WO2001066412A1

WO2001066412A1 - Device for the lurch-free wind drive, particularly for the wind drive of a water craft

Info

Publication number: WO2001066412A1
Application number: PCT/PL2000/000076
Authority: WO
Inventors: Włodzimierz DUTKIEWICZ
Original assignee: Dutkiewicz Wlodzimierz
Priority date: 2000-03-08
Filing date: 2000-10-24
Publication date: 2001-09-13
Also published as: PL202346B1; AU1064801A; EP1409338A1; PL338874A1; AU2001210648B2; NZ521780A

Abstract

The device according to invention serves to the lurch-free wind drive, particularly in the sports, recreational and touristic yachts, in the water craft for the transportation of passengers and goods, and in the cradles with special skids equipped in the lateral resistance plane. The device includes the extension arm (2) rotationally connected with the main hull and resting by means of a transverse spar (4) on auxiliary hulls (5 and 5') as well as on the driving surface (1) placed in it. This surface is inclined to such degree that the force of wind passed at the height of the lateral resistance of the main hull without provoking a heeling moment. The device can be safely used even for very large driving surfaces. The attainment of high speeds is additionally facilitated by the action of the driving force unloading the main hull. A very efficient steering of the main hull is designed by changes of the auxiliary hulls' situation as well as of the bow rudders' situation placed on them.

Description

Device for the lurch-free wind drive, particularly for the wind drive of a water craft

In the well-known systems of sail drive the wind power acts always on the driving surface at a considerable distance above the centre of the lateral resistance of the driven water- craft what creates a large heeling moment. There exists also a trimming moment acting disadvantageously on the hull bow. Hazards^" resulting from it lower the navigation safety and decisively limit the possibility of using large driving surfaces- necessary for for attainment of large navigation speeds.

In spite of the long realized need of constructing a novel device for wind drive deprived of these drawbacks, all hitherto performed attempts did not lead to the development of structures of practital importance. The various attempted structures in this field are illustrated in the patent specifications enumerated below :-

Patents . 1. Poland, no. 70,225, dated April 22, 1974, UDC B63H 9/06

2. Germany, no. 2,431,710, dated June 27, 1974, UDC BB63H 9/06

3. France, no. 2,510,969, dated Feb. 11, 1983, UDC B63H 9/04

4. France, no. 2,524,416, dated Oct. 7, UDC B63H 9/06

5. USA, no. 4,674,427, dated June 23, 1987, UDC B63H 9/04

6. USA, no. 4,788,924, dated Dec. 6, 1988, UDC B63H 9/04

7. USA, no. 4,947,775, dated Aug. 14, 1990, UDC B63H 9/00.

In all these structures, besides eliminating the heeling force of the wind drive, it was attempted to obtain the effect of aerodynamical unloading of the craft being driven.

Device for the lurch-free wind drive according to the present invention has the drive surface fastened crosswise on an extension arm in such rake that the force of wind acting on it is applied at the height of the centre of the hull's lateral resistance what makes it possible to eliminate completely the heeling moment. Besides solving the above-mentioned essential problem it has also other additional advantages of great practical importance. It can be utilized both in the racing, sports and touristic yachting as well as in sail transport of passengers and goods. There is also provided the possibility of applying it in cradles with a special strcture of skids. Below is given the subject and the features characterizing tne structure according to the invention, which features are essentially diffferent from structures applied in the arl-

1. Extension arm, to which the drive surface is fastened, is mounted with its one end on the short mast of the extension arm socket placed vertically on t e hull of the driven water craft in a bearing housing permitting rotation of the extensio arm around the mast in a horizontal plane together with the drive -u-iα-e .O αXlyn J- α L Llie IUOS lα vuαiauie yle OΣ attαCk against wind. The second enu. of the extension arm is supported on tn centre o±. a transverse spar resting with its ends upon

LU_ αuΛliiaiy u ij.-..

The wide spacing of these hulls imparts a very high crosswise and lengthwise stability of the whole structure, independently of the position of the extension arm. This stability is transmitted by the mast of extension arm socket to the main hull, thus securing a quiet navigation even during violent surging. At the same time a broad base is obtained for

_ placing on it even a very large, ulticomponent drive surface.

→c . Qαun pUL L iϋϊl O JL me Ol i ve 5' u -L j- α L, e n t-- i ei ei Di Liie shape of a triangle directed upwards with one vertex and downwards with two remaining vertexes and with the side between

3. The driving sux-face can be not-divided or - particularly in large water crafts - it can be divided into many portions. Particularly preferable is a structure, in which it is composed of six portions. Three portions are situated linearly crosswise to the longitudinal axis of the extension arm in the vicinity of its . external end. The next portion is situated nearer to the hull and it is integrated with the main mast placed on the extension arm. The vertexes of all remaining portions of the driving surface are also underslung to the masthead. Due to this integration it is possible either to place the main mast aerodynamically inside the pocket at the edge of attack of the portion connected with it or- to construct it together with this portion in the form of a wingsail. These four portions compose a primary set. Their- r-ake is of such magnitude as to fulfill the demand that the axis of the common resultant of the wind pressure passes at the height of the centre of resistance of the lateral hull.

