WO2003011684A2 - Semi-elliptical sail system for wind-propelled vehicles - Google Patents

Abstract

A comprehensive system of universally compatible semi-elliptical sails for optimum performance and onvenience on any point of sail, this cost effective performance alternative to taller masts serves sailmakers, boat builders and sailors equally. System sails include convertible genoajib (22), inner convertible genoajib (22A), maxgenoa (22B), universal optimized battenless sail (22C), hoisted self-tacking maxjib (23), hoisted self-tacking overlapping maxjib (23A), hoisted self-boomed maxmain (23C) mast furling maxmain (125), and boom-furling maxmain (126), each sail complying with predetermined positive roach parameters. Low profile, automatic jib and mainsail stowage bags (44, 46) enable uncompromised performance while innovative battens and batten substitutes enable new types of sails. Masthead energy platform (134) extends rig dimensions while integrating natural energy elements with communications, safety and video functions. The system eliminates on-deck sail handling and sail inventories as well as lazy jacks and external jib booms and wishbones. Its ideal sail interface and sail system design generate performance, safety, and convenience synergies for any commercial or recreational sailboat.

Description

TITLE: SEMI-ELLIPTICAL SAIL SYSTEM FOR WIND-PROPELLED VEHICLES

CROSS REFERENCE TO RELATED APPLICATIONS

This application is entitled to the benefit of United States Patent Application Ser. # 09/781 , 167 Priority Filing date 2/13/2001

BACKGROUND- FIELD OF INVENTION

This invention relates to a sail system for wind-propelled vehicles, specifically, a system comprising semi-elliptical sails and means for their deployment and control.

BACKGROUND- DESCRIPTION OF PRIOR ART

Sail design evolves erratically because technology and market attitudes are rarely in phase with design theory and practice, recent years being no exception. Technology and market attitudes favor the appearance of universally compatible elliptical sails, whose optimum interface with other sails would, in turn, enable a transition from individual sail design to sail system design. Technology and market conditions are ripe for both, but designers have attained neither the sails nor the systems. An overview of recent prior art explains this ongoing disparity with particular attention to widely accepted design assumptions. OVERVIEW -CHRONOLOGY

1. In 1925 Manfred Curry identified the elliptical distribution of force over a sail as ideal for minimizing heeling forces while obtaining maximum forward drive, or optimum performance. (Aerodynamics of Sails and the Art of Winning Races. Collection Biblio Voile, 1925). Today, designers confirm Mr. Curry's discovery but are still unable to reduce it to practice. Combining elliptical sail form with safe, convenient sail handling for universal application to any sailboat rig is a central theme in recent sail design history.

2. Reducing heeling forces optimizes both performance and convenience, yet postwar designers persisted in segregating "racing performance" and "cruising convenience" objectives. Manfred Curry's1925 discovery suggested a relation between performance and convenience. The suggestion went unheeded.

3. Today, as in 1925, nature challenges and often defies sail designers to emulate its ideal forms, "the sailmaker's art [is] imitating the airplane-wing designer, and both of them imitating nature...elliptical shape works for a hawk, a mainsail, or an airplane wing because it has the highest lift-to-induced- drag ratio..." (Whidden, The Art and Science of Sails (1990). As seen below, this objective remains elusive.

4. Simply stated, the primary postwar design challenge would be getting more of a more efficient type sail area to work with any boat's existing rig, and to control that area conveniently from the safety and comfort of a sailboat's cockpit. Simply stated, the problem was far from simple of solution.

5. By WWII, elliptical airplane wings were common, whereas elliptical sails remained theoretical.

6. Mainsails, jibs and genoas, having a flat luff edge, can only approximate true elliptical form with their "positive roach." Sails with maximum positive roach relative to rig geometry, or "optimized" sails, fully exploit available vertical sail space, acting like a taller mast, Relatively inefficient triangular sails cannot reach this space.

7. In 1950 semi-elliptical sails were still a design dream, and commercial wind power had all but disappeared.

8. By 2000, despite sailors' urgent demands for convenient high performance sails, designers had produced only hoisted positive roach mainsails and boom-furling mainsails with limited roach.

6. Universally compatible optimized sails had eluded designers into the new millennium.

7. "Sail system design" implies optimum interface between individual sails. In 2002 designers still label universally compatible optimized sails "impossible." Optimum performance and convenience are segregated, and triangular sails are still prevalent. Commercial wind power is largely decorative.

OVERVIEW- EARLY DESIGN ASSUMPTIONS: 1950

In a context of heavy sailcloth and short wooden battens, designers assumed that:

1. Significant positive roach for in-place sails was unfeasible.

2. A boat's rigging prevented tacking or jibing positive roach mainsails and headsails.

These assumptions bound designers inextricably to the turbulent interface between triangular sails.

OVERVIEW - DESIGN SYNERGY AND SEGREGATION: 1950 1. Designers ignored synergies, conceived individual sails and segregated racing-performance and cruising convenience design objectives.

2. Progressively, racing technology such as powerful winches and aluminum spars "crossed over" to cruising as smaller crews progressively sailed farther and faster.

2. Early furling devices promised convenient sail deployment for racing and cruising sailors alike.

OVERVIEW - PRIMARY SAIL DESIGN QUESTIONS: 1950

1. What sail form assures optimum performance?

2. What sail deployment means yields optimum convenience and safety?

3. By 1950 sail designers had concluded that optimized sails yielded optimum performance, and that furling sails yielded optimum convenience, but designers could not apply their conclusions, let alone envision a synergy between optimum performance and convenience.

OVERVIEW- DESIGN RESULTS: 1950

Not surprisingly, powerful but inconvenient racing spinnakers first promised optimum performance, and convenient but underpowered triangular furling mainsails first promised optimum convenience. Dissatisfied, racing and cruising sailors alike called for sails combining optimum performance and optimum convenience.

OVERVIEW - FURLING MAINSAILS: 1950

1950's triangular furling mainsails rolled unsatisfactorily around rudimentary furling booms. Positive roach boom or mast-furling mainsails were in the distant future.

OVERVIEW: SELF-TACKING JIBS - 1950

Underpowered triangular self-tacking jibs flogged dangerously during deployment and reefing, often used heavy external booms or wishbones, and were restricted to heavy weather use.

OVERVIEW - HEADSAIL FURLING: 1950

Headsail-furling gear had appeared before WWII, but truly functional headsail reefing devices would not appear until the early 1970's.

OVERVIEW - FULLY BATTENED MAINSAILS: 1970 -1980

By 1975 positive roach racing mainsails had appeared, but not positive roach furling mainsails.

Designers had produced mast-furling devices, but could not deliver compatible positive roach mainsails.

OVERVIEW - TRIANGULAR FURLING MAINSAILS: 1970 - 1980

Frustrated by boom furling devices, some 1970's designers turned to "mast-furling" but were unable to coax horizontal battens onto vertical mast furling extrusions. Minimal triangular mainsails furled conveniently, but heavily compromised performance. Although mast-furling's convenience brought initial market success, sailors quickly lost patience with their "handkerchief mainsails, pressing for positive roach furling mainsails. Mast-furling designers could not comply, and boom-furling designers were still ironing out mechanical problems.

OVERVIEW - TRIANGULAR FURLING HEADSAILS: 1970 -1980

By 1975, designers had produced functional headsail furling devices but could not get horizontal battens to work for furling headsail.. By default, triangular furling headsails duplicated the market success of triangular furling mainsails. Sailors bought furling sails because they eliminated on-deck sail handling. By 1975 sailors were lucid about safety, convenience, the shortcomings of triangular furling sails. Designers masked these shortcomings, optimistically labeling triangular furling headsails "versatile".

OVERVIEW - HEADSAIL MARKETING: 1970 -1980

1. In practice, furling headsails were far from versatile, with inadequate area for light air and ineffective sheet angles for heavier conditions. Designers quickly generated "cruising spinnakers" to fill performance voids, telling sailors with newly reduced sail inventories to increase them again. Incontrovertibly brilliant, this marketing exercise was still a clear step backwards.

2. By 1980 many sailors chose convenience, replacing hoisted headsails with costly furling configurations.

OVERVIEW - SELF-TACKING JIBS: 1980-2000

1. Jib spars appear in US Patent 4,503,796 to Bierig (1985) and US Patent 5,463,969 to Hoyt (1995.)

2. A rigid Bierig half-wishbone rotates inside a sail sleeve, cannot respond dynamically to changing conditions, and its inalterable curvature encumbers a sailboat's foredeck.

3. Mr. Bierig's 1985 patent argues that flexible battens were easily broken whereas his rigid spar was not. Experience would prove the contrary. In the mid 1990's An English cruising boat manufacturer supplying Bierig spars on his product line was obliged to carry a complete spare on the foredeck of his personal boat following breakage of the original. .

4. A rigid Hoyt boom provides fewer control functions, yet costs more than a Bierig spar. Neither spar can respond dynamically to conditions, and the cumbersome Hoyt boom imposes extensive structural modifications and invasion of below-deck space.

5. Ideally, underpowered self-tacking sails and cumbersome jib spars will give way to optimized self- tacking headsails with lightweight integral control and reefing means, power for lighter conditions, or a "maximum self-tacking wind range", and automatic stowage means.

SELF-TACKING JIBS AND LIGHT AIR SAILS: 1990 -2000

AVAILABLE SAIL TECHNOLOGY: TWO CUSTOM BOAT PROJECTS:2000

1. U.K. Yachting World editor, Andrew Bray's custom sloop used a Hoyt jib boom for self-tacking and free-flying sails for light air. U.S. Sail editor, Patricia Wales chose an equally complex jib boom for self-tacking and an underpowered furling genoa for light air.

2. Ms. Wales anticipated compromised solutions, saying, "[We] are willing to give up a bit of performance in the interest of easy sailhandling... This is a tradeoff." (Wales, Sail. Feb. 1998). 3. Despite owner and designer expertise, neither boat reconciles optimum performance and convenience. Both use unwieldy boomed working jibs; Ms. Wales' furling genoa is underpowered, and Mr. Bray's free-flying sails, require dangerous on-deck sail handling.

4. Sailing's editor summed it up recently, "To set a headsail, someone has to go to the bow ...as in the old days. Only for the truly pure at heart, I'm afraid" (Schanen, Sailing, Jan. 2000).

The foregoing confirms that:

1. Self-tacking convenience is a central priority for even the most experienced sailors.

2. On-deck sail handling is becoming unacceptable for all but fully crewed race boats.

3. Ideally, self-tacking jibs with integral booming and vanging will replace external jib spars.

OVERVIEW - REEFING AND STOWAGE FOR HOISTED SELF-TACKING JIBS - 2000

1. Reefing a hoisted jib by tying in reefs was difficult and dangerous, and the result was entirely unsatisfactory. In practice, sailors either changed hoisted headsails or used multiple forestays to meet changing conditions, requiring dangerous on-deck sail handling and costly, cumbersome sail inventories. Furling headsails appeared in response, and reefing and stowage for hoisted jibs was no longer a priority, despite hoisted jibs' lower cost and weight aloft.

2. Hoisted jibs would rival furling headsails if they could eliminate on-deck sail handling and provide adequate power for use below fifteen knots' apparent wind. Satisfying these objectives would require an ideal combination of cockpit-controlled reefing, automatic stowage, and optimized sail form.

3. Attempts to make stowing hoisted jibs safe and simple were unsuccessful and ultimately neglected. US Patent 4,026,230 to Wilford (1977) covers a removable jib bag that required on-deck sail handling.

4. Equally unsuitable for jibs, high profile, open-ended mainsail "lazy bags" require lazy jacks to function. The combined windage and instability of unwieldy, high-profile lazy bags and lazy jacks is even less acceptable forward, for jibs, than aft for mainsails.

4. US patent 4,741 ,281 to Doyle (1988) shows such a high profile, open-ended bag that is also sewn to its companion sail, increasing initial bag cost as well as mainsail replacement and repair costs.

5. Ideally, aerodynamic, automatic jib and mainsail stowage will eliminate lazy jacks and generate synergies cockpit-controlled self-tacking headsails for uncompromised convenience and performance.

OVERVIEW - MAST FURLING MAINSAILS: 1980 - 2000

Mast-furling no-roach mainsails were widely used despite poor performance. Positive roach mast-furling mainsails were considered unworkable, and functional furling booms were still ten years distant.

