WO2016038264A1

WO2016038264A1 - Rigging for propelling a vehicle and vehicle comprising such riggging

Info

Publication number: WO2016038264A1
Application number: PCT/FR2015/052190
Authority: WO
Inventors: Paul-Henri DECAMP
Original assignee: Decamp Paul-Henri
Priority date: 2014-09-10
Filing date: 2015-08-10
Publication date: 2016-03-17
Also published as: FR3025489A1

Abstract

The invention relates to rigging (2) for propelling a vehicle, comprising a mast (6) mounted such that it can rotate in relation to a deck (4) of the vehicle, and a bracing system for maintaining the rigging on the vehicle. The bracing system comprises: a side track (9) extending on the deck along the longitudinal axis of the vehicle; and at least one shroud (10) secured to the mast and to a carriage (11) that travels along the side track by means of a sliding joint, said bracing system also comprising a winch (12) which can move in relation to the deck and on which the shroud is wound such as to maintain a given tension in the shroud depending on the position of the carriage on the track on which it travels.

Description

RIGGING FOR PROPULSION OF A VEHICLE AND VEHICLE COMPRISING SUCH RIGGING

The invention relates to the propulsion of vehicles and more particularly to the propulsion of vehicles, including ships. One of the first sources of propulsion for ships was the use of sailing forces. The sails work in two ways, either in unhooked flow, ie by directing the sail perpendicular to the direction of the wind, or in flow attached, ie in a direction substantially parallel to the wind direction, creating thus a lift force able to move the ship.

Vessel propulsion systems vessels are generally called rigs, these rigs comprising a mast placed or planted and sometimes pivoting on a deck of a ship and a structure adapted to receive the forces of wind, such as a fabric for a flexible sail-type rig or a rigid panel for rigid wing type rigging.

The majority of rigs (those of the wing type but especially those of the sail type) require a rigging system to ensure the rigging on the ship but also to distribute the forces applied by the wind on the rigging, at different points of the ship, so as to avoid the concentration of constraints at the junction between the bridge and the rigging (in the mast), or to lower the center of gravity of the rig and reduce the weight of the latter and therefore its cost.

For the majority of ships using the propulsion vane, the shrouds of the guying system are attached to fixed sets, these sets are set at specific points on the deck, usually near reinforcements of the ship structure.

This configuration allows a good distribution of forces due to the wind on the entire structure of the ship, however, this configuration is not without drawbacks. Indeed, the setting of the cadenae delimits an angular range of rotation of the sail or the wing and therefore a limitation in the use of the sailing forces.

A solution to these drawbacks is provided in the patent FR 2,382,370 (PADOVANI) which has a vehicle powered by rigid planes, the vehicle having a circular rail on which move carriages serving as support points for stays of the rigid planes, the rigid planes being mounted on carriages also circulating on the circular rail.

If this solution allows the rigid planes to rotate 360 °, and ensures a good distribution of efforts on the ship, it remains no less restrictive.

First, the mobility of rigid planes along a circular path has a major drawback in the stability of the ship. Indeed, to give good stability to monohull type vessels, it is necessary to center the masses of the ship. Thus, if the rigid plane is on an edge of the ship, it generates a weight making the ship run. As a result, a force exerted by the wind on the rigid plane can cause a large torque to capsize the ship. However, this risk is limited in the case of catamaran or trimaran type vessels, for which the flotation surface is separated into several surfaces spaced apart from one another, which increases its stability.

Secondly, for a monohull ship, the circular shape of the rail involves a maximum diameter at most equal to the maximum width of the bridge. As a result, the force recovery surface is limited to half the width of the bridge and the recovery of forces is not optimized.

Third, the circular shape of the rail involves:

the rails are mounted on a flat structure above the deck, which implies a space requirement and, consequently, a loss of circulation space for the passengers, or

- that the deck of the ship is flat, which prevents the water on the deck from falling back to the sea, weighs down the ship, and can create a hull effect harmful to the stability of the ship.

Finally, the rigid planes being fixed, it is not possible for the captain of the ship, his crew or his crew, adjust the tension of the shrouds and / or increase or decrease the number points of recovery efforts on the same side of the ship depending on the position of the rigid plane.

The main purpose of the invention is to meet the disadvantages of the prior art. For this, a first objective is to propose a rig having a guying system allowing a good recovery, by the bridge, efforts applied on the rig.

A second objective is to provide a rig having a rigging system ensuring greater rotation of the rig, up to 360 °.

A third objective is to propose a rig having a guying system does not hinder the passengers during their movements on the deck of the ship.

A fourth objective is to propose a rig with a configurable guying system depending on the different directions of wind direction.