The furthest from the hull, besides the above mentioned portions, is positioned an additional and greatest portion with a wide base. To balance the action of the wind power directed more upwards to the most inclined porbion there is a sixth portion situated correspondingly next to the hull and in an almost vertical position.

4. The lower corners of ti-is largest portion are fastened to the ends of the transverse spar, preferably by means of two uuLi iyyciα .

uULi iyyci LL L LUC j-Oj-m O-- a IUU wj- uu πe Oi- t- mentioned corners attached to its external end and equipped with ct μun rθι L.O p lx IU CLΪ J. OX me OU L J-yyei L -.lie o as. enu . llle second end of the outrigger is fastened slidably to the spar and is pulled with the second pull rod towards the same spar' s end and parallelly to its longitudinal axis.

Such design permits an additional adjustment to the momentary wind conditions of this portion of the driving surface; it is equivalent to the action of a spinnaker used in the . hitherto known systems of sails. In the case of using a spinnaker the change of the role of its both edges of sail and of its lower- corners is typical when changing the tack. The tightening to the spar end of the external end of the outrigger together with attached to it the corner of this portion of driving surface - which is actually the tack corner - makes it possible to stress strongly the edge corner, which is actually the edge of attack. By changing the choice of both pull rods of the second outrigger, to which the corner is fastened, in this case namely the sheet corner, a control of the veering of the sail surface and of its belly is obtained.

Also in a non-rotational manner the portion of driving- surface adjacent to the hull is preferably fastened - this portion is a supplement of the above por-tion, mentioned in point

J .

5 and β. All the remaining portions of the driving surface are fastened rotationally. In the portion integrated with mast the rotation axis is formed by the mast itself and an adequate stressing of the working surface is, preferably obtained by fastening the boot heel to the mast, and by fastening the yard arm to the kicking strap. In each of the remaining portions the stretching of the working surface is obtained by kicking the strap downwards with the use of a pull rod. By an appropriate approach of the fastening point of this pull rod to the tack corner the required location of the rotation axis of the given portion is obtained - namely before the centre of its surface, what warrants the leeward deflection of the trailing edge by the action of wind and a weathercocking of the sail in flutter. To heave up the surface of each rotary portion to the desired position the use conventional sheets is advantageous.

It is also designed - this design being especially useful in the case of single person navigation - a structure of the portion of the driving surface adjacent to mast. In this design the foreboo includes the roast a d it has the sheet corner of the main portion of driving surface adjacent to mast fastened to the backward end and the tack corner of an additional portion fastened to the frontal end and serving as a slat. Such design makes possible servicing the set of these two portions with one sheet only. Additionally, the possibility of unloading the after ast portion of the boom by means of a counterweight placed on the beforemast end of the boom. It is important - as in the case of other rotary portions oi- the driving surface — because

OJ_ Liiex x uuiia uciauii- L CL KC anu. Die υa -. L iOn ui t-iie υxii u Ox gravity nearer to the sheet corner in relation to the axis of rotation and because o-- che naturax tendency resulting from it

4 u- v,j-, S -, X.; -I-I 1K „. x L- u_> e„ o -ut, e- c- AL. t ---u-_* x-„.ι.-n--_* L,-. u ^1 ,u., i■.-.i 4 -i.iy --. x 1 x 4 y --•u- Xu - w-x4 -n- u--a-- .

7 and 8. To preferably get rid of the difference in pressures on both sides of the lower portion of each portion of the driving surface, this surface was vertically divided into segments, the trailing edges of the being deflected leewards undei" the action of wind. These segments of the non- rotationally fastened portions of the surface have the shape of a triangle with vertex directed downwards. Vertexes of all these segments are fastened to a horizontally slidable pull rod located below the segments. By sliding this pull rod in the wind direction a tension of edges is obtained in all segments, these edges being the edges of attack at the momentary tack, and also loosening of their trailing edges is obtained. Depending on the extent of the displacement of the pull rod a desired degree of this loosening is obtained, and thus - the degree of twist of the segment surfaces .

According to the above principles or to the principles given ix pOxii -7 , Liie up ei Suua ux LH _ x iiux v-χGuctx pui LiOπs ox t iiβ uπviπcf surface can we axso ui iαsu into segments.

9. Segments in the rotationally mounted portions of the driving surface can have either the above given design or thev can have a shape close to rectangular-. In this case the lower edge of each segment stiffened with a small boom is connected with ^"a pull rod to the common boom at one point placed adequately near to the frontal tack end of the given segment. In the space between each small boom and boom there is preferably- unhooked a soft sealing surface, which limits the degree of twist of the segment surface under the action of wind and inhibits the formation of vortex around the lower edge of a segment .

