US1303839A - Sailing craft - Google Patents

Description

l. HENDERSON.

SAILING CRAFT.

APPLICATION FILED MAR. 22. NH.

1,303,839. Patented May13,1919.

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I. HENDERSON.

SAILING CRAFT.

APPLICATION FILED um. 22. my.

1,303,839. Patented May13,1919.

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I. HENDERSON. SAILING CRAFT.

APPLICATION FILED MAR. 22. um

Patented May 13, 1919.

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SAILING CRAFT.

APPLICATION FILED MAR. 22.19H.

Patented May 13, 1919.

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UNITED STATES PATENT OFFICE.

SAILING-CRAFT.

Specification of Letters Patent.

Patented May 13, 1919.

Application filed March 22, 1917. Serial No. 156,708.

To all whom it may concern Be it known that I, ISAAC HENDERSON, a citizen of the Dominion of Canada, res1ding at Vancouver, in the Province of British Columbia, Canada, have invented certain new and useful Improvements in SailingCraft, of which the following is a specification.

This invention relates to improvements in that class of sailing craft which consist of a sail-carrying framework supported by multiple hulls; and the objects of my invention are the production of improved results in the attainment of greater sailcarrying power per unit of weight and relatively great speed and windward going power and comfort and convenience of handling in the class of sailing craft before mentioned. I attain these objects by the peculiar combination and novel arrangements of parts, such as will be first described in detail and then be specifically pointed out in the appended claims, reference being had to the accompanying drawings, in which Figure l, is a plan view. There is no part of the combination that is always in afore and aft line except the fore and aft line of the hulls. Fig. 2, is the nearest to what in an ordinary craft would be an athwartship view or elevation, showing the arrangement of sails, and midship section of the hulls, and three of the sixpieces that connect the hulls with the steering rings.

Fig. 8, is the nearest to what in an ordinary craft would be a fore and aft View. It shows two of the three hulls.

Fig. 4, is a detail showing the appearance of the steering rings when seen as loo ing' from below upward. Fig. 5, is a sectional elevation of the pivotal connection at the hull 5. I

Fig. 6, is a plan view of the detail shown in Fig. 5.

Fig. 7, is a plan view showing the connection of the steering ring with the framework 3, and 4, at the hulls which are preferably the after hulls when the combination is going close hauled.

Fig. 8, is a detail showing a way of effecting a suitable connection between the athwartship and mast spars. Fig. 9, is a detail showing a way of connecting the revoluble yards to the framework. Figs. 10, to 15, inclusive, illustrate the way in which the craft is maneuvered.

Figs. 16, 17, 18, illustrate the means used for turning the bulls independently and indicatin the position of each hull and hold ing eac hull in the position desired. Fig. 16, is a cross section. Fig. 17, is a sectional View of same at lineA, B,on Fig. 16,1ooking from the front. Fig. 18, is a sectional view through the line C, D, on Fig. 16, looking from the front.

Referring to the accompanying drawings, in which like numerals and letters indicate like parts in all the figures, the improvement in the construction of the class of sailing craft, before mentioned, consists in male ing all the hulls which act as rudders also, 5, 5, 5, so that each one can be turned independently in its relation t the hull-connecting framework and also in its relation to the other hulls, in order that the particular hull which at an time may be nearest to the line of the saiiing course which runs through the center of the hull-connecting framework, as shown in Figs. 10, to 15, inclusive, can be used for the most effective steering of the craft. And by rigging the sails upon a hull-connecting box-l ke frame of skeleton formation having sail sup orting spars running from one side 0 the framework to the other, the number of such spars and sails being commensurate with the size of the craft desired, in combination with turnable hulls, it is thereby possible to get an improved form of what may be termed Fixed sail, sail of which neither sheet nor tack need be shifted in maneuvering the craft, other forms of which fixed sail have been used in like multiple hulled craft, and by ri ging the sail on this sort of relatively liglit and strong girder formation hull-connecting and sail-supporting framework, and with the sails set transversel thereto, substantially as shown herein, I elieve that as compared with previous practice, there can he obtained a greater amount of sail per unit of displacement and sail that can be set so as to give the minimum amount of overturning effect in pro portion t the sail area, together with the maximum amount of convenience in handling.

