WO1990008689A1 - Multicoque ou engin a voile a configuration variable - Google Patents
Multicoque ou engin a voile a configuration variable Download PDFInfo
- Publication number
- WO1990008689A1 WO1990008689A1 PCT/FR1990/000066 FR9000066W WO9008689A1 WO 1990008689 A1 WO1990008689 A1 WO 1990008689A1 FR 9000066 W FR9000066 W FR 9000066W WO 9008689 A1 WO9008689 A1 WO 9008689A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- lever
- orientation
- bearing elements
- sailing
- load
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
- B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
- B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls
Definitions
- the invention relates to a multihull, but the original provisions are valid for all sailing craft on hulls, floats, carrier planes, skates or wheels (hydrofoil, sand yacht, or ice chariot ).
- the load-bearing elements are arranged in a triangle, orientable and fixed by articulations to the connection structure.
- the rear hull can be different from the other two and include a habitable cabin.
- the best performance of sailing boats is most often obtained with multihulls. These have better stability for the same weight or for the same size.
- Traditional sails which are oriented by pivoting around a mast or a shroud induce, during the adjustments, a torque of deviation from the heading.
- 2098137 the sails, amphidromes, receive the wind always on the same side.
- the navigation is amphidrome, like on a prao.
- the sail is placed downwind, while it is downwind for the others.
- the concept common to this series of patents concerns the distance of the sail with respect to the main hull or the fin and, consequently, that of the resultants of wind thrust and hull drag. At the bearing winds these two forces make a fairly small angle with the direction followed, which reduces the deflection torque with respect to the heading and improves the road stability.
- the common defect in these provisions which is the corollary, concerns the impossibility of turning into the wind, and the poor ability to navigate upwind.
- the first claim applies to a sailing machine, in particular a multihull, having 3 load-bearing elements arranged in a triangle and fixed by articulations to the connecting structure.
- the original arrangements include, fa time, a longitudinal plane of symmetry, two load-bearing elements arranged at the front, in the case of nautical craft a fin placed substantially in the center with a pivot axis located in the plane of symmetry, their independent pivoting up to 45 degrees on either side of the plane of symmetry, and the fixing of the base of the main sail substantially in the plane of symmetry. Consequently, the sails are oriented mainly by acting on the pivoting of the floats and the central fin, independently of each other. Not only are windward transfers possible, but they are easier to make than with conventional arrangements.
- the angle r of the structure of deflection between both tacks is only half of that required with a conventional vessel (approximately 30 ° relative to the wind as shown in Figure 3, instead of 60 °).
- the center of thrust of the sail and that of the drift are roughly on the same vertical, which considerably reduces the couples of deviation compared to the heading, and allows the navigation with close in the optimal conditions, contrary to the cited patents .
- the sails which do not pivot on the structure are oriented with the latter thanks to the orientation of the floats. There is no need to adjust tapping.
- two floats are arranged downwind while the third forms counterweight which improves stability.
- the drift drive comprises a substantially vertical pivot axis, in front of its surface center, an elastic articulation adjustable on the orientation lever, and a heading indicator fixed on a connecting rod driven by an axis. arranged on the drift orientation lever, according to length ratios such that the angle of rotation of the heading indicator is substantially 3/2 of that of the drift orientation lever, this ratio being adjustable by moving the support.
- the offset of the drift plane behind its axis causes a reaction proportional to the lateral thrust of the wind on the slewing lever. This constitutes a sensitive drift command in the case of manual piloting.
- the effort felt on the lever encourages to reduce the risk of overturning under strong gusts of wind by momentarily bending the direction.
- it is the elastic articulation which allows the reduction of the incidence of drift under gusts, when the forces are too great, which reduces the risk of overturning.
- the link between the orientation of the drift and a heading indicator allows the drift angle to be automatically taken into account.
- the deviation of the load-bearing elements relative to the axis of the structure depends on the direction of the wind relative to the heading.
- an incidence of the drift plane is achieved from 0 ° to the downwind (floats parallel to the structure), up to around 10 ° upwind (deviation of around 20 ° for the drift plan and 30 ° for load-bearing elements). Intermediate values are proportional. Navigation is made easier by this correction.
- the compass can advantageously be placed on the heading indicator.
- the rear carrier element is piloted by a safety device involving reactions due to the lateral thrust of the wind. It includes a adjustable elastic element fixed on the heading axis and connected to the connecting rod driven by the movements of the drift plane.
