WO2007031851A1

WO2007031851A1 - Sailing rig

Info

Publication number: WO2007031851A1
Application number: PCT/IB2006/002531
Authority: WO
Inventors: Lucio Acciaccaferri
Original assignee: Lucio Acciaccaferri
Priority date: 2005-09-16
Filing date: 2006-09-14
Publication date: 2007-03-22
Also published as: ITBO20050567A1

Abstract

A sailing rig comprising: a frame (2), which is rigidly coupled to a hull (S) and supports at least one mast (3) which rotates substantially about its own axis and is inclined at a predefined angle (α) which lies substantially on the longitudinal plane of symmetry of the hull (S); at least one boom (4), which is articulated, substantially at an intermediate point, to an upper end (3a) of the rotating mast (3); at least one yard (5), a central portion of which is associated with the boom (4) substantially at a first head (4a) of the boom; and at least one sail (6), which is associated with the boom (4) and the yard (5), the boom (4) and the yard (5) being orientable with respect to the controlled-rotation mast (3) in a plurality of configurations according to the direction and intensity of the wind, so as to always expose the same side of the sail (6).

Description

SAILING RIG Technical field

The present invention relates to a sailing rig. Background art In sailing craft provided with known types of sailing rig, substantially vertical masts for supporting a primary sail are associated with the hull and in most cases are supported in position by means for interlocking with the hull and/or by tension elements which are stretched between the mast and the hull; said tension elements are known as stays and shrouds, and the former are oriented from stem to stern while the latter are arranged substantially transversely to the longitudinal axis of the hull.

A boom is associated proximate to the base of the mast and substantially at right angles thereto, and the substantially triangular primary sail, known as mainsail, is fixed to it in a downward region. The boom is pivoted so that it can turn radially about the axis of the mast, so that it allows to orient the mainsail in the correct position, and in some craft, by means of a further hinge which has a horizontal rotation axis, it can also be inclined vertically, so as to allow to adjust the shape of the mainsail. The mainsail is associated with the mast by being furled in a vertical guide provided thereon and known indeed as furling groove; likewise, the mainsail can be associated with the boom by being furled in a lower region in a guide provided thereon or more simply can be associated with the boom by fixing its clew, i.e. its outer corner, to the free end of the boom. The sails are controlled by control lines, known in the jargon as running rigging; among them, the so-called halyard is the rigging that allows to hoist the mainsail, while the -sheet (associated with the boom) allows to stretch and orient it, so as to expose it to the wind alternately with one of its two sides.

The term "standing rigging" instead references all the fixed rigging of the craft which is not used to adjust the sails during sailing but remain in their original position, such as the mentioned shrouds and stays which keep the mast in position.

Battens can be associated with the sail and are inserted generally in appropriately provided pockets formed thereon and are designed to keep the mainsail open, giving it a predefined profile.

Said battens must have flexibility characteristics in order to adapt the convexity according to the side of the mainsail that in each instance is struck by the wind, which changes for example at each turn or jibe.

Since the mainsail is struck by the wind alternately on its two sides, the mass is, as mentioned, braced on either side by the standing rigging, so as to ensure its stability and safety.

The points of sail used by the craft are divided into reaching (broad reach, beam reach and downwind) and close to the wind (close-hauled), all of which use an aerodynamic effect which is similar to the effect of aircraft wings, in which the air threads that pass over the outer convex part of the sail are faster than the air threads that pass over the inner part of the sail, producing a negative pressure which produces propulsion (except for downwind sailing, in which the thrust of the wind acts by direct impact on the sails). The mainsail and the jib are generally termed "white" sails to distinguish them from "colored" sails or stem sails, which are the germaker and spinnaker, which are never furled on the mast or boom and are usually used in reaching.

The gennaker and spinnaker are fixed to the mast and respectively to the bowsprit and to the spinnaker pole: the bowsprit is a spar which is fixed so as to lie substantially parallel to the longitudinal axis of the hull proximate to the stem and protrudes from it, and the spinnaker pole is an additional spar which is articulated to the mast at one end and is associated with the spinnaker at the other end. The mainsail, which is hoisted on the mast, catches the wind and is oriented adequately according to the point of sail that one wishes to keep by means of the boom (which is controlled by the sheet), so as to adjust its incidence with respect the wind in order to achieve the lift required for sailing. The action of the wind causes heeling of the craft, i.e., its tendency to tilt leeward toward the surface of the water, and leeway, i.e., the movement of the craft at right angles to the travel direction.