A fifth objective is to provide a rig with a guying system easy to use and maintenance.

For this purpose, it is proposed in the first place a propulsion rig of a vehicle, comprising a mast, rotatably mounted relative to a vehicle deck, and a guying system ensuring the maintenance of the rigging on the vehicle , the guying system comprising a lateral track extending on the bridge along the longitudinal axis of the vehicle, and at least one stay attached to the mast on the one hand and on a carriage running on the side track by sliding connection, d on the other hand, wherein the guying system comprises a winch movable with respect to the bridge, on which the stay winds up so as to maintain a determined tension of the stay as a function of the position of the carriage on the track on which it runs.

The guying system allows to rotate the mast so that the rig adapts to the wind direction, while ensuring mast hold on the vehicle deck so as to limit the torque at the junction between the mast and the bridge.

[0020] Various additional features may be provided, alone or in combination:

the guying system comprises a second lateral track, a front track and a rear track connecting the lateral tracks, the lateral tracks being separated from each other by the mast of the rigging, the winch being secured to the carriage;

- the guying system consists of at least two stays and a forestay attached to a cadenae permanently attached to the bridge; each guy is attached to the mast by means of a ball joint with the mast or an annular ring pivotally mounted on the mast or a cap placed at the top of the mast;

the tracks follow the sheeting and the movement of the deck so as to minimize their bulk on the deck;

- The slide connection comprises a male portion formed by a rail integral with the bridge and a female portion formed by a groove formed on the carriage;

- The slide connection comprises a female portion formed by a slot in the bridge and a male portion formed by a pin projecting from the carriage, the pin being housed in the female part;

the rig includes a flexible sail;

- The rig includes a rigid wing.

It is proposed second a vehicle, including a ship, equipped with a rig as previously described.

Other features and advantages of the invention will appear more clearly and in a concrete manner on reading the following description of embodiments, which is made with reference to the accompanying drawings in which:

FIG. 1 is a perspective view from above of a ship comprising a rigging according to a first embodiment, this figure comprising a detail medallion on an enlarged scale; FIG. 2 is a perspective view from above of a capstan of a rigging system of the rigging;

Figure 3 is a perspective view from above of a fixing means of a stay on a mast of the rigging;

Figure 4 is a schematic top view of the rig showing the rig in two different positions;

Figure 5 is a perspective view from above of a ship comprising a rigging according to a second embodiment.

In Figure 1 is shown a vehicle, more particularly a ship 1, equipped with a rigging 2 allowing the setting in motion of the vessel 1 by the sailing forces.

As seen in the figures, the vessel 1 comprises a hull 3 and a deck 4 closing the hull 3. Preferably, and as this is admitted, the shell 3 has a longitudinal plane of symmetry on which can be drawn a line of faith, visible in Figures 1, 4 and 5, this line of faith materializes the longitudinal axis of the ship 1.

The rigging 2 comprises a mast 6 rotatably mounted relative to the deck 4 of the ship 1 around its own longitudinal axis, a guying system and, according to a first embodiment shown in Figures 1 and 4, a sail 7 or, according to a second embodiment shown in Figure 5, a rigid flange 8.

The guying system maintains the rigging 2 on the ship 1 and allows, in addition, to distribute the forces, induced by the wind on the mast 6, on the ship structure 1 and not only at the junction between the mast 6 and the bridge 4.

As schematically shown in Figures 1, 4 and 5 and more specifically in Figures 2 and 3, the guying system comprises at least one side track 9 extending on the bridge 4 along the axis longitudinal of the ship 1, at least one stay 10 fixed on the mast 6 on the one hand and on a carriage 11 flowing on the side track 9 by sliding connection on the other hand, and a winch 12.

According to the embodiment shown in the figures, the winch 12 is a capstan, that is to say a winder substantially vertical axis. Also, in the rest of this description we will talk about capstan 12.

Advantageously, the ship 1 comprises two lateral tracks 9 extending on the bridge 4 along the longitudinal axis of the ship 1, these two lateral tracks 9 being separated from each other by the mast 6 of the rigging 2 .

As seen in Figures 1, 4 and 5, the guying system also comprises a track 13 before and a rear track 14 connecting the tracks 9 side, the track 13 before and the rear track 14 being represented on the Figure 4 by dashed lines.

The track 13 before and the track 14 back allow, as will be explained below, a 360 ° rotation of the rigging 2.

However, for technical and / or commercial reasons, the rotation of the rigging 2 may be limited to an angular deflection defined then not requiring the use or insertion of the track 13 before and / or the track 14 rear.

