WO2011110169A2 - Method and apparatus for capsizing protection and for righting after capsizing, in particular for multi-hull yachts - Google Patents

Abstract

It is virtually impossible for the crew to right capsized multi-hull yachts on their own without assistance, particularly with relatively large boat sizes. Known methods for this purpose furthermore require a relatively great water depth, which often does not exist in the case of the shallow waterways which are preferably used by multi-hull yachts. The present invention is intended not only to provide safety measures to avoid capsizing, but also to allow capsized multi-hull yachts to be righted even in shallow waterways. This is done by means of a mast which can be pivoted laterally as well as sheet winches which open automatically and can be used, according to the invention, in a combined form for a method for preventing capsizing, and for a method for righting capsized multi-hull yachts.

Description

 METHOD AND DEVICE FOR FASTENING AND SETTING UP AFTER CHANNELS, ESPECIALLY FOR MULTI-RIVER SHOPS

The present invention relates to a mast adjustment, a Schotwinsch, a safety system using these components, and methods for preventing the capsizing of multi-hull yachts and erecting the same after capsizing and a use of Mastverstelleinrichtung for situational, temporary reduction of Want- and stator voltages.

While monohull yachts reduce the impact of wind forces by increasing their heeling by reducing the propensity surface offered to the wind by the greater incline and thus avoiding capsizing, conditions for multi-hull yachts are quite different. A Einrumpfyacht weight is due to the high keel, or dinghies by weight shift of the crew, kept in balance of its inclined position, it is directed generally under the influence of drive forces from the pair on ^¬ / gravity moment generated by itself again. If, however, in a multi-hull yacht, especially in the so-called catamarans sailing on two hulls, a critical lateral inclination is exceeded due to excessive wind, it capsizes until it floats upside down or even sinks. If she has a fixed, or on the nature of an airbag inflating, buoyancy body at the top of the mast, it will initially float on the side on which it is tilted. Light, small, sporty catamarans can raise a skilled crew, a larger catamaran is on dependent help to raise, regardless of whether from a lateral position or from kapgeerter swimming position.

At sea or at low water temperature, this situation is particularly life-threatening, at least it is very uncomfortable and often leads to personal injury or serious property damage to the loss of the yacht.

If the wind pressure becomes so high that a multihull yacht threatens this danger, an attentive crew will in most cases succeed in averting capsizing by rapidly fanning at least one of the sails.

Since, in order to achieve the highest possible speeds, preferably on only one of several hulls, the Lee-hull sails, while the luffing hulls or are balanced as close to the water surface, there is a Mehrrumpfyacht in a much more unstable Gleichgewichtszu ^¬ state as a monohull yacht. While the Einrumpfyacht is moved from a sudden incident gust more or less only in more oblique Krängungslage and genü ^¬ quietly dodge the wind, without the crew must respond the same gust easily leads at a befind ^¬ handy in such unstable equilibrium multihull yacht capsizing ,

The tracking of a multi-hulled yacht, usually equipped with "sharp" sleek hulls, is usually so stable that, for example, rapid ruddering can not usually prevent capsizing, not infrequently aggravating the danger dramatically and then capsizing the yacht diagonally across the bow.

Achieved z. B. when there is a strong inclination to the side, no member of the crew in time the winch capsizes the multiple Rummaging yacht. If it even comes to a halt, she is completely in a hopeless situation.

For some years, record attempts are preferred because of their higher speed with sailing catamarans and not with monohull yachts. To reduce the risk described above, the crew often does not use the full speed potential, but remains to secure ^¬ ness in less unstable situation, particularly in heavy wet ^¬ ter or rough seas.

Automatic rowing machines are generally unsuitable for sailing the boat so close to the capsule boundary. The often small crew can not permanently maintain the tiring unstable state by falling or fying the pods on very long trips. In many cases, because of the constant danger of capsizing, multihull yachts are equipped with a smaller than desirable sail area because e.g. Charter companies want to preserve their often inexperienced charter guests and also themselves from capsize.

A multihull yacht, such as a larger catamaran, can not be erected without help from a capsule if its rig is no longer in its upright position. Only provided they carry a sufficiently large buoyancy in the mast top, whether in solid or automatic ^¬ table inflating in the manner of an airbag or a rescue island shape, they do not capsize by.

In this case, it can be erected under favorable circumstances by flooding the hull still floating after lateral tilting, or the flood chambers installed in it, according to a method described in the specialist literature. In the event of capsizing, the momentum of the masses of the multi-hulled yachts, which are changing rapidly due to the swell of the sea, causes great forces on all their components. Especially the strain of the rig is enormous. Even if the multi-hulled yacht, erected from its side position, floats upright again, in most cases the entire rig is so badly damaged that even a so-called emergency rig can not be erected.

If the mast is no longer in its normal position due to damage of the shrouds or other stage, this is not possible and there is a distress with corresponding risks. As a result, the hull above the water surface, the fuselage opposite fuselage is first made to swim again and thereby pivoted the yacht by about 10 to 40 degrees about its longitudinal axis, then Len ^¬ zen of thus initially deliberately sunk fuselage, the latter and thus the entire yacht, also returned to the normal swimming position.

However, this method is not applicable everywhere where such multi-hull yachts are preferred because of their shallow draft, namely in shallow sea areas, because for such a method depth is necessary that at least ^¬ corresponds to the width of such a naturally relatively wide multi-hull yacht. Therefore, this method can only be used on deep sea voyages or only where sufficient water depth is given.

The known method also has the great disadvantage that it inevitably completely flooded on the bridge deck between the hulls usually be ^¬ built cabins advertising the, wherein any electronic device is usually destroyed irrepara ^¬ bel and the other consequences of Durchnäs ^¬ solution are extremely undesirable. Against the background of the prior art explained above, the object of the invention is first of all to provide a method and a device for fully or partially automatically erecting multi-hull yachts in the event of capsizing and thus returning them to normal buoyancy conditions required for further travel, without them Flooding of superstructures and without the need for a larger water depth.

Another object of the invention is to achieve advantages in normal sailing behavior in terms of stability and speed and automatically avert the threat of capsizing.

These objects are achieved by a Mastverstelleinrich- device according to claim 1, a Schotwinsch according to claim 7, a safety system according to claim 16, a method for preventing the capsule of a multi-hull yacht according to claim 19, a method for erecting a capsized multi-hull yacht according to claim 21 and a use The Mastverstell- device according to claim 27. Advantageous developments of the methods, devices and uses can be taken from the respective subclaims.

Throughout the text below, the exterior hull at the moment of capsizing in the windward luff is called the windward hull, while the leeward hull is the outer hull in lee at the moment of capsizing. All caps described in this text are capsules from windward to leeward. However, the method and the device are also the same with capsizing by Lee Windward, as well as wind direction independent Kenterun ^¬ gen straight or obliquely forward or aft, eg due to sea conditions.

According to the invention, a three-stage process is used, in which an attempt is first made to prevent the capsizing of a yacht, in particular, but not exclusively, a multihull yacht. If this does not succeed, at least the rig is ge ^¬ protects and finally the method subsequently described for the erection of a multi-hull boat applied after a capsize by this method. Both methods can be used independently of each other.

In addition, the device claimed for this purpose can also be used to increase the speed of sailing multi-hull yachts.

In the first-mentioned method is a method in which initially by automatic fying of the pods a threatening capsulation is trying to avert, in the event of capsizing then immediately automatically reduces the voltage of the shrouds and Stage controlled and the same time ^¬ mast a corresponding flexibility is possible.

This protects against excessive forces acting on the entire rig and leading to breakage of individual rig supporting components, which would amount to catastrophic failure. Both subsequent processes are controlled by a microprocessor control ^¬ tion of an associated device. Furthermore, this device, after a whatsoever erecting, fully or semi-automatically restores the correct position of the mast, provided that by the invention occurred Is said to have changed its position resilience of Riggs ^¬ te.

As soon as a position and acceleration sensor system of the microprocessor control recognizes that there is a threat of capsizing, it triggers the firing of individual pods or, depending on the programming, all of the pods by opening the pegs of known design which clamp the pods behind the winches.