10. In the case when the water craft is being driven with the device according to the present invention it is equipped with hydro-wings, it is preferablethat the mast of the extension arm socket, ax^ound which rotates the end of extension arm near to the hull, is firmly fastened to the main hull.

11. In the case when the water craft possesses no hydro- wings, to make it possible a natural change of the longitudinal hull's trimming in the moment of its entering into slide and during navigation on a high wave it is preferableto use a shearing housing o ocket in the Pplace of its connection with the hull around a horizontal axis perpendicular to the longiduginal hull's axis. It is also advisable that the range of the thus-obtained freedom of heeling of the mast around this axis was limited - as need may be - by the use of for example of elastic- pull rods or of a fluid spring with pressure valves. Due to the inclined mounting of the mast of the extension arm socket and resulting from it inclination of the longitudinal axis of the main hull in C O ¥tVh..e- driving portion, a reduction of stresses is also obtained at the place of joining two portions of a water crafty namely of the driving portion with the driven portion. 12. It s preferable when the transverse spar is a two-part spar. By positioning its two arms at an angle it is possible to reinforce the structure with a pull rod joining the external ends of the two spar arms from below and to rise the central portion of the spar together with the extension arm' s end resting on it to secure them against touching water surface during heavy surging. It is also possible to have a rotary coupling of both arms' ends besides the extension arms, what permits their piling backwards during rest along the extenstion

13. Each auxiliary hull is attached to one of the two vertical ends of the transverse spar in a bearing housing permitting rotation of the extension arm in a horizontal plane around the mast. Due to such design it is possible to adjust the alignment of the auxiliary hulls to momentary needs, above all to the navigation direction of the water- craft.

14. The auxiliary hulls are fastened to the the transverse spar's ends, either in the above bearing housing only or simultaneously in an additional bearing housing, too, what makes it possible to incline these hulls in a vertical plane, as described for the main hull in point 11.

15. In a structure with auxiliary hulls not aligned to the direction of navigation with pull rods from the main hull, each auxiliary hull has preferably a vertical plane of the direction stabilizer" placed on the stern.

16. To obtain a high navigation stability of the whole water craft's direction, each auxiliary hull equipped with the above stabilizer of direction has preferably on its bow a plane of the bow rudder fastened to a vertical axis and connected with the main hull by means of pull rods placing it in a position ax.a.±Λ-τm- cO Lire αΛia u cue luctlu nuxx, m--pθ.-J.v- Ox LIΪΘ de iatio s of auxiliary n lxs . The lower portion of the steerable plane is preferably curved backwards in such manner as to obtain the centre O pxane advanced correspondingly by its xQi-.a-.xOii a__<L___.3. xu LΠXB oL.xue.--.ure, Que LU cue xxecGOiu Ox xO-.a-.xOi! w cnθ tUΛxlxctxy iiuxxb αiuuit cue vexcxcαx Syai- enQS ctnu cO ciie xeouxcxiiy ixecuu Ox xOtdLiuii Ox cue jcOvv xuQucxa CΛCΘΘQ ny the angle of 360°, it is advisable to place on the auxiliary hull an intermediate wheel driven from the .mam hull and to connect lc wxcu cue Qxxvcu wueex uiuuuLeu On cue xuuuei dΛio y surrounding them with a cham pull rod in gear with rudders.

17. Fastening of the ends of the above mentioned main hull's pull rods - permitting their movement on the prefer-ably rotable wheel of the steering device - makes it possible to change the orientation of the steering bow rudders plane in respect to the main hull to have a very - effective frontal steering of the water craft. Deflection of the frontal rudder- creates automatically a lateral twisting force. As this force acts on the auxiliary hull bow, it causes its deflection and also its inclusion to the twisting action of the whole lateral surface of the auxiliary hull as well as of the direction stabilizer plane. This way of steering is particularly useful when these auxiliary hulls are being led in a continuous contact with water surface.

-y¹ p --u_Λx4x--iXc 1 xDCT, 4 c-ue. c--t-u-Λ--x4xTl4α—x-«-y- u--.u-x"IxIo-- uα--v--z: - u-O-- c-Jix4x-„e--C--4c-x4O-- —u --- JLα.ui4i1i4--,c--x--, a ~_u_™ ΛQ no bow rudders, an<α to r-εeρ che in a position paralxel to the main hull - independent of the changes in the extension arm position - serve two pull rods connecting each of the auxiliary ?ith the

Fastening of the ends of the abve mentioned pull rods on the main hull permitting their appropriate displacement - as in point 17 - makes possible any changes in the orientation of each auxiliary hull in respect to the main hull, to use it for steering of the water craft. This way of steering - by changing position of auxiliary hulls - is particularly suitable when these hulls are equipped in hydro-wings and at higher navigation speeds they emerge above the water surface. In this design the appropriate portions of the hydro-wings surface take the role of the steering planes.

