WO2011110169A2 - Procédé et dispositif de prévention contre le chavirement et de redressement après chavirement, en particulier de yachts multicoques - Google Patents

Procédé et dispositif de prévention contre le chavirement et de redressement après chavirement, en particulier de yachts multicoques Download PDF

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Publication number
WO2011110169A2
WO2011110169A2 PCT/DE2011/075012 DE2011075012W WO2011110169A2 WO 2011110169 A2 WO2011110169 A2 WO 2011110169A2 DE 2011075012 W DE2011075012 W DE 2011075012W WO 2011110169 A2 WO2011110169 A2 WO 2011110169A2
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WO
WIPO (PCT)
Prior art keywords
mast
hull
clamping
schotwinsch
capsizing
Prior art date
Application number
PCT/DE2011/075012
Other languages
German (de)
English (en)
Other versions
WO2011110169A3 (fr
WO2011110169A4 (fr
Inventor
Christian Hestermann
Original Assignee
Christian Hestermann
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE201010010877 external-priority patent/DE102010010877A1/de
Priority claimed from DE102010049717A external-priority patent/DE102010049717A1/de
Application filed by Christian Hestermann filed Critical Christian Hestermann
Priority to DE112011100829T priority Critical patent/DE112011100829A5/de
Publication of WO2011110169A2 publication Critical patent/WO2011110169A2/fr
Publication of WO2011110169A3 publication Critical patent/WO2011110169A3/fr
Publication of WO2011110169A4 publication Critical patent/WO2011110169A4/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B15/02—Staying of masts or of other superstructures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
    • B63C7/003—Righting capsized vessels, e.g. sailing vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/08—Connections of sails to masts, spars, or the like
    • B63H9/10—Running rigging, e.g. reefing equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/005—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull
    • B63B2015/0058—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull comprising active mast inclination means

Definitions

  • 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 Mastverstell adopted for situational, temporary reduction of Want- and stator voltages.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • Mastverstelleinrich- device according to claim 1
  • a Schotwinsch according to claim 7
  • a safety system according to claim 16
  • a method for erecting a capsized multi-hull yacht according to claim 21 and a use
  • the Mastverstell- device according to claim 27.
  • the exterior hull at the moment of capsizing in the windward luff is called the windward hull
  • 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.
  • 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.
  • 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.
  • the device claimed for this purpose can also be used to increase the speed of sailing multi-hull yachts.
  • 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.
  • 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.
  • the Schotklemm- mechanism 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.
  • creak bollard a backstop rope drum, usually provided with blunt-ended casserole and of acute-tapered shape, often with ribbed drum surface.
  • a backstop rope drum usually provided with blunt-ended casserole and of acute-tapered shape, often with ribbed drum surface.
  • 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
  • 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.
  • 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.
  • the release device 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.
  • 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.
  • 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
  • the core 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the crew member for example, faint outside ⁇ bords, so even without the engagement given the trigger signal simply by enlarging distance.
  • 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.
  • 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 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 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.
  • both the accumulator filling the hydraulic accumulator and the spill ⁇ gear and the solenoid valves are each equipped with Handsbetuschi ⁇ tion to operate in case of power failure, the system by hand can.
  • 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.
  • 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.
  • the angular position of the mast to at least two hulls (catamaran) or three hulls (Trimaran) and the fuselage connecting bridges including any Ka üt awardedten 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the device according to the invention which is designed symmetrically such that both core directions or directions of travel are covered.
  • 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.
  • Said adjusting gear is preferably carried out similar to the known motorized or manually operated anchor winches.
  • the device includes a likewise for both
  • 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 curse and could be due to the Kente ⁇ tion partially fill, which is not always guaranteed that they completely empty themselves again through appropriate openings.
  • 1 is a capsized multi-hull yacht in a frontal cross-sectional view
  • FIG. 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,
  • FIG. 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 Mastverstell sexual of FIG. 10 is a schematic front Alan Looks, a further modification of Mastverstell ⁇ device according to FIG.
  • FIG. 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
  • FIG. 21 shows the Schotwinsch shown in Fig. 20 in a disengaged position in a side half-section
  • FIG. 23 shows the Schotwinsch shown in Fig. 22 in a disengaged position in a side half-section
  • FIG. 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
  • FIG. 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.
  • 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.
  • 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.
  • the 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.
  • the mast 30 is directed upward again.
  • the disadvantages of this method are the requirement of a sufficient water depth and the fact that any Ka üt awardedten 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.
  • 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.
  • 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.
  • the lateral inclination of the mast 30 is adjusted so far by manual, or by means of a triggered by sensors Mastverstell sensible 50, which will be explained in more detail later, that the windward hull 21 on the still floating Lee hull 20th swinging away.
  • the moment thus produced is sufficient for erection .
  • the flooding of the flood chambers installed in the windward hull 21 can completely bring about erection.
  • 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.
  • 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.
  • 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.
  • the mast adjustment device 50 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.
  • 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 ⁇ tilberichtblock 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 Holeddling 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.
  • FIG. 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 furnished ⁇ 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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
  • 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.
  • 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.
  • a soft iron core 109 is slidably disposed, which is pressed by a spiral ⁇ spring 110 against an end wall 111.
  • a suitable valve opening for opening the valve 102 is attached.
  • the second chamber is connected to a third, cylindrical chamber 106.
  • a slidingly movable piston 113 is arranged in this third chamber. 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.
  • 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.
  • the solenoid coil 107 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
  • 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.
  • a base plate Over an opening in the yacht deck, a base plate is mounted, which carries the hollow winch axis 84.
  • the mechanical element 100 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.
  • the drive shaft 93 Arranged on bearing 95 in the interior of the winch axis 84, the drive shaft 93 with teeth for driving the winch drum 89.
  • 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.
  • 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.
  • 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.
  • 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.
  • a bottom plate is mounted, which carries the hollow winch axis 84.
  • the mechanical element 100 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.
  • the drive shaft 93 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
  • 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.
  • an under deck motor drive is often used. If a multistage ⁇ ger or infinitely variable motor drive used enough easier translation.
  • 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 till ⁇ 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
  • Fig. 23 shows the raised position of the Darge ⁇ presented in Fig. 22, clamping groove formed by clamping disk upper part 85 and Klemmusionnun- terteil 86, from which the sheet is initiallylau ⁇ fen.
  • the coupling halves 91 and 92 are separated from each other, the compression springs 94 extended accordingly.
  • the coupling halves 91 and 92 are pushed together again and the rod 88 is brought back into engagement with the hook 108.
  • 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.
  • 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.
  • 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 thewhosbei ⁇ 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)
  • Toys (AREA)
  • Catching Or Destruction (AREA)