Leeway is greater in close-hauled sailing, i.e., when the apparent wind strikes the craft from one of its sides at an angle between 30° and 60° with respect to the axis of symmetry of the hull, and gradually decreases and even adds to forward travel during reaching.

In craft provided with known types of sailing rig, the wind tends to push the sail and tilt it toward the surface of the water, and this substantially , tends to overturn the craft, an event which is hindered by provided balancing masses, including the crew, and by the rigging.

In this sense, therefore, it is necessary to maintain on the craft the correct ratio between the sailing surface exposed to the strength of the wind and the specific resistance of the craft to overturning.

An arrangement of sails that exceeds what the craft can sustain with a certain wind strength is in fact very dangerous, since the heeling of the craft becomes excessive and it is difficult to keep the craft on course and to perform the required maneuvers.

Further, sailing with overpowering can cause structural failures, overturning, and in any case crewmembers are more exposed to the risk of falling into the water, all of which are dramatic events, especially in aroused sea and strong wind.

For good sailing and for crew safety, it is therefore necessary to keep constantly under control the correct ratio between the sail surface and wind strength and never be caught by surprise in overpowering. Therefore, although a larger sail surface would allow higher speeds, in known types of craft the surface allowed by the use of traditional masts cannot exceed preset limits, in order to avoid severe risks.

To prevent excessive heeling of the craft, as mentioned, there are balancing masses, which for small craft can be constituted by the crew itself, arranged appropriately, with the addition, for larger craft, of bulbs and other ballast, arranged on the bottom of the craft or below the keel; these masses ensure a straightening moment which contrasts the heeling moment caused by the action of the wind on the sails.

These masses increase the weight of the craft, which must be compensated by a greater hydrostatic force achieved by greater immersion of the hull; this entails, during forward motion, the displacement of a larger volume of water and a consequent increased friction, which in practice lead to a reduction of the speed of the craft.

The use of increasingly heavy balancing masses in order to be able to sustain larger sailing surfaces and therefore higher speeds contrasts with the constant quest for hulls that are as light as possible and capable of moving a smaller volume of water.

One should also consider that a craft, especially a single-hull craft, never sails perfectly horizontal and therefore with its mast arranged vertically: even in downwind sailing, when the mast seems to be vertical, it is actually tilted forward, and at other points of sail it is always more or less tilted leeward, depending on the strength of the wind and on the resistance opposed by the balancing masses (including the crew, which must arrange itself appropriately on the craft in order to contrast this tilt at least partially). The tilt of the craft and of the sail with it has the positive consequence of reducing the sail surface exposed at right angles to the direction of the wind and therefore of reducing the heeling moment.

The tilt of the mast entails that the resultant of the forces that act on the mainsail has a vertical component which increases as a function of heeling (i.e., as the tilt of the mast increases); this vertical component is proportional to the heeling angle and one of its negative consequences is that it causes the hull to submerge further.

Greater immersion causes the immersion of a larger hull volume and the need for a greater hydrostatic force, with the same effects described with reference to the presence of balancing masses.

The mainsail, affected alternately on one of its sides by the wind, turns about a vertical axis, the axis of the furling groove of the mast, through the preset circular sector that can be swept by the boom (a sector which is delimited by the abutment of said boom against the shrouds). In all points of sail (except for downwind sailing), the wind strikes the mast first, the fluid threads become shaped according to its profile and should immediately thereafter adhere to the mainsail; however, since the mainsail is a few tenths of a millimeter thick, a region of turbulence is produced indeed between the furled side of the mainsail and the mast (which has a much larger transverse cross-section), causing a considerable drop in efficiency.

It is known that the discontinuities encountered by the wind in passing from the mast to the sail reduce the efficiency of the sailing rig.

In order to try to reduce this turbulence, masts with a wing-like aerodynamic profile have been studied; they partly reduce the problem but do not solve it entirely: their transverse cross-section, for obvious reasons of structural strength, in fact cannot be smaller than certain dimensions, and therefore the surface of the mast that is struck by the wind remains in any case much larger than the thickness of the sail, with consequent high turbulence.