OVERVIEW - BOOM FURLING MAINSAILS 1980-2000

In theory, boom-furling promised optimum performance and convenience. In practice mast-furling was more convenient, and boom furling designs limited roach dimensions: "....Super-high-roach mainsails are therefore not suited for in-boom furling." (Mc Geary, Cruising World, October 2000). OVERVIEW - "SAIL SYSTEM DESIGN" : 1980-2000

By 1980, Richard Carter had designed a "system" of multiple headsails, but its triangular sails severely limited its performance and market potential. US patent 4,345,534 (1979) to Carter.

OVERVIEW - DESIGN ASSUMPTIONS: 2000

In 2000, most designers still assumed that:

1. Horizontal battens were the sole means to support positive roach.

2. Maximum positive roach parameters were unfeasible and incompatible with conventional rigs.

3. Sail system design was in full and current practice, or that it added little to individual sail design.

4. Powerful genoas could not furl to useful self-tacking size or replace free-flying sails. 4. "Overlapping" and "self-tacking" were mutually exclusive terms.

Designers have been unwilling or unable to dislodge the theoretical base of each such assumption.

PRIOR ART - THEORETICAL EXAMINATION: 1950-2002 TRIANGULAR FURLING SAILS - GEOMETRIC DISADVANTAGES

1. Increasing a triangular headsail's area requires increasing its foot length, which is diametrically opposed to efficiency, imposing difficult furling and poor mainsail interface. Vertically, disadvantages are even greater. .A long, slender elliptical airplane wing has a high aspect ratio and little or no twist. A triangular sail is opposite in all respects. It is relatively short, and it twists, thus lowering not only the effective area of the sail, but also lowering its effective height."... it is the reduction in effective height which is most damaging because this greatly increases the inefficiency and loss of pointing ability due to [tip vortex]. Twist makes stubby rigs out of tall rigs."

2. The wings [of] any aeroplane or great sea bird in flight are beautifully designed, with no twist at all, or very little. Every part of the wing meets the air at exactly the right angle. [For yachts] twenty degrees of twist is not uncommon. Twist may be aesthetically pleasing, but it is aerodynamically catastrophic (Bethwaite, Performance Sailing (International Marine, 1993)." Triangular furling sails fare even worse when deeply furled, as sheet angles become increasingly acute and ineffective as furling progresses for heavy conditions.

OPEN FURLING HEADSAIL DESIGN QUESTIONS: 2002

1. Can an overlapping genoa furl to truly effective self-tacking jib size?

2. Can an in-place furling headsail replace free-flying sails?

3. Walt Schultz, naval architect and owner of Shannon Yachts said, "...it is still impossible to roller furl a large overlapping genoa into a useable and safe working jib.'YOcean Navigator no. 100, 1999)"

4. Similarly, Brian Hancock said, "... ideal [roller reefing headsail] size is 130 to 135-percent [which] can be reduced to 90-percent. You are fooling yourself if you think the range can be extended any further."

5. (Sailing. July 2001). Restatement in a context of optimized sails, their would be quite different: A. "It is possible to furl a relatively short-footed optimized genoa into a useable and safe working jib." B. "Ideally, furling genoas should be effective as non-overlapping jibs, then unfurl with correct sheeting angles and optimum mainsail interface. Don't think a triangular furling genoa can.

AVAILABLE AND UNAVAILABLE LIGHT AIR HEADSAILS: 2002

1. Available: Underpowered triangular genoas and free-flying sails requiring on-deck sail handling.

2. Unavailable: Self-tacking sails with adequate power for light air use.

3. Ideally, alternate headsails would point better and enable equal or better downwind speeds.

DESIGN AND MARKET ATTITUDES - NEW TYPES OF SAILS AND SYSTEMS: 2002

Triangular and free-flying sails don't work for small crews. Small crews work for them. Today, sail design and marketing trail technology and market conditions. Hesitant designers and boat builders adhere to viable commercial patterns, preferring to defer rather than innovate. Testing several such postures in the light of current technology and market conditions illustrates that a change in design approach is overdue:

1. "If triangular and free-flying sails are good for racing, they are good for anything." Smaller crews want relaxed, safe and comfortable sailing, not dangerous on-deck acrobatics governed by racing rules and fuelled by extensive budgets.

2. "Self-tacking sails are only for heavy weather use." This is true for triangular self-tacking sails, but would not necessarily apply to optimized counterparts. Wide range versatility combined with self- tacking safety and convenience would create new markets for self-tacking configurations.

3. "Optimized sails look different." They are different. They emulate wings and taller masts.

MAINSAIL ROACH AND PERMANENT BACKSTAYS: 2002

No-roach or small-roach mainsails perform poorly and impose frequent motoring. "The problem with most cruising rigs...is that the permanent backstay... gets in the way of an optimum sail shape. Some mainsails... overlap their backstays [by] just a couple of inches." (Dashew, Sail, 1992). By mistake, Mr. Dashew tested a mainsail with a 28- inch backstay overlap that cleared its permanent backstay easily. He used similar mainsails in future designs, but never developed the reliable maximum roach parameters production boat builders would require.

HUMAN FACTORS AND SYNERGY IN SAIL DESIGN: 2002

Triangular sails condemned Richard Carter's 1979 design to market failure, but his design had at least related sail performance to human factors. "It is a further objective [to provide easy operation] with minimum manpower over wide ranges of wind speed..." (U.S. patent 4,345,534 to Carter (1979).

PRIOR ART- UNRESOLVED DESIGN OBJECTI VES

1. MAINSAILS

A. Optimized hoisted and furling mainsails for any sailboat.

B. Reliable maximum mainsail roach parameters for compatibility with permanent backstays.

2. SELF-TACKING JIBS

A. Maxjibs with easy reefing and headstay sag compensation for dynamic response. B. Self-booming and vanging in contrast to complex rigid spars;

C. Self-tacking convenience combined with overlapping sail area and power.

3. FURLING HEADSAILS

A. Genoajibs furlable to effective self-tacking jibs, even below fifteen knots apparent.

B. Maxgenoas to replace free-flying sails for light and medium air.

C. Reliable maximum headsail roach parameters for optimum performance.

4. SAIL SYSTEMS

A. Sail systems for synergies between optimum performance and convenience.

B. Sail systems for lower boat cost and increased profit for builders.

C. Sail systems for reducing operating costs for commercial users.

C. Sail systems for synergies between sail design, human factors, and sailboat design.

SUMMARY OF THE PRESENT INVENTION

In accordance with the present invention, a universal optimized sail system comprising innovative combinations of known and new materials for hoisted and furling sails meeting the following objectives:

1. Elimination of on-deck maneuvers and costly sail inventories.

2. Maximum roach parameters yielding maximum surface area relative to foot length.

3. Optimum interface between sails yielding synergies with companion sails and vessel.

4. Minimum induced drag and turbulence, less heel, and a more dynamic sail response to conditions.

4. For hoisted sails: integral booming, vanging and reefing combined with automatic stowage means.

5. Maximum synergies from multifunction system elements that evolve in phase with technology. 5. New types of mainsails and headsails to create new markets and utilize evolving technology.

NEW PRODUCTS FOR NEW MARKETS

1. This invention introduces entirely unexpected results such as overlapping self-tacking sails and maximum roach parameters for mainsails and headsails. It reduces heretofore- mpossible" objectives to practice.

2. Optimized sails, which reduce heel and increase sail area an average 30%, are the most cost effective alternative to taller masts. Markets often welcome unexpected or improbable products:

A. "Big Bertha" drivers "invented" their own market just when golf club design seemed to have reached an impasse.

B. A surfer and sailor synergized their sports to create a worldwide phenomenon: slivers of plastic and masts supported by the human body instead of wire. Sailboards sail faster the most radical sailboats.

OBJECTS AND ADVANTAGES OF THE PRESENT INVENTION GENERAL ADVANTAGES OF SYSTEM SAILS OVER TRIANGULAR SAILS

1. 30% more surface area on average, reduced heel and ideal interface with other sails.

2. Low initial cost; no special equipment or modifications; Eliminate on deck sail handling.

3. Design-specific sailcloth, battens or batten substitute means for unique stability and control.

4. The most cost effective performance product; a real alternative to taller masts. 5. Optimized sails with maximum roach parameters anticipate future batten and sailcloth technology.

ADVANTAGES SPECIFIC TO MAXMAINS

1. An unexpected cockpit-controlled alternative to free-flying headsails for quantum power gains.

2. Maxmain power enables smaller, easily handled headsails with task-specific designs.

"Many sailors don't want to exert themselves sheeting in large headsails. During last fall's boat shows we couldn't help but notice the number of boats offered standard with self-tacking jibs... A modern boat can sail quite nicely with a large mainsail and [100%] working jib" (Practical Sailor. May 15, 2000).

ADVANTAGES SPECIFIC TO SELF-TACKING MAXJIBS

1. Maxjibs replace heavy jib spars with lightweight, integral self-booming and vanging.

2. Cockpit-controlled integral reefing for versatility. Automatic jib deployment for convenience.

3. Stable "by the lee" for relaxed downwind sailing with mainsail or in twin headsail configuration.

4. Overlapping Maxjibs" combine self-tacking and overlapping sail area to create new markets.

OBJECTS AND ADVANTAGES SPECIFIC TO AUTOMATIC STOWAGE BAGS

1. Stable low profile-closed end design for minimum turbulence and an end plate effect.

2. Convenience and safety equal to or better than costly furling devices that add weight aloft.

3. Synergistic with companion hoisted jibs and mainsails. Simple installation without lazy jacks.

4. On-board sizing enables Internet and catalog sales, creating new markets for hoisted jibs.

GENOAJIBS V. MAXGENOAS: DESCRIPTION

Maximum genoajib overlap is 120%, with maxgenoa's beginning at 120%. Genoajibs furl to useful self-tacking size or smaller and can alternate between genoa sheets and a single self-tacking sheet. Maxgenoas replace free-flying sails and sheet alternately to genoa cars or spinnaker blocks.

GENERAL ADVANTAGES OF GENOAJIBS AND MAXGENOAS

1. Unprecedented power and effective sheeting angles down to self-tacking size and smaller.

2. Average speeds rivaling free-flying sails but without poles or on-deck sail handling.

3. Superior pointing ability and optimum interface with companion sails.

4. Small incremental cost over triangular genoas for more area and quicker furling.

SPECIFIC ADVANTAGES OF TWIN OPTIMIZED HEADSAILS DOWNWIND

1. Eliminating the mainsail minimizes rolling, broaching and boom- related injuries.

2. A hoisted maxjib enables an "offwind" course, keeping the leeward genoajib full without a pole.

MARKETING CLAIMS AND DOWNWIND SAILING REALITIES

A major sailmaker confirmed that all free-flying sails require poles for effective downwind sailing. There is no such thing as a truly convenient free-flying sail. "Pole-less cruising spinnakers are great on a reach, but they can collapse or oscillate too much as the boat bounces around in ocean swells... a traditional [poled] symmetrical spinnaker is more versatile than an asymmetrical cruising spinnaker since you can use it on more numerous points of sail.'YUK sailmakers Newsletter, Dec. 2001).

Genoajibs and Maxgenoas assure cockpit-controlled, high performance-low effort sailing both upwind and down. Having "the right sail at the right" time is now easily achieved.