20. A full effectiveness of steering both auxiliary hulls - directly or by means of their bow rudders - is attained when they are situated before the main hull bow. On the contrary, when one of the auxiliary hulls is in a lateral position to the main hull, it as preferable to exclude it from being steered. To permit an independent switching on to steering and switching off both auxiliary hulls and their bow rudders as well as stern's rudder of the main hull, there is designed a optional steering device composed of rotating wheels, preferably placed coaxially with of the extension arm's mast socket of rotable wheels, namely of the driving wheel and of the intermediate wheels independently connected with them.

21 and 22. When the frontal steering is performed by the bow ruders, as described in point 17, there are the pull rod ends of the main hull's x'udder connected to one of the intermediate wheels and to two remaining wheels correspondingly, to one the ends of the bow rudder of the main hull and to the other the ends of the bow rudder of the left hull. In a design decribed in points 18 and 19, it means when the frontal steering is performed independently by the auxiliary hulls by changing their position, then two intermediate wheels are correspondingly connected with the other pull rods' ends fastened with their second ends directly both to the right and to the left auxiliary hull. In both cases the stern rudder's pull rods are led directly and the remaning rods as crossed pull rods. Such arrangement ensures a coincidence of the water craft steering action of elements placed both before it and before its stern's

io ootain simultaneously a nign staoix ty and a nigh turning ability, as need may be, all the mentioned elements are utilized jointly and according to established rules, namely: auxiliary hulls with their stabilizing planes, their bow rudder and the ste n's rudder of the main hull. To obtain a common servicing of all these elements, the optional steering device is equipped with two additional intermediate wheels .

23. All the wheels have on their perimeters teeth, among which the stopping locks are introduced, independently of each other, to connect these wheels with the base integrated with the hull. The introduction of a stopping lock between teeth of the wheel corresponding to this lock prevents its rotation. Alternately to these stopping locks there are also arranged locks connecting the individual intermediate wheels with the driving wheel. An introduction of any intermediate wheel between teeth of a corresponding lock - to couple this wheel with the driving wheel - results in pushing forward the corresponding stopping lock a depending on it. Such a design makes it possible to turn—on to the steering action of any steering elements and to stop then, at turning—ofx in the resulting position. Connecting with the base of an appropriate stopping lock of the driving whεex resuxcs, in case Ox need, in stopping all the elements which perform momentarixy the steering operations . This possibility is of particular importance in the case of a one-man

24. Connection of the end of the extension arm with the mast socket of the extension arm is preferably separable. It makes it possible to disconnect from the hull the driving portion of the main water craft. This is particularly advantageous in case of lax^ge or very large water craft, e.g. in case of difficulty in entering in full strength a port, a dock etc.. The driving unit can in that case be disconnected and - after having connected the extension arm with a pneumatic or rigid float - can be left at an external anchorage.

--- . ή xOc tcxOuαx lct--ceuxuy ex enuo Ox cue uectx — O^_ e-s.ceu--xOu arm ox a spxit spar co tue connecting unit placed on πs extension arm makes it possible to fold backwards both arms

LυyeLiici wxcu cue αuΛxxxctxy nlixxa cuici uixa oxxuαuie COuueCclOii

Ox cue extension arm wicu ics masc soc et marces it possible to c o-Vu-x4 4x-4c- O —IL X cu V-e

. u -■i-•li 4 XL X cO .-- X c Vu-e - ϊ-i-la--i4 -u- u V- .U. "1x 1 / S _<-. S --4tθ .x•---n . T i —n 4 c-ux 4i -- manner, 'a considerable reduction is obtained of the overall dimensions of cue whole Scructure the parxing state.

26. A connection of two steering-braking plates with the extension arm was also designed. The plates are fastened rotationally on axes aligned obliquely and convergently to outside. The plates are kept horizontally with pull rods. After loosening the pull rods of a corresponding plate, it becomes immersed in water to the vertical position. Its oblique alignment to the axis of the extension arm plate results - during the reverse motion of the water craft - in the formation of a force dowling down the extension arm towards that plate. This make it possible - together with the action of the lateral surface of the main hull - an efficient - steering in the reverse motion of the water craft to lead the driving surface through of wind line and to perform the operation of going-about. This emergency way of going-about can be useful in case of a lurch- free drive, particularly for a very rapid and light water craft. For such water craft units the kinetic energy, even during a rapid navigation, can be insuficient to overcome the resistance of the very large driving surfaces of sails being set in flutter and to perform the operation of going-about in the navigation forwards .

Lowering of both plates makes it possible, as need may be, to rapidly and effectively set the water craft in a strongly braking drift.