The spars on this style of craft, not having to be shifted about to suit the changing of the wind or course, can he stayed or braced by wire or other rigging 6, 6, 6, and, if it is considered necessary, much lighter wire or other bracing can be carried to as many intermediate points between the intersections of the spars or girder members as desirable, and king posts, such as shown at a few places only herein, 20, 20, can also be used, where it is thou ht desirable, for the same purpose of sti ening the girder members or spars, thus the maximum of strength and lightness can be obtained. The sectional shape of girder members can be and preferably should be broad and narrow; and they should be so fixed as that the narrow surface is placed right in regard to wind resistance to forward movement, while the broad surfaces of some of the spars or girder members can be placed paraL lel with the sails and thus they act as sails. The spars 4, l, 4, (some of which form the yards upon which the sails are extended and around which the sails are rolled when furling sail) have lon itudinal surfaces which are in a parallel line with the plane of the sails.

Such of those spars 4, 4:, 4, 4, as form the yards can therefore be made of a hollow square box girder section and of as large a sectional dimension as necessary or desirable. this enlargement oifering practically no in crease of wind resistance to forward movement. lare should be taken to insure a suitable connection of the spars l, 3, 4, where they meet one another, either by the use of a metal socket such as is used in aeroplane construction or such as is shown in Fig. 8, in which the mast spar 1, and the athwartship spars 3, 3, are shown as having short cleats of hardwood glued and screwed or bolted at the intersections of these spars and in such a way as to form sockets, and the dotted lines show two pieces of metal having holes at 16, l6,-through which metal rods are driven which are partly buried in the cleats 14., 14,-thus holding the spars together and holding the pieces of metal, which are riveted together at 17 17,-- from pulling through the intersection of the spars 1, and 3, which spars are suitably recessed to receive the said crossed pieces of metal, and the pieces of metal have holes in them .18, 18,-whieh are suitable for receiving the connection of some of the wire or other diagonal braces 6, 6, 6,which are run to similar points of intersection in all directions horizontally and vertically,

and some of which can be secured to the said pieces of metal at the center of their intersection at the hole 18 The proper connection of the hulls to the framework is an important matter. For very small craft, an upright turning axis of which the lower end is secured properly to the hulls and the upper end carried by hearings secured to the frame, would no doubt answer the purpose in moderately smooth water at any rate. But the most satisfactory way of making this connection, in my opinion, is by the use of what may be called a steering ring, such as is shown herein. 8. S, 8, in Figs. 1, 2, and 3, and 4. In Fig. l, the steering ring is shown in de nil in connection with a series of four or more sets of roller wheel bearings 10 10, llh of Figs. at, 5, and, (3, which are fastened securely to the under side of the sail-carrying and hull-connccting framework or projections from it, and which i airings hold the steering ring firmly to the frame while permitting it to revolve.

To the under side of the steering ringsthere are securely fastened several pieces 11 11, 11, of Figs. 2, and 4, and these pieces, mad of wood or metal, extend from the steering ring to well placed positions on each side and each end of the hulls and are securely fastened thereto. This steering ring can be made of wood or metal and of such a diameter and size or shape of section as is most suitable for the sort and style of craft.

A steering cockpit or cabin or wheel house preferably situated on or about the position marked 12, 19, '12, of Figs. 1, 2. and 2-3 which is relatively high above the water. can, in the smaller sizes of craft, be provided with a collapsible cover for use in cold or wet weather. Owing to the principle of turnable hulls and fixed sails made use of in this craft, the side surfaces of such cabin or wheel house act as sails, and, the ends of it being suitably pointed, a relatively roomy cabin can be had which offers comparatively little wind resistance to forward movement. A steering rope or chain 9, 9, is passed around the steering ring 8, 8 and secured against slipping and fastened so that the hulls can be turned by pulling on the steering ropes or chains, the steering ropes being led from the steering rings to this comfortable cabin and back again to the steering rings.

In the simplest arrangcmcnt of it, these steering ropes or chains can be so marked as to show when the fore and aft direction of the hulls is parallel, and, when the craft is on a course, two of these ropes or chains can be braked, by jamming them with an eccentric having a handle as a lover, or otherwise, and the third one held in hand. to steer by.

