US3844238A - Sailing boats with rigid sails - Google Patents

Sailing boats with rigid sails Download PDF

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Publication number
US3844238A
US3844238A US00216377A US21637772A US3844238A US 3844238 A US3844238 A US 3844238A US 00216377 A US00216377 A US 00216377A US 21637772 A US21637772 A US 21637772A US 3844238 A US3844238 A US 3844238A
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tail vane
assembly
aerofoil
control
levers
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A Murray
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/061—Rigid sails; Aerofoil sails

Definitions

  • a governor is provided 403 416 9/l924 German 4/39 for limiting the maximum tail vane movement in acy 1,556,467 l/l968 Germany 114/39 cordance wlth Wmd Strength 198,649 5/1924 Great Britain 114/39 5 Claims, 5 Drawing Figures i *fi I 22 c 3 /7-- I i --/6 1:,:3 I
  • PATENTEDDCT291974 saw Mr 3 SAILING BOATS WITH RIGID SAILS BACKGROUND OF THE INVENTION 1.
  • This invention relates to sailing craft with a rotatable sail assembly consisting of one or more rigid upright aerofoils.
  • a counterweight for mass balancing the rotatable assembly about its main pivot axis is positioned substantially above the bottom of the rotatable assembly to balance the assembly under pitching or rolling accelerations not only about the main pivot axis but also to balance, with respect to that axis, the products of inertia about each of two orthogonal axes which are orthogonal to said main axis.
  • This counterweight may be distributed.
  • the invention is applicable not only to water-borne craft but also to sail propelled vehicles fitted with wheels for use on land or fitted with skates for use on ice.
  • a rigid sail for a sailing craft has an endplate on at least one end of a vertical sail element or elements.
  • the endplate may conveniently be a member or structure of generally aerofoil section arranged substantially horizontally at an angle to give zero or slight positive lift and extending transversely of the chord of the sail element. If there are two or more vertical sail elements, the endplate may extend between them and possibly extend beyond the sail elements.
  • a similar endplate may be provided but in some cases the craft structure or turntable for the elements may act aerodynamically as an endplate.
  • This construction enables a high effective aspect ratio to be achieved on a moderate span. Despite the increase in parasitic drag occasioned by the endplates themselves, the induced drag is thereby reduced by more than this, so that in normal sailing conditions at a high lift coefficient, there is a net reduction in total drag from such a rigid sail assembly.
  • the tail vane is controlled by control means including first and second control levers for use on port and starboard tacks, the levers being interconnected so that moving one in one direction causes the other to move in the opposite direction.
  • control means including first and second control levers for use on port and starboard tacks, the levers being interconnected so that moving one in one direction causes the other to move in the opposite direction.
  • the levers are arranged so that the first when moved forward causes the tail vane to move anticlockwise as seen from above and the second, when moved forward causes the tail vane to move clockwise when seen from above. If the control tail vane is forward of the main aerofoils, the senses of movement are preferably reversed.
  • a hydraulic swivel may be used which will both carry hydraulic fluid (e.g., for power for folding down the system) and provide the control function for the tail vane.
  • Means may be provided responsive to the wind speed and operative on the control linkage to reduce the demanded thrust from the sail when wind speed exceeds a predetermined value.
  • Such means forming in effect a governor, provides a safeguard against capsizing or damage due to setting the sail to produce too high a thrust.
  • these means are operative to maintain the, demanded thrust constant or nearly constant irrespective of the wind speed, this constant thrust being pre-set at a designed or predetermined safe limit.
  • a mechanical friction device of low efficiency may be provided in the control linkage so that, while the control inputs can move and control the tail vane, under no circumstances can an inadvertent movement of the tail vane occur which would backdrive the control linkage and so move the control input.
  • FIG. 1 is an end elevation of a catamaran with rigid sails
  • FIG. 2 is a side elevation of the catamaran of FIG. 1 with the sails in a different angular position;
  • FIG. 3 is a side elevation of the sails of a modification of the construction of FIGS. 1 and 2 with'a distributed counterweight; and FIGS. 4 and 5 are diagrams showing in further detail parts of a control linkage.
  • the catamaran has two hulls 10, 11 joined by cross members 12 and with a main pivot bearing 13 for a rotatable sail assembly.
  • the upper end of the bearing is supported by the upper elements 14 of a quadrupod.