27. The driving device according to the invention can also be applied in other vehicles, particularly in cradles. In this case the auxiliary cradles play the part of auxiliary hulls. Due to the fact that unloading of aerodynamic cradles during lurch- free drive decreases the skids ability to oppose to the drift causing force of cradles under the action of lateral winds, the skids are preferably equipped with longitudinal vertical planes which immerse into snow and play the part similar to that of the drop keels in a water sailing craft. The sharp lower edges of these planes are useful in the case of performing slides of the sailing cradles on a very strongly compacted snow or on ice. The depth of lowering -the planes below the lower surface of skids is preferably controlled - as need may be - in dependence on the cradles' loading and on the type of snow.

The device according to the invention possesses many important advantages. Above all, it solves in a simple and efficient manner the crucial problem in sailing, namely that of the lurch-free wind drive of a water craft. It warrants a very- high safety level of sailing, also in case of a two- and anyfold enlargement of the driving surface. It makes it also possible to obtain an aerodynamical unloading of the hull. The aerodynamical unloading was not utilized hither in the sailing practice, but it has a very important advantage over the hydrodynamic unloading, because it acts immediately and simultaneously with the increase of wind power, whereas the hydrodynamic unloading acts always with a time-lag, because it increases only in parallel to an increase in the speed of the sailing craft. The elimination of the bow-loading and -lurching force together with an aerodynamical unloading of the hull facilitates the application of hydro-wings with the aim of lowering the navigation resistance.

All the above mentioned features of the driving device according to invention create the possibility of obtaining high speeds and very high accelerations, what contributes largely to the general attractiveness of sailing, particularly of sports sailing. Inclusion of the driving device according to the present invention into a water craft transforms it into an efficient trimaran with advantageous proportions exceeding in its useful characteristics all the hitherto known multi-hull designs. In the design ac-c-oruing to the present invention there was __.ncluu.ed an innovative steering system warranting a high u -Jx x--.e~- C-Xc x4 u^ -i-i. a ---■)c t .i Vv-. l 4 1 x 4 4 c- -y - c --tu-- u-- a -.l4 i --i—iu . x1 L , «n --O -- .u - a -. x 1 -j - a --.. u V- x4 y--Vu- X c,u- x -„-u-. l 4 u-- y-- α -sx-->x4 l T l 4 Xc -y - .

The device according to the present invention exhibits a high versatility of applications. It adds to the sailing activities the possibility of a much better than hitherto utilization of natural environment and its protection. This is the result above all of two factors. The highly versatile efficiency of the design according to the present invention will lead to a more intensive implementation of the utilization of two important factors of natural environment - namely of water and wind - for sports, recreational and touristic purposes as well as in the transportation of passengers and goods. The device according to the present invention is presented in Figures concerning the examples of patent execution. Fig. 1 presents a general view of the sailing water craft with a lurch- free drive and with a one-portion driving surface, whereas Fig. 2 presents a view of the same along the longitudinal hull axis. In both cases is shown the transition of the wind driving power axis in the neighbourhood to the centre of lateral resistance. Fig. 3 shows - for- comparison - the action on sail of the wind power aiming in the known systems of sails to capsize the craft. Figures 4 - 6 show a water craft with a six-portion driving surface according to the present invention; thus Fig. 4 shows the view from the hull side along the extension arm, Fig. 5 - perpendicularly to the extension arm, and Fig. 6 presents the top view. Fig. 7 is a general view of the auxiliary hull in the plane of the direction stabilizer with the device ofthe bow rudder and with the system of arranging the lower corners of the largest and non-rotational portions- of the driving surface by means of an outriger. Fig. 8 is a view along the longitudinal axis and Fig. 9 is an end view of the auxiliary hull fastening to the vertical end of the transverse spar together with a system of wheels and pull rods of the bow rudder of this hull. Fig. 10 is an end view of a system of the sharply ended segments of the lower portion of the driving surface and Fig. 11 is a view of segments with a wide lower edge. Figures 12 and 13 are the top views of the same, with arrows indicating the direction of wind flow through a palisade formed by surfaces of twisted segments. Fig. 14 is an end view of the system of wheels and of the linking and stopping locks, thus ,of the optional steering device. Fig. 15 is a top view of the steering-braking plates fastened to an extension arm structure, its left plate being kept in horizontal position and its right plate being lowered into water to vertical position along its axis. The action on right plate of a force pushing the plate with its extension arm to the right and of a force formed during the reverse motion of the extension arm is indicated. Fig. 16 is an end view, and Fig. 17 is the top view of a portion of the driving surface surrounding the mast with the pocket of its attack edge, including the additional portion of front slat and the foreboom on which these two portions are set. Fig. 18 is an end view of one of the rotary portions distant from mast of the driving surface together with the pull rod fastening it from below. Fig. 19 is a top view of the left half of the water craft in the parking state with the arm of the transverse spar folded and withdrawn together with the extension arm and auxiliary hull towards the main hull stern. Fig. 20 is a longitudinal view of the lower portion of the cradle skid with a vertical drop keel plane of a controlled depth of lowering them below the bottom a— ,u-i--.-xPα-, —-.—- O,-x4- a— 1i-4xu-4a—.

