US3099976A - Sail rigging - Google Patents

Description

Aug. 6, 1963 F. c. SCHWANEKE ETAL 3,099,976

SAIL RIGGING o4, O SK 1 l.. o \l o t a No, 8 TNF. nlv f2 o MAE h o oo .,O\` VWH o o mH 4 o o 8 CJ e a o O S 5 s am S O n., U 3 5 D 5 .o EM m il. Se FE 1.1i( ...d o m4 8 a 9 nl 5 2 7 7 4 2 .s/WI 4 5 m mil 5 M l B\ l 3 .MO 2\.| l 8 o, 5./ 4M I o 3 :o 5 r r a 0 M 5 o 8 6 n 9 G O o 1 .rl-Il 5 9 O 2 w 3 6 6 1 o 0 m81 P w m o t, .u e A `O o K 6 .nuv o 8 o l .i l o .l o F ad ug- 6, 1963 F. c. scHwANEKE ETAL 3,099,976

SAL RIGGING 3 Sheets-Shes?I 2 Filed April 20, 1960 INVENTORS: FRED c. SCHWANEKE DMUND ./f EEHA Aug. 6, 1963 F. c. SCHWANEKE ETAL 3,099,976

SAIL RIGGING Filed April 20. 1960 3 SheecS--Sheei'I 5 DDOxIm hom INVENToRs: FRED C. SCHWANEKE EDMUND J. HEEH ATT'Y FIG. 5 is a fragmentary cut-away view in side elevation illustrating the adjustments of this invention;

FIG. 6 is a side elevation View showing the wind-up drum for the lateral adjustment;

IFlG. 7 is a plan View similar to FIG. 4 showing a simplified control embodiment for fore and aft rigging of the mast separately or for tilting 4the mast laterally in operation with the embodiment shown in FIG. 3 for tilting the mast laterally; and

FIG. 8 is an yenlarged view of a portion of FIG. 7.

Referring now particularly to the drawings, the sloop rigged sailing boat indicated generally by the numeral 1 has Ian upright mast 2, a depending weighted keel member 3 and a deck 4. The mast 2 rests on the deck 4 on a yball and socket fitting 7 and held erect by fore and aft shrouds 10 and 11 on both sides and fore and aft stays and 16 respectively. The mast supporting fitting in turn is braced from the bottom of the hull 9 by a strut 5 at the chain plates 6 which shape `the boat amidship.

The ball and socket fitting provides a pivotal mounting for positioning the butt of the mast adjustably fore and aft of the boat when rigging and tuning the sails initially. The details of construction of the lball and socket fitting are not shown because they are conventional and once set merely serves as a fixed pivot point for the bottom of the mast and allows the top of the mast 2 to be posit-ioned in an infinite number of positions within the range of the rigging adustment mechanism herein explained. The optimum position [of all parts can be determined when the boat is tuned and this will be assumed to be the condition of the boat for purposes of describing the invention and its operation.

Referring now speciiically -to FIGS. 2 and 3, a plurality of sheaves 8 are rotatably mounted to the chain plates 6 below and next to the gunwales 9g. The shrouds 10 and 11 are secured to the upper portion of mast 2 atv one end at vertically spaced points as shown in FIG. 2 including a spreader member 14 and pass down through the openings 12 and 13 in the deck 4. Below the deck 4, the shroud members 10 and V11 pass around the sheaves 8 and can be, if desired, secured directly to a worm drive adjustment as shown in FIGS. 4 or 7, or as show-n in FIG. 3 they may be tied together through a hydraulically driven piston arrangement which will be further described later, it -being appreciated that for simplicity of description only one shroud on each side of rthe boat need be mentioned except where otherwise indicated.

A-s mentioned, the mast is rigged fore and'aft by staysV 15 and 16, respectively, same being secured -to the uppermost portion of the mast 'and passing downwardly through the deck 4. 'Ihe fore stay 15 may be one or 'two in number and are sometimes called jib stays after passing through the deck 4, attaches to an equalizer adjustment linkage 17. Extending from the jib adjustment linkage 17 is a stay haul v18 which passes around the sheave members 20 which are secured Ito the bottom of the hull 9. The stay haul 18 extends to the center port-ion of the sailing vessel and terminates ron a cam surface adjustment mechanism wherein a tightening of the stay haul 18 draws the top of the mast forwardly, and, a slackenin-g of the stay haul permits the mast -to move aft.