  • the lower end of the bearing is supported by elements 15 forming diagonals in the rectangle made by two hull elements 10, 11 and main crossbeams 12.
  • the double-A frame formed by opposing pairs of upper and lower elements 14 and 15, with the bearing 13 add significantly to the strength of the interhull structure and provide a three-dimensional triangulated structure that can easily be both light and rigid, while being adequately strong.
  • An endplated triplane assembly mounted upon the main pivot 13 has the three rigid aerofoils 16,17,18 connected at the bottom by an endplate l9 and at the top by an endplate 20.
  • the endplates join all three aerofoils at square corners, which may be filleted or rounded if desired, so as to provide a box-like structure with all the main aerofoils 16, l7, l8 and the endplates 19, pointing substantially in the same direction.
  • the two structural bays may have bracing stays across them.
  • the centre aerofoil 17 may be made considerably stronger and stiffer than the two outer aerofoils although not necessarily of different section, so that the additional structural material can be deployed inside a similar section to the outer aerofoils 16, 18.
  • FIG. 2 shows a tail vane 21 mounted on two (in this case downwind direction) projecting booms 22 extending from the centre aerofoil 17. This tail vane is hinged about its own axis and it is deviations from the perfect alignment of this tail vane which cause the whole sail assembly to achieve an incidence to the relative wind and hence to develop a significant resultant thrust to drive the craft or vehicle.
  • the centre aerofoil 17 has been set a little further ahead than the two outer aerofoils 16, 18.
  • This arrangement (which is also applicable to systems with four and five aerofoils) achieves a better sharing of the load between the three aerofoils and with this a more even sharing of the drag, so that there may be less drag couple acting about the main pivot which would otherwise have to be counteracted by the tail vane 21. It also increases the distance between the centre aerofoil 17 and the tail vane 21 and so relieves the latter of some of the adverse effects of the wake of the former.
  • the thickness of the centre aerofoil in the region of the centre main spar may be increased, as in effect the centre aerofoil in this arrangement is moved forward relatively about twice as much as the outer aerofoils are moved back.
  • it may improve the attractive appearance of the whole assembly by making it less severely rectilinear.
  • the endplates themselves may be of asymmetrical section and/or be set at a slight incidence so that they may derive some lift.
  • a large diameter bearing or turntable may be provided for the main pivot, and, in this case, it may be found advantageous to dispense with all or part of the lower endplate, incorporating it in the combined craft or vehicle structure and main pivot complex so described.
  • the leading edge radius is preferably 0.0356 compared with 0.0248 of an NACA 0015 section.
  • Rigid sail systems having a freely rotatable sail controlled by a tail vane are inherently very safe and docile, provided that they only rotate in response to the operators commands, and/or changes in the wind, and do not rotate as a result of any other external static or dynamic influences.
  • Obvious features are therefore free rotation in low-friction bearings, adequate tail vane authority and control stiffness, low rotating inertia and also adequate aerodynamic (usually and principally from the tail vane itself) and/or artificial rotational damping etc.
  • special techniques are used to completely balance the whole assembly during the course of the design. in fact such designs should be balanced in no less than seven different ways. Two of these ways are aerodynamic and mass balance of the tail vane itself and its control system.
  • a third mode of balancing is the obvious one of aerodynamic balance of the whole wing-tail assembly, which is classical and identical to the short-term (dart) longitudinal stability of an aircraft or missile.
  • a fourth and fifth are the need to mass balance the assembly so that it will not tend to rotate due to the static gravitational attraction (assumed to work in the true vertical) due to any deliberate or inadvertent, permanent or transient tilting of the main pivot out of the true vertical or lateral or longitudinal linear accelerations. This problem is handled by consideration in two orthogonal planes, along and across the sail system.
  • a set of axes are nominated conveniently defined as the axis of the main pivot and two additional orthogonal axes lateral and longitudinal with respect to the axis of symmetry and coincident with the junction of the chord of the lower endplate (or the deck of a turntable) and the main pivot axis.
  • balancing actions four and five consist of ensuring that the sum of the moments of all elements of rotating mass lie on the main axis, i.e., there is as much moment ahead as behind and on each side also an equal amount. This action will in most practical designs result in the necessity to add mass ahead of the pivot, certainly in conventional or tail aft systems.