Below there are explained three exemplary designs according to the present invention adjusted to the drive of water craft of various allocations. In these designs the device for lurch-free wind drive is equipped with a driving surface 1_ disposed on the extension arm 2 mounted rotationally with one end on the mast of the extension arm socket _3 placed vertically on the main hull, and with the second arm resting - by means of a transverse spar 4_ - on the auxiliary hulls _5 and 5J_ fastened rotationally to vertical ends of the transverse spar. The driving surface is situated in such a i"ake that the axis of wind action on it passes at the height of the centre of lateral resistance of the driven water craft, without evoking a hull lurching o erit .

I. In thxs simplest exemplary design — of particular importance in the case of small one-man water craft — the uπvmg surface is a one—portion surface with its lower ends 6 and 6 joined directxy to ends of the transverse spar and the

Liix ua ii- u uuuei a x uuy cu cue iuc-a- cueau Ox cue iii txu lit to c r μxαccu on an extension arm. These auxiliary hulls have total freedom of revolution in the horizontal pxane and they are posxtxoned up to

X cuV-e— — n.e—t_ v-.x4 y—α—. X c x4 O— —u u—3x4 x--e—u—c x4 O—.-i-i D1—.y- X cuV-e— u—Jx4 x—e—u—Xc x4 u— —u o— 4cα,DV-x4 x1 x4 ----e—x.-. — D,u-x--.-xT—t —c— o σ .

In a more precise version of this exemplary design, the driving surface is composed of two portions unhooked on the foreboom 9. Its main por-tion 1_0 surrounds the main mast 7_. with its pocket. Its auxiliary portion 1_1 is placed before the mast and plays the part of a slat.

hull auxiliary hulxs navs x .-.4- -, 1 θχ incxinacion wxcu tueir xonyicUuinax axis positioned in the vertical plane by the shearing housing of them around the horizontal axes - 12: and 13, correspondingly - and in the plane vertical to their longitudinal axes. Steering of the water craft is done by means of bow rudder of the main hull. Arms I_4 and 14' of the split spar are folded backwards to parking state together with the auxiliary hulls and shifted together with the main mast laid towards the stern of the main hull.

II. In this examplary design the driving surface is composed of four portions, 15, 1_6, 11_, and 1_8, and its can be supplemented with portions 1_9 and 20_. Fastening of the extension arm is inclined to the main hull, as it was in the previous design. On the contrary, the auxiliary hulls equipped, as in the previous design, with the planes of the direction stabilizer-, are fastened in a non-inclined manner a d on each of them there is fastened the bow rudder- 21_. Steering is accomplished by means of these rudders and of a bow rudder with the use of an optional steering device equipped with a driving wheel 22_ and with intermediate wheels 2_3, 2Λ , and 2_5 coupled with the driving wheel . Coupling, of each of these wheels with the driving wheel is accomplished by means of a corresponding coupling lock, 2_6 or 27 ox" 28, with a simultaneous automatic switching-off of the cox-responding stopping lock 29, 30 or 31.

In a more sophisticated variant of this design, to obtain a still higher precision of keeping direction and steering, it is advantageous to include in the steering operations the changes in position of the auxiliary hulls performed from the main hull by means of pull rods connected additionally by means of two intermediate wheels mounted in an optional steering device. A preferably inclined fastening of the auxiliary hulls in the ve cxu tx y±aisc: s la-xli cct eu j-ii cux-a- cαae. xnx-a ueaxyu 15 jjdXLXcuxαxxy -aulcαuxe xux lαxye αuu vexy iαxye Wαccx uxαxc wxc nuiiciuua -.c .c—txxx.-. m Tvh.is concerns mainly yachts for sea tourism and water . craft for ne saixing transportation of passengers and goods .

III. The third exemplary design is distinguished by the introduction of hydro-wings both into the main hull and into the auxiliary hulls. These hulls are in principle mounted in a non- inclined position. To allow only for the fitting of the hulls to the surface of the strongly fluctuating waves during a slow navigation it is preferable to fasten the hulls in an inclined manner and with a possibility of blocking this inclination when passing - at higher" speeds - to navigation on hydro-wings in hydrodynamic displacement. The auxiliary hulls have no planes of the direction stabilizer arid no bow rudders. Theix" situating in ρai"allel to the main hull and their steering is performed by- means of the stern i"udder of the main hull, as in the previous design, by using an optional steering device. This design is above all suitable for the very rapid stunt and sports units of the water craft .