In non-self-propelled as self-hauling winches, this is done by triggering a Schotklemm mechanism, for example in a known manner by means of a Mikroprozes ^¬ sorsteuerung sent by radio or by their sensors or other elements, such as a cable switch, given

Signal and then given by this microprocessor control on an electromagnetically operated tension element Stromimpul ^¬ ses, which tension element then dissolves the clamping mechanism of the sheet in different ways.

In non-self-lifting winches the Schotklemm- mechanism is arranged next to the winch. In self-hauling winches either a built-in Schotklemm mechanism or an additional arranged Schotklemm mechanism (as in non-self-hauling) is used and solved in the following ^{¬ written} way.

Schotwinschen are in principle special winches, which serve to convert the great traction of the bucket attached to the sail in a low tensile force on hand pulled free Schot- Trum extent or sufficient that hand pulling force is sufficient to turn the winch drum by means of a hand crank or a drive motor gearbox, a under star ^¬ ker tensile loading upright sail strand or under Reduction of the manual power dosed or fired by releasing it.

The sheet fastened to the clew or to the tree-nock must be brought close to the hull at a certain angle with great force. It is introduced, for example, by means of pulleys to the winch, which wraps around them in several helical turns to convert the great traction of the sail trailing strand in a Klei ^¬ ne hand pulling on the pull-out strand according to the Euler-Eytelwein formula, the winch drum by means of backstop against reversion gesi ^¬ chert is.

By lessening the hand draw the sheet is dosed nachge ^¬ give or expire freely when the hand draw or a clamp. The complete or limited release of this Klem ^¬ tion is the operation of the Schot-Fier automatic described below.

Several types of winches and types are in common use. The simplest form is the so-called creak bollard. It is equipped with a backstop rope drum, usually provided with blunt-ended casserole and of acute-tapered shape, often with ribbed drum surface. During the Segeins the tightly brought by hand sheet is held in different ^¬ like arranged next to the clamping or holding devices and secured against Ausrauschen.

The simple winch is provided with the possibility of attaching or inserting a hand crank Knarrpoller, often equipped with an integrated single or multi-stage transmission gear and / or drive motor. The clamping device of the sheet arranged separately next to the winch carries in a ner clamping groove blunt clamping edges and corresponds to the simple Knarrpoliers.

The self-propelled winch initially corresponds to the simple winch, but also makes it possible by a existing in most different versions, mostly follower Schotklemmenrille with Auswerferhaken or -rolle the Klem ^¬ tion, without being inserted into the in this clamping groove

Handtrum during the rotation of the winch still hand pulling force must be exercised. Auto-hauling means that the winch itself overtakes the sheet jammed in the clamping groove during turning operation without further action. A clamping device separately arranged in Knarrpoller or simple winch is replaced by the integrated Schotklemmenrille carrying spirally arranged ^¬, dull cutting clamp in a known manner.

There are also variants that allow the Fieren without manual use, or give in excess of the sheet tensile force by means of or in the manner of an additional arranged in addition to the backstop slip clutch to avoid overloading z.

As already stated above, sees invention Ver ^¬ drive the front that is continuously monitored automatically if relieved to avert entering certain circumstances dangerous situations the sail without the intervention of the crew and must be mitigated excessive influence of the wind, for example, and that different components If necessary, loosen the clamping of the sheet.

When using the self-winding winch is in the case of release of the Schotklemmung by an electronic control a mechanical element solve a hook whose counterpart holds the sheet clamp.

When using a non-self-propelled winch, the release device holds in the normal state by means of a small, protruding from the mechanical element hook a hinged cleat, as for example for clamping so-called Backstagen (on Taljen running stage to support the rig) generally common and well proven is. In this version of the winch, the bulkhead clamp is arranged next to a normal, unaltered sheet winch and holds the free sheet strand firmly until the hook clears the sheet pile clamp. It then works up under the train of the sheet, where ^¬ jumps out of the clamp through the sheet and, as described above, runs from the winch drum.

In order to avoid complete erosion of the sheet, so that it can be brought back again after returning to the normal floating position, it is advisable to place it on a cleat or a similar holder by laying out a sufficiently long loop.

A preferably used, but not necessarily erforder ^¬ pending, mechanics element as part of the release device moves a loading backward curved hook which holds down as the sheet clamping disc and the folding clamp.

The hook pushed out of the mechanics element by approx. 3 mm in the release torque is moved as follows. A screwed into the mechanics element, commercial and in the

Shipping often used CC> 2 cartridge (preferably 20 to 50 grams, under pressure of about 50 bar standing and therefore liquid carbon dioxide) supplies, if necessary, the necessary

Force . When screwing seals their face initially against a soft rubber seal before a cartridge as long as the closing membrane is pierced by a tip arranged in the element. This CO _{2 is} at a Ventililtel ^¬ ler, which sits sealingly on a valve seat. The valve disk is supported by a valve rod which is connected to a soft iron core. This moves in a chamber, which is surrounded by a magnetic coil so that the valve is briefly opened by a current pulse and CO ₂ am

As the core passes by, it accelerates a piston, which hits a ram carrying the said hook with a hard impact, causing it to be thrown outwards. If the magnetic coil has sufficient force that the soft iron core can strike directly on a ram mounted directly behind it and release the hook, the CO ₂ cartridge can be dispensed with.

He gets out of engagement with the previously held bracket or hook with the follow-up function described above. The valve has closed again immediately, escaping in the least amount escaped gas and the various rela ^¬ tively weak springs allow the moving parts to return to their original position. If the controller detects by means of its sensors that the success does not occur, the process is repeated immediately until the sheet is released and thus the risk is eliminated.

Thereafter, by manual operation or manual Fold away the hinged clamp pen with a small force, the clamping function of the cam cleats restored, the sheet again sheeted and trimmed, the desired feathered again ^¬ the. The filling of the CC> 2 cartridge is sufficient for numerous processes, the standard CC> 2 cartridge can be replaced in less than a minute, with their consumption at a constant up to a consumption of about 95% filling pressure of the electronics Control is monitored by means of sensor / warning message. The embodiments described above for the improvement of winches can also be used outside the context described in this application and, in particular, can also be used in connection with monohull yachts.

Instead of using the microprocessor control automatically triggered by sensor control is the simplest Lö ^¬ sung also provided by a cable or Bowden cable folding clamp as well as a radio remote control tion to be operated hinged clamp and corresponding triggerable mechanics elements. The transmitters can be, for example centrally placed ^¬ decentralized as emergency stop button near the rudder wheel and / or. In addition, appropriate watertight transmitters for crewmembers are intended to be deployed from all positions on the yacht, even for crew members overboard. The automatic ^¬ table sensor controlled control should be able to contain both a manual auxiliary operation and the aforementioned radio remote control in addition.

The radio-controlled version is also interesting for rescue, for example, in "man overboard" for monohull yachts, where it may happen that about a crew on deck alone at the helm goes unnoticed outboard and in this way can bring the yacht to Aufstoppen. In this case, the trigger signal may alternatively or additionally be replaced by a decrease in the received signal strength of a signal on the clothing of the crew member. Members attached radio transmitter automatically be given. Device, the crew member, for example, faint outside ^¬ bords, so even without the engagement given the trigger signal simply by enlarging distance.