ADVANTAGES AND OBJECTIVES - SUMMARY

1. A full range of universally compatible, synergistic sailing solutions..

2. Unprecedented self-tacking performance and convenience, even for light air conditions..

3. Lower boat cost for buyers and improved profits for the sailboat industry;

4. Synergy in sail system design and viable wind power for commercial transport.

ADDITIONAL CONTENT

The present application also includes:

1. A list of reference numerals.

2. A description of drawings.

3. A description of the present invention.

4. A description of main and alternative embodiments of the invention and its additional ramifications.

5. Three main claims and seventeen dependent claims

6. An abstract.

LIST OF REFERENCE NUMERALS forestay 18 inner forestay 19 genoa halyard 20 jib halyard 21 convertible genoajib 22 inner convertible genoajib 22A maxgenoa 22B universal optimized battenless sail 22C hoisted self-tacking maxjib 23 hoisted overlapping maxjib 23A sheet plate 23B self-boomed maxmain 23C self-tacking genoajib 23D lower jib batten pocket 24A intermediate jib batten pocket 24B mainsail 25 upper jib battens 25A upper jib battens 25B upper jib battens 25C upper jib batten pocket 26A upper jib batten pocket 26B upper jib batten pocket 26C reef point 27 A reef point 27B jib downhaul 28 lazy jacks 28A

Dutchman control lines 29A, 29B

Dutchman eyelets 29

Dutchman attachment means 29E, 29F jib reef line 30 mast 34 backstay 36 jib sheet 37 boom 38 lower curve-seeking diagonal jib batten 38A intermediate curve-seeking jib batten 38B bag attachment group 38C headsail furling mechanism 40 batten substitute means 41 mainsail batten 41 A genoa batten 41 B hinge point batten 41 C leech taping means 41 D roach stiffening means 41 E dispersed interlocking sailcloth 41 F inner forestay furling mechanism 42 strop 43 automatic jib stowage bag 44 automatic stowage bag solar panel 44A automatic semi-rigid sail stowage bag 45 semi-rigid central bag section 45A semi-rigid forward end cap 45B semi-rigid aft end cap 45C fabric upper bag section 45D automatic mainsail stowage bag 46 genoa sheet 47 genoa batten pockets 49 main sheet. 50 lower jib luff batten box 65A lower jib leech batten box 65B intermediate jib luff batten box 66A intermediate jib leech batten box 66B central bag section 72 forward bag closure extension 74 aft bag closure extension 76 central bag section stay cutout 77 upper batten pocket 78, 78A bag extension batten pockets 79 lower batten pocket 80, 80A central bag batten pocket 82 central bag batten 83 port upper bag batten 84 starboard upper bag batten 84A port lower bag batten 86 starboard lower bag batten 86A batten closure flap 85 port lower bag batten 86 starboard lower bag batten 86A forward upper bag flexible tube 88 aft upper bag flexible tube 88A fast pin 89 fast pin toggle 89A forward lower bag flexible tube 90 aft lower bag flexible tube 90A attachment point 94 drain hole 95 forward lower bag flexible tube support 96 aft lower bag flexible tube support 98 flaked sail 100 clew ring 104 topping lift 106

Dutchman tab 108

Dutchman tab 108A forward bag lateral support means 110, 110A forward bag central support means 112 aft bag lateral support means 114, 114A aft central support means 115 bag closure means 116

Dutchman control lines 120, 120A furling boom 124 mast furling maxmain125 boom-furling maxmain126 headboard end-plate means 126A flexible end plate means 126B upper mainsheet 128 alternate forestay 130 alternate backstay 132 masthead energy platform 134

DESCRIPTION OF DRAWINGS

1. Figures 1 A and 1 B are side views of a boat with an unfurled, then furled genoajib, with Figure 1B showing a masthead platform and alternate standing rigging.

2. Figures 1C and 1 D are side views of a boat with an unfurled, then furled Maxgenoa.

3. Figures 1E-G are side views of a boat with a furled, then progressively furied inner genoajib.

4. Figure 1H is a side view of a boat with boom furling maxmain, maxjib and furled maxgenoa.

5. Figure 11 is a side view of a boat with mast-furling maxmain, maxjib, and furled maxgenoa.

6. Figure 1 Jjs a side view of a boat with hoisted maxmain, mainsail stowage bag and furling genoajib.

7. Figure 1 K is a side view of a boat with mast-furling maxmain, maxjib and automatic jib bag.

8. Figures 1 L and 1 M are side views of a vessel with sail combinations fully described below.

9. Figure 2 is an overhead view of an automatic jib stowage bag.

10. Figure 2A is an overhead view of an automatic jib stowage bag flexible tube to batten union.

11. Figure 2B is a partial perspective view of automatic jib stowage bag's forward closure extension.

12. Figures 3 and 3A are perspective views of an open, then closed automatic jib stowage bag.

13. Figure 3B is an overhead view of an automatic jib stowage bag in navigation configuration.

14. Figure 3C is a perspective and exploded view of connections between an automatic jib stowage bag and an inner forestay.

15. Figures 3D and 3E are perspective views of an open, then closed semi-rigid automatic jib stowage bag with solar panels.

DESCRIPTION OF INVENTION

All system sails conform to corresponding specific maximum roach parameters, each being described in a subsequent section. To avoid repetition, corresponding "maximum roach parameters" are incorporated by reference hereinafter with respect to each system sail described below. 1. MAIN EMBODIMENT GENOAJIB 22: SIDE VIEWS

A. Figure 1A shows a fully deployed genoajib 22 with 110% overlap whose tack, luff and head are connected to the furling drum, luff extrusion, and upper swivel (not shown), respectively, of forestay- furling unit 40.

B. Genoajib 22's head is shackled to genoa halyard 20, which leads to a mast entry box and pulley (not shown), thence down inside mast 34 to a deck level pulley, mast exit box and cleat (not shown). Genoa sheets 47 connect the sail's clew lead to genoa cars (not shown).

C. Genoajib 22 comprises conventional sailcloth, battens, and construction methods including a plurality of headsail battens 41 B contained in headsail batten pockets (not shown), running from leech to foot, parallel to the sail's luff; each pocket being sewn closed at its upper end and closable with hook and loop closures at its lower end (not shown Genoa sheets 47 lead aft from the clew to the cockpit via genoa cars (not shown).

D. To avoid repetition Genoajib 22's construction and connections to its companion sailboat are referred to hereinafter as "referenced genoajib construction and connections" .

E. Figure 1 B shows genoajib 22 furled to self-tacking size, its clew connected to jib sheet 37 leading to deck pulleys (not shown), thence to the cockpit. An alternate forestay, backstay and masthead energy platform, 130, 132 and 134, respectively, appear as interrupted lines. The alternate stays connect platform 134 to the deck in place of forestay 18 and backstay 34.

F. Figure 1C shows a 160% maxgenoa 22B, whose genoa sheets 47 lead to spinnaker blocks (not shown). The sail conforms to referenced genoajib construction and connections.

G. Maxgenoa 22B comprises reflective leech taping 41 D: reflective roach stiffening 41 E, and flexible end plate means 126B, all sewn or glued to maxgenoa 22B disposed as shown.

F. Figure 1 D shows maxgenoa 22B furled to a 135% overlap, its forward headsail batten 41 B furled around forestay furling unit 40. Its clew connects to genoa sheets 47 led to genoa cars (not shown). In interrupted lines, alternate forestay, backstay and masthead energy platform, 130, 132 and 134, respectively connect mast 34 to the vessel place of forestay 18 and backstay 34.

G. Figures 1E, 1F, and 1G show a 150% inner convertible genoajib 22A attached to inner forestay furling unit 40A in conformity with referenced genoajib construction and connections and furled to 120%, then self-tacking size except that in Figure 1G jib sheet 37, which leads to the cockpit via deck blocks (not shown) is substituted for genoa sheets 47.

ALTERNATIVE EMBODIMENT of genoajib 22 - MAST AND BOOM-FURLING MAXMAINS 125, 126 1. Figure 1H shows a boom furling maxmain 126, its tack and clew attaching to furling boom 124's extrusion (not shown); its head to a main halyard leading to a mast entry box and pulley (not shown), thence downward inside mast 34 to a mast exit pulley and box, thence aft to the cockpit via a turning block (not shown). Its luff boltrope slides inside a mast luff track (not shown). The boom's forward end connects to mast 34 by a gooseneck (not shown), and its aft end to mainsheet 50, leading to a deck fitting (not shown). The sail's battens are disposed parallel to its furling extrusion, their length conforming to referenced maximum roach parameters. 2. Maxmain 126 comprises woven or laminated sailcloth; a plurality of horizontal mainsail battens 41 A contained in conventionally attached sailcloth batten pockets. Maxmain general properties are referred to hereinafter as "referenced maxmain construction and connections".

3. Figure 11 shows mast-furling maxmain 125 that conforms to referenced maxmain construction and connections. Its clew connects to a boom track chariot (not shown). Boom 38 connects to mainsheet 50 leading to a deck fitting (not shown). Its tack and luff connect to a mast furling extrusion (not shown) around which a furling line (not shown) winds, terminating at the cockpit. Maxmain 125's head connects to main halyard 50, leading upwards to a mast entry box and pulley (not shown), thence downwards through mast 34 to a deck-level mast exit pulley and box (not shown), thence to the cockpit via a turning block (not shown).

MAIN EMBODIMENT - HOISTED SELF-TACKING MAXJIB 23

1. An identical hoisted self-tacking maxjib 23 appears in Figures 1H and 11 on inner forestay 19, attached at its tack to strop 43 which connects to the deck. The maxjib clew connects to jib sheet 37 leading aft via deck pulleys (not shown); the maxjib luff connects to inner forestay 19 by jib hanks (not shown); its head connects to jib halyard 21 leading to a mast entry box and pulley, thence downward through mast 34 to a deck level mast exit pulley, box and cleat (not shown). Maxjib 23 comprises woven or laminated sailcloth and the following specific features:

A. Lower and intermediate curve-seeking battens 38A and 38B pass through lower jib luff batten pocket 24A and intermediate jib pocket 24B attached to the sail at right angles to its luff.

B. Lower and intermediate curve-seeking jib battens are disposed at right angles to inner forestay 19 and fit into corresponding lower and intermediate jib luff batten boxes 65A and 66A, respectively. The lower and intermediate jib luff batten boxes each incorporate threaded fork terminals, or tangs with closure means (not shown) at their forward ends for attachment to inner forestay 19.

C. The leech ends of lower and intermediate curve-seeking jib battens 38A and 38B fit into lower and intermediate jib leech batten boxes 65B and 66B respectively. Upper jib batten pockets 26A, 26B, and 26C contain upper jib battens 25A, 25B, and 25C, each disposed at a right angle to the maxjib luff and retained at fore and aft ends by conventional batten boxes (not shown).

D. Jib reefing line 30 runs from the maxjib clew through jib reef point 27B forward to jib reef point 27 A, thence down to a deck pulley (not shown), thence to the cockpit. A jib downhaul (not shown) runs from an eyelet just below the maxjib head to a deck pulley (not shown) at the foot of inner forestay 19, thence to the cockpit. To avoid repetition, hoisted maxjib construction and connections to a companion vessel are hereinafter referred to as "referenced maxjib construction and connections."

ALTERNATIVE EMBODIMENT OF HOISTED SELF-TACKING MAXJIB 23 - OVERLAPPING SELF- TACKING MAXJIB 23A

1. Overlapping self-tacking maxjib 23A conforms to referenced maxjib construction methods and connections unless otherwise specified below: 2. Lower curve-seeking batten 38A and hinge point batten 41 C are each disposed at a right angle to the maxjib luff, and each runs aft to the maxjib leech.

3. Topping lift 106 runs from sheet plate 23B upwards to a mast padeye or pulley, (not shown).

4. Jib sheet 37, leads from sheet plate 37A to the cockpit via deck pulleys (not shown).

5. Overlapping self-tacking maxjib 23A's positive roach conforms to self-tacking percentage overlap parameters described below.

MAIN EMBODIMENT - AUTOMATIC JIB STOWAGE BAG 44

Automatic jib stowage bag 44 appears in Figures U, 1K, 2, 2A, 2B, 3, 3A, 3B, and 3C. A semi-rigid alternative embodiment appears in Figures 3D and 3E. Descriptions follow:

1. Figure 1 J shows a sailboat with a hoisted maxmain 125 with companion automatic mainsail stowage bag 46, conforming to referenced bag construction and connections. The bag connects to mast and boom by bag fitting group 38C, in this case, cordage to a boom-end fitting aft , and forward by vertical bolt ropes sewn to the bag that slide inside tracks (not shown) riveted to either side of mast 34. Genoajib 22 employs parallel batten substitute 41 , reflective leech taping 41 D and roach stiffening means 41 E, and otherwise conforms to referenced genoajib construction and connections.

2. Figure 1K shows a mast-furling maxmain 125 and hoisted self-tacking maxjib 23 with companion automatic jib stowage bag 44 with solar panels 44B attached to its sides. The bag comprises durable fabric, conventional battens, and sewn construction. To avoid repetition, bag construction and connection to a companion vessel are hereinafter referred to as "referenced bag construction and connections".

3. Figure 2 is an overhead view of automatic jib stowage bag 44, comprising three cloth panels: central bag section 72, and forward and aft bag closure extensions 74 and 76, respectively. The forward ends of starboard upper bag batten 84A and starboard lower bag batten 86A enter the starboard ends of forward flexible bag tubes 88 and 90, respectively. The forward ends of port upper bag batten 84 and port lower bag batten 86 enter the port ends of forward flexible batten tubes 88 and 90, respectively.

4. The aft ends of bag battens 84A, 86A, 84 and 86 similarly enter the corresponding ends of aft upper bag flexible tube 88A and aft lower bag flexible tube 90A.

