative to the mast (2110) and wherein the wing mast (2100) comprises at least one flap (2300) movable in rotation according to a second vertical axis of rotation (2313) disposed at the distal part (2170) of the wing mast (2100), said flap (2300) comprising at least one hinge (2310) and at least one guide element (2312) configured to partially support at least the sail (2320). 10. System (2000) according to the preceding claim wherein the hinge (2310) secures the guide element (2312) to the wing mast (2100) so as to create a slot (2330) extending in the main direction d extension of the guide element (2312), the slot (2330) being configured to allow the wind to pass at least in part between the wing mast (2100) and the guide element (2312), preferably between the mast-wing (2100) and the sail (2320). 11. System (2000) according to any one of the two preceding claims, in which the hinge (2310) is configured to allow rotation of the flap (2300) along the second vertical axis of rotation (2313) according to a greater or equal angular amplitude. at 10 °, preferably at 20 ° and advantageously at 35 °. 12. System (2000) according to any one of the three preceding claims comprising at least a third actuator configured to control the rotation of the flap (2300) along the second vertical axis of rotation (2313). 13. System according to the preceding claim wherein the third actuator is arranged in the wing mast (2100). 14. System according to any one of the preceding claims, in which the second part (2220) of the balestron (2200) comprises at least one winding axis (2222) configured to selectively deploy and retract the sail (2320) so as to selectively hoist and store the sail (2320). 15. System (2000) according to any one of the preceding claims, in which the second part (2220) of the balestron (2200) is mechanically integral with the first part (2210) of the balestron (2200) through at least one articulation. (2230) configured to allow the second part (2220) of the balestron (2200) to be movable in rotation along an additional vertical axis of rotation (2231) relative to the hull (1100) of the boat (1000). 16. System (2000) according to the preceding claim wherein the articulation (2230) is configured to allow rotation of the second part (2220) of the balestron (2200) along the additional vertical axis of rotation (2231) relative to the first part (2210) of the balestron (2200) according to a second angular offset (2600) greater than or equal to 10 °, preferably 20 °, and advantageously 35 °. 17. System (2000) according to any one of the two preceding claims in which the articulation (2230) comprises at least one additional actuator (2232) configured to control the rotation of the second part (2220) of the balestron (2200) according to the additional vertical axis of rotation (2231). 18. Boat (1000) comprising at least one rigging system (2000) according to any one of the preceding claims. 19. Method for piloting at least one boat (1000) according to claim 18 comprising at least one piloting system (3000) comprising a first piloting configuration (3300) comprising a first reference value, said method comprising at least the following steps : o Reception by the computer device (3100) of at least one measurement from at least one sensor (3200) of the plurality of sensors (3200); o Comparison of said measurement with said first reference value; o If said measurement is different from said first reference value, modification of at least one operating parameter of the boat (1000) from a list of parameters, at least one of said parameters of the list being the coupling or uncoupling of the balestron (2220) by 5 compared to the wing mast (2100). 20. A computer program product, preferably stored on a non-transient support, comprising instructions, which when executed by at least one microprocessor, performs the steps of the method according to the preceding claim.