A jib down haul (FIG. 5) is shown at 21 and extends downwardly from the tack clew 21a through the deck 4. Below the deck 4 the down haul 21 passes around a pulley 22 which is secured to the equalizing linkage 17 and terminates on a tensioning mechanism 23 which .is used each time a jib is set.

The jib down haul mechanism 23 comprises a worm 23w threaded through a female threaded member 23s of a threaded drive joint which permits the worm to follow the shave 22 up and down. The worm is operated by a crank handle member 33. It is seen that upon actuation of the adjustment 24, that the -fore stay and linkage |17 will be re-positioned by the action of the stay haul 18.

Also, it will be seen tha-t equalization of tension between the forestay and the jib down haul is accomplished by the equalization linkage 17. Thus, with the turning of the handle or crank 33' the top of the mast 2 is moved fore or att without varying the proportional tensions on the stays unless desired and that the worm 23w and nut 23s is a self locking arrangement against self-rotation when the handle 3-3 Iis released, it being appreciated that the jib down haul mechanism as shown in FIG. 5 permits the equalizing linkage l17 to move up and down Yabout the support on the nut 23s of the worm 23w.

'Ihe back stay v16 .in like manner, passes downwardly through the deck 4 at a point 20' and passes around a plurality of sheaves '19, some of which are not shown in the drawings, and terminates on a cam adjustment-mechanism 25 which will now be described.

The fore `and aft adjustment 24 of the mast is best seen in FIGS. 4, 5 and 7, and includes a dual cam arm lever 25 pivoting about a point l26. A short radius cam 25a has the ends of the shrouds 210 vand 11 secured thereto Ithrough an equalizer 10c. A wider radius cam 27 has the fore stay haul 18 attached thereto and a much wider radius cam 28 has the back stay attached thereto. Also shown in FIG. 7 are the running back stays 30s which are controlled by releasable Winches 30W when coming about and these stays pass through blocks 30b which are secured -to back stay hauls 30h which are fastened to a cam 30e on the lever 25.

Secured to the cam arm lever 25.at 29, is a threaded actuating worm 30 which extends toward the rear of the boat where it receives a nut or runner means 31 mounted in a suitable header. A handle or crank member 32 aotuates the worm and by it the lever 25.

By way of explaining the various cam radii it is readily seen that the angles between the rigging members and the deck are dilferent. The angle made Iby the back stay 16 with the deck 4 is more acute than the angle made by the `running back stay 30s and the shroud angle is greater yet. The fore stay 15 angle with the deck 4 is also different. yFurthermore the rigging members are of dilferent lengths. Therefore, it becomes necessary, if a balanced tension is to be maintained lin the fore and aft rigging elements, that a different land proportioned cam radius and contour be supplied for the adjustment mechanism. Illustrated in FIG. 4, the movement lof the dual cam arm lever 25, by means of the crank 32 and through theaction of the cam surfaces 27 and 28, will either position the uppermost portion of the mast fore or aft with the mast pivoting in the pivotal mounting 7 depending on what direction the handle 32 is rotated and the tensions on the rigging members will remain constant.

Moreover, it wilfl be observed that thereis no load on fthe lever 25 and pivot 26 except the work load performed by the sail under wind pressure. Un-der high wind pressure the lever wants to lgo in the direction it should to move the mast forward so there is little load ou the handle 32 for this purpose, and when the mast is to be moved aft, fthe wind pressure is generally light. Thus, the adjustment effort provided is iight :under most conditions. Even runder heavy Wind on a lbeat, the 'worm is strong enough to move mast easily into the fvvmd.

Referring now specifically to FIGS. 3, 4 and 6, two forms of lateral adjustment of the mast 2 are shown as made through a lateral adjustment mechanism supported by the hull 9. In LFIGS. 4 and 5 it is mountedl on the lever 25.