  • FIG. 2 there is shown the control system for the tail vane 21.
  • Such a construction using two weights 23 forward of the main aerofoils 24 is illustrated in FIG.
  • a vertical or near vertical column 32 Concentric or nearly concentric with the pivot 13 there is a vertical or near vertical column 32, the upper part of which rotates with the sail assembly but is free to be moved vertically (axially) by means of a lever 31.
  • the column 32 is mechanically linked (via lever 31, a bell crank 38 and rods 30,34) to the tail vane to rotate the latter about a vertical axis when the column 32 is moved vertically.
  • Column 32 is preferably a tube and this may contain fluid conduits connected via a hydraulic swivel 33 to a system of hydraulic jacks for folding the rigid sail assembly in any of a number of ways.
  • the hydraulic swivel thus may also serve the purpose of carrying a supply of hydraulic power into the rigid sail assembly as well as serving in its primary function as a control push-rod for controlling the tail vane.
  • Some form of swivel is necessary in any case for the latter purpose, and by'employing a hydraulic one, the number of moving parts required to introduce hydraulic power can be greatly reduced, making the device more mechanicallyv simple and reliable.
  • the column 32 is actuated by two control levers indicated diagrammatically at 35 through a system of cables or pushrods 36. These levers are situated at a control, driving or pilotage position, where they can be grouped with a steering control for the craft or vehicle and where any necessary instruments may be displayed. A suitable arrangement of these levers would be to place them one on each side of a control panel in front of the helmsman or drivers seat or, as is illustrated, one in each hull.
  • the two levers are interconnected by a loop 37 so that moving either lever forward or backward, automatically moves the other lever in the opposite direction.
  • connection of the control column to the tail vane is such that when the craft or vehicle is on say the starboard tack, (defined as with the wind coming from the starboard side) the starboard lever 35 will cause the tail vane to move in such a direction'(clockwise as seen from above) as to cause the sail system to take up an angle of attack to the relative wind (anticlockwise as seen from above) that will cause forward thrust on the vehicle, when the said lever is moved by the operator or driver in the natural or forward sense.
  • Moving the starboard lever 35 in the other direction naturally reverse sense
  • the port lever 35 during this process would be moving in the opposite sense, but because the craft or vehicle is on the starboard tack would be ignored.
  • the directions of rotation of the tail vane described above refer to the conventional or tail-aft configuration. If a canard or tail-forward configuration is used, then the directions of rotation of the tail vane will have to be reversed, in order to have the same effects.
  • a simple indicator such as a flag or vane may be provided forward of the control position, in a position exposed to the natural relative wind to show which tack the vessel is on.
  • the levers 35 may be arranged one in each hull or they may be in a central control position.
  • a non-linear linkage system is used so that a substantial part of the range of movement of each lever causes movement of the tail vane within the normal (nonstalled) condition, e.g., over 8 of tail vane movement to obtain l820 of wing incidence, whilst still permitting of substantial movement e.g., 30 of tail vane to give 50 of wing incidence, to obtain deep stall conditions when running before the wind.
  • the maximum thrust may be too much for the lateral stability of the craft or vehicle, so that it may capsize. Alternatively it may provide more thrust than the physical strength of the sail system can stand, and in order to allow for this case, a governor mechanism may be installed between the operators controls and the actual tail vane.
  • the governor consists of a wind strength measuring device, of adequate dimensions to operate a linkage which provides an analogue of the wind strength.
  • the linkage is connected in the form of a dividing network (or multiplying by the reciprocal), so that when the wind strength rises above a safe preset limit, the output linkage to the tail vane is an analogue of the input linkage from the operator's controls divided by the excess of wind strength.
  • the push rod 30 may operate a bell crank 38 the upper arm of which may be slotted as shown at 40 in FIG. 4.
  • the output push rod 34 to the tail vane slides at one end in this slot and it can be seen that with the output push rod 34 when at the upper end of the slot will give the maximum ratio of output to input.
  • the ratio of output to input is at a minimum.
  • Intermediate positions give rise to proportional ratios between maximum and minimum.