5. A plurality of bag attachment points 94 and reinforced drain holes 95 disposed as shown in Figure 2.

6. Flexible tube support straps 96 and 98 encircle fore and aft lower flexible tubes 90 and 90A connecting to inner forestay 19 forward and to topping lift 106 aft by cordage, as seen in Figure 3 below.

7. Bag closure means 116 shown in Figure 2 (exploded view in Figure 3C) comprise horizontally disposed hook and loop strips or pressure snaps along the inner surfaces of central bag section 72's upper extremities.

8. Figure 2A is a partial exploded overhead view of automatic jib stowage bag 44's forward batten- flexible tube union. 9. The forward ends of upper battens 84 and 84A, inside the port and starboard ends of forward upper bag flexible tube 88, are secured by conventional fast pins 89 passing through corresponding holes in batten and tube and secured with fast pin toggles 89.

10. Figure 2B is a partial perspective view of automatic jib stowage bag 44's forward bag closure extension 74 in an open position (shaded) and in a closed position (unshaded). Vertically disposed closure means 116 are attached to the inner surface of closure extension 74 and the port outer surface of stowage bag 44, respectively. Aft closure extension 76, which closes similarly, appears in Figure 2. Identical upper and lower forward extension batten closure flaps 85 are visible at the starboard forward upper and lower flexible tube to batten unions.

11. Figure 3 is a perspective view of an open automatic jib stowage bag 44 enclosing a flaked maxjib 23.

12. Maxjib 23's clew ring 104 attaches to topping lift 106 with cordage leading upwards to a padeye or pulley connected to the mast's forward surface above the fully hoisted maxjib's head, where it is secured or returned to the deck (not shown), as the case may be.

13. A patented Dutchman system comprises Dutchman tabs108, 108A, a plurality of eyelets 29C, control lines 29A, 29B, and Dutchman attachments 29E, 29F. From corresponding tabs, each control line leads upwards through corresponding eyelets thence connecting to topping lift 106 as in Figures 1H AND 11. Dutchman construction and connections are hereinafter referred to as "referenced Dutchman construction and connections."

14. Figure 3A is a perspective view of automatic jib stowage bag 44 closed over flaked maxjib 23 by bag closure means 116. Topping lift 106, inner forestay 19 and Dutchman control lines 29A and 29B lie between the port and starboard bag closure means.

15. Figure 3B 's overhead view shows automatic jib stowage bag 44's upper batten-to-tube unities at approximately maxjib foot level, with closure means 116 attached to upper bag extremities.

16. Figure 3C shows automatic jib stowage bag 44 lowered for navigation. Upper unities with attached closure means 116 are at the level the sail's foot. Forward, cordage lateral bag support means 110, 110A and central bag support means 112 connect forward bag lower flexible tube support 96 and two forward lateral attachment points 94 with inner forestay 19. Aft, cordage support means 114, 114A and 115 connect aft bag tube support 98 and two lateral support points 94 with topping lift 106.

17. ALTERNATIVE EMBODIMENT TO AUTOMATIC JIB STOWAGE BAG 44: AUTOMATIC MAINSAIL

STOWAGE BAG 46

A. Figure 1 J's automatic mainsail stowage bag 46 conforms to referenced bag construction and connections, except that mainsail stowage bag 46's forward mast connections and aft boom connections comprise bag attachment group 38C, in this case a boom-end fitting aft; and forward, vertically disposed bag bolt ropes and corresponding vertically disposed tracks attached to either side of mast 34 (not shown).

B. Figures 3D & 3E are perspective views of an open, then closed semi-rigid jib stowage bag 45, each with conventionally attached inclinable solar panels 44A attached to semirigid central lower bag section 45 A, which is conventionally connected to forward and aft end caps 45B and 45 C, respectively. The semi-rigid lower assembly is attached to fabric upper section 45 D by a boltrope sewn to upper bag section 45D and a track (not shown) attached to or molded into the semi-rigid lower assembly. Upper fabric section 45D's forward and aft closure extensions close with press snaps (not shown).

ALTERNATIVE EMBODIMENTS FOR RECREATIONAL AND COMMERCIAL VESSELS

A. Figures 1L and 1M each show a vessel with a forward, central and aft mast and sails conforming to corresponding referenced sail construction and connections unless otherwise specified. From forward aft, the vessel of Figure 1L sets the following sails:

A. Hoisted overlapping maxjib 23A, described above as an alternative embodiment of maxjib 23.

B. Next aft, universal battenless sail 22C embodied as a mast-furling topsail connects at its clew to upper mainsheet 128 leading to mast entry box and pulley, thence downwards through mast 34 to deck-level pulley and exit box (not shown), thence to the cockpit.

C. Next aft, genoajib 22conforms to referenced genoajib construction and connections, except for batten substitute and leech taping means 41 and 41 D. The sail is furled to self- tacking size. An identical topsail and genoajib set aft of the central mast.

D. Next aft, boom-furling maxmain 126 sets from furling boom 124, which has inclinable solar panels 44B attached to its sides. Maxmain 126 has light and radar reflective headboard end plate means 126A comprising rigid material, and active light, signal Forward,

E. Overlapping self-boomed maxmain 23C, set from the aft mast, conforms to referenced maxjib construction and connections, but its lower and intermediate luff end batten box terminals, or batten cars (not shown) enable batten movement in a vertical and horizontal axis, connect the sail's luff to mast 34 along with a plurality of sail slides. A jack line (not shown) allows the sail's clew to move aft as the sail is lowered. Sailcloth dispersed interlocking sailcloth 41 F.

Sails shown in Figures 1L and 1M have flexible end plate means 126B at head and foot unless otherwise indicated. For drawing clarity, flexible end plate means are only selectively illustrated.

2. Figure 1 's sails conform to corresponding referenced construction and connections unless otherwise specified. From forward aft, such sails are: A. Overlapping self-tacking genoajib 23D, which connects to headsail mechanism 40, combines dispersed interlocking sailcloth 41 F and a combination of batten substitute means 41 and roach stiffening means 41 D disposed in predetermined load paths unifies the sail's positive roach. The combination distributes forces between the sail's aft roach area and its forward non- overlapping area, causing the sail to set as a unity rather than falling off to leeward. B. As shown in Figure 1 , self-tacking genoajib 23D conforms to system- specific maximum roach parameters keyed to mast overlap. Based on prototype mainsail and batten deflection tests, the inventor believes that this sail will function perfectly using currently available battens and sailcloth in combination with currently available batten substitute material such as Kevlar ™ with predetermined flex properties. C. The sail's unique, specific geometry assures that even if existing battens were used in combination with available batten substitute strips, there would be only minimal rigging-batten contact at full deployment, and none at all when furled even slightly, thus assuring quiet, problem- free self-tacking.

D. This self-tacking sail's area approximates that of a 150% triangular genoa, or is 50% greater than a typical triangular self-tacking jib. Finally adequate power for light conditions and effective furling to self-tacking size are available. This surprising result is apparent in comparing the 130% superimposed triangular genoa and the subject sail.

E. Overlapping self-tacking genoajib 23D maintains correct sheet angles as furling progresses, and requires no special handling. Its battens or batten substitutes assure superior sail stability and approach the self-booming and vanging properties of its hoisted counterparts, maxjibs 23 and 23A and self-boomed maxmain 23C,

F. This furling sail, like its hoisted counterparts, introduces an unexpected, "impossible" combination of self-tacking and overlapping sail area. This synergy promises to replace a large percentage of furling genoas on all types of sailboats. Genoas tack and jibe loudly, violently, even dangerously, in contrast to the siient, effortless tacking and jibing of these unique optimized sails.

G. This concept reduces the size, cost and weight of winches on keel boats and could eliminate them altogether on smaller boats. Ease of operation and lower costs accompany optimum performance and true versatility.

H. A Self-boomed mast-furling maxmain 125, comprising batten substitute 41 and leech taping 41 D means, connects to mainsheet 50 and upper mainsheet 128 at lower and upper clews..

I. Next aft, boom-furling maxmain 126 connects transceiving and solar energy elements.

J. The aft mast sets an overlapping self-boomed mast-furling maxmain 125 with full-length vertical batten substitute means 41 and reflective leech stiffening 41 D means.

HISTORY OF THE PRESENT INVENTION

In the late 1970's this inventor turned from work on a freestanding cruising rig with elliptical sails to concentrate on "universally compatible elliptical sails," believing that they addressed an entirely new market, and that conventional sailboat rigs would continue to outnumber freestanding rigs. Experience confirms both beliefs. Extensive practical testing and market research underlie the present invention, which is far more than a random collection of sails. This invention presents a comprehensive sail system with sails and related system elements that generate synergies with any sailboat and its users.

THEORETICAL BACKGROUND OF THE PRESENT INVENTION

1. The reader can better appreciate the novelty and utility of the invention if he traces the general design approach and then the step-by-step development of diverse new types of sails. Simply stated, the practical problem was first, getting more of a more efficient type sail area to work with any sailboat's existing rig, and second, controlling that sail area conveniently from the safety of the cockpit. Stated otherwise, reconciling optimum performance and convenience, constituted the "what " aspect of the problem. 2. Theoretical issues resembled their practical counterparts, constituting the "how" aspect of the problem:

A. What physical properties enable sail efficiency while assuring operator safety and ease of use?

B. What obstacles, if any, prevent integration of such properties in a practical context?

C. Rigid wings are ideal for efficiency, but impractical in a sailing context.

D. Flexible triangular sails, whether furling or hoisted, are the worst possible aerodynamic solution. "From the perspective of induced drag, the worst shape for an airfoil is a triangle, the shape of a headsail and, to a lesser extent a main (Whidden, The Art and Science of Sails. St. Martin's Press (1990).

E. Optimized sails would be ideal if their battens could be reconciled with furling, folding, tacking and jibing.

F. Self-tacking sails offer maximum convenience and safety but appear limited to 100% "j."

G. Similarly, optimized mainsails appear incompatible with permanent backstays.

3. One step inward from a rigid wing this inventor established a semi-rigid optimized sailcloth and batten combination deriving shape control first from existing battens, next from batten substitutes and finally from sailcloth that autonomously maintains sail shape, combining with battens only for specific purposes.

4. This semi-rigid sail solution reconciled shape control means with companion furling devices, enabling the invention's genoajib 22 and maxgenoa 22A, whose shorter foot lengths and greater area enable easier furling and greater surface area while reducing heeling forces.

5. Appropriate battens combined with predetermined maximum roach parameters for mainsails and headsails extended the application of optimized shape to mainsails used with permanent backstays, producing mast and boom-furling maxmains 125 and 126

6. Prototype mainsail testing confirmed backstay clearance of surprisingly large roach area in winds of five knots apparent and less over an extended test period, which led to maximum roach parameters specific to mainsails and headsails and suggested task-specific battens and a new type of sailcloth.

7. Extending this development logically led to a concept for a series of entirely new types of self boomed sails that can cross rigging easily: hoisted overlapping self-tacking maxjib 23A, hoisted self- boomed maxmain 23 C, and overlapping self-tacking genoajib 23D, as seen in Figures 1L and 1M.

8. Each of these sails can function with existing batten and sailcloth technology, and the design for each anticipates evolving batten and sailcloth technology including that described in this application.

9. This inventor focused on design solutions diametrically opposed to old assumptions or failed solutions, working inward from extremes towards a constant objective, cockpit controlled semi-rigid optimized sails that are easily tacked and jibed. This constant objective prompted solutions that met design objectives and often surpassed them, leading to entirely unexpected results.

10. Ongoing prototype testing repeatedly confirms that:

A. Optimized sails assure optimum performance, emulating taller masts without their associated cost.

B. Optimized sails create minimum turbulence, thus assuring optimum interface with other sails.

C. Reliable maximum mainsail and headsail roach parameters are feasible for any sailboat and should be specifically related to each sail type and the path of its leech when tacking and jibing. D. Low cost hoisted sails with automatic stowage means are as convenient as furling sails and safer. 2. Producing a universally compatible optimized sail system dictated solving three problems:

A. Reconciling positive roach with diverse companion furling extrusions.

B. Identifying backstay overlap limits for tacking and jibing mainsails across a permanent backstay.

C. Identifying the limits of in-place headsail roach for tacking and jibing headsails around masts, shrouds, and spreaders.

