WO2016183658A1

WO2016183658A1 - Sail slugs and their use in a downhaul system

Info

Publication number: WO2016183658A1
Application number: PCT/CA2015/050459
Authority: WO
Inventors: Mark VLAHOVIC
Original assignee: Vlahovic Mark
Priority date: 2015-05-20
Filing date: 2015-05-20
Publication date: 2016-11-24

Abstract

Described herein is a mainsail downhaul system for a sailing vessel comprising; a mast comprising a slide track longitudinally oriented along the mast the slide track defining a sliding axis parallel to a longitudinal axis of the mast; a plurality of sail slugs slidably coupled to the slide track, each sail slug defining a longitudinal axis parallel to the sliding axis comprising a ring for slidably receiving a downhaul line and a connector platform for attachment to the mainsail at a predetermined location along the luff of the mainsail, the ring defining an axis that is substantially parallel to the sliding axis; and a downhaul line slidably engaging each ring of the plurality of sail slugs, the downhaul line having a length greater than the length of the luff of the mainsail.

Description

SAIL SLUGS AND THEIR USE IN A DOWNHAUL SYSTEM

BACKGROUND OF THE INVENTION

Field of the Invention

The present invention relates to sailing vessels with a mast having a longitudinally oriented slide track, and more particularly to sail slides or sail slugs and their use to facilitate downhaul of a sail along the slide track.

Description of the Related Art

The use of sail slides or slugs to slidably couple a mainsail to a mast has long been recognized for providing a convenient mechanism for hoisting a mainsail. For example, functional sliding mechanisms have been disclosed in US Patent Nos. 4823720 (issued 25 April 1989), 5044294 (issued 03 September 1991), 5787830 (issued 04 August 1998), 8534210 (issued 17 September 2013) and US Patent Application Publication No. 2014/0352593 (published 04 December 2014). These disclosures variously describe a sailing vessel mast having a longitudinally oriented and rearwardly or aft facing slide groove, slide channel or slide track for slidably engaging a plurality of sail slugs which in turn support a luff or leading edge of a mainsail. For example, the luff may be secured to a plurality of spaced sail slugs that are slidably received in the mast groove and the sail may be raised using a halyard attached to the head of the sail and lowered by manual manipulation, gravity, flaking kits or a combination thereof.

The mast slide track and sail slug combination presents a problem of sail slugs jamming or binding in the mast slide track when lowering the mainsail, particularly when the mainsail is lowered quickly. Quick lowering of a mainsail is useful when rough conditions such as high waves, strong winds, heavy rain, and the like are experienced. In extreme conditions minutes and even seconds of delay in lowering a mainsail can lead to damage to the vessel and injury or even death for the crew. Thus, jamming or binding of sail slugs in the mast slide track can be a safety concern for the crew and can increase maintenance costs for the vessel.

Accordingly, there is a need for an alternative sail slug and an alternative downhaul system for a sail of a sailing vessel. SUMMARY OF THE INVENTION

In an aspect there is provided, a mainsail downhaul system for a sailing vessel comprising;

a mast comprising a slide track longitudinally oriented along the mast the slide track defining a sliding axis parallel to a longitudinal axis of the mast;

a plurality of sail slugs slidably coupled to the slide track, each sail slug defining a longitudinal axis parallel to the sliding axis comprising a ring for slidably receiving a downhaul line and a connector platform for attachment to the mainsail at a predetermined location along the luff of the mainsail, the ring defining an axis that is substantially parallel to the sliding axis;

a downhaul line slidably engaging each ring of the plurality of sail slugs, the downhaul line having a length greater than the length of the luff of the mainsail.