Abstract

Les yachts multicoques qui ont chaviré, en particulier ceux qui présentent des dimensions importantes, ne peuvent pratiquement pas être redressés par l'équipage seul, sans aide extérieure. Les méthodes déjà utilisées pour ce faire nécessitent de surcroît une profondeur d'eau relativement importante qui ne caractérise pas les eaux peu profondes que parcourent, de préférence, les yachts multicoques. La présente invention a pour but d'instaurer des mesures de sécurité pour éviter le chavirement ainsi que de permettre le redressement des yachts multicoques chavirés, ceci même dans des eaux peu profondes. A cet effet, un mât pouvant pivoter latéralement et des treuils de cordage à ouverture automatique peuvent, selon l'invention, être utilisés de façon combinée, en tant que procédé de prévention contre le chavirement et en tant que procédé de redressement des yachts multicoques qui ont chaviré.
PCT/DE2011/075012 2010-03-10 2011-01-25 Procédé et dispositif de prévention contre le chavirement et de redressement après chavirement, en particulier de yachts multicoques WO2011110169A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112011100829T DE112011100829A5 (de) 2010-03-10 2011-01-25 Verfahren und Vorrichtung zur Kentersicherung und zur Aufrichtung nach Kentern, insbesondere für Mehrrumpfyachten

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE201010010877 DE102010010877A1 (de) 2010-03-10 2010-03-10 Verfahren und Vorrichtung für Mehrrumpf-Segelyachten
DE102010010877.4 2010-03-10
DE102010049717.7 2010-10-26
DE102010049717A DE102010049717A1 (de) 2010-10-26 2010-10-26 Verfahren und Vorrichtung zum Schutz von Segelyachten vor Riggschäden

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WO2011110169A2 true WO2011110169A2 (fr) 2011-09-15
WO2011110169A3 WO2011110169A3 (fr) 2012-01-19
WO2011110169A4 WO2011110169A4 (fr) 2012-03-15

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CN107128457A (zh) * 2017-03-21 2017-09-05 朱德金 一种方便拆卸的桅灯

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FR2332224A1 (fr) * 1975-11-21 1977-06-17 Aubert J Dispositif de halage, d'amarrage et de freinage
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IT1217147B (it) * 1987-03-27 1990-03-14 Barberis Michele Dispositivo atto ad evitare il ribaltamento di catamarani
FR2762285B1 (fr) * 1997-04-17 1999-06-25 Rene Montoro Dispositif anti-naufrage par effet de flotteurs et de ballons gonflables ou a expansion
ITTO20010910A1 (it) * 2001-09-25 2001-12-25 Pietro Immordino Regolatore di sbandamento per imbarcazioni a vela.
GB0301816D0 (en) * 2003-01-25 2003-02-26 Lewmar Ltd Winch mounting method and member
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104015908A (zh) * 2014-06-17 2014-09-03 智慧城市系统服务（中国）有限公司 一种风帆绳索的保护与控制机构
CN107128457A (zh) * 2017-03-21 2017-09-05 朱德金 一种方便拆卸的桅灯

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WO2011110169A3 (fr) 2012-01-19
WO2011110169A4 (fr) 2012-03-15

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