Masts having a wing-like profile which can rotate about their own vertical axis are known in this regard and orient themselves automatically according to the direction of the wind, allowing to further decrease turbulence, to the benefit of the efficiency of the mainsail; however, these are complex solutions which have many practical drawbacks. As it is known, the wind tends to arrange the sail in its direction, and this tendency is contrasted by acting on sheet; however, the sheet is not suitable to give the mainsail the right shape at all points of sail, due to the production of warping which reduce its efficiency. To achieve a suitable shape of the mainsail, one acts thereon by orienting it with respect to the wind by means of the main traveler, which is constituted by a rail on which a block runs horizontally and transversely to the craft; a sheet hoist is associated with the block. In this manner it is possible to act separately on the shape of the sail and on its orientation with respect to the wind.

As mentioned, it is possible to give the mainsail a particular shape by inserting battens (which change convexity depending on the side struck by the wind), but in order to shape it differently it is necessary to haul it down, change the adjustment of the battens, and hoist it again. Since the mainsail arranges itself in a plurality of different positions depending on the points of sail, its sail center, i.e., the point of application of the resultant of the forces that act thereon, moves considerably both longitudinally and transversely thereon; when passing from the close-hauled position to the downwind position, the projection of the sail center on the hull moves gradually away from the axis of symmetry of said hull outward, up to the maximum aperture of the boom (and therefore of the sail).

This tendency is enhanced by the leeward heeling of the mainsail (which entails a further spacing of the sail center from the axis of symmetry) and forces to provide a constant rudder correction, leading to a hydrodynamic braking action on the forward motion of the craft.

The movement of the sail center away from the axis of symmetry of the hull causes on the craft a torque which tends to make it luff, i.e., to make its stem tend toward the direction of the wind, a tendency which, if not contrasted effectively by the action of the rudder, would cause situations of severe danger, especially with strong winds and aroused sea. In any point of sail, the sail, even in constant wind conditions, receives an apparent wind of different intensity, since said apparent wind depends on the composition of the speed and direction of the actual wind with its own speed and direction of travel. For each speed of the apparent wind there is an optimum orientation and shape of the mainsail, which is determined mainly by the curvature of the battens, and therefore currently the adjustments performed to it before hoisting it may privilege the best efficiency only at a specific point of sail or provide an intermediate compromise condition which therefore is not optimum for all points of sail and speeds.

It should be noted that there are additional refinements which allow, by acting on the standing rigging, to vary the shape of the mainsail according to the intensity of the wind, but their effectiveness is very limited.

As shown, known types of sailing rig have a series of disadvantages and/or drawbacks.

Disclosure of the invention

The aim of the present invention is to solve the problems described above, by providing a sailing rig which limits immersion, heeling and displacement of the sail center, allowing a substantially stable positioning which can even be adjustable at the user's discretion at the different points of sail and speeds and allows optimum adjustment of the shape of the sail during sailing.

Within this aim, an object of the invention is to provide a sailing rig which allows the safe use of a larger sailing surface for an equal wind strength.

Another object of the invention is to provide a sailing rig which improves the steering and livability conditions of the craft.

Another object of the invention is to provide a sailing rig which, by virtue of its particular constructive characteristics, is capable of giving the greatest assurances of reliability and safety in use. Another object of the present invention is to provide a sailing rig with a structure which is simple, relatively easy to provide in practice and effective in operation and is further competitive from an economic standpoint. This aim and these and other objects which will become better apparent hereinafter are achieved by a sailing rig, characterized in that it comprises: a frame, which is rigidly coupled to a hull and supports at least one mast which rotates substantially about its own axis and is inclined at a predefined angle which lies substantially on the longitudinal plane of symmetry of said hull; at least one boom, which is articulated, substantially at an intermediate point, to an upper end of said rotating mast; at least one yard, a central portion of which is associated with said boom substantially at a first head of said boom; and at least one sail, which is associated with said boom and said yard, said boom and said yard being orientable with respect to said controlled-rotation mast in a plurality of configurations according to the direction and intensity of the wind, so as to always expose the same side of said sail. Brief description of the drawings

Further characteristics and advantages of the invention will become better apparent from the following detailed description of a preferred but not exclusive embodiment of a sailing rig according to the invention, illustrated by way of non-limiting example in the accompanying drawings, wherein:

Figure 1 is a front view of a sailing rig associated with a hull according to the invention; Figure 2 is a side view of a sailing rig associated with a hull according to the invention;

Figure 3 is a plan view of a sailing rig associated with a hull according to the invention;

Figure 4 is a schematic enlarged-scale side view of a detail of the sailing rig; Figure 5 is a front view of a sailing rig associated with a hull, with the sail in a different orientation;

Figure 6 is a plan view of a sailing rig associated with a hull, with the sail in a different orientation. Ways of carrying out the invention

With reference to the figures, the reference numeral 1 generally designates a sailing rig according to the invention.