In another aspect there is provided a sail slug comprising:

a car section configured to slidably engage a mast slide track, the car section defining a longitudinal axis;

a ring for slidably receiving a downhaul line, the ring defining an aperture having an axis that is substantially parallel to the longitudinal axis of the sail slug; and

a connector for attachment to a sail at a predetermined location. BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 shows a plan view of a sailing vessel with an installed mainsail downhaul system;

Figure 2 shows a perspective view of a conventionally available sail slug;

Figure 3A shows side and end views of the conventional sail slug shown in Figure 2, Figure 3B shows side and end views of an adaptor that can be coupled to the conventional sail slug shown in Figure 2, and Figure 3C shows side and end views of the combined adaptor and conventional sail slug to form a sail slug used in the downhaul system shown in Figure 1;

Figure 4 shows a top plan view (A) and a top cross-section view (B) of a guide mounted to the mast in the downhaul system shown in Figure 1; Figure 5 shows an exploded top view (A) and an assembled side view (B) of a block mounted to the mast in the downhaul system shown in Figure 1 ;

Figure 6 shows a side view (A) and a front view (B) of a brake mounted in the cockpit in the downhaul system shown in Figure 1.

DETAILED DESCRIPTION OF PREFERRED EMB ODF ENT S

With reference to the drawings a sail slug, a sail slug adapter, and their use in a mainsail downhaul system is now described.

Figure 1 generally shows a sailboat 8 having a sail slug downhaul system 10 installed. The sailboat 8 comprises a hull 12 having an upright mast 14 rising perpendicularly and vertically from the hull 12 and a cockpit area 26 positioned aft of the mast extending to the stern. The sailboat may have a horizontal boom (not shown) in perpendicular relation to the mast 14 and coupled to the mast with a pivoting gooseneck connector (not shown). The mast 14 and boom may be arranged and supported, for example with standing rigging, in any conventional manner. The mast 14 includes a longitudinally oriented and rearwardly or stern facing slide track. A typical slide track may be a groove (not shown) that extends in a straight line along the length of the mast and communicates substantially coextensively with a slot (not shown) formed in the exterior wall of the mast 14, the slot having a width smaller than the width or diameter of the groove. Other types of slide tracks including for example slide tracks mounted on the exterior wall of a mast are conventionally available. The slide track is slidably coupled to a plurality of sail slugs 18 each of which are attached to a mainsail 16 at discrete intervals along the luff thereof. Many types of attachment of sail slugs to the mainsail luff are conventionally available, including for example hank and grommet attachment or pivotal connection with batten ends. A halyard (not shown) may be connected to the head of the mainsail as part of a conventional running rigging setup to hoist the mainsail.

The plurality of sail slugs 18 have a common sliding axis along the slide track, and each of the plurality of sail slugs 18 comprises a ring having an axis parallel to the common sliding axis, the ring sized to slidably receive a downhaul line 20. The downhaul line 20 may be any rope, wire, chain, cable or the like as desired as long as the line 20 can slide through the ring. The downhaul line 20 is bound by a first end 20a proximal to the head of the mainsail 16 and a second end 20b that extends proximal to the base of the mast 14, and optionally to the cockpit area 26.

In the example shown in Figure 1, the downhaul line 20 slidably engages all of the plurality of sail slugs 18 , runs through guide 22 that defines an aperture for slidably capturing downhaul line 20, rotationally engages block/pulley 24 to change direction from parallel to the mast axis, to substantially perpendicular to the mast axis, and finally is lead through to brake 28 in the cockpit area 26. Brake 26 controls or limits bidirectional sliding motion of downhaul line 20 permitting a lowering motion, while limiting any hoisting motion. Thus, when the mainsail is hoisted from a lowered position downhaul line 20 is disengaged from brake 26.

The downhaul line 20 may be slidably coupled to all of the plurality of sail slugs 18 for bidirectional sliding motion parallel to the sliding axis with the exception that the sail slug closest to the head or top of the mainsail 16 is either fixed to downhaul line 20 or downhaul line 20 is configured with an obstructing element such as a knot, a clamp, a clip, a pin and the like at or near its first end 20a proximal to the head of the mainsail 16. In another example, the downhaul line 20 may be slidably coupled to all of the plurality of sail slugs 18 for bidirectional sliding motion parallel to the sliding axis and may be fixedly attached at its first end 20a to the head of the mainsail 16.