In αxl the a ove exempxary uesigns ic is advantageous to use α vexcxuctx ux.xaxun Ox cue xuwex pOxcxOno Ox ciie Qixvxuy DuridCΘ

- above all of the portions 1_9 and 2_0 - into inclined segments 33 or 3_4. To obtain a better aerodynamic efficiency it is advantageous also to divide into segments the portions in the neighbourbood of the masthead of the above driving surface. In αxx cue lULa iOϊlaiiy laSLeileu uxcxuuS ux cue uxxvxuy -au x ue, ueualiae Ox cuexx xai-e, xc xa uoexUl cu tppxy xuctu ux ct uOuiicex w g c JJ cu cue cctur- euu ux cue uuOiu euu cu i-veui. sinking of the heavier sheet end of the boom during a light breeze. The elastic pull rods can be used for the same purpose.

Very advantageous - particularly in the case of a one-man sailing and in the case of steering with the stern x"udder of the main hull only - is adding of the steer-ing-bx"aking plates _39 and 39' to the deck equipment .

To mount the extension arm in the desired position it is advantageous to use three boat tackles:- one tackle pulling the extension arm to the bow and two tackles pulling it in the direction of stern, to the left and to the right side, correspondingly. When the hull is narrow, is it preferable, aiming at shifting more away the points of the side tackles, to fasten two extension arms beyond the ship's sides.

One can also apply an optional steering device to mount the extension arm supplied with an additional transmitting wheel and connected with the extension arm. This is a preferable way, particularly in the case of one-man sailing.

In the case of dividing into segments the portions of the driving surface adjacent to the masthead it is advantageous to give to these segments the trapeze shape and to hang the segments of the masthead on the yard or on the gaff hung to the masthead.

Claims

1. A lurch-free wind drive with the driving surface fastened crosswise to an extension arm in such rake that the force of wind acting on it is applied at the height of the centre of the hull' s lateral resistance, wherein the extension arm (2_)_ is mounted with its one end on the short mast (.3) of the extensio arm socket placed vertically on the hull of the driven wate craft a d the second end of the extension arm is supported on the centre of a transverse ' spar resting with its both ends upon the auxiliary hulls (5_) and ( 5-' ) .

Ϊ

2. The iriu d ive according to c-xaim 1, wherein each μυxLxun Ox cue uxxvxuy auxxac- pxexexctDxy uαa cue anα e ux t triangxe directed upwarus with one vertex and directed downwards wxcu cue LWO xθniαuixiiy vex L-Λea ctuu αxaυ wxcii cue oxue uecweeu

3. The wind drive according to claim 2, wherein the driving surface is composed of six portions: three portions

(15) , ( 1_6) and ( T7 ) situated successively crosswise to the . longitudinal axis of the extension arm, two pox-tions (_18_) and (20) , mounted successively on the extension arm before portion (16), and one portion (χ_9) situated behind it, the vertexes of each portion being hung at the masthead of the main mast (TJ placed on the extension arm and pr-eferably connected as a whole with the portion (_18) of the driving surface.

4. The wxnd drxve according to claim 3, wherein the uuxcxOu { X -7 } ux cue uxi.xily -auxxct e xS xexex tuxy xctaceued wxcu each Ox its lower corners to tne end Ox tne transverse spar by

— uie —α——ua— O —x-- c —t —ii u — ,U-xcxx .' _,g--e—x— —,U-1xx1e—u —I u —]u—,w.—u I-.-y. x 4 cS— — -Λ---L- —-x --u—a — "I e — —uu —I 4 c-u — the spar' s end by means- of the pull rod ( 3_7 } and pulled by the second end connected slidably with the spar towards the same end with pull rod (38 ) .

5. The wind drive according to claim 3, wherein the portions 1_5, 1_6, 17, and 1_8 of the driving surface are fastened rotationally and have in all remaining portions an axis of rotation passing both by its masthead and by the point of fastening of the lower pull rod (4_1) pulling boom (42) downwards, with the axis of rotation being placed in each case before the centre of the working surface of the portion of r spect .

6. The wind drive according to claim 2, wherein the foreboom (9) surrounds the main mast and has its stay corner of portion (10) of the driving surface attached to the stern end and the frontal end of the auxiliary portion (11_) plays the part of a slat in respect to portion (JLO) .

7. The wind drive according to claim 2, wherein the lower portion and the upper portion of each driving surface's portion are preferably divided into segments, the trailing edges of which being deflected leewards under the action of wind.

8. The wind drive according to claim 7, wherein segments (33) are sharply ended segments and they are fastened to horizontally slidable pull i"od ( _0) .

9. The wind drive according to claim 7, wherein each segment has its- lower end with a stiffened edge and the point of fastening of the pull rod is placed between the edge of attact and the centre of the lower edge of segment, and in the space between the lower edge and boom there is preferably fastened a a —u —u 4- 4- a —eα .x1x4 —πy _, - —- .u ,x ,-,-xf.c-.tu —e —

10. The wind drive according to claim 1, wherein the mast of the extension arm socket is fastened rigidly to the hull of the driven water craft.