The sailing rig 1 comprises a frame 2, which is rigidly coupled to a hull S, which supports a mast 3 which rotates about its own axis and is inclined at a predefined angle α which lies on the plane of longitudinal symmetry of the hull S, at least one boom 4, which is substantially articulated at an intermediate point thereof to an upper end 3 a of the rotating mast 3, and at least one yard 5, a central portion of which is associated with a first head 4a of the boom 4. In particular, the hull S can be of any type, either a single hull or a multihull, for example a catamaran (as shown in the figures) or a trimaran.

A substantially semicircular sail 6 is associated with a second head 4b of the boom 4 and with the yard 5, and all these components together can be oriented with respect to the mast 3, whose rotation is controlled, in a plurality of configurations according to the direction and strength of the wind, so as to expose to said wind always the same side of the sail 6.

The sail 6 is symmetrical with respect to the boom 4 and has a side which is substantially straight (but might also be curved) and is associated with the yard 5 (and furled for example in a respective insertion furling groove provided on the yard 5), and a side which is substantially curved (or also forms a broken line) associated centrally proximate to the second head 4b of the boom 4.

The frame 2 is adjustable according to a plurality of stable configurations in order to vary selectively the inclination of the rotating mast 3 through a predefined angle α; the mast can be inclined by a predefined angle α comprised between 0° and 180° with respect to the horizontal plane, and the mast 3 is preferably inclined toward the stem at a predefined angle α comprised between 25° and 75°. The length of the mast is substantially irrelevant in terms of the correct operation of the sailing rig 1.

The frame 2 is constituted by legs 7 and braces 8, each of which has an end which is rigidly associated with the hull S and the other end associated at least with rotary support means 9 for the rotating mast 3; further, the legs 7 and tension members 8 can be mutually associated in a plurality of stable configurations in order to allow said adjustment of the frame 2.

The frame 2 can be constituted only by legs 7 or by at least one leg 7 and one tension member 8; the legs 7 may also be extensible.

The rotating mast 3 is mounted on bearings (not shown in the figures), which are accommodated in the rotary support means 9, and is affected preferably by a cavity 3b through which at least the means for controlling the sail, i.e., the ropes that actuate the sail and keep it in position

(sheets and halyards), pass.

As mentioned, the length of the mast 3 is substantially irrelevant and might even consist only of the pivot of a pulley.

As mentioned, the mast 3 has a controlled rotation, and therefore means for selectively stopping its rotation (not shown in the figures) are provided. Said selective stop means can be constituted for example by a pulley arranged at the lower end of the mast 3, on the groove of which a rope is wound by means of which it is possible to turn the mast 3 in the chosen direction; by locking the rope, the rotation of the mast 3 is also locked in the chosen position, and the inclination of the sail 6 can be adjusted in this way.

Further (if required by the dimensions of the craft), it is possible to install a unit for motorizing and actuating the rotating mast 3 which allows its selective motorized rotation, both controlled by the user and automatic (if it is interfaced with a control computer to maintain a preset course). The motorization unit is not shown in the figures.

The boom 4 is pivoted substantially at an intermediate point to the upper end 3 a of the rotating mast 3, and the hinge can be of the flat type, with a pivoting axis which is substantially perpendicular to the axis of the mast 3.

The boom 4 can rotate about the pivoting axis through an angle of at least 90° between two preset end positions, for optimum orientation with respect to the direction and strength of the wind; the boom 4 is actuated by means of rigging for adjusting and controlling the sail, which can also consist of a plurality of ropes, for example a sheet and a preventer sheet (the rigging is not shown in the figures).