Figure 2 shows a perspective view conventional sail slug 30 in greater detail. Sail slug 30 is of a type that slidably engages an interior groove formed longitudinally in the mast 14 and a slot formed in the exterior wall of the mast that communicates substantially coextensively with the interior groove. It will be recognized that many other sail slug and mast slide track configurations are conventionally available. Sail slug 30 is elongate having longitudinal and lateral dimensions and comprises a car section 32 having a radial cross- section sized to slidably fit within the radial cross-section of the interior channel. The car section 32 defines a longitudinal axis that is substantially coaxial with the common sliding axis of the interior groove. The car section 32 is attached to a connector platform 36 through a neck 34. Neck 34 has a lateral dimension sized to slidably fit within the slot formed in the exterior wall of the mast 14. Thus, the neck 34 is thinner than the car section 32 and the connector platform 36, and can extend through the slot from the interior groove of the mast to the exterior surface of the mast, while both the car section 32 and the connector platform 36 are too large or thick to pass through the slot. The connector platform 36 is attached to a closed connector loop 38, the closed connector loop 38 defining an axis that is perpendicular to the longitudinal axis defined by car section 32. Sail slug 30 is connected to mainsail 16 by linking the closed connector loop 38 with a grommet (not shown) located along the luff of the mainsail 16. Closed connector loop 38 may be linked to the grommet with a fastener such as straps, ribbons, clips, hanks and the like.

Figure 3 shows a modification of a conventional sail slug 30 to form sail slug 18 that can be configured for use in the downhaul system 10. For ease of reference, Figure 3 A shows side and end views of the conventional sail slug 30, Figure 3B shows side and end views of an adaptor 40 that slidably engages downhaul line 20, and Figure 3C shows side and end views of the adaptor 40 attached to sail slug 30 with flexible strap 52 to form sail slug 18 which can be used in downhaul system 10. Adaptor 40 is spool shaped comprising a central drum 42 bound by a first end wall 44 and a second end wall 46. The exterior diameter of central drum 42 is smaller than the exterior diameter of the first 44 and second 46 end walls. A bore 50 extends longitudinally through the central drum 42 and longitudinally throughout the adaptor 40 communicating with openings defined in the exterior surface of the first 44 and second 46 end walls. The bore 50 is sized to slidably receive downhaul line 20. A first 48a and second 48b semi-circular notch is formed in first end wall 44 and second end wall 36, respectively. First 48a and second 48b semi-circular notches are aligned to be substantially coaxial and are both sized to engage an exterior surface of closed connector loop 38 of conventional sail slug 30. With first 48a and second 48b semi -circular notches engaging closed connector loop 38 the adaptor 40 and the conventional sail slug 30 are fastened using a flexible strap 52 that captures and binds together central drum 42 and closed connector loop 38. This configuration allows for adaptor 40 to be pivotally coupled to conventional sail slug 30 to form sail slug 18. Bore 50 defines a longitudinal axis that is parallel to the longitudinal axis of car section 32 and also parallel to the common sliding axis when sail slug 18 is slidably mounted within a slide track of mast 14. The mainsail 16 can be attached to sail slug 18 with a grommet located along the luff linked to closed connector loop 38. Pivoting engagement of first 48a and second 48b semi-circular notches with closed connector loop 38 allows for lateral or angular play of the mainsail 16 without placing undue strain on the adaptor 40/slug 30 or slug 30/mast 14 couplings. With a plurality of sail slugs 18 slidably engaged to a slide track formed on and/or within the mast 14 and each sail slug linked to the mainsail at discrete intervals along the luff, the dowhaul line 20 can be slidably received in each bore 50 allowing for manual manipulation of the downhaul line 20 from its second end 20b to dislodge or free any binding or jamming of sail slugs in the slide track.