A more efficient means of turning the hulls and indicating the position of them and holding them in position is shown in Figs. 16, 17, and 18. 37, is steering wheel. 38, is a gear on steering wheel axle driving transmission gear 51. 39, 39, 39, are gears keyed on a tubular axle which is keyed on and slides on the axle of the steering rope drums 11, 11, 11, and to which tubular axle push and pull knob- s 10, 10, 10, are fastened by which the gears 39, 39, 39, are pushed into gear with the transmission gear 51, or pulled out of gear with 51 and meshed with the half-gears 52 which are fastened to the frame of the steering apparatus, thus locking the hull with which it is connected in the position desired. 17, 17, 17, are the steering ropes wound partly around and secured to the steering rope drums.

12, 12, 12, are pins driven into the drums 11, 11, 11. and forming pinions which drive indicator gear wheels 13, 13. 13, which have similar pin made pinions fixed on them which drive another set of indicator gear wheels 11, 11, 11, which have pointers 15, 15, 15, fastened thereto and which point out the position of each hull on its indicator segment 16, 16. 16. 18, is a compass, and 19, a binnacle lamp, and 50, a glass top to steer ing apparatus frame.

If the steering rope drums 11, 11, 11, are made one sixteenth the circumference of the steering rings and the small pinions 12 have eight teeth while the indicator gear wheel 13, 13, 13, and 11, 11, 11, have 32 teeth,

then the pointers 15, 15, 15, will move through the same number of degrees of a circle as the hulls move through when the steering wheel is given any particular number of turns.

In Fig. 5, is a view of the mode of connecting the steering ring with the framework 22, and 23, at the forward hull, and in Fig. 7, which is a plan view of the connection of the steering ring with the framework 3, and 1, at the after hulls, 21, is a short vertical piece bolted to hearing blocks 25, 25, and the frame spars 3, or 1, as the case may be according to location, carrying the roller wheel which bears on the bottom of steering ring. 25, 25, are bearing blocks carrying top roller and axles of the side rollers. The pieces 27, 27, are what may be called thicknessing pieces and are for the purpose of reinforcing the struts 23, 23, and thus increasing the bearing surfaces of the axles of the lower bearing wheels 10,

1,0,which bear against the bottom of the steering ring 8, 8.

These thicknessing pieces 27, 27 are fastened on each side of the strut pieces 23, 23, and, at the forward boat, take the place of the short vertical piece 21, shown inFig. 7 (and dotted outline in Fig. 5) and carry the lower bearing wheels at the connection of the forward hull with the projection from the hull-connecting framework, The hearing wheel 10, 10,-which bears against the top of the steering ring 8, is contained within the bearing blocks 25, 25, as shown in dotted lines in Fig. 5, but they project slightly from the bearing blocks, sufficiently to give clearance between the bearing blocks and the top of the steering rings.

It is my opinion that the use of fixed sails, of which neither sheet nor tack need be moved in working to windward or sailing in any direction, fixed transversely in relation to the longitudinal line of the hullconnecting and sail-supporting framework, and sails that are equally effective no matter which side of them the wind strikes, differing, in this respect (and in respect to being fixed transversely instead of longitudinally in relation to the sail-supporting framework) in plan of arrangement from that of anything of the sort hitherto in use or shown in connection with multiple hulled craft, will prove to be a more effective and practically workable rig.

And I also believe that fixed sails which are inclined inward at the top, the port sails being inclined in the opposite direction to that of the starboard, substantially as shown herein, will prove to he not only more convenient in handling than changeable sails, but they will also be found capable of affording a very serviceable amount of lifting effect from the leeward sails and a corresponding but opposite depressing effect from the windward sails, thus producing more or less of a general balancing effect or what might be called balanced wind pressure. In strong winds, particularly, by using the outer and lowest down of these sails, and by giving the right amount of inclination to them, an almost if not perfect balance of the lifting leeward and depressing windward, and a very great increase of sail carrying power, and consequently increased speed, and windward going power can be obtained.

The novel arrangement of spars or girder members, which form the rigid art of the hull -connecting and sailcarry1ng framework, permits of the yards, upon which the sails are stretched, being supported at each end, and thus allows of their being made so that they can be revolved and the sails furled around them, while the sails need not be split and joined in the middle in an objectionable Way such as that in which patent reefing top-sails have to be split and joined.

In the case of larger craft of this style it may be necessary to provide a positive drive for rolling the yards, either by the use of a sprocket wheel or gear wheel fas tencd to one or both of the yard arms, and which sprocket or gear wheel can be driven by either rope or chain or shaft transmission from a power source supplied by men or by an auxiliary engine which can be controlled from the wheel house. In the smaller sized craft, the yards can be re volved by providing spiral springs. These springs are fastened in the interior of the hollow yards to a yard bcarin axle projecting from the yard arm whi c the other end of them is secured to the yard itself or a block fastened within the yard.