According to the embodiment illustrated in the figures, and particularly visible in Figure 2, the slide connection comprises a male portion, defining the tracks 9, 13, 14, formed by a rail 15 secured to the bridge 4 and a part female formed by a groove 16 formed on the carriage 11.

In a variant not shown in the figures, the slide connection comprises a female portion, defining the tracks 9, 13, 14, formed by a slot in the bridge 4 and a male portion formed by a pin protruding from the carriage 11, this piece coming to lodge in the female part.

Advantageously, the tracks 9, 13, 14 follow the sheeting and the movement of the bridge 4, the sheer being defined as the curvature of the bridge 4 along a longitudinal plane of the ship 1 and the movement being defined as the curvature of the bridge 4 in a transverse plane of the ship 1.

Referring to Figure 2, the carriage 11 comprises a platform 17 including the groove 16 in which is received the rail 15 forming the tracks 9, 13, 14. According to the variant not shown, the carriage 11 still comprises the platform 17 but has the protruding pin in place of the groove 16 to ensure the sliding connection between the tracks 9, 13, 14 and the carriage 11.

In addition, the carriage 11 is surmounted by the capstan 12 on which the stay 10 winds so as to maintain a determined tension of the stay 10 according to the position of the carriage 11 on the track 9, 13, 14 on which it circulates.

The capstan 12, particularly visible in Figure 2, may be vertical axis, as shown in the figures, horizontal or oblique. As seen in the figures, the capstan 12 comprises a plate 18 resting on the platform 17, a shoulder 19 parallel to the plate 18 and spaced therefrom by a cylinder around which the shroud 10 is wound. The capstan 12 is movable in rotation relative to the platform 17 of the carriage 11 about an axis A, this axis A being an axis of revolution of the capstan 12.

Advantageously and according to the embodiment in which the rigging 2 is limited in rotation, the guying system comprises at least two shrouds 10 and a strut 20. The shrouds 10 are fixed to the mast 6 and are wound, each on the capstan 12 of a separate carriage 11, and the strut 20 is fixed to the mast 6 and a frame 21 permanently fixed on the deck 4 of the ship.

However, according to the embodiment in which the rigging 2 can rotate 360 °, the stay 20 engages on a carriage 11 as is the case for the stays 10. In this configuration, the stay 20 is then mobile according to the position in which the rigging 2 is located.

In the case of a rigging 2 comprising a rigid flange 8, the strut 20 is replaced by a stay 10 connected to a carriage 11 movable. Indeed, a rigid wing 8 has a better mechanical strength thanks to its structure and its geometry. Thus, the strut 20 allowing recovery on the bow of the ship, is not mandatory and can be replaced by a stay 10 ensuring a different distribution of efforts on the structure of the ship 1.

The fixing of the stays 10 or the strut 20 on the mast 6 is achieved by means of a ball (not shown in the figures) or an annular ring 22, shown in Figure 3, surrounding the mast 6 This annular ring 22 comprises a ring 23 to which the stay 10 or strut 20 is tied, and is housed in a groove (not visible in the drawings) and can rotate 360 ° about the longitudinal axis of the mast 6 .

Thus, when the rigging 2 pivots, especially in the case of a forestay 20 fixed on a frame 21 fixed relative to the bridge 4, the attachment point of the strut 20 on the mast 6 varies on the mast 6 while keeping a constant length of the stay 20.

The ball joints are then generally used for the stays 10 connected to a mobile carriage 11, so that the ball may allow a slight rotation of the rigging 2 without inducing an increase in tension in the stay 10. This set of rotation can thus allow a security in the use of rigging 2 in case of heavy weather or gusts of wind coming from different directions.

Advantageously, the carriages 11 and the capstans 12 are controlled by the commander of the ship 1 from a single control station (not shown) and are equipped with sensors for measuring the voltage in the stays 10 or in the strut 20 so as to be able to inform the commander, by an audible and / or visual alert, of a possible surge. So the commander can lower the sail 7 flexible or fold the rigid wing 8 to prevent any risk of breakage rigging 2 or any risk of capsizing the vessel 1.

Another configuration, particularly for the purpose of sporting use of a ship 1, puts forward a manual control of the carriages 11 and capstans 12 by team members.

According to one embodiment not shown in the figures, the capstan 12 may be replaced by a winch or any other mechanism for winding a stay, the winch or the winding mechanism being provided with a system safety device to block or unblock the stay in case of failure to maintain the tension of the stay or on the contrary reduce the tension of the stay.

In use, a rig 2, as described, and its guying system, can adapt to the different directions of the wind so as to provide an optimal vane propulsion performance. Thus, when the rigging 2 pivots to adapt to the orientation of the wind, the mobile carriages 11 move along the tracks 9, 13, 14 so as to allow a good recovery of the forces exerted on the mast 6 but also a good distribution of these efforts on the structure of the ship 1.