Figure 4 shows a top plan view and a top cross-section view of guide 22. Guide 22 comprises a body 16 within which is formed guide bore 62 for slidably receiving downhaul line 20 and first and second screw bores 64 and 66 for receiving screw fasteners to mount the guide 22 proximal to the base of the mast 14. The location of guide 22 on the mast 14 can vary as long as the guide 22 is lower than the lowest sail slug - ie, the sail slug linked closest to the tack or the foot of the mainsail. For example, the guide 22 may be located in a range slightly above and proximal to the tack or foot of the mainsail to the base of the mast. Typically, guide 22 is mounted to mast 14 so that the axis of guide bore 62 is parallel to the slide axis defined by the slide track. The function of guide bore 62 is to provide a reference axis for downhaul line 20 for lowering of mainsail 16.

Figure 5 shows a top exploded view (A) and a side assembled view (B) of block/pulley 24. Block 24 can be considered a cheek block as it may be mounted proximal to the base of mast 14. The location of block 24 on the mast 14 can vary as long as the block 24 is lower than the lowest sail slug - ie, the sail slug linked closest to the tack or the foot of the mainsail. For example, the block 24 may be located in a range slightly above and proximal to the tack or foot of the mainsail to the base of the mast. While guide 22 and block 24 may both be mounted proximal to the base of the mast 14, when both are mounted block 24 will be closer to the base than guide 22. While guide 22 provides a reference axis for the downhaul line 20, block 24 changes direction of the downhaul line 20 from being parallel to the mast 14 to substantially perpendicular to the mast 14 so that the downhaul line can be lead aft through the cockpit for easy reach of crew seated at a steering control mechanism such as a helm or a rudder actuator. The block 24 comprises a U-shaped bracket comprising opposing and parallel first 72a and second 72b side arms held in a fixed spaced relation by base 74. A sheave 70 is rotatably coupled to aligned contact points on the first 72a and second 72b side arms through shaft 76. Mounting of block 24 to the mast 14 may be achieved with screw fasteners positioned through mounting apertures formed in base 74. If block 24 is pivotally mounted proximal to the base of the mast, a use of guide 22 provides a significant advantage of fixing a reference axis for downhaul line 20. If block 24 is fixedly attached to the mast 14 so that the bracket of block 24 is fixed and does not pivot with reference to the mast then the block 24 may be configured to provide both a reference axis and a change of direction for the downhaul line 20.

Figure 6 shows a side view and a front view of the brake 28. The brake 28 comprises a base plate 80 and opposing first 82a and second 82b brake discs are rotationally mounted to base plate 80 through first 84a and second 84b brake shafts, respectively. The first 82a and second 82b brake discs comprise a first 86a and second 86b asymmetric peripheral serrated ridge, respectively. The first 82a and second 82b brake discs are positioned so that the first 86a and second 86b asymmetric peripheral serrated ridges are aligned in faced opposition and can cooperate to allow movement of the downhaul line 20 in a lowering direction, while limiting counter movement of the downhaul line 20 in a hoisting direction. The first 82a and second 82b brake discs typically may not require 360 degree range of rotational motion with respect to base 80. Typically, range of motion is only needed so that movement of the downhaul line 20 in a lowering direction rotates the discs sufficiently in a first rotational direction to allow movement of the downhaul line while still abutting the downhaul line with a portion of the peripheral serrated ridges 86a and 86b. A change in direction of the downhaul line 20 to a hoisting direction rotates the discs in a second rotational direction counter to the first rotational direction so that the peripheral serrated ridges cooperate to trap the downhaul line 20. To freely move the downhaul line in a hoisting direction, the downhaul line is disengaged from the brake 28.

In operation, the mainsail coupled at predetermined locations along its luff to a plurality of sail slugs that slidably engage the slide track of the mast is hoisted applying manual or motorized force to running rigging, such as a halyard attached to the head of the mainsail. Hoisting of the mainsail almost always occurs during suitable sailing conditions, where time of the hoisting procedure is not a critical safety concern. Hoisting should never occur during dangerous sailing conditions. In contrast, lowering of a hoisted sail is often necessary during dangerous sailing conditions, and time of lowering can be a critical safety concern. As dangerous sailing conditions can present quickly and unexpectedly, particularly in open water bodies, minutes and even seconds of the lowering procedure can make the difference between the vessel sustaining damage or an operator risking injury or even death due to a partially lowered sail catching wind and/or water spray. Sailing history continues to tally events of damaged or capsized vessels and injuries or lives lost where sails were not fully lowered during dangerous sailing conditions. Furthermore, during dangerous sailing conditions, jamming or binding of sail slugs needs to be resolved by the operator from a secure position so that the operator doesn't exacerbate safety risks of a partially lowered sail. The downhaul system allows the operator to manually manipulate the downhaul line from the relative safety of the cockpit area. Simple alternate application of tension and release to the downhaul line actuates reorientation of a jammed sail slug to continue sliding down the mast slide track due to gravity. The safety benefit may avoid serious injuries and even deaths due to difficulties in lowering sails, particularly during severe weather episodes that produce strong winds, heavy rains and/or high waves.