11. The ind urive accoruing cu cxai 1, wuerein the mast u — 4x- V-e — e —- - .- Xce — —u —c->x 4u— —u a —s ■-..—ni o —u —C — 1ι .-e — Xc x 4 — 4 x-α —o — Xce— —ue —O — ] 1 u— -y - x 4 XcS -- 1 D— —tS —.e — X c—O X cVu-— π V- , .x 1x 1 of a water craft in a self-aligning manner on the horizontal axis (12_) perpendicular to the longitudinal hull's axis.

12. The wind drive according to claim 1, wherein the transverse spar is preferably composed of two arms, (T4) and ( 1 ^•' ) , positioned at an angle to each other.

-ixiary hull is ϊastened to one ox the two vertical ends, (44_/ and _\ ^li^ci j _r ux cue capax s.ι _ --iiectxxuy nuu-axiiy ctxxOwxuy XOx cue xevuxucxOn ux πxa uuii xu tne uuxx--uucctx .lctiie .

14. The wind drive according to claim- 13, wherein each auxiliary hull is preferably additionally positioned in a shearing housing around the horizontal axis (13) and perpendicularly to its longitudinal axis.

I ijE, v-— - w.4 —u -J d -4x—x4 -v-e— c —tu—u —O —x —Q -4x4n—y -, X cu— u —x 1c —tx 4i —ua —, 1 x "j2 u —x — 1 s-t/1 r - m -V-c —x -- —-l 4i — IIG i ectuu ctui-x xctxy uuxx xexcxctx/xy uaa α. uux x--un cctx f-xαuc ux cue xXeucxuu ata xxx--- \ _l Ocalcxuneu Oil cue -accxn.

16. The wind drive according to claim 15, wherein each hull has on its bow a plane of the bow's rudder (2x_) steering connected with the main hull by pull rods which position this plane ρar-allelly to the main hull.

17. The wind drive according to claim 16, wherein the j U iiLa ux xctot eiixiiy cile u l xuub cO cue maxtl uUxx uctn Pe

:ed.

18. .The wind drive according to claim 13 or 14, wherein each auxiliary hull is connected with the main hull of the driven water craft by pull rods which position it parallelly to the main hull.

19. The wind drive according to claim 18, wherein the fastening points of the pull rods on the main hull can be shifted. _]

20. The wind dx"ive according to claim 1, wherein this drive has a steering device preferably composed of a driving wheel 2_2 and of the intermediate wheels 2_3, 2_4, and 2_5 coupled with this di"iving wheel .

£. x . lue nillu dxxve dCcuxuiily cu ux txitt --u, wnθxexu cue euuo ux cue uxx lυua ux cue a- cexu xuuuex ux ciie lucixn uulx ctxe fastened to the intermediate wheel (23) and the ends of the pull xOus Ox cile DOW xuddexS αxe iaS-cu-u cO wueela- i-.J ceiiu (--3/ , uOxxe-a OudinyXy, Ox cue xXync ctud xθxc auΛxxx-tty nuxX, cue uxx xOdS ux cue scexii xudQex ucxily xeO GxXeucxy and puxx xuuS Ox cue uw xuuuex Dexily leu ct-- urOS ed puxx tuua .

22. The wind drive according to claim 20, wherein the ends of the pull rods of the stern rudder of the main hull are fastened to the intermediate wheel (2_3) and the ends of the pull rods of wheels ( 4 and (2_5) are directly fastened to the auxiliary right hull as well as to the auxiliary left hull, the pull rods of the stern rudder being led directly" and the pull rods of the bow rudder being led as crossed pull rods.

23. The wind drive according to claim 20, wherein all the wheels have on their perimeters teeth, between which the stopping locks, (29), (30), (3JL } , and (3_2 ) , are introduced, independently of each other, to connect these wheels with the base (4_5) integrated with the main hull, and have locks, (26) ,

(27) and (2j3 } , connecting the individual intermediate wheels with the driving wheel .

24. The wind drive according to claim 1, wherein the connection of the exterision arm-' s end with the mast of the extension a -' s socket is preferably a separable connection. i

25. The wind drive according to claim 12, wherein both arms of the transverse spar are preferably rotationally connected with the ends of the switch (4_6) fastened to the extension arm and this extension arm is slidably mounted in the extension arm' s socket .

26. The wind drive according to claim 1, wherein the two steering-braking plates are fastened to the extension arm structure placed on the horizontal axes convergently to. outside, these plates being independenty immersed in water to the vertical position.

27. The wind drive according to claim 1, wherein this drive is connected with the cradles, the skids of the cradles being equipped in the longitudinal vertical planes ( 4_7 ) with lateral resistance with a preferably controlled depth of lowering them below the bottom surface of the skids.