B. While designers persisted in efforts to use various types of horizontal battens for all furling applications, this inventor found that furling sail battens should lie parallel to a companion furling extrusion. Specific batten dispositions follow:

A. Mast-furling maxmains: vertical battens parallel to companion mast-furling extrusions.

B. Boom-furling maxmains: horizontal battens parallel to companion boom-furling extrusions.

C. Genoajibs and maxgenoas: diagonal battens, parallel to headstay furling extrusions.

D. Hoisted maxjibs and self-boomed maxmains: at least one lower batten perpendicular to their luff.

POSITIVE ROACH AND PERMANENT BACKSTAYS:

Extensive mainsail and batten deflection tests confirmed easy mainsail passage across a permanent backstay even in light winds. At no time during nearly ten years' prototype testing did a batten break, did any prototype maxmain fail to gibe or tack, or was unusual sail wear perceptible.

MAINSAIL MAXIMUM PERCENTAGE ROACH OVERLAP PARAMETERS

1. Figure 1H shows boom-furling maxmain 126 with solid outer and interrupted inner leech curves, and a plurality of batten, or measurement stations. "Mainsail percentage overlap" figures for each of the five upper mainsail roach measurement stations follow. The larger number for each station applies to the outer leech curve, the smaller number to the inner leech curve. From the sail's head downwards, percentages are:

A. 82-62%;

B. 62%-45%;

C. 40%-23%;

D. 24%-14%;

E. 10%-4%.

2. The above maximum mainsail roach parameters derive as follows:

A. No more than five upper measurement stations divide equally the vertical distance between maxmain126's head and "lower backstay-leech intersection point 42."

B. Along the horizontal axis of each such station, leech- to-backstay distance constitutes mainsail leech distance", and backstay-to-luff distance constitutes "mainsail luff distance".

C. Dividing "mainsail leech distance" by mainsail luff distance" yields "mainsail percentage overlap."

C. The inner, interrupted-line leech curve mirrors the leech of an extensively tested prototype maxmain, which easily passed its companion permanent backstay in all conditions.

D. The outer, solid line leech curve sets projects backstay passage in five-knots' apparent wind based on tacking and jibing a prototype maxmain with extended battens in its batten pockets. E. The above maximum mainsail roach parameters are referred to hereinafter as "referenced maximum roach parameters."

HEADSAIL MAXIMUM PERCENTAGE ROACH OVERLAP PARAMETERS

Figure 1C shows maxgenoa 22 B, whose leech curve connects the sail's head and clew at no more than five headsail measurement stations that divide equally the vertical distance between maxgenoa

22B's head and clew.

1. Along the horizontal axis of each headsail roach measurement station, a distance from the sail's leech to the sail's head-to-clew line constitutes "headsail leech distance", and a distance along those same horizontal axes, from the sail's head-to-clew line to the sail's luff constitutes "headsail luff distance".

2. Dividing "headsail roach distance" by " headsail luff distance" derives "headsail percentage overlap" for each station. From the first, or uppermost headsail roach measurement station downward, maximum genoajib percentage overlaps are, approximately: a. 150%, b. 105%, c. 65%, d. 40%, e. 18%

3. From the leech end of the fifth, or lowest headsail roach measurement station, the headsail's leech curve continues downward to its clew at an angle of no more than ninety-degrees

4. The above parameters for maximum headsail roach are referred to hereinafter as "referenced maximum headsail roach parameters."

BATTEN REPLACEMENT TECHNOLOGY: EVOLUTION

1. This sail system has been extensively proven using existing battens and sailcloth, and it anticipates that evolution of contemporary battens and sailcloth will include::

A. "Hinge point" battens 41 C with specific zones of least resistance and "Curve-seeking" battens 38A that resist flexing beyond a point of optimum curvature.

B. Batten substitute means 41 in combination with light and radar reflective leech taping 41 D and roach stiffening means 41 E, each comprising foldable material that resists flexing in a single axis.

C. " Dispersed interlocking" sailcloth" 41 F, having predefined integral plasticity in a foldable matrix, may function passively or in combination with induced energy generated internally, or otherwise. This new type of sailcloth reacts to imposed forces in predetermined axes and magnitudes, while preventing sailcloth responses to imposed forces in non-predetermined axes and magnitudes, The sailcloth comprises passive and active light and radar reflective fibers, active light and signal transceiving elements, and solar energy elements.

NEW TYPES OF SAILS, STEP-BY-STEP DESIGN PROCEDURE

1. An unobvious and ongoing misuse of language led designers to rigidly segregate jib and genoa functions. "Self-tacking sail" and "overlapping sail" have so long been interchanged with "jib" and "genoa" that meanings of the four terms have blurred..

2. To restore order: "self tacking" concerns function, whereas "overlapping" does not. In functional terms, a genoa is more appropriate to lighter wind conditions than a jib, but a genoa's overlapping clew is incompatible with self-tacking operation. Inquiring functionally, "can a headsail have both light air power and self-tacking convenience?" Stated otherwise, "can an overlapping headsail comprise a self-tacking function?" Had designers posed the question, glib answers might well have included, "genoas can't self-tack, and pigs can't fly, etc."

3. Ignoring such answers, this inventor combined self-tacking foot length and overlapping sail area to generate hoisted overlapping self-tacking maxjibs 23A, hoisted self-boomed maxmains 23C, and self-tacking genoajib 23D for furling applications, each of which combine system-specific maximum roach parameters with existing and new types of battens and sailcloth. All three of these synergistic, universally compatible new sail types eliminates external spars.

4. Further embodiments of each of these new sails use energy-recovering "hinge-point" battens 38A and "curve-seeking" battens 41 C, each being synergistic solutions to unobvious design questions. Non-overlapping, curve- seeking battens assure optimum sail form while eliminating external spars. Hinge-point battens optimize sail form and assure passage across rigging when tacking and jibing.

5. Reducing theory to practice: this inventor's maxmain and batten deflection tests confirmed that existing battens bend to extreme degrees against a permanent backstay without breaking, then "roll" across in an accelerated release of energy.

6. A hoisted maxjib or hoisted overlapping maxjib in combination with a hoisted self-boomed maxmain, each with automatic stowage, forms a low cost and widely applicable sail system. This hoisted sail system solution is but one from a comprehensive range of unique hoisted and furling sail system solutions, assuring optimum performance and convenience for any sailing vessel and its particular usage.

AVAILABLE and UNAVAILABLE POSITIVE ROACH SAILS: 2002

The present invention introduces universally compatible in-place maximum roach, or "optimized sails".

A list comparing available and unavailable in-place positive roach sails makes clear the comprehensive scope and uniqueness of the invention.

AVAILABLE POSITIVE ROACH SAILS: 2002

1. Hoisted and boom-furling mainsails with limited positive roach.

UNAVAILABLE POSITIVE ROACH SAILS: 2002

1. mast and boom-furling maxmains.

2. powerful genoas furling to self-tacking size and smaller.

3. light air furling genoas to replace free-flying sails.

4. Hoisted self-tacking jibs with in-place automatic stowage.

5. Hoisted overlapping self-tacking headsails with automatic stowage.

6. Self-boomed sails with one-line reefing and automatic stowage.

7. "Dispersed interlocking sails" for batten-free positive roach sails with safety synergies.

UNAVAILABLE SAIL STOWAGE MEANS-2002

1. Aerodynamic in-place jib and mainsail stowage compatible with cockpit sail control. MAIN and ALTERNATIVE EMBODIMENTS: SUMMARY LISTING

The "rationale", the "installation", and the "operation" of each embodiment of this invention and its additional ramifications appear below in the following order: MAIN EMBODIMENTS

1. OPTIMIZED GENOAJIBS 22

2. HOISTED OPTIMIZED SELF-TACKING JIB 23

3. AUTOMATIC JIB STOWAGE BAG 44

ALTERNATIVE EMBODIMENTS of OPTIMIZED GENOAJIBS 22, 22A:

1) MAXGENOA 22B

2) MAST-FURLING MAXMAIN 125

3) BOOM-FURLING MAXMAIN 126

4) MASTHEAD ENERGY PLATFORM 134

ALTERNATIVE EMBODIMENT of OPTIMIZED HOISTED SELF-TACKING MAXJIB 23:

1. OVERLAPPING SELF-TACKING MAXJIB 23A.

2. SELF-BOOMED MAXMAIN 23C

3. SELF-TACKING GENOAJIB 23D

ALTERNATIVE EMBODIMENTS of AUTOMATIC JIB STOWAGE BAG 44:

1. AUTOMATIC SEMI-RIGID SAIL STOWAGE BAG 45

2. AUTOMATIC MAINSAIL STOWAGE BAG 46

SYSTEM COMPONENTS - RATIONALE, INSTALLATION AND OPERATION GENOAJIBS AND MAXGENOAS: RATIONALE

1. Advantages over triangular in-place sails or free-flying headsails include:

A. 30% more sail area for true versatility without on-deck sail handling or sail inventories.

B. A cost-effective performance alternative to taller masts. Savings for buyers. Profits for builders.

C. Higher average speeds and reduced fatigue. Reduced exposure to accidents and bad weather.

D. Higher pointing angles and downwind sailing without poles or problems

E. Low-cost genoajibs furl to self-tacking size or smaller. Maxgenoas replace free-flying sails.

GENOAJIBS AND MAXGENOAS: INSTALLATION

Hoist genoajib 22 or maxgenoa 22B, as in Figure 1E, then insert genoa battens 41 B upwards into genoa batten pockets 49 (not shown) and secure their closure means (not shown). Reverse the process for removal and roll battens individually for stowage with the sail.

GENOAJIBS AND MAXGENOAS: OPERATION 1. Genoajib sheets 47 lead to genoa cars, thence to the cockpit as in Figure 1 A. When furled to self- tacking size or smaller, alternating a single self tacking jib sheet 37 with genoa sheets 47 facilitates tacking and jibing, as in Figure 1B.

2. Battens must be sufficient in number, length and rigidity to support positive roach in a sail's design wind range. Extensive prototype testing suggests three battens having a minimum length of twice the vertical distance from a genoajib's leech to its head-to-clew line.

3. Batten placement generally corresponds to reduction, or reef points, as in Figures 1E-G.

4. Based on maxmain and batten deflection tests, this inventor believes that diagonal headsail battens will acts as "guides" across shrouds, mast and spreaders, for uneventful tacking and jibing.

5. Practically speaking, mast passage issues are largely moot due to the relatively short foot length of genoajibs, and the fact they are often furled to self-tacking size, anyway.

6. For maxgenoas, partial or total furling is easier and safer than on deck handling of free-flying sails.

ALTERNATIVE EMBODIMENTS to genoajib 22, 22A: RATIONALE

1. MAST-FURLING MAXMAIN125

2 BOOM-FURLING MAXMAIN 126

3. MAXGENOA 22B

4 MASTHEAD ENERGY PLATFORM 130 Alternative embodiment maxmains and maxgenoas offerfurther specific advantages:

A Maxmains are a real alternative to dangerous free-flying sails for major increases in sail area.

B. Maxmains enable sailing on mainsail alone or with smaller, more easily handled headsails.

C. Maxgenoas' ease of use encourages use in light wind, thereby reducing engine wear and fuel costs.

D. Maxgenoas eliminate the cost of free-flying sails and related deck equl pment.

Alternative Embodiment masthead energy platforms are a cost effective and synergistic means to increasing sail area and integrating communications and safety functions without changing masts.

ALTERNATIVE EMBODIMENTS to genoajib 22: INSTALLATION AND OPERATION

Alternative Embodiment Mast-furling maxmain 125, shown in Figure 11, requires no special installation or handling. Its hinge-point battens 41 C "roll" across the permanent backstay from the aftermost one forward. Mainsheet 50 and a furling line (not shown) deploy, reef and recover maxmain 125, which conforms to referenced maxmain construction methods and connections.

Alternative Embodiment boom furling maxmain 126, seen in Figure 1 H, requires no special installation or handling. Its hinge point battens 41 C roll across the permanent backstay from bottom batten upwards when tacking or jibing. A furling line (not shown) and main halyard (not shown) deploy, reef and recover maxmain 126, which conforms to referenced maxmain construction and connections.

Alternative Embodiment masthead energy platform 134 connects to mast 34, thence to a vessel by alternate forestay 130 and alternate backstay 132 as seen in Figures 1 B and 1 D. The platform integrates: 1. Solar cells and an integral wind generator to charge lightweight batteries that power a remotely controlled electronics module for transceiving a variety of safety and communications signals. 2. A wider upper rig space enables "fathead" sails for greater sail area and reduction of induced drag.

3. An integral wind generator is a potential performance aid that serves as a wave-proof ventilator for the vessel's interior via the inside of its mast An inclinable end plate can also enhance performance.