Even during ideal sailing conditions, or even when docked, sail slugs can jam or bind during lowering of a sail. While the safety risks are reduced, this still presents an inconvenience that can be resolved by the downhaul system. Moreover, the downhaul system may reduce the frequency of sail slug jamming in a mast slide track. Without wishing to be bound by mechanism, frequency of jamming may be reduced due to improved alignment or positioning of the sail slugs due to the combined engagement of the sail slugs with the slide track and the downhaul line.

An illustrative embodiment and several variants of a sail slug and its use in a downhaul system have been described above without any intended loss of generality. Further variants, modifications and combinations thereof are contemplated and will be apparent to the person of skill in the art.

For example, the downhaul system may accommodate any type of sail slug provided that the sail slug can be adapted to couple or form a ring structure such as a cylinder, a loop, a tube, a duct, a pipe, a barrel and the like that provides a passageway or bore for slidably receiving or capturing a downhaul line, the passageway defining an axis that is substantially parallel to the longitudinal axis of the sail slug. The ring structure can comprise a full enclosed sidewall (ie., 360 degrees). Alternatively, the ring structure sidewall may have small gaps (typically less than 30 degrees) provided that the ability to slidably receive or capture the downhaul line is maintained.

The sail slug shown in Figure 2 is one of many available sail slug types. Certain sail slug types do not include the connector loop 38 and instead include other coupling mechanisms such as clasps, clamps, machine thread bolt/nut linkage and the like. Coupling mechanisms may be pivoting or fixed. Any type of sail slug can be incorporated into the downhaul system provided that the sail slug can be adapted to couple to or form the ring structure.

Optionally, the ring structure may be pivotally coupled to the sail slug for pivotal movement in a lateral direction perpendicular to the longitudinal axis of the sail slug. Pivotal coupling confers the ring structure with lateral motion to advantageously follow lateral motion of the mainsail that typically occurs during sailing. Pivotal coupling may not be useful where the ring structure is formed proximal to the car section 32 of the sail slug and located in between the car section 32 and the connector platform 36, and the connector platform 36 is pivotally linked to the mainsail.

The downhaul system has been shown in the drawings as comprising a retrofit sail slug and adaptor combination. The features of the retrofit sail slug and adaptor combination may be incorporated in newly manufactured sail slugs where the ring structure is formed in or coupled to the sail slug at the time of manufacture. The position of the ring structure and connector loop 38 may be varied. For example, the ring structure may be fused to or pivotally coupled to the connector loop 38 along its longitudinal surface for a manufactured equivalent to the embodiment shown in Figure 3C. Alternatively, the ring structure may be fused or pivotally coupled to the connector platform 36 with the connector loop 38 attached to the ring. In a further alternative, the connector platform 36 could be replaced by the ring structure with the ring structure attached to the neck 34 and the connector loop 38 attached to the ring structure. Manufacturing of these modified sail slugs may readily be accomplished by existing techniques, for example injection molding. Similar modifications of other sail slug designs may be manufactured using existing techniques. The downhaul line may be any suitable rope, cable, wire, chain, cord, belt and the like, provided that it can slidably engage the sail slug and other optional devices of the downhaul system. In certain examples, sliding engagement of the downhaul line may be tested and validated during simulations of dangerous sailing conditions. The downhaul line will typically have a length greater than the length of the luff of the mainsail.