'Ilhis comprises in FIG. 4, Winches 25w and 25x having worm wheels 25: disposed in load balancing-engagement with a worm shaft 33a propelled .by a handle 35. The Winches of course turn oppositely .but the shrouds 11 are wrapped around the winch 25W in one direction and the running Iback stay hauls 30s are wrapped around the winch 25x in the opposite direction.l The axis of rotation of the respective Winches corresponds to the radii mentioned in connection with FIG. 7 and their respective diameters are determined to -follow lateral movement of the mast without changing tensions during the change.

Referring now to FIG. 3 a hydraulic pump 36 operating a piston 37 in a cylinder 38 is employed. The mechanism 34 is mounted on a cross bracket 39 bracing the chain plates 6 at the sheaves 8.

The mechanism 34 comprises in addition to the piston and cylinder, ltwo piston rods 40 extending outwardly in sealed relationship through opposite cylinder heads 41. rThe two rods move as a unit and their outermost ends are secured to the ends of the shrouds and 11 so that as the piston 37 is moved one way or the other hydraulically the shrouds shift the top of the mast 2 in the opposite direction.

The piston is powered through a hand pump 42 also having a (double ended piston 43 so that two people can operate it, one pushing and one pulling on the power stroke it necessary. 'The output ott the pump is valved through a selector valve 44 to deliver hydraulic fluid under pressure to one side of the piston 37 or the other. Thus, by operation of the pump, the shrouds and the mast can be moved either to port -or starboard, which relationship is primarily useful in light weather since the mast must be moved towards the wind, if, on a particular tack at the time, the change is desired, otherwise the mast can be moved with the wind.

The two ends of the cylinder are connected by a bypass 4S which includes an adjustable bleed valve 46. Whenever it is decided by the skipper that he will bring the boat about, in light -weather the bleed valve 46 is opened just before coming about and the wind pressure moves fthe mast t-o the desired side of the boat by the iiuid being bled to the -other side of the piston 37 as the piston moves with the mast. The valve 46 is closed and the boat is brought about, with the mast then rigged towards the Windward side of the boat.

At this time it might be well to indicate that in heavy weather the mast is moved to leeward and the valve can be lett open enough to permit the wind pressure to accomplish this with the cylinder 38 then serving as a dash pot controlled by the valve as the boat tacks.

Both relationships involve the desire to heel the boat to but not beyond its best running or racing line.

Means is provided -for positively bringing the mast back to center or upright position as well limiting the lateral movement thereof, and, although the full effort for this could be borne by the hydraulic pump, nevertheless in order to be sate in event the hydraulic system .failed or it was only 'desirable to use it as a dash pot system, two stop members 50 are slidably mounted on the cross brace 39 and .oppositely threaded at 51 to receive a shaft 52 threaded at one end with a right hand helix and at the other end With a left hand helix as at 53. The shaft is rotated by the worm wheel 35]; as driven from the worm shaiit 35a. Thus, a double worm reduction drive assures power enough to right the mast under all conditions and the stops 50, threads 53 and shaft 52 operate as a turn'buckle to drive the stops towards or away from each other.

The ends of the shrouds, or the piston rods, if desired, are provided with stops 51d and these stops cooperate with the adjustable stops 50 to limit the lateral movement of the mast equally on opposite sides of center, these limits being variable as adjusted by the worm drive. Full movement ofthe stops 50 towards each other brings the stops 51a and the piston 37 to center position and holds the mast in its center position until they are again moved outwardly. Moreover, with the valve 46 closed, the mast can still be held thereby in center position While the stops S0 are separated and made ready and then when the valve is released, the mast will move outwardly under wind pressure to right t-he boat to more nearly its racing line heel.

Although there is little change in the eiective length of the shrouds with fore and aft movement of the mast, it will be appreciated that shortening andlengthening the strouds may be accomplished between one or both yof the sheaves y8 and stops 50 by tightener pulleys such as shown at 60 and these are carried by levers 61 couneoted by shroud hauls 62 fastened to the lever 2S as shown in FIG. 7 according to the principles of diierent radii and cams as already described. This prevents the stops 50 from relieving the balancing load exerted by the shrouds von the lever 25.