- the heading is adjusted by acting on the orientation of the drift and by checking the heading indicator which rotates correlatively.
- a separate lever, connected to the heading axis by the elastic element, makes it possible to pivot the structure and thus the incidence of the sail, while maintaining the heading.
- a variant of the piloting device acts on the orientation of each of the load-bearing elements by means of a plate displaced on an arc of a circle in the direction of the heading and pivoting on its axis according to the rotation control and to axes on this plateau which materialize the orientations that the load-bearing elements must take.
- the number and arrangement of load-bearing elements can be arbitrary. Thanks to this device, the load-bearing elements are oriented so that they are always tangent to concentric arcs. Advancement resistance is minimal. This also makes it possible to act on the orientation of independent bearing elements as a function, on the one hand, of the heading and, on the other hand, of the desired incidence for the sail. This complex maneuver would be difficult in sea movements without this assistance. Indeed, in the recent past several ships with articulated floats, very technically advanced, were destroyed from their first trips.
- the orientation of one of the carrier elements can be more or less controlled by hydrodynamic action, by means of a lever which receives the crossed commands from the piloting device, of a deformable elastic distribution module according to resistance to orientation, and rudder drive at an angle proportional to the deformation of the module.
- the cam pulley receives the ends of the two lateral mast fixing stays. This allows the inclination towards the wind without significant complication, at least up to 40 degrees on either side of the vertical. With several levels of shrouds, the number of windings would be adapted accordingly.
- connection which can be disengaged between the pulley-cam tilting the rigging and the orientation lever of the floats has been provided. It is used during navigation facing the wind, when it is necessary to "tack" by alternately receiving the wind on port and starboard. The various settings must be reproduced symmetrically sometimes quite often. It is advantageous to simplify the maneuvers. A link is established before the transfer, when the two settings are correct, between the heading lever and the cam pulley. This allows the two maneuvers to be synchronized by acting only on one of them.
- control of the pulley-cam for adjusting the rigging is subject to an evaluation of the stability according to the signals from force sensors placed on the axes of the floats or those of an inclinometer. We can thus achieve a stability control to variations in wind force.
- the piloting device and the commands for orienting the carrier elements, rudders, fin, and rigging can be produced by means of electrical, electronic, pneumatic or hydraulic components ensuring the same functions as the components described.
- connection structure formed by rigid arms and by cables which connect them comprises a central ball joint receiving one of the ends of the mast, of each of the
- FIG. 1 perspective view of the whole multihull.
- figure 2 multihull sailing port tack.
- figure 3 - 8 positions of a multihull during a complete rotation.
- figure 4 setting of the drift plane, figure 5 - safety pilot for a load-bearing element, figure 6 - piloting variant for 3 load-bearing elements.
- figure 7 orientation control of a float, figure 8 - principle of inclination of the rigging.
- figure 9 pulley-cam tilting the rigging.
- figure 10 ball joint of the structure.
- the entire multihull (Figure 1) consists of a tubular structure formed by 3 arms (1, 2,3) converging on a ball joint (4).
- Cables (6,7,8) connect the arms and support a net (9) forming an operating platform. Transport can be carried out after disassembly.
- the center fin (10) can pivot around an axis (11). The drift can also tip over if it encounters a shallow water, and be kept raised upwind or when the water depth is reduced.
- a hub (12,13,14) At the end of each arm is fixed a hub (12,13,14).
- the floats (15,16,17) can pivot around their axes in the hubs.
- a semi-rigid articulation allows pitch and roll movements.
- the 3 floats can include a small fin (18) and an adjustable rudder (19). Above the structure is fixed the mast (20), the mainsail (21) without terminal and without sheet rail, and possibly the jib (22).
- a cam pulley (23) allows the rigging to be tilted.
- Figure 2 shows one of the arrangements adopted for navigation with side wind.
- the arrow (25) indicates the direction of the heading.
- the rear arm (1) which is located in the axis of the structure shows the deviation thereof relative to the heading. This deviation can be modified in order to orient the sail (26) correctly relative to the wind (27) and thus benefit from the maximum thrust to advance.
- the drift (28) is roughly oriented towards the heading, but with a variable incidence between 0 and 10 degrees on the wind side to compensate for its thrust.
- the 3 floats (15,16,17) are oriented parallel to the course, as long as the orientation of the sail remains correct.