In addition to the fying of the pods, the rig must be brought to a safe state for capsizing. A ^¬ at the lower ends connecting Want common flexible, high-strength shrouds connection line or chain extends transversely from one side to the other vessel (for. Example, in a tunnel) by means of rollers which are hinged to the chain plates on both sides. At a suitable location, preferably amidships, the line between two other rollers is preferably up or down, or approximately in the ship's longitudinal direction, deflected and performed at its zenith several times in a known manner via a drive spill roll. The failure of the above skiz ^¬ ed attempt to avert the capsize, this spill is moved by a hydraulically controlled clamping slide for tensioning the shrouds perpendicular to its axis of rotation and driven by a geared motor, preferably also hydraulically, to after successful in the capsizing Stellungsausweichung of Mastes to move this after standing up again in its position. As mentioned above, the shroud tension is held by the slide during the blasting in an electronically precisely controlled pressure value, which in the case of centralizing via a solenoid valve, or by switching over two valves, is instantaneously reduced to a specific second pressure value. The pressure values predetermined by the electronic control are preferably kept constant by means of one or two hydraulic pressure accumulators fed by a hydraulic pump. The voltage of the shrouds is maintained by the accumulator set to a lower value received, so that the mast can be controlled controlled by the inertial forces and the ent ^¬ counteracting water resistance from its normal position. The pressure accumulator set to higher pressure maintains the shrouds during sails. A compensation of the distances of the mast stop resulting from a change in the mast position from the puttings is brought about by the deflection of the connecting line or chain whose vertex is adjusted while maintaining the respective shroud voltage. Any other than the normal position causes a smaller total value of the shroud length, because the side of an isosceles triangle is greater than that of an unequal triangle of the same baseline length and height. The Want, which runs on the side from which the mast stop moves away, while longer, but not by the same amount as the Want running on the opposite side is shorter. This resulting from the geometric ^¬ rule values difference is compensated by the hydraulic pressure accumulator which permits that arranged on a one clamping slide deflection just enough retraces than half of the difference makes to the Wan ^¬ tenspannung always equal on both sides otherwise, the winding of the shroud connecting line running on the spill would come loose. The resilience of the system is effected by a likewise preferably hydraulically operated clutch, which connects the spill roller with the spill gear axis and whose coupling force currency ^¬ rend the Kentervorgangs also electronically controlled the transmission with the spill roller connects, so that the rig the water pressure sufficient and soft can yield without the shroud tension decreases or the mast gets out of control. The tensioning slide moving, as well as the clutch-actuating, hydraulic or pneumatic pressure cylinder can be supported by a strong spring to support the elastic behavior. Furthermore, both the accumulator filling the hydraulic accumulator and the spill ^¬ gear and the solenoid valves are each equipped with Handhilfsbetäti ^¬ tion to operate in case of power failure, the system by hand can.

It should be emphasized that by the yielding of the shrouds or by the precisely controlled lowering of the turnbuckle ^¬ voltage maintaining pressure also a compliant Ver ^¬ keep the forestay is effected, so that at a Ken ^¬ esterification via bow or stern adequate protection of the Riggs is effected, as usual catamarans no backstay fah ^¬ reindeer, but the support of the mast from the aft is given by an arrangement of Püttings at some aft distance from the mast. In addition, the mast of a modern catamaran usually with a so-called Diamondrigg from ^¬ gestift and therefore drives on each ship side only a single Want.

The electronic microprocessor control is, appropriately programmed, equipped with appropriate pressure sensors, acceleration sensors and position detectors and its own small lithium accumulator and charger in the manner of a laptop power supply to be independent of the power supply of the multi-hull yacht. All electrical elements are encapsulated watertight.

After any erection, however, the control system establishes the normal position by operating the capstan drive, which is either self-locking or with a brake. Should it come despite the above measures to capsize, the multi-hull yacht tilts to about 80 to 120 Win ^¬ kelgrade to the side, the Lee-hull still floats in a tilted position, while the windward hull is in the air about it. A usually arranged close to the top of the mast, firmer or inflated during capsizing such as an automatic lifejacket keeps the mast top on the water surface and secures the yacht in this position. A By ^¬ capsize the yacht would only be possible with proper function of this buoyancy body, if the mast would solve by damage from its position to the hulls or capsizes the yacht due to gross operating error or by exceptional sea conditions over the bow. Even in such a case, the buoyant body will usually cause the necessary to apply the method according to the invention tilting position adjusts itself.

Is after capsizing means of the mast adjustment according to the invention, the angular position of the mast to at least two hulls (catamaran) or three hulls (Trimaran) and the fuselage connecting bridges including any Ka ütaufbauten existing hull unit so ver¬ ^¬ changed that the high standing above the still floating Lee hull windward hull about this is moved away so arises due to the couple - weight of yacht parts and buoyancy of the Swim ^¬ Menden yacht parts located above the water surface - one for erecting usually sufficient poling on ^¬ moment. In order to increase this, in addition, the windward hull may be partially flooded, or in that existing flood chambers, completely flooded. Then the yacht straightens up, which fulfills the task without any cabin structures, etc. filling up with water. After capsizing, the masthead top plunges onto the surface of the water and is softly caught by a buoyancy body arranged near the top of the mast. The lateral mast tilt is then by means of the device described so far from

Luv hull changed in the direction of the Lee hull, because the erection process is based on the fact that, firstly, the windward hull is moved so far transversely to the longitudinal axis of the multihull yacht in relation to the leeward fuselage from its position that its center of gravity on the center of gravity of the leech Hull comes to stand to walk away. Thus, the pressure is already reduced to the arranged close to the mast top buoyancy or directed the yacht already without further action. Secondly, by flooding the flood chambers arranged in the windward hull, the righting moment created by the first-mentioned measures can be amplified to such an extent that the yacht rises inexorably from this position. Thereafter, the windward hull is again steered and brought the mast back to its normal position.

Finally, in the cabins possibly built-in inflatable buoyancy bodies are vented and the yacht cleared up. In contrast to the known method described above, according to the invention, after capsizing, not the lee fuselage is flooded, but instead the luff fuselage is adjusted after adjusting the fattening tendency. Immediately before this flooding of the windward hull, the mast position is changed by means of the adjusting device such that the windward hull is farther away from the mast-top than the lee-hull, whereby, if necessary supported by subsequent partial or complete flooding of the flood chambers in the windward hull necessary for erecting the yacht. derive torque and the yacht returns to the normal swimming position.

Also, from the durchgekenterten location the Mehrrumpfyacht can be erected with the device according to the invention by first the mast is adjusted in the direction of the hull before facing capsule facing, and the buoyancy ^¬ body then brings the mast to float. As a result, there is already a first partial rotation of the hulls. If the mast is then tilted over the middle position in the direction of the lee fuselage, the position in the "normal" capsule is reached, starting from the layered-through position, from which it is possible to proceed as described above.

Supporting a flood chamber of the original lee fuselage can be flooded and regained after floating the mast top with the buoyant body. The buoyant body may preferably, at least as far as it is a releasable buoyant body, such as an air cushion, be triggered after tipping the mast to windward. The erection process from the hatched position can be made explicitly in both directions, so that in this case the windward and leeward side can be reversed. Only by the lateral inclination of the mast in one direction, the erection direction is set.

Ensures that the multihull yacht harm as possible manually, semi-automatically or fully automatically straightens again after a capsize, so the damage ^¬ or risk of loss of the ship and life is greatly reduced and holding down the high speed limit less risky einzu ^¬.

If, at one end of a hull, e.g. By inserting anchor harness or attaching a motor in the case of capsizing a descent of the heavier end occurs, which can be supported by rough seas, the erection is difficult. Because of often different weight distribution in the hulls of multi-hull yachts, it is therefore advantageously possible to use a fixed or automatically inflatable buoyancy device mounted there for the purpose of stabilizing the buoyancy in the event of lateral capsizing and / or sagging on the still floating hull near the bow and / or stern to prevent the bow or stern from sinking.

The loading of the purpose of achieving higher speed suspended above the water surface windward hull by water ballast allows due to the thus achieved righting moment a greater load on the Segelflä ^¬ che to with the desired result of higher security against capsizing and this greater speed. If, in addition, the inclination of the mast against the vertical axis of the yaw, which is inevitably caused by it, is adjusted, the glider thus once again decisively improves its speed. The ballast increases in this state of equilibrium, although the risk of capsizing to windward, but the sailor is safe from distress situations, because he can raise the yacht in such a case by means of the method according to the innovation, so that he can risk to higher speed to reach without jeopardizing himself, his crew or the yacht. If longer strokes without early turning operation intended, for example, it is possible to offshore races of the respective upwind floating windward hull are multiple control programs over the water surface beflutet partially or fully ^¬ continuously with the apparatus by means described manual action or adjustment and this water ballast RESIZE ^¬ ßere wind force be exploited without reducing the sail area in verrin ^¬ Gerter capsizing to a higher speed.

Further, by employing the adjustment device described, the mast tilt, which is part of the system, can produce a largely vertical position of the mast, despite the yacht propensity resulting in this condition, which in turn results in even higher speed.

Described below is the device according to the invention, which is designed symmetrically such that both core directions or directions of travel are covered.

Further, the Mastverstagung is preferably made in the form of so-called Diamond-Riggs, which is determined solely controls since ^¬ Liche mast bend and the pole position of the mast top, or on the relevant spreader, attacking external shrouds which altering the transverse pylon position be adjusted.