In Fig. 9, which shows a method of fixing these springs within the yards and making the connection of the yards to the framework, r. refers to the yard one side being left off in the figure. An iron or steel axle 29, is driven some distance into the end of the wooden roller '29. shown in dotted outline. The roller is of somewhat less di ameter than the coiled spring 30, and serves to keep the spring in its right position within the yard, and should be a trifle longer than the spring and should have a short bit of axle driven into the inner end of it and this axle should be fitted to project into a hole bored in the center of a block fastened within the yard and so as that the yard could revolve around it freely.

The wooden block 4*, forming the interior part of the yard arm, is bored large enou h to allow the axle 29, to revolve free y therein. The outer end of the axle 29, projects from the yard arm and into the piece 32, and is pinned or otherwise secured therein and keptfrom turning. The. piece 32. is secured firmly to the frame spars 1 and 3. A washer is slipped over axle 29, and placed against the inner part of the yard arm 4'. Another washer 34, is slipped over axle 29 and placed against the piece 32. and between these two washers and the axle 29, ball bearings 31, are placed and kept in position by a piece of brass or other tubing 31, a little shorter than the diameter of the bearing balls, and this short piece of tubing is placed between the washers and over the balls, thus a suitable end thrust bearing is provided for the yards. One end of the coiled spring 30. is fastened to the wooden roller 29*, which is securely fastened to the axle 29. The other end of the spring is secured to the yard. It can be understood that when the sail is hoisted and the yard thereby made to revolve, the one end of the spring being fastened to the yard and the other end to the axle around. which the yard revolves and which axle is fastened to the framework, the spring is thereby coiled and the recoil of it serves to furl the sail when the halyards are let 0. The whole operation of setting and fur ing sail in this improved rigof sailing craft can thus be done from any one suitable position such as the cockpit cabin or wheel house.

In a sailing craft of the character described herein, there is no part of the combi nation that is always in a fore and aft line except the fore and aft line of the bulls. The hull 5, that is shown as fixed some little distance from the sail-carrying framework is the hull that I prefer to have as the forward hull when going to windward. But when going before the wind either one of the other hulls may be the farthest forward in the combination. The maneuvering of the craft will be understood by reference to Figs. 10, to 15, inclusive. in which the lines 35, 35, indicate the sailing course, and the arrows 36, 36, indicate the changing direction of the wind. It will be observed that, throughout the different positions in which the frame and its connected hulls may be brought in order that the wind may strike the sails at the most effective angle, there is generally some one hull that is nearest to the line of couise 35, which in the diagram s made to pass through the center of the hull-connecting framework. The particular hull which thus happens to be nearest to this center line, as shown in dotted outline in Figs. 10, to 15, inclusive, gives the best results in steering. For this reason I have arranged to make each one of the hulls turnable independently of the others, as described herein. By changing the fore and aft line of the hulls, in relation to the plane of the sails and the sail-supporting framework, all the maneuvering is efi'ected. The changing of the position of the line of the hulls is done preferably by turning whatever hull happens to be farthest forward or farthest aft, or, in other words, turning the hull that is nearest the center line of the sailing course and the hull-connecting framework, as shown in Figs. 10, to 15, inclusive. This hull being turned, in whatever direction is required to bring the plane of the sails in the best angle for wind and course, it causes the whole framework and connected hulls to swing to port or starboard as the case may be, assuming that there is steerage way on the craft. When the framework and connected hulls have thus come near to the position desired, then the other two bulls are turned so that their fore and aft lines will be in the general direction in which it is desired to continue to sail when the turning momentum of the craft ceases to have effect, the minor movements of the craft or ordinary steering which is necessary to keep her on her course, being effected by turning whatever hull happens, as be ore mentioned, to be farthest forward or farthest aft and thus nearest to the center line of course and framework.

In maneuvering this sort of craft, an advantage of this ri of sails should be utilized, when, as in t e case of a sudden squall, it is desired to reduce the wind pressure on the sails.