  • the wind strength measuring device may be a plain drogue 41 or cup, which is sensitive to drag and not very sensitive to small changes in the relative wind direction.
  • the drogue can then be mounted on the sail system so as to rotate with it, the drogue being arranged so that increased pull on the drogue pulls down the forward end of the rod 34 in the slot in bellcrank 38. It is restrained from doing this by a simple spring 42 which can just be overcome at the preset onset of governing action. It may also be advantageous to insert a damping device 43 (possibly of a viscous nature) in parallel with the spring or elsewhere in the linkage system to eliminate any tendency for the analogue system to oscillate.
  • the wind strength sensitive device could take one of several forms.
  • Another form is a venturi where the pressure difference engendered by changes in the wind strength is used to move a diaphragm in a plenum chamber which in turn is connected by a flexible tension element to the forward end of the output push rod 34.
  • Another method is by use of lift on an auxiliary wing which may either be held at a fixed incidence or be mounted on its own pivot so that it may be automatically trimmed to a constant incidence by its own small tail vane.
  • This device can conveniently be mounted on the trailing edge of a wing or strut such as the centre panel of a triplane arrangement on a slide so that the lift force will cause it to move along the slide and by connection move the forward end of the output push rod 34 from top to bottom of the slot as before.
  • the auxiliary wing may be of cambered form in which the pitching moment characteristic of an unsymmetrical wing section produces a moment depending on the wind strength.
  • Another form of governor which may prove simpler to construct, although it does not have all the advantages of the above-mentioned proportional version is one which limits the maximum excursions of the tail vane.
  • a shaped link 47 is provided to limit the axial movement of the rod 34, the length of such movement being determined by the shaping of the link and its position in a direction transverse to the rod 34.
  • This link is caused to slide in the vicinity of this pin and approximately at right angles to the movement of the connecting rod 34, for example by a drogue 48 or other device as previously described acting against a spring 49 with an optional damping device 50 in parallel.
  • This link 47 will limit the maximum travel of the connecting rod 34 so as to prevent the operator from selecting too great a thrust for the prevailing relative wind strength, and it can also be made to reduce the thrust if too much has been previously selected and the wind should then increase dangerously.
  • a sailing craft having at least one upright rigid aerofoil, means mounting said aerofoil for free rotation about an upright axis, a tail vane on the rotating aerofoil and control means for controlling the angular position of the tail vane with respect to said rigid aerofoil, said control means including first and second control levers for use respectively on port and starboard tacks, mechanical means interconnecting the levers so that moving one in one direction causes the other to move in the opposite direction and means operatively connecting the tail vane to said levers.
  • tail vane is aft of the main aerofoils and wherein the levers are arranged so that the first (for use on the port tack), when moved forward, causes the tail vane to move anticlockwise as seen from above and the second, when moved forward, causes the tail vane to move clockwise as seen from above.
  • control means includes a linkage with an axial movable member on the sail pivot axis, said linkage including a swivel permitting rotation of the output of the linkage onto the sail system, independent of the fixed position of the input onto the linkage from said levers.
  • a sailing craft with a rigid aerofoil assembly means mounting said aerofoil assembly for rotation about an upright axis, a tail vane mounted on the assembly for rotation with respect thereto for controlling the angular position of the aerofoil assembly, and control means for the tail vane wherein the control means include an adjustable stop device limiting the angular 5.
  • a sailing craft with a rigid aerofoil assembly means mounting said aerofoil assembly for rotation about an upright axis, a tail vane on the assembly for controlling the angular position of the aerofoil assembly, means mounting the tail vane for angular rotation with respect to said assembly, and control means for said tail vane, said control means including a control input and a linkage connecting the control input to the 'tail vane and further including adjustable means for adjusting the velocity ratio between the tail vane movement and control input and a wind strength responsive device operatively controlling said adjustable means.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Motorcycle And Bicycle Frame (AREA)
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US00216377A 1971-01-08 1972-01-10 Sailing boats with rigid sails Expired - Lifetime US3844238A (en)