The device consists in its mast adjustment in a hinged at both ends on both outer walls space movable chain or heavy-duty leash, preferably a round link chain like an anchor chain, which is moved by ^{¬ means of} a manual, semi-automatic or fully automatic transmission. A, preferably hydraulically operating, clamping element causes the required Length compensation of the shroud tension and at the same time an elastic damping of load fluctuations.

The lower shroud ends are not attached to the usual Püttings, but on said chain, this runs through attached to the Püttings chain rollers and by at least one driven by the adjusting chain chain tooth or -Nussrolle and depending on the circumstances by additional pulleys. Compared with other fasteners such as the centuries for usual Taljen brings the embodiment described above advantages, because both Wan ^¬ th automatically stretched before, during and after the adjustment process. Said adjusting gear is preferably carried out similar to the known motorized or manually operated anchor winches. The usual in such manual manual override is to use according to the standard winch handle, the square engagement hole should be accessible both from above and from below, so as not to rely on the removal of a Abdeckbodenplatte in the cabin, but the mast adjustment if necessary also from the bottom of the cabin floor forth from the water to make.

Next, the device includes a likewise for both

Luv / Lee-directions effective system of floodable and inflatable flood chambers and both individually manual or sensor or

electronically or chemo technically controlled interlocked flood valves and Lenz valves for both hulls and at least one manually operated and which preferably ^¬ serdicht encapsulated water pump or pumps Lenz-battery combination with the required connecting lines. Moreover, it is, depending on the design of the yacht, to ensure the highest safety usually very convenient not to use the entire interior of the hulls to be flooded as flood chambers, but only as much as for the described flood or buoyancy function is to calculate and to keep the remaining space as a closed buoyancy chamber, in particular if cabins or the like are installed in the hulls. Corresponding fixed, closed buoyancy chambers, like the flood chambers, are arranged approximately symmetrically too often in the hulls built-in cabins.

In case of damage to the hulls z. B. by

Flotsam to get the necessary swimming safety, it makes sense to foam such closed rooms with closed-pore foam, because thus water leakage is excluded by leak. For the same reason, it is expedient, above all for high-seagoing yachts, to line the flooding chambers to be flooded with highly resistant, flexible material materials (eg Kevlar) which assume the function of the fuselage wall in the event of leakage of the relevant fuselage and thus against unintentional flooding of these flood chambers protect.

The water-tight encapsulated battery water pump unit is also used for the rest of in the hulls about built cabins after erection, because these are usually open during the blessing and could be due to the Kente ^¬ tion partially fill, which is not always guaranteed that they completely empty themselves again through appropriate openings.

Also in the cabins are approximately built, inflatable on ^¬ drive body via valves to the controller or to manually or automatically triggering units, such as waterproof ge ^¬ encapsulated compressor-battery combinations to connect.

The invention described above will be explained in more detail below with reference to an exemplary embodiment. In the embodiments described according to the following figures ^¬ block arrows possibly used each symbolize a dynamic movement. demonstrate

1 is a capsized multi-hull yacht in a frontal cross-sectional view,

2 shows the multi-hulled yacht according to FIG. 1 in a frontal cross-sectional view of a known erecting method, a multi-hulled multi-hulled yacht in shallow waters in a frontal cross-section, the multi-hulled yacht according to FIG. 3 before the erecting method according to the invention in a frontal cross-sectional view, the multi-hulled yacht according to FIG during the erecting process according to the invention in a frontal cross-sectional view,

6 is a through-hulled Mehrrumpfyacht in a frontal cross-sectional view, 6 during the erecting process according to the invention in a frontal cross-sectional view, the fuselage of the multihull yacht according to FIG. 3 in a cross-sectional view from above, the hull of the multihull yacht according to FIG. 3 in a plan view from above, a mast adjustment device in a schematic frontal view, FIG. feigned a modification of the Mastverstelleinrichtung of FIG. 10 is a schematic front Alan Looks, a further modification of Mastverstell ^¬ device according to FIG. 10, in a schematic frontal view of a multi-hull boat with inventively adjustable mast in a frontal view, a multi-hull boat with improved Se ^¬ gel properties by an inventively Mast in a frontal view, a not self-hauling Schotwinsch with a Klklklemme in a side view, 16 a self-propelled winch in a se ^¬ th view,

17 shows a mechanic element according to the invention in a lateral cross-sectional view,

18 shows a lateral half section of a sheet winch in the operating position, FIG. 19 shows the sheet winch shown in FIG. 18 in a disengaged position in a lateral half section,

20 shows a lateral half section of a sheet winch in the operating position,

21 shows the Schotwinsch shown in Fig. 20 in a disengaged position in a side half-section,

22 is a side half section of a Schotwinsch in operating position,

23 shows the Schotwinsch shown in Fig. 22 in a disengaged position in a side half-section,

24 is a side half section of a Schotwinsch in operating position,

25 shows the Schotwinsch shown in Fig. 24 in a disengaged position in a lateral half-section, FIG. 26 shows a side half section of a sheet winch in the operating position, FIG.

27 shows the Schotwinsch shown in Fig. 26 in a disengaged position in a side half-section,

28 is a double planetary gear in egg ^¬ ner plan view,

29 is a simple planetary gear in egg ^¬ ner plan view, a folding clamp for additional Verwen training with a winch in a side view, the folding clamp of FIG. 30 in a front view, and an alternative embodiment of a Me chanik element in a lateral Que sectional view. Fig. 1 shows in cross-section seen from the front of a multi-hull yacht, which is capsized to Lee and accordingly with her Lee hull 20 on the water surface 10 drives. In the mast stop 31, the multi-hull yacht has a buoyant body 35, wel ^¬ cher the mast top 31 gives the necessary buoyancy to prevent sticking of the multihull yacht. In the course of the process described below according to the prior art, the multi-hull boat to which are erected in the direction of movement 15 as ^¬. Fig. 2 shows the next step of the known erecting process. According to the known method, after the capsule of the multihull yacht, its lee fuselage 20 is first flooded, so that it sinks below the water surface 10 until the luff fuselage 21, which previously stood in the air, touches the water surface 10. As a result, the mast 30 is directed upward again. In this situation, by lending the leeward hull 20 again, enough leverage can be created to fully reposition the multihull yacht. The disadvantages of this method are the requirement of a sufficient water depth and the fact that any Ka ütaufbauten the multi ^¬ hull yacht, which are also flooded in the course of sinking the Lee hull 20 below the water surface 10. This leads to damage to the interior of the cabin, including any existing electronic devices.

Fig. 3 also shows a multihull yacht in the ge ^¬ capsized state, this time, however, just above the bottom 11. Automatically inflated buoyancy body 35 arranged below the mast 31 is inflated upon contact with the water surface 10 similar to one of the usual lifejackets in automatic lifejackets, provided not a rigid buoyancy body is installed. To inflate, for example, a built-in catamaran, small compressor can be used so as not to be dependent on a usually designed for a single inflation C02 cartridge so that more capsule can be corrected. As a result of buoyancy function of the mast 30, or the arranged near the top of the mast 31 the float 35, the Mehrrumpf- remains yacht in this tilted position, from which it using the He ^¬ invention is to bring back into the swimming position, while in any case remain in distress, because the known method man ^¬ gels water depth would not be feasible. 4, the lateral inclination of the mast 30 is adjusted so far by manual, or by means of a triggered by sensors Mastverstelleinrichtung 50, which will be explained in more detail later, that the windward hull 21 on the still floating Lee hull 20th swinging away. Depending on the construction of the multi-hull yacht or dimensioning of the adjustment path, the moment thus produced is sufficient for ^erection . Where this is not the case, for example, due to swell or strong wind, the flooding of the flood chambers installed in the windward hull 21 can completely bring about erection. For this purpose, if necessary, manually or by sensors, a valve combination arranged on the windward hull 21 is actuated after adjustment of the mast inclination, whereby water is flooded into flood chambers of the windward hull 21, while the air is displaced by the penetrating water and escapes to the outside.

Due to the ^gravity force 12, the multihull yacht inevitably assumes the stable floating position shown in FIG. 5. So then ^¬ valve combination is controlled manually or automatically implemented and pumped out the flooded flood chambers in the windward hull 21 by means of a waterproof sealed battery Waterpumps- combination.