- the rudders (29,30,31) are shown according to orientations intended to initiate a pivoting of the structure towards towards starboard.
- Figure 3 shows the successive arrangements (2a to 2h) of the elements described above in Figure 2, during a transfer to starboard on 360 degrees.
- the wind direction (34) does not allow to navigate for directions between 2h and 2a which limit the sway area.
- the mainsail remains fixed at the rear substantially in the axis of the structure in all cases.
- a spinnaker (35) is generally used. It is attached to the end of the front arms and to the top of the mast. In all these configurations two floats are found downwind, while the third is counterweight, which gives good stability.
- Figure 4 shows the orientation principle of the drift plane (36).
- the axis (37) can pivot between a ball joint (38) and a stop (39) fixed to the structure.
- the center of the plane 'drift (40) is back of the axis. This results in a torque proportional to the lateral thrust.
- the drift plane is oriented by the lever (41) articulated on the axis (42).
- the operating handle (44) is engaged in a flexible block (43) which deforms when the torque on the axis (37) becomes too large.
- the adjustment of the block (43), by compression, makes it possible to choose the limit beyond which it is considered that the lateral thrust on the fin indicates a risk of dangerous overturning. The resulting deviation in drift reduces this risk.
- a support (47) fixed on the structure receives an axis (48) integral with a connecting rod (46). It is engaged at its end on an axis (45) fixed on the lever (41) for orienting the fin.
- the distance between the axes (48) and (45) is substantially equal to 2/3 of that between the axes (42) and (45). Consequently the angles of rotation of the axis (48) is substantially equal to 3/2 of that of the axis (37) of the drift plane. The difference between these two angles corresponds to an estimate of the drift angle.
- a more precise adjustment can be made by moving the support (47) relative to the axis (45).
- Figure 5 shows a safety control device. It provides the connection between the heading axis (48) in FIG. 4, and the cables (107) for orienting the rear support element.
- An elastic block (102) is fixed on the cap axis (101) by the bolt (103).
- the rotation lever (105) is fixed by bolts (104) which allow the elasticity of the block (102) to be adjusted. Under normal conditions, the lever (44) in Figure 4 is acted on to change course until the indicator (48) indicates the desired direction.
- the axis (101) is an extension of the axis (48). It drives the lever (105) and the cables (107) for orienting the float (or rear support element). To rotate the structure without changing course, one acts on one of the handles (106).
- the elasticity of the block (102) makes it possible to deflect the rear support element without modifying the angle of the fin.
- the heading axis (50) crosses the device from bottom to top. It can be connected to the axis (48) in Figure 4. Otherwise, an operating handle is placed on the cap lever (52) fixed on the axis (50). It can be held by ratchets in various positions
- the angled rotation lever (51) pivots about the heading axis. It is held along the axis of the structure by a spring, not shown, so that an effort must be exerted to deflect it.
- a connecting rod (53) pivots on an axis (49) at the end of the rotation lever.
- a plate (54) pivoting on the axis (55) placed on the cap lever and on the axis (56) at the end of the rotation rod. The plate is pierced by a hole to let pass the heading axis.
- 3 crank pins (57) Above the plate are arranged 3 crank pins (57). The number and position of these, according to other provisions, could be arbitrary.
- the cables (61) transmit the movement of the pulleys to the carrier elements.
- a heading indicator (62) is placed at the top of the heading axis.
- Figure 7 shows the transmission of commands between the cables (107) of Figure 5 or (61) of Figure 6 and the carrier elements to be oriented (floats (15) in this case).
- the cables are guided by cross-references (75) located at crossovers, and fixed on a three-pronged drive lever (76).
- the 3-pronged lever is fixed by a pin (77) on the float.
- a synthetic rubber block (78) receives one of the arms of the 3-pronged lever (76).
- the stiffness of the block (78) can be adjusted by adjustments (80).
- the rudder (79) is fixed under the axis (77).
- the lever (76) pivots and drives the rudder (79) in rotation. This causes hydrodynamic positioning. On the contrary if the stiffness of this part is very large, the lever (76) practically does not pivot, and the float is driven in force to pivot. Depending on the setting, the desired compromise can be achieved.
- FIG. 8 shows the central part of the structure, part of the front arms (2,3), the mast (20) and the shrouds (91, 92). These shrouds pass over pulleys (93, 94) and end up on a cam pulley (95). By rotating the cam pulley one of the shrouds is shortened while the other lengthens, thus allowing the mast to tilt.