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GB107071 1971-01-08
GB106571A GB1375191A (enrdf_load_stackoverflow) 1971-01-08 1971-01-08

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AU (1) AU3776272A (enrdf_load_stackoverflow)
FR (1) FR2121322A5 (enrdf_load_stackoverflow)
GB (1) GB1375191A (enrdf_load_stackoverflow)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4558655A (en) * 1982-05-25 1985-12-17 Philippe Debarge Sail unit for the purpose of sport and composite device related to said unit
US4770113A (en) * 1985-05-02 1988-09-13 Walker John G Wingsail systems
US4856445A (en) * 1988-02-18 1989-08-15 Kiper James B Sailboat construction
US7461609B1 (en) 2007-02-14 2008-12-09 Harbor Wing Technologies, Inc. Apparatus for control of pivoting wing-type sail
DE102008052858A1 (de) * 2008-10-23 2010-04-29 Repower Systems Ag Profil eines Rotorblatts und Rotorblatt einer Windenergieanlage
WO2014152068A1 (en) * 2013-03-14 2014-09-25 Saildrone Llc Autonomous sailing vessel
US20150210359A1 (en) * 2013-07-29 2015-07-30 Ocean Aero, Inc. Submersible vessel having retractable wing and keel assemblies
US20180162502A1 (en) * 2015-06-25 2018-06-14 Ocean Aero, Inc. Submersible vessel having retractable wing and keel assemblies

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2481223A1 (fr) * 1980-04-28 1981-10-30 Manchon Andre Voilier trimaran muni d'un systeme de compensation de la gite
FR2532271B1 (fr) * 1982-08-25 1990-10-19 Duplan Julien Voilier mu et sustente par des aerofoils
FR2558790B1 (fr) * 1984-01-30 1992-05-22 Louviot Remy Dispositif de propulsion velique
AU576012B2 (en) * 1984-10-23 1988-08-11 Thomas Robert Anderson Sail
US4830315A (en) * 1986-04-30 1989-05-16 United Technologies Corporation Airfoil-shaped body

Citations (10)

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US521388A (en) * 1894-06-12 Boat-ballasting device
GB198649A (en) * 1922-06-02 1924-05-01 Inst Voor Aero En Hydro Dynami Improvements in sailing ships
DE403416C (de) * 1924-09-29 Anton Flettner Anordnung fuer Segelfahrzeuge
US2319999A (en) * 1939-12-13 1943-05-25 Richard V Jcnnings Sailboat
GB568209A (en) * 1943-07-19 1945-03-23 Nicholas Henri Meyne Improvements in sails and rigging of sailing craft
US2484687A (en) * 1945-08-30 1949-10-11 Jr William P Carl Rigid sail construction for boats or the like
FR1423958A (fr) * 1964-11-27 1966-01-07 Gréement pivotant utilisant une voilure aérodynamique multiplan
US3319594A (en) * 1964-05-12 1967-05-16 Mecanique Navale Et Outil De P Rate gyro type corrector for automatic boat steering gear utilizing an aerodynamic surface
DE1556467A1 (de) * 1968-01-13 1970-02-26 Heinz Klopotek Segelboot
US3580203A (en) * 1968-11-05 1971-05-25 Benjamin P Martin Sailboat