Is equipped if the windward hull with a compressor instead of a bilge pump that Flutkam ^¬ numbers windward hull 21 are to now re-inflated. For this purpose, the air from a arranged in the mast stop 31, small intake with water separator, whereby the flooded in the windward hull 21 water is promoted back out. Finally, the mast 30 is brought by means of Mastverstelleinrichtung 50 back into a right angle to Mehrrumpfyacht and now sails again free. Fig. 6 shows the multihull yacht in a hatched state. From this state, it can be brought by the method described above be ^¬ only by upstream of further measures. First, the mast 30 in this case down. In order to bring it into a rotation assisting state, the mast 30 is first inclined by means of the Mastverstell ^{¬ device} 50 in the direction of the original Luv fuselage 21 and triggered in this position, the buoyant body 35 in the mast stop 31, so that another torque Be is acting.

Fig. 7 shows the state of the multi-hull boat according to the triggering of the buoyant body 35. The ge ^¬ inclined in the direction of the windward hull mast 30 is pulled due to the buoyancy body 35 in the mast top 31 to the water surface 10 and thereby rotates the hulls already in the direction the desired starting position. By means of the mast adjustment device 50, the mast inclination is now changed over a middle position in the direction of the leeward hull, so that the starting point of FIG. 4 is reached. From there, the process is operated as described. Supporting a flooding chamber 25 present in the leeward fuselage can be flooded, which should be redirected before the complete erection. Fig. 8 shows the key, required for the above-described method ^¬ ne controls. Built into the hulls are flood chambers 25, which are connected via connecting lines 26 to the water and via a ventilation line 64 for air exchange. In this case, water lines are dashed, electric lines with a small spacing and ventilation lines are spotted at a large distance. A pump 60 pumps water into or out of the flood chambers 25 flood valves 61 and Lenz valves 62 are controlled by a Ven ^¬ tilsteuerblock 63rd 9 shows a plan view of the water surface 10 and a multi-hulled yacht floating thereon, consisting of two hulls 20 and 21, two transverse beams 22 and 23 arranged between them, the transverse beams 22 and 23 being recognizable as connecting members or spacers. On the front cross member 22 of the mast 30 is arranged. Emphasized is the chain guide of the mast adjustment device 50, with a capstan 51, pulleys 52, clamping hydraulics 53, spring element 54 and sheet 45 with Holepunkt 46th

Fig. 10 floating on the water surface 10 hulls shows 20 and 21 of the multi-hull boat with the group formed by the Querhol ^¬ men 22 and 23 connecting bridge and it befes- saturated deflection rollers 52 and the mast 30 and its articulated connection 36 to turn mounted thereon spring element 54, thereon buffer elements 55, above a power element 56 with a push rod and a mounted on a clamping slide 57 push bracket 59. Also mounted on this clamping slide is a capstan 51 with Spillreibkupplung and spill drive. By pressing the spill drive and associated rotation of the spill gear 51, for example, to the right a yielding of the outer day 41 and a Anzie ^¬ hen of the outer day 42, with the result of an inclination of the mast 30 to the right. Since at the same time the scope of the ^spanned by Mast ^¬ topp 31 and pulleys 52 triangle changes, the clamping slide 57 moves against the clamping force of the spring element 54 on a sliding down, so as to absorb the extension of the outer days 41 and 42. The mast 30 thereby tilts around the articulated connection 36 around in the inclined position shown in dashed lines.

11 shows an alternative embodiment of the mast adjustment device 50, wherein the spill gear 51 on the mast 30th is arranged immovably fixed, which is why in the ^¬ ser execution of the required length compensation by the guide roller 52 is made, which is slidably mounted on a clamping slide 57 in a sliding guide. On the fixedly mounted on the connecting bridge of the mast base is abge ^¬ seals with cuff of the mast 30, on which the carried by the hinged connection 36, required to maintain the variable in two stages Want voltage components of the hydraulic clamping 53, as well as the overall from those in or Bearer pulley 52 are arranged.

Next are shown the required for Aufrecherhaltung the shroud voltage drives or controls, example ^¬ hydraulic components, such as valve control block 63, pump 60, pipe or hose lines and equipped with amplifier elements, own power supply, etc. Microprocessor control 66 with control lines.

FIG. 12 shows another arrangement of the deflection rollers 52 and the spider gear 51 mounted on the connection bridge.

Fig. 13 shows the two hulls 20 and 21 a multi-hull yacht in the design of a catamaran in cross-section, which carry on a connecting bridge the mast 30 in an articulated connection 36. The mast 30 is shown in a normal position and dashed in a deflected by yielding, exaggerated drawn skew. The mast 30 is stiffened by means of the spreaders 32 and posts 37 and held by the shrouds 49, consisting of Want tops 47 and dotted drawn Want connection lines 48 in position, while the third fortified to stabilize the mast 30 at the mast top 31 Stag, the forestay holding mast 30. By means of the spill gear 51 described above, the mast 30 is guided by means of the shroud 58 guided over the deflection rollers 58. Connecting line 48 is retracted back to the normal position after a deflection of the mast-stop 31 caused by capsizing. The dimensions 18 and 19 show that different lengths change during the deflection, the compensation of which serves the mast adjustment device 50 shown in the preceding figures in various exemplary embodiments.

14. In order to overcome the least possible water resistance, it is controlled so that only the leeward hull 20 remains in contact with the water surface 10, while the windward hull 21 is hovering over it. In order to be able to set the largest possible sail area, by means of the device installed for erecting the windward hull 21, or its flood chambers, partially or completely flooded. Further, with the Mastverstelleinrichtung 53 also installed for Aufrich ^¬ th the mast 30 is adjusted to the vertical, because the efficiency of a mög ^¬ lichst upright sail is greater than that of a tilted.

Fig. 15 shows a conventional Schotwinsch 70 with a controlled by the microprocessor control at the moment imminent capsentering, automatically releasing Schotklemme 71 of conventional construction and operation with a trigger element 72 having an electromagnet. Due to a displacement of the trigger element 72 in the direction of the arrow in the position shown in dashed lines hinged to a joint 73 sheet clamp 71 is released from a holder 74, where ^¬ jumps up in turn in the direction of arrow in turn gestri- smiled position and releases the previously clamped sheet 45 so that it roars out in the direction of the arrow and thus the sail attached to the sheet wields. By this arrangement, an automatic opening of the clip is possible, so that when entering and detecting a Kenterge- driving through the above-described microprocessor control to prevent capsizing the sails are gefeten and the multi-hull yacht hereby straightens again, thus freed from the danger situation.

Fig. 16 shows schematically a self-hauling Schotwinsch 80 with integrated Schot clamping disc, which is equipped with a Vorrich ^¬ device, which automatically releases the clamped in her bow 45 in case of danger. Figures 18 to 29 illustrate in more detail and functional description of the structure and operation of reworking self-hauling winches.

A mainsail contracting the sheet 45 is first fed by hand and ge ^¬ wound on the sheet winch Selftailing 80th With a rotation of the same by means of a hand crank

87 or a drive motor 81, the sheet is then further wound up and finally clamped with a sheet-end between a clamping disc upper part 85 and a clamping disc lower part 86. The clamping can be done by means of a rod

88 in the region of the winch axis 84 are released, which is displaced after release by a mechanical element in the direction of the clamping disc and clamping disc upper part 85 and clamping disc lower part 86 pushes apart.

Fig. 17 shows in Fig. 16 shown mechanics element 100, which itself 88 of the pick ^¬ the winch 80 can solve the deadlock by release of a rod. First, the mechanics element 100 vice ^¬ ben by a housing at one end of the operated hook see ^¬ 108 provided, while be ^¬ takes place at the other end a thread through which the mechanical element is a CC> 2 -Patrone 101 can be assigned as an energy store interchangeable. A seal is made by means of a rubber seal. The CO ₂ cartridge 101 has at its end connected to the thread on a membrane, after the breakthrough, the gas contained in the CO ₂ cartridge 101 can escape. This membrane is pierced when screwing the CC> ₂ cartridge 101 through a tip 103, so that the CO ₂ from the CC> ₂ cartridge 101 can flow into a chamber 102 closed by a valve 102. In a second, adjacent coil coil 107 surrounded by a magnetic, cylindrical chamber 105, a soft iron core 109 is slidably disposed, which is pressed by a spiral ^¬ spring 110 against an end wall 111. At Weichei ^¬ lowering 109 a suitable valve opening for opening the valve 102 is attached.