Favorably, the boom 4 can slide selectively with respect to the pivoting point for the adequate positioning of the sailing center (i.e., the point of application of the resultant of the forces that act on the sail 6) at the user's discretion, i.e., depending on the point of sail to be held, on the direction and strength of the wind, and on the characteristics (griping, leeward or neutral) to be given to the behavior of the craft when sailing. In detail, the upper end 3 a of the rotating mast 3 is affected by a hinge eye for a connection to a U-bolt 10 which is associated with the boom 4, and each of the sides of the U-bolt 10 is affected by a respective hole 10a for inserting a pivot 11 for pivoting to the hinge eye. The boom 4 is coupled so that it can slide selectively within the U-bolt 10 and can be locked in a plurality of stable configurations at the user's discretion.

The boom 4 can have a predefined curvature, in order to shape the sail 6 according to the chosen convexity, behaving substantially like a large batten, so as to expose adequately to the wind always the same face, and can comprise first means for adjusting said curvature according to the strength of the wind. Said first adjustment means (not shown in the figures) comprise at least one adjustable tensioning cable, which is associated with the boom 4 and which, when stretched appropriately, allows to achieve the intended curvature. The yard 5 is rigidly coupled, in a central portion, to the first head 4a of the boom 4, or can be pivoted thereto so as to allow mutual aerodynamic orientation with respect to the boom 4 according to the direction and strength of the wind.

Conveniently, the yard 5 has an aerodynamic cross-section, which preferably tapers toward the ends, and can have a predefined curvature which is adapted to shape the sail 6 according to the intended curvature. Since the sail 6 is always struck by the wind on the same side, the yard 5 must be braced conveniently at least on the side from which it catches the wind. In particular, there are at least two bracing tension elements (not shown in the figures), each of which has one end associated with an intermediate point of a respective portion of the yard 5 and another end associated substantially at the pivoting between the mast 3 and the boom 4, so as to ensure the optimum rotation of the latter without producing tensions. Conveniently, the bracing tension elements are adjustable in length according to the position of the boom 4 with respect to the mast 3 (the boom 4, as mentioned, can slide selectively with respect to the mast 3). For example, the bracing tension elements have one end associated with an intermediate point of a respective portion of the yard 5 and another end associated proximate to the holes 10a of the U-bolt 10, substantially at the pivoting axis between the mast 3 and the boom 4.

The boom 4, the yard 5 and the sail 6 associated with them are actuated by way of actuation ropes, which comprise at least one sheet, to adjust the incidence of the sail 6 with respect to the wind, an optional balancing preventer sheet, and at least one halyard, which allows to hoist and drop it. The main orientation of the sail 6 occurs by means of the combined action of the wind and of the sheets, while the correct inclination of the yard 5 allowed and adjusted by the rotation of the mast 3 is set by the user according to the strength of the wind and the type of point of sail. The rotating mast 3 is locked in the appropriate position, which is modified only as a function of a change of course or of a change in the strength and direction of the wind.

The sail 6 comprises a plurality of battens 12, which are distributed substantially parallel to the boom 4 and are accommodated in appropriately provided pockets; since the sail 6 exposes always the same side to the wind, the battens 12 can have a minimal predefined curvature, so as to shape the sail 6 appropriately according to the suitable convexity.

There are also second means for adjusting the curvature of the battens 12 according to the direction and strength of the wind, which comprise for example at least one adjustable tension element, which is associated with a respective batten 12 and which, when stretched appropriately, allows to achieve the intended curvature. These second adjustment means are not shown in the figures.

By way of the second adjustment means, the battens 12 (and therefore the sail 6) adequately receive a less substantial curvature in the case of strong wind and a greater curvature in the case of weak wind.

Once the halyards have been slackened, the sail 6 can be dropped manually or by means of manual or automatic devices and wound around the boom 4 or onto a gathering roller which is parallel thereto (not shown in the figures).

Positively, the yard 5 and the boom 4 can also support sails of various kinds (not shown in the figures), for example of the cell type, used for paragliding or kite surfing, which do not comprise battens but have a plurality of air cells provided with openings which can be inflated by virtue of the action of the wind. The cell sail is associated with the yard 5 for example by means of cords, spring hooks, hooks and the like, and is steered exactly like the sail 6.

In broad reaching and downwind sailing, the yard 5 assumes a substantially horizontal position, and the sail 6, arranged towards the stem, can be used as a slide onto which a substantially rectangular flying stem sail

(not shown in the figures) can be made to rise; by virtue of the action of the wind, said stem sail rises above the craft, allowing to increase its speed.