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US521388A (en) * 1894-06-12 Boat-ballasting device
DE403416C (de) * 1924-09-29 Anton Flettner Anordnung fuer Segelfahrzeuge
GB198649A (en) * 1922-06-02 1924-05-01 Inst Voor Aero En Hydro Dynami Improvements in sailing ships
US2319999A (en) * 1939-12-13 1943-05-25 Richard V Jcnnings Sailboat
GB568209A (en) * 1943-07-19 1945-03-23 Nicholas Henri Meyne Improvements in sails and rigging of sailing craft
US2484687A (en) * 1945-08-30 1949-10-11 Jr William P Carl Rigid sail construction for boats or the like
US3319594A (en) * 1964-05-12 1967-05-16 Mecanique Navale Et Outil De P Rate gyro type corrector for automatic boat steering gear utilizing an aerodynamic surface
FR1423958A (fr) * 1964-11-27 1966-01-07 Gréement pivotant utilisant une voilure aérodynamique multiplan
DE1556467A1 (de) * 1968-01-13 1970-02-26 Heinz Klopotek Segelboot
US3580203A (en) * 1968-11-05 1971-05-25 Benjamin P Martin Sailboat

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4558655A (en) * 1982-05-25 1985-12-17 Philippe Debarge Sail unit for the purpose of sport and composite device related to said unit
US4770113A (en) * 1985-05-02 1988-09-13 Walker John G Wingsail systems
US4856445A (en) * 1988-02-18 1989-08-15 Kiper James B Sailboat construction
US7461609B1 (en) 2007-02-14 2008-12-09 Harbor Wing Technologies, Inc. Apparatus for control of pivoting wing-type sail
EP2337950B1 (de) 2008-10-23 2015-05-13 Senvion SE Profil eines rotorsblatts und rotorblatt einer windenergieanlage
DE102008052858A1 (de) * 2008-10-23 2010-04-29 Repower Systems Ag Profil eines Rotorblatts und Rotorblatt einer Windenergieanlage
DE102008052858B9 (de) 2008-10-23 2014-06-12 Senvion Se Profil eines Rotorblatts und Rotorblatt einer Windenergieanlage
US8814525B2 (en) 2008-10-23 2014-08-26 Senvion Se Profile of a rotor blade and rotor blade of a wind power plant
DE102008052858B4 (de) * 2008-10-23 2013-04-18 Repower Systems Ag Profil eines Rotorblatts und Rotorblatt einer Windenergieanlage
US9381985B2 (en) 2013-03-14 2016-07-05 Saildrone, Inc. Autonomous unmanned sailing vessel
US9003986B2 (en) 2013-03-14 2015-04-14 Saildrone, Inc. Autonomous sailing vessel
CN105228893A (zh) * 2013-03-14 2016-01-06 无人风动力装置航行公司 自主航海船
WO2014152068A1 (en) * 2013-03-14 2014-09-25 Saildrone Llc Autonomous sailing vessel
US9834290B2 (en) 2013-03-14 2017-12-05 Saildrone, Inc. Autonomous unmanned sailing vessel
US10442512B2 (en) 2013-03-14 2019-10-15 Saildrone, Inc. Autonomous ocean data collection
US11731748B2 (en) 2013-03-14 2023-08-22 Saildrone, Inc. Autonomous ocean data collection
US12168504B2 (en) 2013-03-14 2024-12-17 Saildrone, Inc. Unmanned sailing vehicle control system
US20150210359A1 (en) * 2013-07-29 2015-07-30 Ocean Aero, Inc. Submersible vessel having retractable wing and keel assemblies
US9896162B2 (en) * 2013-07-29 2018-02-20 Ocean Aero Inc. Submersible vessel having retractable wing and keel assemblies
US20180162502A1 (en) * 2015-06-25 2018-06-14 Ocean Aero, Inc. Submersible vessel having retractable wing and keel assemblies
US10399651B2 (en) * 2015-06-25 2019-09-03 Ocean Aero, Inc. Vessel having wing sail assembly

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GB1375191A (enrdf_load_stackoverflow) 1974-11-27
AU3776272A (en) 1973-07-12
FR2121322A5 (enrdf_load_stackoverflow) 1972-08-18

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