About holes, the second chamber is connected to a third, cylindrical chamber 106. In this third chamber, a slidingly movable piston 113 is arranged. This is not laterally sealed, but surrounded by a narrow annular gap and is pressed by a weak coil spring 114 with little force against the wall of the third chamber 106, in which the said holes 112 open. Through the opposite end wall 115 a connected to the hook 108, longitudinally displaceable plunger 116 projects into the third chamber 106 into it. The plunger (5) carries a collar 117 to which a further coil spring 118 engages and presses it against the wall 115. As soon as the solenoid coil 107 receives a current pulse, it pulls the soft iron core 109 in the direction of the CC> ₂ cartridge 101, thereby opening the valve 102 so that CO ₂ past the wimp ^¬ countersinks 109, flows through the bores 112 in the third chamber 106 and the piston 113 against the force of Spi ralfeder 114 against the plunger 116 hurls. The plunger 116 with the hook 108 attached thereto is fired against the force of the relatively weak coil spring 118, whereby the hook 108 releases the rod 88, which bounces up under the pull of the sheet 45, causing it to be torn from its clamp and released therewith.

The plunger 116 then returns by the force of the coil spring 118 in its initial position, as well as the piston 113 by the coil spring 114 and the soft iron core 109 through the

Force of the coil spring 110, whereby the further influx of gas from the CC> 2 cartridge 101 is immediately suppressed.

18 to 27 each show a half-section centrally through the center of a self-collecting Schotwinsch 80th

Fig. 18 shows first a first embodiment of such a self-hauling Schotwinsch 80 with reduction ratio approximately 1: 3 between drum speed and drive shaft speed in operation. Over an opening in the yacht deck, a base plate is mounted, which carries the hollow winch axis 84. Mounted below the deck is the mechanical element 100, with which the winch drum 89 is released by opening the coupling halves 91 and 92, thereby abruptly replacing the winding of the sheet 45 and thus averting the danger of capsizing. Arranged on bearing 95 in the interior of the winch axis 84, the drive shaft 93 with teeth for driving the winch drum 89. About the winch axis 84, a hollow ^¬ shaft 96 rotates on another bearing 97 and hollow shaft 96, the winch drum 89 in stock 98, as soon as the hollow shaft 96 and

Winch drum 89 are no longer coupled by coupling halves 91 and 92. The rotational movement of the drive shaft 93 is from the teeth by means of planetary gears 120 on an equipped with a freewheel 99 internal teeth transferred, which is embedded in the hollow shaft 96. Several gear bearings 121 with planet gears 120 are inserted into a plurality of circumferentially distributed recesses of the hollow winch axis 84. Between the hollow shaft 96 and winch drum 89 preferably conically shaped coupling halves 91 and 92 are arranged on ^¬ , which are driven apart by distributed over the circumference of the hollow shaft 96 compression springs 94 as soon as the hook 108 of the mechanism element 100 is separated from the rod 88. The clamping disc upper part 85 is screwed to the winch drum 89. The compression springs 94 are enclosed in supported by pressure bearings spring capsules.

In an incorporated in the winch axis 84, axially longitudinal longitudinal groove of the rod 88 is inserted preferably rectangular cross-section, which carries at its upper end a roller 90 which engages in a in the hollow shaft 96 duri ^¬ fende circumferential groove. At the lower end of the rod 88 carries a hook which is hooked into the hook 108 of the mechanism element 100 until the electronic control gives a current pulse to the mechanism element 100. Then, the mechanical element 100 releases the hook 100 from the rod 88.

The winch drum 89 is then angeho- by the compression springs 94 and the ben between the hollow shaft 96 and winch drum 89 is built ^¬ coupling halves 91 and 92 separated from each other, so that the sheet 45 runs out of the sail caused by the pulling force of the winch drum 89th 19 shows the self-hauling Schotwinsch according to FIG. 16 or FIG. 18 in the situation triggered by the mechanism element 100. The hook 108 of the mechanism element 100 is released from the hook of the rod 88. The attached to rod 88 roller 90 allows in this state, the winch drum 89 under the Influence of the circumferentially arranged compression springs 94 to jump up to the stop against a locking ring 122. As a result, the coupling halves 91 and 92 separate from each other, with the effect described above.

Fig. 20 shows a self-hauling Schotwinsch with two switchable by changing the drive shaft rotation sense Unterset ^¬ tion ratios, for example, about 1: 3 and 1: 7 zwi ^¬ rule drum speed to drive crank speed.

Over an opening in the yacht deck, a bottom plate is mounted, which carries the hollow winch axis 84. Mounted below the deck is the mechanical element 100, with which the clamping of the sheet 45 between the lower and upper clamping plate 85 and 86 is suddenly released, thus averting a risk of kentering. Shafts, axles.- and Drum bearings are not shown.

Arranged in the interior of the hollow winch shaft 84, the drive shaft 93 with teeth for driving the winch drum 89 via a plurality of circumferentially arranged in corresponding recesses planet gears 120 with gear bearings 121 which engage in the internal teeth. The internal toothing is mounted by means of freewheel 99 in the hollow shaft 96. The drive shaft 93 is moved by means of a hand crank or a motor gear drive inserted into a four- or octagonal recess. A splined 123 connects axially ver ^¬ pushed the hollow shaft 96 to the winch drum 89. The Hoh ^¬ le Winschachse 84 carries at its upper end a cover plate on which an ejector is attached, which from the clamping between the fixed to the winch drum 89 clamping disc base 86 and the bolted to the hollow shaft 96 ^¬ th clamping disc upper part 85 led out sheet 45 ab ^¬ tet. Clamping plate lower and upper parts 86 and 85 are in Known manner provided on the mutually facing surfaces with spirally extending blunt clamping edges. The winch drum 89 can only be moved in the direction which the arranged on the base plate, engaging in a ratchet 124 of the winch drum 89 return pawls 128 release on its own axis and in which direction the sheet 45 is wound on the winch drum 89. The direction of rotation of the winch drum 89 is independent of the direction of rotation of the drive shaft 93, the rotational direction of drive shaft 93 determines another transla ^¬ reduction ratio between the drive shaft 93 and winch drum 89th

Inserted in the winch drum 89, multiple distributed in the interior arranged double planet gears 125 with gear bearings 127 engage in an internal toothing, which is inserted by means of freewheel 126 in the winch drum 89. The free ^¬ running directions of the freewheels 99 and 126 are arranged to ^¬ each other so that they move depending on the direction of rotation of the drive shaft 93 either via planet gears 120 with rotation of the drive shaft 93 and small reduction ratio the winch drum 89 and determined by double planetary gears 125, reverse Direction of rotation of the drive shaft 93 with a large reduction ratio to move the winch drum 89, in both cases in the same, released by return pawls 128 direction of rotation.

In an incorporated in the hollow winch axis 84, axially longitudinal longitudinal groove is a rod 88, or more distributed on the circumference between the planetary gears longitudinal grooves and rods 88, preferably rectangular cross-section ^¬ set, at its upper end a roller 90 on a Roller axle carries, which engages in a running within the hollow shaft 96 circumferential groove. Wearing at the bottom the rod 88 a hook which is hooked into the hook 108 of the mechanism element 100 until the electronic control gives a current pulse to the mechanism element 100. Then, the mechanical element 100 releases the hook 108 from the rod 88.

The hollow shaft 96 is then lifted by spring capsules against Druckla ^¬ ger clamped compression springs 94 and screwed onto the hollow shaft 96 terminal upper part 85 of the on

Winch drum 98 fixed clamp lower portion 86 as far as ent ^¬ removed that under the thereby caused widening of the existing between these clamping parts distance removed the clamping of the sheet 45 so that the sheet 45 runs out of the sail caused by the pulling force of the winch drum 89th The path of the rod 88 is limited by retaining ring 122.

Instead of or in addition to the hand crank, an under deck motor drive is often used. If a multistage ^¬ ger or infinitely variable motor drive used enough easier translation.