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This can be done, no matter in what direction the wind may be coming from in relation to the course, and without going off the course, by bringing the framework and connected sails so that the sails shall be nearly shaking. This easing of the wind pressure on the sails without actually shortening sail can, of course be effected to some extent in the ordinary rig of craft but not so completely or satisfactorily as in this extraordinary and more satisfactory rig.

From the foregoing description, taken in connection with the accompanying drawings, it is thought that the advantages of my improvement and the mode of operation of this style of craft will readily appear.

I am aware that designs for sailing craft have been published showing a plurality of hulls turnable in relation to the framework which connects the same. Some of these desi ns carry an ordinary fore and aft rig of sails. These do not conflict with this application in that the sails are not fixed in relation to the hull-connecting framework, but must be movable in relation thereto in order to bring the sails to the required angle to the wind and course; whereas in my case the sails do not require to be moved in relation to the connectingframework but are brought to the required angle to the wind by steering and the considerable labor of trimming a large number of sails is thus dispensed with. Apart from that fact, the sails that I show as fixed, although they are fixed in what is not an absolutely fore and aft direction but only in the generally fore and aft direction, they are fixed, and not loose, and they are also fixed on an improved form of hull-connecting and sailsupporting framework.

Other designs have shown what I have termed fixed sails, carried on a framework connecting a plurality of hulls, but such sails have been fixed substantially in the plane of the framework connecting the hulls and supporting the sail, and not across such framework as in my device, which feature of construction I do not know any anticipation of. This fixing of the sails at right angles to the framework connecting the hulls and supporting the sails I regard as an important feature of my invention as not only enabling the trimming of the sails by the steering of the craft, but, what is of great importance, makirjiig possible a rig of sails that are equally e ective whichever side of them is exposed to the wind and supported on a sail-supporting framework which can be equally well stayed to resist the wind pressure on the sails which may come from either side of them. The use of separate port and starboard sails fixed transversely, as before mentioned, I believe to be new in a multiple hulled craft and the inclination of the planes of the sails toward the middle line of the framework which carries it, whereby the vertical components of the wind pressure on the port and starboard sails respectively oppose the turning moment imposed on the vessel by the horizontal components of the wind pressure on the sails.

The use of a connecting framework such as described which is substantially rectangu lar in plain enables that frame to be braced and stayed in three dimensions to not only meet the strains imposed upon it as a hullconnecting and sail-carrying framework but also as an ellcctive support for the sails, enabling them to be supported and extended without being fouled by the braces and stays of the framework. It also enables the use of rolling yards for the reefing and furling of the sail area, by which use labor in handling the vessel is reduced to a minimum.

It is evident that on this girder formation hull-cminecting and sail-supporting framework any desired quantity of most conveniently handled and practically workable sail can be rigged upon the largest size of this style of craft that can be built and operated.

I claim 1. A sailing craft of the character described including a plurality of hulls connected together by a skeleton framework in which the majority of the fore and aft and vertical rigid members serve as masts and sail-spreading spars, substantially as set forth herein.

2. In a sailing craft of the character described, the combination with a sail-carrying framework supported by multiple hulls which are turnable in their connection to the framework of means for turning any one of the hulls independently of the others and of indicating the position of each one and of holding each one in the position desired.

8. In a sailing craft of the character described, the combination with a skeleton box-like framework with horizontal sail supporting spars extending from one side thereof to the other and a plurality of hulls pivotally connected to the framework.

4. In a sailing craft of the character described, the combination with a skeleton box-like framework with horizontal sail supporting spars extending from one side thereof to the other and a plurality of hulls pivotally connected to the framework, of port and starboard sails the planes of which are inclined inward at the top toward the middle line of the sail-carrying frame, substantially as shown herein.

5. In a sailing craft of the character described, the combination with a suitable framework connecting the supporting hulls in which connection the hulls are independently movable, of fixed port and starboard sails.

6. In a sailing craft of the character deserlbed, the disposition of the Sails en the port and starboard sides at an les from the vertical so that the weather sells shall have u. tendency to press down the weather side of the vessel and the lee sails shall have a tendency to lift the lee side of the vessel.

7. In a sailing craft of the character described, the combination With a suitable sailearrying frame supported by a number of hulls whieh are imlepemleutly movable, of 10 sail-carrying yards rotatably mounted in the frame and springs attached to such yards tending to furl the sails of the yards.

ISAAC HENDERSON.

Witnesses G. O. VVOODWARD, E. G. JOHNSON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. O."

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