The guide is an optional device that defines a bore that slidably receives the downhaul line and serves to provide a reference axis during manipulation of the downhaul line when lowering a sail. The reference axis is predetermined to be coaxial with the expected axis of the ring structures for ease of sliding of the sail slugs on the slide track or ease of dislodging a sail slug that jams or binds during lowering of a sail.

The block is an optional pulley device that comprises a sheave that engages the downhaul line and changes the direction of the downhaul line so that the downhaul line can be lead to the cockpit. The block may be pivotally mounted to the mast for lateral motion perpendicular to the longitudinal axis of the mast or the block may be fixed, such as a cheek block, to limit movement of the block. When a fixed block, or a block that can be reversibly locked in a fixed position, is installed the block may combine the two functions of providing a reference axis and a change of direction for the downhaul line. The sheave may be rotating or non-rotating as desired. Another option for the block is a ratchet block comprising a sheave that rotates in a lowering direction of the downhaul line, and limits rotation in the counter direction or the hoisting direction.

The brake is an optional device that limits motion of the downhaul line in a hoisting direction. The brake can be replaced by a cleat or the brake can be used in combination with a cleat. The brake can be replaced by a winch or the brake can be used in combination with a winch. The winch is representative of any type of winding device such as a reel or a spool, and may benefit from a reversibly engaged ratcheting mechanism that limits unwinding and allows winding when the ratcheting mechanism is engaged, while allowing unwinding when the ratcheting mechanism is disengaged. The winch will typically be configured so that winding confers motion of the downhaul line in a lowering direction, while unwinding allows for motion of the downhaul line in a hoisting direction. The location of the brake, cleat, winch or combinations thereof may be proximal to the helm in the cockpit, generally in the cockpit area or proximal to the base of the mast. Thus, leading the downhaul line to the cockpit area and particularly proximal to the helm is optional, albeit an option with significant safety benefits, perhaps even life-saving benefits. Leading the downhaul line to the cockpit area and particularly proximal to the helm allows an operator of the downhaul system to manipulate the downhaul line from a seated position. Standing up and walking in a sailing vessel, for example small to mid-sized vessels, presents a risk of imbalance for the operator and the vessel, particularly during rough sailing conditions. Even in larger sailing vessels standing puts an operator in an unbalanced position and a significant safety risk relative to sitting, particularly during high waves, strong winds and/or heavy rain. Manipulating the downhaul line from a seated position in the cockpit mitigates these risks. If the downhaul line is manipulated from the base of the mast, for example if excess length of the downhaul line is wound on a cleat mounted to the base of the mast where the mast meets the deck, an operator could mitigate safety risks by crawling from the helm through the cockpit to the mast to manipulate the downhaul line from a prone or seated position. However, such an arrangement is awkward and maintains safety risks, particularly if a single operator is sailing the vessel. Leading the downhaul line to the cockpit area provides significant safety and convenience benefits. In dangerous sailing conditions, the safety benefits may prevent serious injury and perhaps even death.

The downhaul system has been shown in the drawings to be installed in combination with a mainsail. The downhaul system may also accommodate other sails. Mainsail terminology can readily be converted by the skilled person to recognize equivalent terms for other sail types. For example, the term luff refers to an edge of the mainsail that most closely aligns longitudinally with the mast when the mainsail is hoisted. The term tack is the corner of the mainsail that is closest to the base of the mast when the mainsail is hoisted. The term foot is the edge of the mainsail that is closest to the deck/cockpit when the mainsail is hoisted. The term head is the corner of the mainsail furthest from the deck/cockpit when the mainsail is hoisted.

The downhaul system may be sold as a kit, the kit comprising a plurality of sail slugs comprising the ring structure, and instructions for their installation and use with a downhaul line in a sailing vessel. The kit may also comprise a plurality of sail slug adaptors, each sail slug adaptor forming a ring structure such as a cylinder, a loop, a tube, a duct, a pipe, a barrel and the like that provides a passageway or bore for slidably receiving or capturing a downhaul line, and instructions for coupling the adaptor to a commercially available sail slug and use of the adaptor with a downhaul line in a sailing vessel.