After averting Kentergefahr the clamping plate upper part 85 is pushed down manually by corresponding recesses of the cover plate, so that the rod 88 again comes into engagement with the hook 108. Then, the sheet 45 may be wound up again and between clamping disc base 86 lower and upper parts 85 a ^¬ be clamped.

Fig. 21 shows the Schotwinsch 80 in the open position of the clamping plate pair 85 and 86. After release by the Me ^¬ chanic element 100 and its hook 108. The sheet is abge ^¬ jumped and therefore caused in this by the electronic control Condition no longer wound up. The components are the same as on page 7 designated ^¬ net. It can be seen that the hook 108 is no longer engaged with the rod 88, the clamping disc upper part 85 has jumped under the action of the Schotzuges or the compression springs 94 in its upper position and the rod 88 has taken along.

Fig. 22 shows a modification of the Schotwinsch shown in Fig. 18 in the closed position of the clutch pair 91 and 92, centered through its center, with reduction ratio approximately 1: 3 between drum speed to drive shaft speed. The difference between this exemplary embodiment and the example according to FIG. 18 is the arrangement of the coupling halves 91 and 92, which does not detach the winch drum 89 from the hollow shaft 96, but only the pair of clamping disks 85 and 86 which are combined to form a unit encloses a clamping ^¬ groove. The hollow shaft 96 carries the coupling half 91 and is arranged by the roller 90 after the release of the hook 108 under the action of a pressure bearing

Compressed springs 94 lifted and thus coupling half 91 of coupling half 92 separated.

Fig. 23 shows the raised position of the Darge ^¬ presented in Fig. 22, clamping groove formed by clamping disk upper part 85 and Klemmscheibenun- terteil 86, from which the sheet is ausgelau ^¬ fen. The coupling halves 91 and 92 are separated from each other, the compression springs 94 extended accordingly. By manual pressure through recesses of the cover plate on the clamping disc upper part 85, the coupling halves 91 and 92 are pushed together again and the rod 88 is brought back into engagement with the hook 108.

The advantage of this embodiment over the embodiment of FIGS. 18 and 19 is that the coupling halves 91 and 92 here do not have to keep the tension of the attached to the sail sheet, only the reduced law ^¬ te according to the belt friction force. Fig. 24 shows a modification of the Schotwinsch shown in Fig. 20 in the closed position of the clutch pair 91 and 92, centered through its center, with reduction ratio approx. 1: 3 and 1: 7 between drum speed to Antriebswel ^¬ len speed in an operating situation. The difference of this embodiment to Ausführungsbei ^¬ game of FIG. 18 is the arrangement of the coupling halves 91 and 92, here the winch drum 89 of the Klemmschei ^¬ benpaar 85, 86 carrying hollow shaft 96 dissolves by the coupling ^¬ halves halves 91, 92 by pushing up the hollow shaft 96 is separated.

Fig. 25 shows the same embodiment as Fig. 24, in the situation triggered by the mechanism element 100 situation. Fig. 26 shows a half-section centrally through the center of a self-hauling Schotwinsch 80 with two switchable by changing the drive shaft rotation sense reduction ratios, for example, about 1: 3 and 1: 7, between drum speed and drive crank speed in one in operation situation.

In a longitudinal groove in the longitudinal hollow shaft 84 longitudinally incorporated rods 88 of preferably rectangular Quer ^{¬ section} are used, which are summarized at its upper end in a ring 129 in which at least one roller 90 is inserted by means of roller axis, in the inside in a hollow shaft 96 provided, circumferential groove engages. The ^hook 108 and the end of the rod 88 are here in another Embodiment designed differently from the previous solutions.

FIG. 27 shows the same embodiment as FIG. 26 in the situation triggered by the mechanism element 100.

Fig. 28 shows a horizontally extending cross section through a double planetary gear 125, as in the Ausführungsbei ^¬ play according to FIG. 20/21, Fig. 24/25 and Fig. 26/27 uses.

Fig. 29 shows a horizontal cross section through a single-stage planetary gear 120 according to all exporting ^¬ approximately embodiments according to FIGS. 18 to 27.

Fig. 30 shows a winch 70 and 80 in addition to-grow folding clamp 130. This is mounted on deck by means of buildin ^¬ actuating elements. Combined in one structural unit are both the hinged clamp 130 and a base 131 hingedly connected thereto. By means of a latching element 132, the hinged clamp 130 can be locked to the base 131 in its folded-on state. The hinge clamp 130 has a clamp ^¬ gap 134, which is provided to improve the adhesion to a clamped sheet 45 with helical grooves. The free end of the sheet 45 is loose to occupy.

By releasing a mechanism element 100, a counteracting means 133 of the latching element 132, for example a hook 108, is brought out of engagement, whereby due to the train caused by one of the sheets 45, the folding clamp 130 is pivoted into an unfolded state due to the angular position, the clamped sheet 45 from the nip 134 dissolves. FIG. 31 shows the folding clamp 130 according to FIG. 30 in a frontal view, in which in particular the clamping gap 134 can be seen. FIG. 32 shows a further embodiment of the mechanical element 100, which manages without the gas pressure of a CC> 2 cartridge. From a current pulse triggered by the microprocessor control 66 to a solenoid coil 107, a soft iron core 109 is thrown against a piston 113 against the low resistance of a spiral spring 110. This then shoots against also slight resistance of a Spi ^¬ cal spring 114 against a collar 117 of a restrained by a weak coil spring 118 plunger 116, whereby a connected thereto hook 108 is retracted and a rod 88 and a latching element 132 is released.

E N G L I S H E S T E

10 water surface

 11 reason

 12 gravity

 13 buoyancy

 14 wind

 15 direction of movement

 20 Lee hull

 21 Luv hull

 22 front cross member

 23 rear cross member

 25 flood chamber

 30 mast

 31 masthead

 32 saling

 35 buoyancy bodies

 36 articulated connection

 37 days

 41 outdoor day

 42 outdoor day

 45 sheet

 46 Holepunkt

 47 Want top

 48 Want Lanyard

 49 shrouds

 50 mast adjustment device

 51 spill gear

 52 pulley

 53 clamping hydraulics

 54 spring element

 55 buffer member

56 force element 57 tension carriage

 58 pulley

 59 push bar

 60 pump

 61 flood valve

 62 bailer

 63 Valve control block

 64 Ventilation line

66 microprocessor control

70 sheet winch

 71 sheet clamp

 72 trigger element

 73 joint

 74 bracket

 80 self-loading Schotwinsch

81 drive motor

 84 Winch axis

 85 clamping disc upper part

86 clamping disc lower part

87 winch

 88 staff

 89 I'm sorry

 90 roll

 91 coupling half

 92 coupling half

 93 drive shaft

 94 compression spring

 95 bearings

 96 hollow shaft

 97 bearings

 98 bearings

 99 freewheel

 100 mechanic element

101 CC> 2 cartridge 102 valve

 103 tip

 104 chamber

 105 second chamber

 106 third chamber

 107 solenoid coil winding

108 hooks

 109 soft iron core

 110 coil spring

 111 front wall

 112 bore

 113 pistons

 114 coil spring

 115 front wall

 116 pestles

 117 fret

 118 spiral spring

 120 planetary gear

 121 gear bearing

 122 circlip

123 Vielkeil narration

124 ratchet teeth

 125 double planetary gear

126 freewheel

 127 gear bearing

 128 return pawl

129 ring

 130 folding clamp

 131 socket

 132 locking element

 133 counter-locking devices

134 nip

Claims

 P A T E N T A N S P R E C H E

Mast adjustment device for sailing yachts, in particular for multihull yachts, comprising a mast (30) which is pivotable about an articulated connection (36) and whose mast top (31) is balanced on both sides by means of preferably connected or merging outer mounts (41, 42); wherein a Au ^¬ ßenstagen (41, 42), at a mast slope excess lengths of the outer days (41, 42) compensating, clamping hydraulics (53) and at least one spill are zugeord ^¬ net, by the rotation thereof by means of a zugehö ^¬ spill drive under each Maintaining a tension on the outside day (41) of one side decreases and at the same time the outside day (42) of the other side is brought close.

Mastverstelleinrichtung according to claim 1, characterized in that the clamping hydraulic system (53) is a disengageable force element (56) to power the outer days (41, 42), wherein the force element (56) is connected to a ^¬ hand, with a movable clamping slide (57), over which the outer days (41, 42) are guided.