- FIG. 9 A detailed view of the cam pulley is shown in Figure 9.
- a helical screw (97) fixed on the crank (98) drives a screw wheel (99) and the two winding zones on which the rigging shrouds end. (91, 92).
- the winding zone has a vague shape of a paraboloid of revolution.
- the profile of the spiral is determined according to the geometry of the fixing points.
- the cable is unwound for the shroud "downwind” while the other is shortened, on the "windward” side, by a higher value according to the trajectory made by the attachment to the mast.
- FIG. 10 shows the ball joint (110) arranged at the point of convergence of the various compression elements of the structure: arm (1, 2,3), mast (20), axis of the fin (112), and if there is takes place from the bowsprit (113) for the jib or the spinnaker.
- the culmination of these elements on a ball joint avoids the embedding constraints that could result from the efforts caused by navigation.
- Semi-rigid blocks (111), fixed on the ball joint, facilitate the mounting of the structure before it is prestressed.
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- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Toys (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR8901377A FR2642395B1 (fr) | 1989-01-31 | 1989-01-31 | Multicoque a carene deformable et greement inclinable |
FR89/01377 | 1989-01-31 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1990008689A1 true WO1990008689A1 (fr) | 1990-08-09 |
Family
ID=9378429
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR1990/000066 WO1990008689A1 (fr) | 1989-01-31 | 1990-01-26 | Multicoque ou engin a voile a configuration variable |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0456729A1 (fr) |
AU (1) | AU5094190A (fr) |
FR (1) | FR2642395B1 (fr) |
WO (1) | WO1990008689A1 (fr) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2720368A1 (fr) * | 1994-05-27 | 1995-12-01 | Pierre Louis Gerard Sigaud | Bateau multicoque à flotteurs orientables. |
EP0901957A3 (fr) * | 1997-09-10 | 2000-08-16 | INTERMARINE S.p.A. | Embarcation rapide multi-coque à position variable des coques |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2098137A (en) * | 1981-05-12 | 1982-11-17 | Sundien Gunnar Olof | A sailing craft |
FR2542274A2 (fr) * | 1982-05-12 | 1984-09-14 | Salaun Jean Yves | Voilier a derive plongeante decalee au vent d'une voile sustentatrice |
US4708075A (en) * | 1987-02-02 | 1987-11-24 | Snead Edwin Des | Multi-hull sailboat with fixed airfoils |
FR2618747A1 (fr) * | 1987-07-28 | 1989-02-03 | Mazuay Daniel | Structure porteuse pour voilier multicoque, orientable de part et d'autre de l'axe de deplacement du bateau |
-
1989
- 1989-01-31 FR FR8901377A patent/FR2642395B1/fr not_active Expired - Fee Related
-
1990
- 1990-01-26 WO PCT/FR1990/000066 patent/WO1990008689A1/fr not_active Application Discontinuation
- 1990-01-26 EP EP19900903023 patent/EP0456729A1/fr not_active Withdrawn
- 1990-01-26 AU AU50941/90A patent/AU5094190A/en not_active Abandoned
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2098137A (en) * | 1981-05-12 | 1982-11-17 | Sundien Gunnar Olof | A sailing craft |
FR2542274A2 (fr) * | 1982-05-12 | 1984-09-14 | Salaun Jean Yves | Voilier a derive plongeante decalee au vent d'une voile sustentatrice |
US4708075A (en) * | 1987-02-02 | 1987-11-24 | Snead Edwin Des | Multi-hull sailboat with fixed airfoils |
FR2618747A1 (fr) * | 1987-07-28 | 1989-02-03 | Mazuay Daniel | Structure porteuse pour voilier multicoque, orientable de part et d'autre de l'axe de deplacement du bateau |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2720368A1 (fr) * | 1994-05-27 | 1995-12-01 | Pierre Louis Gerard Sigaud | Bateau multicoque à flotteurs orientables. |
EP0901957A3 (fr) * | 1997-09-10 | 2000-08-16 | INTERMARINE S.p.A. | Embarcation rapide multi-coque à position variable des coques |
Also Published As
Publication number | Publication date |
---|---|
EP0456729A1 (fr) | 1991-11-21 |
AU5094190A (en) | 1990-08-24 |
FR2642395B1 (fr) | 1994-09-16 |
FR2642395A1 (fr) | 1990-08-03 |
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