4. Masthead height optimizes many communications device. A masthead video cameral enhances watch keeping and enables rig inspection from deck level: Synergies for performance, safety and convenience.

ALTERNATIVE EMBODIMENT TO GENOAJIB 22 - BATTEN REPLACEMENT TECHNOLOGY

Figures 1L and 1 exemplify this system's combinations of existing and new batten and sailcloth technology. These specific configurations should not be considered as limiting the scope of this system's applicability. To avoid repetition, each sail shown in Figures 1 L and 1M incorporates by reference the respective installation, operation, construction and connections properties of its corresponding main embodiment. Specific differences are noted as required.

Figure 1L illustrates various evolutionary stages of batten and sailcloth technology. The hatched sails are made from "dispersed interlocking sailcloth" 41 C, which replaces battens with active and passive integral shape control means. This foldable sailcloth can also incorporate area-specific light and radar reflective fibers, active light and signal transceiving elements, and solar energy elements while assuring easy sail handling. From forward aft, Figure 1L shows the following system elements:

1. Overlapping self-tacking maxjib 23A has a lower curve seeking batten 38A, a jib sheet plate 37A, batten substitute means 41, and a hinge-point batten 41 C. Curve-seeking batten 38A controls sail shape, reacts to headstay sag, and provides self-booming and vanging. Intermediate hinge point batten 41 C assures sail shape and enhances tacking and jibing. Energy from each batten travels across a bridge between them formed by rigid sheet plate 37A and batten substitute means 41. The sail's "dispersed interlocking" sailcloth further combines with these two battens to enhance dynamic sail response to changing conditions. This new type of hoisted self-tacking sail is equally suited to mainsail applications. Both applications are more fully described in a subsequent section.

2. Next aft, upper mainsheet 128 controls universal optimized battenless sail 22C, embodied as a mast-furling topsail and is made from dispersed interlocking sailcloth 41 F.

3. Next aft, a genoajib 22 furied to self-tacking size uses batten substitutes 41.

4. An identical topsail and genoajib combination set aft of the central mast.

5. A hoisted, self-boomed maxmain 23C constructed from dispersed interlocking sailcloth sets from the vessel's aft mast and corresponds generally to overlapping self-tacking maxjib 23 except that it connects to connect to its companion mast by sail slides and special batten end fittings, or batten cars.

6. Figure 1M depicts various optimized hoisted and furling sails whose operation has been described above, notably overlapping self-tacking genoajib 23D and self-boomed maxmain 23D. Furling boom 124, has inclinable solar panels 44B attached to its sides, and its companion maxmain 126 comprises rigid light and radar reflective headboard end plate means 126A having active light, signal Forward, cockpit controlled forward mast-furling maxmain125 is sheeted with upper 128 and lower 50 mainsheets. Figures 1L and 1 indicate the invention's ability to reduce fuel costs and optimize wind power for a diverse range of commercial and recreational vessels and their particular needs.

HOISTED SELF-TACKING MAXJIB 23: RATIONALE

Cockpit-controlled, low cost Maxjib 23 assures adequate power below fifteen knots and less weight aloft than furling jibs. Greater safety and self-booming make maxjib 23 and alternative embodiment, self- boomed maxmain 23C desirable and cost-effective headsail and mainsail choices.

HOISTED SELF-TACKING MAXJIB 23: INSTALLATION

1. With maxjib 23 on the deck, attach jib halyard 21 to its head and strop 43 to its tack. Downhaul 28 (not shown) leads from the sail's head to the cockpit via deck blocks.

2. Conforming to Figure 1 H, begin hoisting, performing the following steps when each sail element is at a convenient height. From the sail head downwards, Insert battens 25C, 25B, and 25A into corresponding batten pockets 26C, 26B and 26A and attach sail hanks. Close each pocket's closure means (not shown).

3. Tie one end of reef line 30 to clew ring 104, lead the reef line through reef points 27A and 27B, thence to the cockpit via deck blocks.

4. Lower and intermediate curve seeking jib battens 38B and 38A pass through corresponding leech batten boxes, 66B and 65B, thence through batten pockets 24B and 24A, into luff batten boxes 66A and 65A. Close each leech batten box with a conventional threaded plug (not shown).

5. Place the forked luff terminals or tangs (not shown) of intermediate jib luff batten boxes, 66 and 65A against inner forestay 19, closing each with a threaded pin or toggle (not shown), thus connecting maxjib 23 and inner forestay 19. At full hoist, Adjust each of the two tangs so that at full hoist each tang pushes the inner forestay approximately 2.5 centimeters forward of a straight line from the headstay's deck and mast attachment points, thus providing dynamic response to forestay sag.

6. Adjust Dutchman control lines and tie self-tacking jib sheet 37 to a deck pad eye or toe rail (not shown) on one side of the vessel and, in a constant direction, lead it through a clew pulley (not shown), thence to a deck pulley (not shown), thence aft to the cockpit. Alternatively, a jib sheet traveler may be used.

HOISTED SELF-TACKING MAXJIB: OPERATION

1. Instant tacking and jibing require only turning through the wind. A deployment control system, typically a "Dutchman" combines with maxjib 23's specific batten disposition to eliminate flogging and assure automatic folding or "flaking" as the maxjib descends.

2. Stable to 120 degrees by the lee, a maxjib minimizes demands on helmsman and autopilot.

3. To reef, release jib halyard 21 and take in jib reef line 30 until the leech end of intermediate curve-seeking batten 38B assumes the former diagonal position and functions of lower batten 38A, which now lies horizontally atop the maxjib's foot. The maxjib's lower and intermediate battens now provide combined resistance to reef line compression. Fix the reef line and jib halyard in tension, ending the reefing sequence. Downhaul 28 is available for reefing or lowering the maxjib.

ALTERNATIVE EMBODIMENTS TO HOISTED SELF-TACKING MAXJIB 23 - HOISTED OVERLAPPING SELF-TACKING MAXJIB 23A: RATIONALE

A. The forward sail in Figure 1L is self-tacking overlapping maxjib 23. It has 20% more sail area than the superimposed 130% triangular genoa. A genoa cannot furl to useful self-tacking size, and it tacks and gibes violently, imposing maximum crew effort and minimum sail efficiency.

B. Contrarily, Figure 1L's self-tacking maxjib provides self-boomed, self-tacking performance and true versatility. Low cost, overlapping self-tacking maxjib 23A will work with currently available materials.

HOISTED OVERLAPPING SELF-TACKING MAXJIB 23A: OPERATION

Installation and operation mirror those of maxjib 23. Design-specific rigging rollers, obstruction guides and sail chafe patches (not shown) may be used to optimize tacking and jibing and marketed as system components or aftermarket items. Specific maximum roach parameters for this sail, which state overlap relative to its companion mast, appear below as part of a Claim "8".

ALTERNATIVE EMBODIMENT TO HOISTED SELF-TACKING MAXJIB 23 SELF-BOOMED SELF-TACKING MAXMAIN 23C: RATIONALE

1. A self-boomed, optimized hoisted mainsail with simple one-line reefing, which responds dynamically to changing conditions is unprecedented and functionally ideal. It dispenses with lazy jacks.

2. Specific batten disposition replaces rigid spars to yield a wing-like, self-boomed hoisted mainsail that at a cost well below that of other hoisted or furling configurations.

SELF-BOOMED SELF-TACKING MAXMAIN 23C: INSTALLATION AND OPERATION

1. Self-boomed self-tacking maxmain 23C conforms to referenced maxjib construction and connections, except that lower and intermediate curve seeking battens 38A and 38B connect to corresponding batten cars and mast track. Maximum Roach parameters for self-boomed maxmains correspond to those for mainsails and appear in claim "9" below. No special handling is required

ALTERNATIVE EMBODIMENT to HOISTED SELF-TACKING maxjib 23: SELF-TACKING GENOAJIB 23D: RATIONALE

Furling self-tacking genoajib 23D shares the rationale of hoisted overlapping maxjib 23A and hoisted self-boomed maxmain 23C while introducing its own specific rationale. Boats with existing furling rigs or sailors favoring furling rigs will find this optimized furling sail a natural and superior alternative to triangular furling genoas and free-flying sails. Self-tacking genoajib 23D eliminates jib spars and high effort tacking and jibing while leaving the foredeck clear when the sail is furled. A choice between this sail and hoisted overlapping maxjib 23A configurations is largely one of posing a hoisted sail and automatic stowage bag's lower cost against the furling sail's clear foredeck and increased weight aloft of the furling configuration. Convenience is equivalent, with the hoisting sail having a safety edge. ADDITIONAL RAMIFICATIONS: hoisted overlapping maxjib 23A; self-boomed maxmain 23C, self- tacking genoajib 23D - NEW SAILS FOR NEW MARKETS

1. Cost effective alternatives to known headsails and mainsails. Eliminate booms and battens.

2. Create new markets for automatic jib and mainsail stowage bags, 44 and 46.

3. Self-boomed "motor sailing" for commercial and recreational use. Minimum heel and a low center of effort naturally complement workboat hulls.

AUTOMATIC JIB STOWAGE BAG 44: RATIONALE

1. Convenience equivalent to furling jibs at lower cost with even greater safety.

2. Cockpit-controlled reefing and automatic stowage create a powerful synergy.

3. Uncompromised performance and multifunction synergies.

4. "Simple installation without lazy jacks; compatible with any jib or mainsail. Always ready for use.

5. On-board sizing lowers bag cost, enabling catalog and Internet sales.

AUTOMATIC JIB STOWAGE BAG 44: INSTALLATION

1. With the stowage bag on deck, as in Figure 2, insert bag battens 84, 86, 83, 86A and 84A into corresponding batten pockets. Secure central batten 83's closure flap (not shown).

2. Raise the bag by forward central support means 112 and tie or otherwise fix it, along with forward lateral support means 110 and 110A to inner forestay 19. Raise the bag by aft central support means 115 and tie or otherwise fix it along with aft lateral support means 114 and 114A to topping lift 106.

3. Automatic jib stowage bag 44 is now suspended at approximately the level of the maxjib foot; with fore and aft closure extensions 74 and 76 open. Insert forward upper and lower flexible tubes 88 and 90 through starboard forward upper and lower bag extension pockets 79A and 79B, thence over corresponding starboard upper and lower bag battens 84A and 86A, per Figure 2A.

4. Insert port ends of each forward upper and lower flexible tube over the respective forward ends of port upper battens 84 and 86. Insert and secure fast pins 89 and toggles 89A per Figures 2 and 2A. Pass forward bag closure extension 74 around inner forestay 19, and then secure closure means 116.

5. Similarly, pass aft upper and lower flexible tubes 88A and 90A through aft upper and lower bag extension pockets 79C and 79 D, insert port upper and lower flexible tube ends over aft ends of port upper and lower battens 84A and 86A aligning holes in battens and tubes, then insert fast pins 89 and secure fast pin toggles 89 A. From port to starboard, pass aft bag closure extension 76 aft of and around topping lift 106. Insert starboard upper and lower flexible tube ends over the aft ends of corresponding upper and lower starboard battens 84 and 86, aligning holes in battens and tubes. Insert fast pins 89 and secure fast pin toggles 89A, completing the installation per Figures 3 and 3C.

AUTOMATIC JIB STOWAGE BAG: OPERATION

For stowage, grasp the bag's upper extremities, raise them above the flaked sail and fix them together as in Figure 3A. For sailing, separate the upper bag extremities, allowing them to collapse downwards.. Closure means 116 can secure the bag in this "navigation" configuration, either to corresponding attachment means on the sail's foot (not shown), or below the foot of the sail. AUTOMATIC JIB STOWAGE BAG: ALTERNATIVE EMBODIMENTS.

1. Mainsail stowage bag 46, seen in Figure 1 J, conforms to referenced bag construction and connections, except that it's forward end closes around its companion mast, attaching to mast padeyes with cordage. Alternately, vertically disposed bag boltropes connect to corresponding vertically disposed tracks fitted to either side of the mast (not shown).

2. Mainsail stowage bag 46 attaches to topping lift 106 or, as in Figure 1 J, to a boom-end fitting, part of bag fitting group 38A. Reef lines, Dutchman lines, or lazy jacks pass inside the bag, neither suspending it nor passing through it, thus enabling the low profile that distinguishes mainsail stowage bag 46 from all other mainsail stowage bags. The bag is compatible with, but does not require lazy jacks. Stowage bag solar panels 44A appear in Figure 3D.