Mastverstelleinrichtung according to claim 2, characterized in that an engagement and disengagement of the Kraftele ^¬ member (57) by means of a microprocessor control (66) is controllable, wherein the microprocessor control (66) receives input signals from acceleration and Neigungssenso ^¬ ren.

4. mast adjustment device according to one of claims 2 or 3, characterized in that the force element (57) additional buffer elements (55) and / or a Fe ^¬ derelement (54) are assigned.

5. mast adjustment device according to one of claims 2 to 4, characterized in that on the clamping slide (57) a deflection roller (52) is arranged, over which the outer days (41, 42) are guided.

6. Mastverstelleinrichtung according to one of claims 2 to 4, characterized in that the spill on the

Clamping slide (57) is arranged and in this case preference ^¬, simultaneously as a deflection roller is used.

7. Schotwinsch with a winch drum (89) and a clamping means for clamping a wound on the winch drum (89) sheet (45), wherein the clamping means can be brought into a releasing the clamping release position due to a triggering event.

8. Schotwinsch according to claim 7, characterized in that the clamping means in the Schotwinsch (70) hinged Schotklemme (71) or folding ^¬ terminal (130), which is held by a triggering element in a clamping position, wherein by actuation of the Triggering element due to the triggering Er ^¬ event the trigger element, the sheet clamp (71) or clip (130) releases and this works due to a tensile force on the sheet (45) in the release position on ^¬ .

9. Schotwinsch according to claim 7, characterized in that the clamping means one of a, preferably with the winch drum (89) connected clamping disc lower part (86) and one of the clamping disc lower part (86) slidably mounted in the axial direction clamping disc upper part (85) existing clamping disc, the clamping disc upper part (85) with respect to the clamping ^{disc ¬ lower part} (86) against the force of a compression spring (94) in a clamping position by means of a latching element (132) can be latched and in the case of the triggering event, the latching element (132) by means of the triggering element out of engagement of a counter-latching means (133) can be brought.

10. Schotwinsch according to claim 9, characterized in that the winch drum (89) is associated with a concentric Hohlwel- le (96), which by means of one of two

Clutch halves (91, 92) are detachably connected, wherein in the course of the displacement of the clamping disc upper part (85) due to the triggering event away from the clamping disc lower part (86), the two coupling halves (91, 92) can be brought out of mutual engagement.

11. Schotwinsch according to one of claims 9 or 10, since ^¬ characterized in that the latching element with the winch drum (89) or possibly the hollow shaft (96) verbun ^¬ dener rod (88), which at a free end with a Counter-latching means (132, 108) can be brought into engagement. 12. Schotwinsch according to one of claims 7 to 11, characterized in that it is the triggering element to a mechanical element (100), this comprising a in a cylindrical chamber (104) längsverschieblich arranged piston (113), which across from a resiliently mounted baffle surface is resiliently mounted, wherein the baffle surface with the counter-locking means (133, 108) is connected such that in case of displacement of the piston (113) against the baffle surface, the counter-locking means (133, 108) disengaged the latching element (88) device.

Schotwinsch according to claim 12, characterized in that the piston (113) by the impact of a resiliently mounted against this soft iron core (109) is displaceable, wherein the soft iron core (109) by means of a surrounding magnetic coil winding (107) in one of the piston (113 ) is displaceable to directed movement.

Schotwinsch according to claim 12, characterized in that the piston (113) is displaceable by a gas pressure, which by means of an electromagnetic valve (102) on the rear in the direction of displacement of the piston (113) side thereof can be applied.

Schotwinsch according to one of claims 7 to 15, characterized in that it is the triggering event ^¬ nis a trigger signal of the microprocessor control or a manually triggered signal, for example by means of a cable or Bowden cable or by a switch or button, the latter either is attached to an easily accessible location of the single- or multi-hull yacht or crew members 'clothing, or is given automatically by diminishing the reception power of a radio transmitter attached to the crew members' clothing. Safety system for a multi-hull boat comprising ei ^¬ ne Mastverstelleinrichtung (50) according to one of the preceding claims 1 to 6 and each comprising at least egg ^¬ ne flood chamber (25) in at least each outer hull (20, 21), wherein the flood chambers (25) using Pumps (60) and / or valves (61, 62) are floodable and lenzbar and in at least one mast stop (31) a fes ^¬ ter or inflatable buoyancy body (35) is arranged.

Safety system according to claim 16, characterized in that additional buoyancy bodies in the hulls (20, 21), preferably in each case in front and aft, are arranged, wherein these are preferably formed from selbsttä ^{¬ term} inflatable air cushion or foam-filled with closed-cell foam cavities.

Security system according to claim 16, characterized in that the flood chambers (25) with high resist ^¬ was capable, flexible materials, preferably Kevlar, are lined.

A method for preventing the capsize of a multi-hull boat with winches (70, 80) according to one of claims 7 to 15, wherein by means of a ^{microprocessor-¬} sorsteuerung (66) associated tilt and Accelerat ^¬ nigungssensoren exceeding a maximum Kippbeschleunigung or a boundary skew detek- advantage is whereupon the microprocessor control (66) sends a trigger signal to the trigger member, whereupon ^¬ towards this the winches (70, 80) displaced into a release ^¬ position in which the sheets (45) from the winches (70,80) ausrauschen.

20. The method according to claim 19, characterized in that the multihull yacht has a mast (30) arranged amidships with a mast adjustment device (50) according to one of claims 1 to 6, wherein in case of even further reinforcement of the inclination and / or

Kippbeschleunigung now by means of Mastverstelleinrichtung (50) by, preferably complete, Einrü ^¬ bridges of the force element (56) a lowering of the voltage of the outer days (41, 42) is made.

21. A method for erecting a Mehrrumpfyacht after capsizing, wherein the Mehrrumpfyacht at least one lee- hull (20) and at least one windward hull (21), and a midships arranged mast (30) with a mast adjustment device (50) according to one of the claims

1 to 6 and a masttopp (31) arranged on ^¬ drive body (35) comprising the steps ei ^¬ nes pivoting of the mast (30) in an inclination in the direction of the Lee hull (20) by means of Mastver- adjusting device (50 ), whereby the standing after the capsizing in the air Luv hull (21) over the Lee hull (20) is pushed away until the windward hull (21) again touches the water surface (10). 22. The method according to claim 21, characterized in that then the mast (30) by means of Mastver ^¬ adjusting device (50) is brought back into its vertical Stel ^¬ ment. 23. The method according to any one of claims 21 or 22, characterized in that prior to or during a Mastver ^¬ position water in a flood chamber (25) of the standing in the air Luv-hull (21) is pumped, which after touching the water surface ( 10) through the windward Hull (21), preferably after a re-erection of the mast (30) by means of Mastverstelleinrichtung (50), is pumped out of the flood chamber (25).

A method according to any one of claims 21 to 23, characterized in that in the event of pegging in advance in a first step of the mast (30) by means of Mastverstelleinrichtung (50) first in the direction of the original Luv hull (21) is inclined until the mast due to the buoyancy acting on the buoyancy body (35) enters the area of the water surface (10), and the mast (30) is then inclined for ^{further ¬} ere direction in the direction of the original leeward hull (20).

A method according to claim 24, characterized in that in the case of a need for inflatable on ^¬ driving body this is inflated after tilting the mast (30) in the direction of the original Luv hull (21).

A method according to any one of claims 24 or 25, characterized in that at least one flood chamber (25) located in the original Lee hull (20) is flooded in the closed-off state and regained after floating of the buoyant body (35).

Using the Mastverstelleinrichtung (50) according to any one of claims 1 to 6 for increasing the Segelge ^¬ speed of a multi-hull boat by such at an inclined position of the multi-hull boat, that the windward hull (21) the surface (10) no longer be ^¬ stirred, the Mast using the mast adjustment (50) in an otherwise constant inclined position of the hulls (20, 21) is moved back ^¬ in a vertical position.

Use according to claim 27, characterized in that the microprocessor control (66) realizes a position control for a consistently vertical position of the mast (30).

Use according to one of claims 27 or 28, characterized in that the windward hull (21) or possibly arranged therein flood chambers (25) are flooded on longer beats as a counterweight and when direction ^¬ change, if necessary, be regulated.