'In this connection, although the running back stay haul 30h could be connected to the piston 37 through same motion proportioning means such as a lever, it is not necessary to do this since the running back stays are set each time the boat is brought about.

-By the rtwo adjustments, the lateral mast adjustment and the longitudinal mast adjustment, it is possible to position the mast in an innite number of attitudes relative to the deck surface 4. Thus, it becomes evident that upon a change of the wind in velocity or in direction, it is quite easy to take immediate corrective measures to keep the boat in trim by re-positioning the pressure center of the said to trim anew andmaintain the maximum work elort of the sails and the heeling of the hull to its racing line. As is easily understood that mast is thus moved 'forward to counteract any tendencies of the boat to lui in heavy 'wind and is moved aft to hold the boat into the wind in light winds. The adjustments are made by the skipper until the boat will hold its course without any helm and the racing line is afttained for the hull.

Likewise, itis quite obvious that the mast may be tilted to the starboard or the port, depending upon the direction of the wind, to establish the hull as near to its racing line as possible, whereby the gunwales or other attachments oh the vessel vwill not come into contact with the w-ater, thus causing `an increased friction and hence reducing the speed of the vessel.

It will be readily apparent to those skilled in the art how the presen-t invention Iprovides Ian improved and useful adjustable rigging ttor shifting the mast and yattains the objects stated. I-t will also be Iseen how it is adaptable for use on any `size sailing vessel including multi-masted boats with the masts interlocked for joint operation, land how various and further lchanges can be made without departing from the spirit `of the invention, the scope of Which is commensurate with the appended claims.

We claim:

l. In a sailboat having an upright mast movable -fore and af-t at its top, the combination of a back stay, la jib stay and a jib down haul, strain equalizing means between said jib stay and jib down haul, means -for tightening the jib down haul, `and means interconnecting lthe back stay and strain equalizing means including a lever transmitting the strain on the back stay to Ithe equalizing means and means connected to the lever for moving the lever to shift the top of ,the mast fore and -aft through concurrent movement of the stays by the lever.

2. The invention as set forth in claim l wherein the strain equalizing means and the back stay -are connected at radially spaced points on the lever with the back stay connection of lthe `greater radius.

3. The combination called for in claim 1 including shrouds passing through the deck ait the bottom of the mast, and means connecting said shrouds to said lever near lthe fulcrum of the lever for movement in the same direction as the back stay.

4. A rigging for sailboats comprising a mast, fore and aft stays for the mast and shrouds for the mast, `adjustment means interconnecting the fore and aft stays of the rigging land means interconnecting the shroud rigging, said adjustment means being pivotally mounted and having lmultiple cams of different radii engaging said stays and shrouds in `supported relationship .to maintain constant 7 resting tensions thereon, said Afore stay rigging pulling against the att stay :and shroud rigging through said adjustment means, said cams of diierent radii being s constructed and arranged that the pulls of the stays and shrouds thereon substantially balance out in said adjusting means.

5. A sailboat having a keel and a sail carrying mast eX- tending upwardly from the deck (surface comprising, means pivotally mounting the :bottom of the mast on the sailboat, rigging means secured to the upper portion of the mast including Ia .fore stay, back stay and lateral shrouds, irst adjustment means secured to said rigging means for angularly adjusting the mast in a longitudinal direction relative to the boat to change-the pressure center of the sail with respect tothe keel, and second adjustment means secured to the shrouds to langularly adjust the mast in a lateral direction relative to the boat to change the effective sail area of the sail exposed to the wind.

6. The invention las set forth in claim wherein the sailboat has a deck land lthe pivotal mounting means for the mast is adjustably movable fore and aft .on the deck.