The downhaul system may be installed in various sailing vessels including multiple- masted sailing vessels as well as single-masted vessels. Illustrative examples of vessel types include a sailboat, a keelboat, a dinghy, a yacht, a trimaran or a catamaran.

Directional terms used herein such as rear, forward, aft, fore, top, bottom, up, down, stern, bow, longitudinal, lateral, raising or lowering are intended in context of a downhaul system as installed in an operational sailing vessel.

The terms sail slugs, sail sliders and sail slides are used interchangeably.

The terms slide groove and slide channel are used interchangeably to refer to any type of sliding mechanism comprising a groove/channel formed within a mast in a longitudinal alignment with sufficient length to accommodate a sail, and the term slide track encompasses slide grooves and slide channels and further includes any type of sliding mechanism that is mounted on or formed within a mast in a longitudinal alignment with sufficient length to accommodate a sail.

The downhaul system and devices incorporated therein may be tested and validated in simulations of dangerous sailing conditions.

Embodiments described herein are intended for illustrative purposes without any intended loss of generality. Still further variants, modifications and combinations thereof are contemplated and will be recognized by the person of skill in the art. Accordingly, the foregoing detailed description is not intended to limit scope, applicability, or configuration of claimed subject matter.

Claims

WHAT IS CLAIMED IS:

1. A mainsail downhaul system for a sailing vessel comprising;

a plurality of sail slugs slidably coupled to the slide track, each sail slug defining a longitudinal axis parallel to the sliding axis and comprising a ring for slidably receiving a downhaul line and a connector for attachment to the mainsail at a predetermined location along the luff of the mainsail, the ring defining an aperture having an axis that is substantially parallel to the longitudinal axis of the sail slug; and

2. The downhaul system of claim 1, wherein the ring is pivotally coupled to the sail slug for pivotal movement in a lateral direction perpendicular to the longitudinal axis of the sail slug.

3. The downhaul system of claim 1 or 2, wherein the ring is a cylinder, a tube, a barrel, or a pipe.

4. The downhaul system of any one of claims 1 to 3, further comprising a guide mounted proximal to the base of the mast, a guide bore extending through the guide for slidably receiving the downhaul line, the guide bore defining a reference axis for the downhaul line during lowering of the mainsail.

5. The downhaul system of any one of claims 1 to 4, further comprising a block mounted proximal to the base of the mast, the block comprising a sheave for rotatably engaging the downhaul line and changing the direction of the downhaul line to lead the downhaul line from the mast to a cockpit area of the sailing vessel.

6. The downhaul system of any one of claims 1 to 5, further comprising a brake mounted in a cockpit area, the brake configured for engaging the downhaul line and limiting movement of the downhaul line.

7. The downhaul system of any one of claims 1 to 6, wherein the downhaul line is fixed to one of the plurality of sail slugs that is closest to the head of the mainsail.

8. The downhaul system of any one of claims 1 to 7, wherein the sailing vessel is a sailboat, a keelboat, a dinghy, a yacht, a trimaran or a catamaran.

9. A sail slug comprising:

a connector for attachment to a sail at a predetermined location.

10. The sail slug of claim 9, wherein the ring is pivotally coupled to the sail slug for pivotal movement in a lateral direction perpendicular to the longitudinal axis of the sail slug.

11. The sail slug of claim 9 or 10, wherein the ring is a cylinder, a tube, a barrel, or a pipe.

12. The sail slug of any one of claims 9 to 11, wherein the ring and the connector are both coupled to the car section.

13. The sail slug of any one of claims 9 to 11, wherein the ring is coupled to the car section and the connector is coupled to the ring.

14. The sail slug of any one of claims 9 to 11, wherein the connector is coupled to the car section and the ring is coupled to the connector.

15. The sail slug of any one of claims 9 to 11, wherein the connector is coupled to the car section and the ring is formed within the connector.

16. The sail slug of any one of claims 9 to 15, wherein the sail slug is a retrofit modification of a commercially available sail slug.