As shown in Figure 4, there are two positions of a rigging 2 and its guying system comprising four carriages 11, a first position being shown in solid lines and a second position being shown in phantom. It can then be observed that, for the first position, on each side of the ship's line of faith, a first carriage 11 is positioned upstream of the mast 6 and a second carriage 11 is positioned downstream of the mast 6. On the other hand, for the second position, on each side of the ship's line of faith, the carriages 11 are both either downstream or upstream of the mast 6.

In a configuration not shown, the shell, that is to say the shell 3 comprises upper slopes inclined towards the mast 6 and on which the tracks 9 are fixed. Thus, the carriages 11 move in an area not accessible to the passengers of the ship 1 eliminating any discomfort for the passengers. In addition, this configuration allows a better distribution of efforts on the structure of navirel.

In a variant not shown, the winches are movable racks on the stays 10. The carriages 11 are then equipped with a free pulley, and the shrouds 10 integral with the mast 6 encircle the pulley before coming into engagement with the rack. Thus, when the rigidity of the stay should be adjusted, the rack moves along the stay 10 so as to stretch or relax.

Advantageously, the handling of the capstan 12 (or the rack if necessary) can be done manually, or automatically via a general control panel or a remote control (the control means not being shown in the drawings).

The rigging 2 and its guying system which have just been described have many advantages among which those presented below.

Firstly, the guying system offers a good recovery efforts by the structure of the ship 1. Indeed, depending on the position of the rig 2, the carriages 11 move on the tracks 9, 13, 14 so as to ensure good distribution of the efforts on the structure of the ship 1 thus avoiding areas of stress too important.

Second, the guying system allows a rotation of the rigging 2 to 360 ° with respect to the longitudinal axis of the mast 6. Indeed, the mobility of the carriages allows the rig 2, it is provided with a sail 7 flexible or rigid wing 8, to rotate without risking to hit a stay 10.

[0056] Thirdly, the guying system makes it possible to reduce the material volumes of the rigging, its manufacturing cost, and its weight, compared with an unmounted rig.

Finally, the mobility of the carriages 11 allows adaptability of the rig 2 to the wind conditions and thus increases the efficiency of the propulsive means veil.

Claims

1. Rigging (2) propulsion of a vehicle, comprising a mast (6) rotatably mounted relative to a bridge (4) of the vehicle, and a guying system ensuring the maintenance of the rigging (2) on the vehicle , the guying system comprising a lateral track (9) extending on the bridge (4) along the longitudinal axis of the vehicle, and at least one stay (10) fixed on the mast (6) on the one hand and on a carriage (11) traveling on the lateral track (9) by sliding connection, on the other hand, characterized in that the guying system comprises a winch (12) movable relative to the bridge (4), on which the stay ( 10) is wound so as to maintain a determined tension of the stay (10) as a function of the position of the carriage (11) on the track (9) on which it runs.

2. Rigging (2) according to claim 1 characterized in that the guying system comprises a second track (9) lateral, a track (13) before and a track (14) back connecting the tracks (9) sideways, the tracks (9) are separated from each other by the mast (6) of the rigging (2), and in that the winch (12) is integral with the carriage (11).

3. Rigging (2) according to any one of the preceding claims characterized in that the guying system comprises at least two shrouds and a forestay fixed to a cadena (21) fixed permanently on the bridge (4).

4. Rigging (2) according to any one of the preceding claims characterized in that each stay (10) is fixed to the mast (6) by means of a ball joint to the mast (6) or a ring (22) annular pivotally mounted on the mast (6) or a cap placed at the top of the mast (6).

5. Rigging (2) according to any one of the preceding claims characterized in that the tracks (9, 13, 14) follow the sheeting and the movement of the bridge (4) so as to minimize their size on the bridge (4) .

6. Rigging (2) according to any one of the claims previous characterized in that the slide connection comprises a male portion formed by a rail (15) integral with the bridge (4) and a female portion formed by a groove (16) formed on the carriage (11).

7. Rigging (2) according to any one of claims 1 to 5 characterized in that the slide connection comprises a female portion formed by a slot in the bridge (4) and a male portion formed by a pin protruding from the carriage (11), this piece being housed in the female part.

8. Rigging (2) according to any one of the preceding claims characterized in that the rig (2) comprises a sail (7) flexible.

9. Rigging (2) according to any one of claims 1 to 7 characterized in that the rig (2) comprises a wing (8) rigid.

10. Vehicle, in particular vessel (1), equipped with a rigging (2) according to any one of the preceding claims.