The corners of the flying sail are associated with guiding ropes: preferably, two upper ropes pass through two respective guiding elements provided along the yard 5 (and arranged for example at its ends or in intermediate positions), and are designed to position the flying sail with respect to the hull S at the intended height (at greater heights, the wind is generally fresher and less turbulent); two lower ropes act as sheets to adjust the incidence of the flying sail with respect to the wind depending on its direction and strength.

By acting on the yard 5 it is possible to position the flying sail in order to cope with fully downwind sailing and with broad reaching, up to close reaching; accordingly, the flying sail alone performs advantageously the function of both spinnaker and gennaker of traditional craft without moreover requiring the spinnaker pole and bowsprit.

Further, the flying stem sail can be of the traditional type (i.e., composed of a single sheet which is appropriately shaped) or can be of the cited cell type, used for paragliding, kite surfing, or of other types.

Advantageously, in the sailing rig 1 as described, the rotating mast 3 and the boom 4 pivoted thereto allow optimum orientation of the sail 6 according to the direction and strength of the wind, always exposing the same side of the sail 6 at any point of sail.

In view of how the sail 6 can be oriented with respect to the wind, the resultant of the forces that act thereon positively has a vertical component which is directed upward (differently, as mentioned, from what occurs with traditional sailing rigs), which tends to raise the hull S. This leads to a reduction of the immersed surface of the hull S which contrasts forward motion and of friction, to the full benefit of the speed and stability of the craft. A considerable increase in stability is further achieved, since the upward vertical component also reduces heeling.

This, together with the fact that the sail 6 acts as a stabilizer, allows to resort to smaller balancing masses than required in traditional craft, allowing to reduce the weight and draft of the craft: the sailing rig 1 therefore allows to achieve greater maneuverability and to reach higher speeds.

Advantageously, the sail center of the sail 6, i.e., the point where the resultant of the forces that act thereon is applied, remains substantially positioned, at any point of sail, always in a same point which is proximate to the pivoting between the boom 4 and the mast 3 or in any case within a very confined area proximate to said pivoting. In this manner, griping tendencies are limited advantageously, making the craft more stable in its course at any point of sail. The positioning of the sail center can be changed effectively at the user's discretion in order to change intentionally the behavior of the craft at the different points of sail: to do this, it is sufficient to change the position of the boom 4, which can slide selectively within the pivoting U- bolt 10, with respect to the mast 3.

The fact of being able to orient correctly the yard 5 with respect to the wind at any point of sail allows, even in downwind sailing, to maintain a laminar condition of the wind on the sail, differently from what occurs with traditional types of sailing rig, with which, when rotation occurs toward the stern beyond a certain angle, a transition occurs from a laminar condition to a so-called flat condition, i.e., in which propulsion derives simply from the direct impact of the wind against the sail and on anything else it encounters; this characteristic of the sailing rig 1 allows the craft to reach higher speeds. The rotation of the mast 3 allows to tilt correctly the yard 5, which, as shown, is associated at the center with the boom 4 (not at one end as occurs for traditional masts) and supports the sail 6; for these reasons, the resisting cross-section of the yard 5 is conveniently reduced, so as to reduce the turbulence that occurs between said yard and the sail 6, to the full benefit of the efficiency of said sail. This aerodynamic advantage is also enhanced by the particular profile of the yard 5, whose cross-section varies longitudinally and tapers toward the ends.

As described, the yard 5 can be hinged to the boom 4 and therefore can be oriented with respect to it so as to achieve the optimum aerodynamic arrangement with the sail 6 and its effective efficiency. All this leads advantageously to higher speeds which can be achieved by the craft.

Since the sail 6 is struck by the wind always on the same side, conveniently the boom 4 and the battens 12 can be curved beforehand in order to give the sail 6 the intended shape, which can be changed positively even during sailing, by acting on the first and second adjustment means: in this manner it is possible to shape adequately the sail 6 at all points of sail depending on the direction and strength of the wind, without having to drop it in order to change the adjustment of the battens 12 or replace it with another sail. As shown, the sail 6 can be tilted, allowing to change advantageously its vertical cross-section that is exposed to the wind: this allows to use larger sailing surfaces than allowed by traditional craft, since at any time, by simply tilting the sail 6, it is possible to reduce simply the vertical cross- section exposed to the wind, for example if the wind increases in strength excessively.

Further, as described, the sailing rig 1 allows to use sails of various kinds, for example of the cell type, and flying stem sails, also of the cell type if so chosen.