ALTERNATIVE EMBODIMENT to Automatic jib stowage bag 44: AUTOMATIC SEMI-RIGID SAIL STOWAGE BAG 45

1. Figures 3D and 3E show semi-rigid sail stowage bag 45 consisting of a semi-rigid lower bag section 45 and upper fabric bag section 45D. To facilitate sizing and shipping, semi-rigid lower section 45 comprises semi-rigid central bag section 45A and semi-rigid forward and aft end caps, 45B and 45C. An opening front and a rear cutout (not shown) allow easy installation and operation, accommodating the forestay and jib sheet.

2. Upper fabric bag section 45D conforms to referenced automatic jib bag construction and connections except that it attaches to semi-rigid lower section 45 by a boltrope that slides into an integral channel of the semi-rigid lower section (not shown). Semi-rigid sail stowage bag 45 connects to a vessel in conformity with Figures 3, 3A, and 3C. A semi-rigid lower section is solar cell-compatible and presents a smoother surface and more effective end plate effect than a fabric lower section. A rigid lower section (not shown) could serve a boom with integral stowage.

ADDITONAL RAMIFICATIONS OF AUTOMATIC JIB AND MAINSAIL STOWAGE BAGS 44, 46: AUTOMATIC OVERLAPPING MAXJIB STOWAGE BAG 44A.

Conforming generally to referenced jib bag construction and connections, the subject bag adds an appropriate lightweight extension for the sail overlap and means for fixing it inside the bag while sailing.

THE PRESENT INVENTION DISTINGUISHED FROM THE PRIOR ART: DESIGN PROCEDURES

1. Working inward from diametrically opposed design solutions enabled this comprehensive new sail system. Fully functional using existing materials, the system exploits new uses and combinations of existing materials and anticipates future technology. Its synergies are not even suggested by prior art.

2. This system was anything but obvious. Prior art, along with many widely held design assumptions frequently led away from, not towards practical solutions. As concerns "elliptical headsails" specifically, searching prior art yields a multitude of references, but they are unrelated to sailboats and sails. Liberated, in fact, from misleading assumptions and their consequences, this inventor developed a sail system that includes:

A. "Impossible" genoas that furl to useful self-tacking size or replace free-flying sails.

B. Entirely new hoisted overlapping self-tacking maxjibs and self-boomed maxmains.

C. Aerodynamic jib and mainsail stowage that eliminate lazy jacks while improving performance. New uses of materials combined with innovative maximum roach parameters enable optimum interface with other sails and a chain of synergies, notably a transition to sail system design.

3. Where prior art further entrenches rigid booms and wishbones, this invention eliminates them. Lightweight, design-specific battens combine with innovative maximum roach parameters to yield new, truly versatile cockpit-controlled headsails and mainsails with automatic stowage.

4. Where prior art perpetuates lazy jacks, this system eliminates them. New uses of existing technology and new types of battens and sailcloth generate unexpected synergies of result.

5. A wide variety of battens have been variously constructed and disposed in the prior art, but never in combinations including maximum roach parameters or multifunction batten and sailcloth construction. This system's use of existing batten technology is unique, as is its specific anticipation of future technology.

6. Concerning evolution, prior art does not include a synergistic sail system using foldable sailcloth that autonomously controls sail shape while offering light and radar reflective properties, active light and signal transceiving elements, and solar energy elements. Similarly, a complete sail system integrating a multipurpose masthead energy platform is not to be found in the prior art.

THE PRESENT INVENTION: REDUCING THEORY TO PRACTICE

1. Finally, this invention reduces elliptical sail theory to practice for any sailboat rig, with practical design solutions replacing inadequate or superfluous prior art and assumptions with functional concepts.

2. Birds and airplanes have wings that respond dynamically to changing conditions, wings that can flex and that are ideally shaped. "The difference between a glider's wing and a conventional yacht's sail is enormous. Most yachts...can sail at about 30 degrees to the apparent wind...gliders manage 1 degree. This is a difference in efficiency, not of percentages, but of orders of magnitude. The best model aeroplane wings, despite their much lower operating speeds, can achieve almost the same efficiency as glider wings. (Bethwaite, Performance Sailing, Performance Marine (1993).

2. This system's dynamic, wing-like sails at once emulate wings and taller masts by virtue of system- specific maximum roach parameters and load distribution properties.

3. Automatic jib and mainsail stowage bags produce strong synergies with hoisted sails.

4. Unique system elements such as end plate means and masthead energy platforms amplify this sail system to better meet the needs of each user and assure system evolution in phase with technology.

CONCLUSIONS, RAMIFICATIONS AND SCOPE

1. Accordingly, the reader will see that this universally compatible optimized sail system introduces a unique combination of optimum performance and convenience for any sailboat. A recap of this system's elements will tie together its unique properties and unexpected synergies: A. Reliable maximum roach parameters specific to each system sail type.

B. An alternative to taller masts for optimum cost-to-performance ratios for boat buyers and builders.

C. 30% added sail area yields increased performance with lower rigs. A new economics for boat building.

D. Faster, relaxed upwind and downwind sailing. Reduced heel and less fatigue improve performance.

E. No risky on-deck sail handling or below deck sail stowage. Stowage space becomes living space.

F. Maxjibs and self-boomed maxmains eliminate spars. Automatic stowage for convenience.

G. Unprecedented self-tacking sail area for light air performance at low cost, with less weight aloft. H. Automatic jib stowage bags eliminate lazy jacks. On board sizing enables Internet and catalog sales.

1. Ideal sail interface enables system design for synergies and evolution in phase with technology J. New products for new markets:

1 ) Powerful genoajibs for self-tacking. Maxgenoas for light air, replacing free-flying sails.

2) Hoisted overlapping optimized self-tacking sails with automatic stowage.

3) Battens that replace booms and wishbones. Battens that enhance tacking and jibing.

4) Sailcloth that actively eliminates battens while providing safety and solar energy properties.

5) Entirely new self-tacking sails with 150% genoa area for hoisted and furling applications.

6) Masthead energy platforms for self-powered communications, safety and video functions.

2. Although the above description includes specific examples, these should not be construed as limiting the scope of the invention, but as merely providing illustrations of some of the presently preferred embodiments of it. For example, the system can be used on any wind-powered vehicle including iceboats or other land vehicles. Commercial and recreational trawlers can benefit from meaningful auxiliary sail power that induces less heel than existing steadying sails. Commercial wind power can be viable only if sails fully exploit available vertical sail space.

3. The system's integration of communications, natural energy and safety functions with a rigid masthead energy platform and flexible dispersed interlocking sailcloth imply extensive civil and military applicability. Generically, small, self-powered light and signal devices combinable with any flexible or solid object have universal utility: Illustrative applications include automobile dashboards, uniforms, flags and banners, flagpoles, warning towers, backpacks virtually any rigid or flexible object.

4. This "integrated self-powered signal technology" offers synergies to diverse new markets. For example, a ski-related item incorporating a self-powered integral emergency locating transceiver and "gps" assures major safety advances and new markets for a product with low incremental cost, or even savings over its component parts. This technology produces unprecedented synergies for military and commercial applications that equal or surpass those for recreational uses.

5. The system's batten technology extends to a variety of objects that must absorb and transmit kinetic energy without breaking. Examples include bicycle forks and frames, skis, tennis rackets, bows for archery, and a multitude of other applications not specifically related to sails or sailboats. Thus, the scope of the invention should be determined by the appended claims and their legal equivalents, rather than by the examples given.

Claims

Claims: I claim:

1. A sail system for maintaining optimum sail shape and control comprising a vessel having a mast, a positive roach headsail, a positive roach mainsail, each having a luff edge, a foot edge, a leech edge, a head, a tack, and a clew, means for attaching a sail to a mast, means for attaching a head, a tack and a clew to said vessel, and at least one furling device with a furling extrusion, said positive roach headsail comprising sailcloth and further properties:

A. at least one solid or hollow batten disposed in an axis parallel to a companion headsail furling extrusion,

B. a midluff-to-clew line approximately extendable to a vessel's sheet fairlead means at any point in said positive roach headsail's furling range, beginning with its clew ahead of the headsail's companion mast, approximately 80% j, thence aft at least to a point at which the headsail's clew is aft of its companion mast, approximately 105% j,

C. sheeting means comprising pulleys, or blocks for

1) maintaining similar foot and leech tension throughout the sail's furling range, and

2) alternating a single self-tacking jib sheet with port and starboard genoa sheets,

D. positive roach, defined by a convex leech curve connecting said positive roach headsail's head and clew at no more than five horizontal headsail roach measurement stations whose luff ends are disposed equidistantly between the sail's head and tack, and whose lengths derive as follows:

1 ) headsail leech distance being a distance from the sail's leech to its head-to-clew line along horizontal axes corresponding to each headsail roach measurement station;

2) headsail luff distance being a distance from said head-to-clew line to the sail's luff along horizontal axes corresponding to each headsail roach measurement station, and

3) headsail percentage overlap for each headsail roach measurement station, derived by dividing headsail leech distance by headsail luff distance, being at least one percent and no more than the following, from the first, or uppermost headsail roach measurement station, thence downward, approximately: a. 150%, b. 105%, c. 65%, d. 40%, e. 18%,

4) the headsail's leech continuing downward to its clew from the leech end of its lowest headsail roach measurement station at an angle of no more than ninety-degrees, said positive roach mainsail comprising:

A. at least one solid or hollow batten disposed in an axis parallel to a companion mainsail furling extrusion,

B. positive roach, defined by a convex leech curve connecting said positive roach mainsail's head and clew at no more than five horizontal mainsail roach measurement stations whose luff ends are disposed equidistantly between the sail's head and the lowest point of contact between said mainsail's leech and companion backstay, and whose lengths derive as follows:

1) mainsail leech distance being a distance from the sail's leech to its backstay along horizontal axes corresponding to each roach measurement station;

2) mainsail luff distance being a distance from the sail's backstay to its luff along horizontal axes corresponding to each mainsail roach measurement station, and

3) mainsail percentage overlap for each mainsail roach measurement station, derived by dividing mainsail leech distance by mainsail luff distance" being at least one percent and no more than the following, from the first, or uppermost mainsail roach measurement station downward, approximately: a. 82%, b. 62%; c. 40%, d. 24%, e. 10%, 4) said positive roach mainsail's leech continuing downward from the leech end of its lowest mainsail roach measurement station to its clew at an angle of no more than ninety-degrees , whereby this system has been extensively proven using existing technology and is compatible with any recreational or commercial sailboat, benefiting sailmakers, boat builders and users.

2. The system of claim 1 , wherein a positive roach overlapping headsail, or genoa comprises:

A. a foot whose minimum length is approximately 105% j,

B. a midluff-to-clew line approximately extendable to a vessel's sheet fairleads at any point in the sail's effective furling range, beginning with the sail's clew aft of its companion mast, at least 105% j, thence aft to full deployment,

C. sheeting means comprising pulleys, or blocks for

1 ) maintaining similar foot and leech tension throughout the sail's furling range, and

2) alternating the headsail's sheets between genoa and spinnaker sheet fairleads, whereby maximum roach furling headsails assure sail area for replacing free flying sails.

3. The system of claim 1 , wherein solid or hollow hinge-point batten means provides:

A. a predetermined optimum sail curvature, followed by

B. a return to neutral disposition with each tack or jibe, then

C. predetermined flex at a point corresponding to a specific batten-rigging contact point, then

D. transition to a new predetermined leeward sail curvature with each tack or jibe, whereby conveniently tacked and jibed maximum roach sails are now compatible with any sailboat rig.

4. The sail system of claim "1", wherein flexible batten substitute means comprising material having predetermined resistance to flexing attaches to or is incorporated onto or into a sail for:

A. replacing at least one of the sail's battens and displaying light and radar reflective properties,

B. assuring positive roach support and efficient sail curvature,

C. unifying the sail's positive roach and facilitating tacking and jibing across rig elements, whereby batten substitutes enable lighter foldable sails for easier tacking and jibing.

5. The system of claim 1 , wherein a sail comprises flexible sailcloth means providing predefined integral plasticity, in a foldable matrix for:

A. replacing battens and batten substitute means,

B. supporting positive roach and maintaining optimum sail shape passively or in combination with induced energy generated internally, or otherwise,

C. enabling sailcloth responses to imposed forces in predetermined axes and magnitudes,

D. preventing sailcloth responses to imposed forces in non-predetermined axes and magnitudes,

E. repeating continually a cycle comprising C. and D. immediately above, and

F. incorporating passive and active light and radar reflective fibers, active light and signal transceiving elements, and solar energy elements, whereby sailcloth and sail construction assure a lighter positive roach sail that tacks and jibes easily while generating synergies of result.