7. Mast rigging `for sailboats comprising fore and aft rigging, first adjustment means supported on the boat and interconnecting the fore and aft rigging, port and starboard rigging, second adjustment means supported on the boat :and interconnecting the port and starboard rigging,

said first adjustment means having multiple cam surfaces maintaining constant ltensionon 4the fore and aft rigging, and said second adjustment means including a single contoured surface maintaining constant, balanced Itension between the port and star-board rigging, means for operating said two adjusting means concurrently to change the relative position of the pressure center `of the sail with respect to the boat.

8. The invention as set forth in claim 7 wherein said iirstadjusting means includes -a pivoted arm member and the multiple cam surfaces thereon `are of diiferent contour.

9. The invention as set forth in claim 7 wherein said iirst adjusting means includes a pivoted larm member supporting-saidmultiple cam surfaces-of different con-tours and said ysecond adjusting means includes `a contoured spool on said pivoted arm member.

10. The invention as set forth in claim 7 wherein the support lof both adjusting means are on a common axis and the surfaces of both of said adjustment means are disposed on the same side of said ,axis with all of the rigging aft them-ast opposing all the rigging afore the mast to maintain constant tension in the rigging means.

11. A `sailboat having ,a pivotal mast extending in an upward direction and secured byadjustable rigging comprising, pivotal mounting means for the mast, first -adjustment means 'secured to the rigging for angularly positioning the mast in a longitudinal `direction relative to the boat, hydraulic adjustment means secured to the rigging yfor, angularly positioning the mastin a lateral direction relative to the boat, and third adjustment means coordinated With said hydraulic adjustment rmeans for limiting lateral movement of the mast and thereby controlthc change of the center of pressure of the sail relative tothe boat.

l2. The invention as set forth in. claim 11 wherein said pivotal mounting means is adjustable for moving the bottom. of the mast fiore and aft.

13. The invention .as set forthfin claim` 11 wherein said first adjustment means includes la pivotal arm member having a pair `of contoured cams of dilerent radii.

14. The inventionset lforth inclaim 11 wherein-said hydraulic :adjustment means includes a piston and a bleed ualve Aby-pass controlling .the rate of movement of the vpiston for controlling the rate of lateral adjustment of the mast.

l5. The invention as set forth in claim 11 whereby said hydraulic adjustment means includes Ian idler member coordinating said lirst adjustment means therewith.

16. The invention set forth in claim 1l wherein said first and hydraulic adjustment means interconnect portions of said rigging means Iand maintain-constant tension in the whole of the rigging means.

17. The invention according to cla-im 5 wherein-said iirst adjustment means is a pair of contoured cams of diffe-rent radii secured toa pivotal army member, and said second adjustment means is a winch carried on said pivotal arm member.

18. The inventionas set forth in claim 11 wherein said first adjustment means includes -a pivotally mounted arm member having a plurality of contoured elements of different radii, and said'third adjustment means includes a floating link member coordinated with said first adjustment meansto control lateralmovement of the mast.

References Ctedin the iile of this patent UNITED STATES PATENTS 720,074 Schwanebeck Feb. 10, 1903 1,375,400 Ljungstrom Apr. 19, 192,1 1,5 67,090 Thorbunn Dec. 29, 1925 1,856,804 Blackman vMay 3, v1932 2,353,007 Blackman July 4, 1944 2,643,628 Sveinsson 'June 30, 1953 2,646,763 Sveinsson July 28, 1953

Claims (1)

1. IN A SAILBOAT HAVING AN UPRIGHT MAST MOVABLE FORE AND AFT AT ITS TOP, THE COMBINATION OF A BACK STAY, A JIB STAY AND A JIB DOWN HAUL, STRAIN EQUALIZING MEANS BETWEEN SAID JIB STAY AND JIB DOWN HAUL, MEANS FOR TIGHTENING THE JIB DOWN HAUL, AND MEANS INTERCONNECTING THE BACK STAY AND STRAIN EQUALIZING MEANS INCLUDING A LEVER TRANSMITTING THE STRAIN ON THE BACK STAY TO THE EQUALIZING MEANS AND MEANS CONNECTED TO THE LEVER FOR MOVING THE LEVER TO SHIFT THE TOP OF THE MAST FORE AND AFT THROUGH CONCURRENT MOVEMENT OF THE STAYS BY THE LEVER.

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