Among the possible sails that the rig 1 allows to use easily there are thick sails, which differently from traditional ones (the transverse cross- section of which can be termed "threadlike" due to the thickness of the sheet of which they are made) have a "thick" transverse cross-section, i.e., a cross- section which is similar to the cross-section of a wing of an aircraft. It is known that for an equal surface exposed to the wind, the latter generate more power. Although these sails are known, they are not easily usable on common craft.

In practice it has been found that the invention fully achieves the intended aim and objects.

The invention thus conceived is susceptible of numerous modifications and variations, all of which are within the scope of the appended claims; in another exemplary embodiment, the hinge between the rotating mast 3 and the boom 4 can be of the spherical type. In another exemplary embodiment of the sailing rig 1, it is possible to associate with the boom 4 two or more yards 5 in order to support respective sails 6 which are substantially mutually parallel, the yards 5 being mutually connected (for example by means of spacing bars) so as to allow to control the sails 6 with the boom 4. In another exemplary embodiment of the sailing rig 1, the yard 5 is articulated to the upper end 3 a of the rotating mast 3, the boom 4 is associated with the yard 5, the sail 6 is associated with the boom 4 and with the yard 5, and the latter can be oriented with respect to the mast 3 with a rotation which is controlled in a plurality of configurations according to the direction and strength of the wind, so as to always expose the same side of the sail 6. All the details may further be replaced with other technically equivalent ones. In the exemplary embodiments shown, individual characteristics, given in relation to specific examples, may actually be interchanged with other different characteristics that exist in other exemplary embodiments.

Moreover, it is noted that anything found to be already known during the patenting process is understood not to be claimed and to be the subject of a disclaimer. In practice the materials used, as well as the shapes and dimensions, may be any according to requirements and to the state of the art without thereby abandoning the scope of the protection of the appended claims.

The disclosures in Italian Patent Application No. BO2005A000567, from which this application claims priority, are incorporated herein by reference.

Claims

1. A sailing rig, characterized in that it comprises: a frame (2), which is rigidly coupled to a hull (S) and supports at least one mast (3) which rotates substantially about its own axis and is inclined at a predefined angle (α) which lies substantially on the longitudinal plane of symmetry of said hull (S); at least one boom (4), which is articulated, substantially at an intermediate point, to an upper end (3a) of said rotating mast (3); at least one yard (5), a central portion of which is associated with said boom (4) substantially at a first head (4a) of said boom; and at least one sail (6), which is associated with said boom (4) and said yard (5), said boom (4) and said yard (5) being orientable with respect to said controlled-rotation mast (3) in a plurality of configurations according to the direction and intensity of the wind, so as to always expose the same side of said sail (6).

2. The sailing rig according to claim 1, characterized in that said sail (6) is substantially symmetrical with respect to said boom (4) and comprises a substantially straight side which is associated with said yard (5) and a substantially curved side which is associated substantially at the centerline proximate to a second head (4b) of said boom (4).

3. The sailing rig according to claim 1, characterized in that said frame (2) can be adjusted according to a plurality of stable configurations for the selective variation of the inclination of said rotating mast (3) according to a preset angle (α).

4. The sailing rig according to one or more of the preceding claims, characterized in that said frame (2) is constituted by at least one leg (7) which has an end which is rigidly associated with the hull (S) and another end which is associated at least with means (9) for the rotary support of said rotating mast (3).

5. The sailing rig according to one or more of the preceding claims, characterized in that said frame (2) is constituted by at least one leg (7) and by at least one tension element (8), which have an end which is rigidly associated with the hull (S) and the other end associated at least with rotary support means (9) for said rotating mast (3).

6. The sailing rig according to one or more of the preceding claims, characterized in that said legs (7) can be mutually coupled in a plurality of stable configurations to selectively vary the inclination of said rotating mast (3) through a preset angle (α).

7. The sailing rig according to one or more of the preceding claims, characterized in that said legs (7) are extensible.

8. The sailing rig according to one or more of the preceding claims, characterized in that said at least one leg (7) and said at least one tension element (8) can be mutually rigidly coupled in a plurality of stable configurations in order to vary selectively the inclination of said rotating mast (3) through a preset angle (α).

9. The sailing rig according to one or more of the preceding claims, characterized in that said rotating mast (3) is mounted on bearings which are accommodated in said rotary support means (9).