6. The sailing system of claim 1 , wherein predetermined areas of a sail comprise solid or flexible light and radar reflective end plate means attached to or incorporated into said predetermined areas, and being compatible with any sail deployment means for:

A. reducing induced drag, and

B. integrating passive and active light and signal transceiving and solar energy elements, whereby this system provides a synergy between sail elements and safety and energy functions.

7. A sail system for maintaining optimum sail shape and control comprising a vessel having at least one mast, at least one forestay, at least one hoisted self-tacking sail with a luff edge, a foot edge, a leech edge, a head, a tack, and a clew, means for attaching a sail to a mast, and means for attaching a head, a tack and a clew to said vessel, said hoisted self-tacking sail comprising:

A. a maximum foot length of 100% j

B. a batten disposed at a right angle to said hoisted self-tacking sail's luff and terminating at its leech, providing:

1 ) dynamic headstay sag compensation and control of foot and leech tension,

2) integral booming, and vanging,

C. luff end batten terminal means for:

1 ) containing said batten's luff end,

2) transmitting force between said batten and a companion forestay,

3) adjusting the distance from said batten's luff end and said companion forestay,

D. deployment control means comprising cordage and fairleads for:

1 ) reducing flogging during deployment, reefing and recovery

2) automatic folding or flaking as said hoisted, self-tacking sail is lowered,

E. reefing means comprising cordage and fairleads enabling:

1 ) passage of a reef line through the sail,

2) leading said reef line to said vessel's cockpit, and

3) maintaining said hoisted self-tacking sail in a reefed configuration,

F. positive roach delineated by a convex leech curve beginning with the sail's clew and joining its head, whereby a convenient low cost hoisted sail combines integral booming and shape control.

8. The sail system of claim 7 in combination with the following additional features:

A. a hoisted self-tacking headsail whose leech begins ahead of a companion mast, continuing to a point aft of said companion mast, thence upwards in a convex curve, joining said hoisted self- tacking headsail's head, B. positive roach, defined by a convex leech curve conforming to no more than five horizontal self- tacking roach measurement stations disposed equidistantly along a vertical measurement line between a first point perpendicular to the sail's sheet point and a second point perpendicular to the sail's head, said vertical measurement line being disposed at 100% j, or mast-line, each self-tacking roach measurement stations' respective length deriving as follows:

1) self-tacking leech distance being a distance from the sail's leech to said mast-line along horizontal axes corresponding to each self-tacking roach measurement station;

2) self-tacking luff distance being a distance from said mast-line to the sail's luff along horizontal axes corresponding to each self-tacking roach measurement station, and

3) self-tacking percentage overlap for each self-tacking roach measurement station, derived by dividing self-tacking leech distance by self-tacking luff distance, being at least one percent and no more than the following, from the first, or uppermost self-tacking roach measurement station, thence downward, approximately: a. 80%, b. 80%, c. 75%, d. 60%, e. 40%,

C. a solid or hollow first, curve-seeking batten means providing a batten curvature cycle for::

1 ) flex to a predetermined batten curvature profile according to conditions,

2) resistance to flexing beyond said predetermined batten curvature profile,

3) transition to a neutral disposition, thence to a new and inversed leeward predetermined batten curvature profile with each tack and jibe, according to conditions, and

4) repetition of said batten curvature cycle with each tack and jibe,

D. a solid or hollow second, hinge-point batten means providing a batten hinging cycle for:

1 ) flex to a predetermined batten curvature according to conditions, then

2) transition to a neutral disposition, thence to hinging at one or more predetermined points corresponding to one or more batten-rigging contact points as the sail crosses mast or rigging,

3) transition to a new leeward predetermined batten curvature profile with each tack and jibe, and

4) repetition of said predetermined batten hinging cycle,

E. batten substitute means comprising foldable material with predetermined resistance to flexing that attaches to or is incorporated onto or into said hoisted self-tacking headsail for:

1) transmitting and equalizing energy between the sail's batten means,

2) reinforcing and unifying the sail's positive roach and leech,

3) minimizing or eliminating battens and providing light and radar reflective properties, whereby hoisted overlapping-self-tacking headsails combine maximum wind range and self-tacking convenience in an unexpected and unprecedented type of sail,.

9. The sail system of claim 7 in combination with a furling device comprising a furling extrusion and a self- tacking furling headsail having the following properties:

A. A leech beginning ahead of a companion mast, continuing to a point aft of said companion mast, thence upwards in a convex curve, joining said self-tacking furling headsail's head,

B. positive roach, defined by a convex leech curve conforming to no more than five horizontal self- tacking roach measurement stations disposed equidistantly along a vertical measurement line between a first point perpendicular to the sail's sheet point and a second point perpendicular to the sail's head, said vertical measurement line being disposed at 100% j, or mast-line, each self-tacking measurement stations' respective length deriving as follows:

1) self-tacking leech distance being a distance from the sail's leech to said mast-line along horizontal axes corresponding to each self-tacking measurement station; 2) self-tacking luff distance being a distance from said mast-line to the sail's luff along horizontal axes corresponding to each self-tacking measurement station, and

3) self-tacking percentage overlap for each self-tacking measurement station, derived by dividing self-tacking leech distance by self-tacking luff distance, being at least one percent and no more than the following, from the first, or uppermost self-tacking roach measurement station, thence downward, approximately: a. 80%, b. 80%, c. 75%, d. 60%, e. 40%,

C. batten substitute means comprising foldable material with predetermined resistance to flexing that attaches to or is incorporated onto or into said self-tacking furling headsail for:

1. transmitting and equalizing energy between the sail's batten substitute means and a sheet point,

2. reinforcing and unifying the sail's positive roach and leech,

3. minimizing or eliminating battens and providing light and radar reflective properties, whereby overlapping-self-tacking headsails combine maximum wind range and self-tacking convenience in an unexpected and unprecedented type of sail,

10. The sail system of claim 7 in combination with a self-boomed sail comprising:

A. a plurality of sail slides or slugs, a corresponding mast track, and a jackline,

B. batten car means for :

1 ) connecting a batten to a mast,

2) enabling batten car articulation in horizontal and vertical axes, and

3) enabling said batten car means to move slidably as said self-boomed sail is hoisted and lowered, C. positive roach, defined by a convex leech curve connecting said self-boomed sail's head and clew at no more than five horizontal self-boomed roach measurement stations whose luff ends are disposed equidistantly between the sail's head and the lowest point of contact between said mainsail's leech and companion backstay, and whose lengths derive as follows:

1 ) self-boomed leech distance being a distance from the sail's leech to its backstay along horizontal axes corresponding to each self-boomed roach measurement station;

2) self-boomed luff distance being a distance from the backstay to the sail's luff along horizontal axes corresponding to each self-boomed roach measurement station, and

3) self-boomed percentage overlap for each self-boomed roach measurement station, derived by dividing self-boomed leech distance by self-boomed luff distance, being at least one percent and no more than the following, beginning with the first, or uppermost self-boomed roach measurement station, then downward, approximately: a. 82%, b. 62%; c. 40%, d. 24%, e. 10%, said self-boomed sail's leech continuing downward from the leech end of its lowest self-boomed roach measurement station to the sail's clew at an angle of no more than ninety-degrees, whereby a hoisted self-boomed mainsail eliminates wishbones and booms, providing optimum sail shape.

11. The sailing system of claim 7, wherein a hoisted positive roach sail comprises batten substitute means that:

A. replace at least one of the sail's battens, B. assure positive roach support and efficient sail curvature,

C. unify and support said hoisted positive roach sail's positive roach,

D. facilitate tacking and jibing across rig elements,

E. provide light and radar reflective properties for greater safety, whereby a hoisted self-tacking sail is lighter than a furling jib and is self-boomed and vanged.

12. The system of claim 7 wherein a positive roach sail comprises sailcloth means providing predefined integral plasticity in a foldable matrix for:

A. replacing battens and batten substitute means,

B. supporting positive roach and maintaining optimum sail shape passively or in combination with induced energy generated internally, or otherwise,

C. enabling sailcloth responses to imposed forces in specified axes and magnitudes,

D. limiting sailcloth responses to imposed forces in non-specified axes and magnitudes,

E. repeating continually a cycle comprising C. and D. immediately above, and

F. integrating passive and active light and radar reflective fibers, active light and signal transceiving elements, and solar energy elements, whereby sailcloth replaces battens for easier tacking and jibing, and multifunction synergies,

13. A sail system for maintaining optimum sail shape and control comprising a vessel having a mast, a sail having a luff edge, a foot edge, a leech edge, a head, a tack, and a clew, means for attaching a sail to a mast, means for attaching a head, a tack and a clew to said vessel, and a sail stowage bag, said sail stowage bag comprising:

A. a flexible bag whose length approximates the foot length of a companion sail, said flexible bag's maximum height approximating the folded or flaked height of its companion sail, said flexible bag having closeable and openable aerodynamic ends and upper extremities, and stabilizing means comprising battens or batten substitute means that:

1 ) maintain said sail stowage bag in fore and aft extension,

2) enable the bag to collapse to the level of its companion sail's foot, and

3) enable bag support independent of lazy jacks or said companion sail, itself,

B. further bag properties, including water catchment fittings, solar cell attachment points, and boat name or media display areas, whereby a multifunction in-place sail stowage bag with aerodynamic low profile and closed ends eliminates lazy jacks and enables synergies with hoisted mainsails and headsails,

14. The sailing system of claim 13, wherein a sail stowage bag comprises a semi-rigid lower section providing: sail stowage, water catchment means, solar panel attachment points, boat name or media display areas and an upper, closable section constructed of flexible material, whereby a more aerodynamic semi-rigid lower bag section comprises standardized parts for increased profit and easier bag installation.

5. The sailing system of claim 14, wherein a sail stowage bag's upper bag section is semi-rigid and remotely openable and closable, whereby a multipurpose, aerodynamic sail stowage system combines low manufacturing cost with long product life and entirely cockpit controlled sail stowage.

16. The sailing system of claim 13, wherein an automatic sail stowage bag has a rigid lower section providing sail control means for:

A. booming and stowing a companion sail,

B. integrating a water catchment transit, solar cells, and boat name or media display areas, whereby a single device serves as a boom and multifunction sail stowage system, yielding a synergy of result.

17. The sailing system of Claim "1", in combination with cargo boom means for:

A. connection to a hoisted or boom-furling mainsail,

B. on and off-loading cargo, water catchment, and solar cell mounting, whereby a positive mainsail is combined with a multifunction boom for a synergy of result.

18.The system of claim 1 , combined with energy platform means comprising a rigid platform extending fore and aft of a vessel's masthead and connecting to said vessel to: A augment fore and aft rigging geometry and enable fathead mainsails and headsails,

B. integrate light and radar reflective properties and active light and signal transceiving elements,

C. integrate solar cells and a wind generator that charge batteries powering an integral, easily removable and replaceable, remotely-controlled extreme-conditions-resistant electronics module for:

1 ) emitting and receiving emergency position signals and light signals,

2) emitting and receiving radio, telephone, television or other communications signals

3) emitting bird-repellent and audible warning signals

4) controlling an inclinable end-plate and an integral video camera, and

5) providing an active lightning control system and wave-proof ventilation to a boat's interior, whereby ideally placed natural energy sources power a variety of useful, self-powered devices for optimum performance, safety, and comfort aboard.

19. The system of claim 19, wherein said remotely-controlled electronics module means comprises predetermined electronic components resistant to extreme conditions and attaching to or integrated onto or into a rigid, semi-rigid, or flexible component of the system of claim 1 , to further provide:

A. versatility for integration with a wide range of flexible or rigid materials;

B. an integral solar energy source with an external reserve energy source,

C. convenient repair and replacement, whereby integration of a multifunction electronics module with a wide variety of solid and flexible materials enables diverse applications.

20. The system of claim 1 wherein batten means may be solid or hollow, continuous, segmented, striated, or notched, and of constant or variable volume, said batten means further enabling: A. inflation with gaseous or liquid material by integral or external means,

B. compatibility with gaseous and liquid inflation materials and resistance to extreme conditions,

C. an automatic safety valve and manual means for activating said safety valve,

D. a union of an inflatable batten with a conventional, or flexible batten in any axis, such that one serves to extend the other, providing a dynamic, or air bag effect , variable according to inflation pressures, whereby batten rigidity deriving from differing sources enables heretofore unfeasible batten combinations.