10. The sailing rig according to one or more of the preceding claims, characterized in that said rotating mast (3) is affected by a cavity (3 b) which is suitable for the passage of at least means for controlling said sail (6).

11. The sailing rig according to one or more of the preceding claims, characterized in that it comprises means for selectively stopping the rotation of said mast (3).

12. The sailing rig according to one or more of the preceding claims, characterized in that it comprises an assembly for motorizing and actuating said rotating mast (3).

13. The sailing rig according to one or more of the preceding claims, characterized in that said boom (4) is pivoted substantially at an intermediate point thereof to said upper end (3 a) of said rotating mast (3).

14. The sailing rig according to one or more of the preceding claims, characterized in that said boom (4) is pivoted substantially at an intermediate point thereof to said upper end (3 a) of said rotating mast (3), the hinge being of the flat type, the pivoting axis being substantially perpendicular to the axis of said mast (3).

15. The sailing rig according to one or more of the preceding claims, characterized in that said boom (4) can rotate about the pivoting axis through an angle of at least 90° between two preset end positions for optimum orientation with respect to the direction and according to the strength of the wind.

16. The sailing rig according to one or more of the preceding claims, characterized in that said boom (4) can slide selectively with respect to the pivoting point in order to vary the sail center, i.e., the point of application of the resultant of the force of the wind to the sail.

17. The sailing rig according to one or more of the preceding claims, characterized in that said upper end (3 a) of said rotating mast (3) is affected by a hinge eye for connection to a U-bolt (10) which is associated with said boom (4), each of the sides of said U-bolt (10) being affected by a respective hole (10a) for the insertion of a pivot (11) for pivoting to the hinge eye.

18. The sailing rig according to claim 17, characterized in that said boom (4) is coupled so that it can slide selectively within said U-bolt (10) in a plurality of stable configurations in order to vary the sail center, i.e., the point of application of the resultant of the force of the wind to the sail.

19. The sailing rig according to one or more of the preceding claims, characterized in that said boom (4) has a predefined curvature in order to shape the sail (6) according to the intended convexity .^j

20. The sailing rig according to one or more of the- preceding claims, characterized in that it comprises first means for adjusting the curvature of said boom (4), so as to achieve its suitable curvature at the user's discretion and according to the strength of the wind.

21. The sailing rig according to claim 20, characterized in that said first adjustment means comprise at least one adjustable tensioning cable which is associated with said boom (4).

22. The sailing rig according to one or more of the preceding claims, characterized in that said yard (5) is connected, in a central portion, rigidly to said boom (4), substantially at a first head (4a) of said boom (4).

23. The sailing rig according to one or more of the preceding claims, characterized in that said yard (5) is pivoted in a central portion thereof to said boom (4), substantially at a first head (4a) of said boom (4), for optimum mutual aerodynamic orientation according to the direction and strength of the wind.

24. The sailing rig according to one or more of the preceding claims, characterized in that said sail (6) comprises a plurality of battens (12), which are distributed so as to be substantially parallel to said boom (4), said battens (12) having a predefined curvature so as to shape adequately the sail (6) according to the strength of the wind.

25. The sailing rig according to one or more of the preceding claims, characterized in that it comprises second means for adjusting the curvature of said battens (12), so as to give it an optimum aerodynamic profile according to the direction and strength of the wind.

26. The sailing rig according to one or more of the preceding claims, characterized in that it comprises a sail of the cell type, which is associated with said boom (4) and with said yard (5).

27. The sailing rig according to one or more of the preceding claims, characterized in that it comprises a flying stem sail.

28. The sailing rig according to one or more of the preceding claims, characterized in that it comprises a flying stem sail of the cell type.

29. The sailing rig according to one or more of the preceding claims, characterized in that said boom (4) is pivoted substantially at an intermediate point to said upper end (3 a) of said rotating mast (3), the hinge being of the spherical type.

30. The sailing rig according to one or more of the preceding claims, characterized in that it comprises at least two bracing tension elements, each of which has an end associated with an intermediate point of a respective portion of said yard (5) and the other end associated substantially at said pivoting between said mast (3) and said boom (4), so as to ensure the optimum rotation of the latter.

31. The sailing rig according to one or more of the preceding claims, characterized in that it is suitable for the use of thick sails, having a transverse cross-section which is similar to that of a wing of an aircraft.