IMPROVING AND BALANCING A SAILBOAT.

Abstract

Trimaran sailboat with planing hulls and very aft center of gravity, equipped with a sail system which allows it to be balanced according to the points of sail, without movement of the navigator located at the center of gravity, in (3), centrally controlled helm station, sailboat whose aft volume (V) excluding wetted surface during navigation ensures its balance at rest.

Description

The present invention relates in particular to the practice of a nautical sport, it is a new conception of balancing and operation of a sports sailboat. It is a sailboat which is classically propelled by the action of the wind on the rigging which in reaction to its anti-drift plan makes the boat move forward. The practice of this water sport has seen significant growth in recent years. These sailboats are made up of one or more Archimedean or planing hulls or both at the same time, made integral by a structure sized for this purpose. The balancing of this sailboat is generally done by the movement and positioning of the sailors in order to create a restoring torque in relation to the action of the wind in the sails, a torque that varies depending on the sailing speed. This balancing is made necessary because of the poor hydraulic efficiency as well as an oversized anti-drift plan which increases resistance to forward movement and generates a significant heeling torque. The sail plan and the anti-drift plan very centrally mean that these sailboats have a strong tendency to dig in when sailing downwind. The space required for the passage of sailors between the deck and the bottom of the rigging raises the sail plan, which increases the heeling or overturning moment. The rudder, generally located on the aft flat side, does not allow the phenomenon of increased lift pressure between the hull and the anti-drift plan, so these sailboats sink more into the batten and consequently they reach their maximum performance very quickly. The present invention concerns a sailboat which allows us to lower the center of gravity by positioning the mass of the navigator in the hull at the level of the general center of gravity. The configuration of the trimaran is the only one which allows us to position a centrally controlled cockpit at the rear and below the deck of a sufficiently thin and profiled hull. This configuration allows us to lower the lower leech round of the rigging which can thus seal the passage of air between the bottom of the sail and the deck, hence a better efficiency of the propulsion. This position also allows us to lower the center of sail thrust and thus to reduce the heeling moment. The anti-drift plane is determined in area and proportion in relation to these new characteristics, positioned very far aft. The main anti-drift plane or "drift" is positioned just before the water outlets of the hull, it also has the function of rudder or rudder race to a fin, or small anti-drift surface located sufficiently forward The double function of drift and rudder requires an articulation and a control to this test. The side hulls, or lateral supports, are at a sufficient distance from the central hull to offer equivalent resistance to the capsizing torque generated by the rigging and this without the risk of sinking thanks to the use of planing hulls. The positioning of the connecting arm and the hulls is also well back with respect to the centering of the main hull. The very rearward and very low centering of the hull defines a sail plan with low aspect ratio. The strong inclination of the mast at the rear lowers the center of thrust of the sail, which is already very low. The centering of all these elements around the cockpit allows us to define the means of balancing this boat in relation to its center of gravity. The restoring torque of the center of sail in relation to the center of gravity or center of thrust of the hull is variable. Indeed, thanks to two separate controls, we can move the base of the mast and the rigging, in a plane defined by the dimensions of two rails orthogonal to the surface of the deck of the main hull, in order to adjust the axial and lateral trim of the sailboat according to the sailing speeds. A mainsail sheet, sized for this purpose, allows us to adjust it according to these different positions. The base of this rigging moves in relation to a joint located sufficiently high on the mast itself, at the top of two rigid and integral shrouds on either side of the connecting arm of the three hulls The position of this pilot in his hull defines a balance and proportions for us, which are only possible on a planing or semi-planing hull which planes more or less depending on its speed and its angle of attack, therefore its rear centering favorable to speed. The hydraulic balance at standstill of such a sailboat requires the use of an excess rear volume which does not intervene in its evolution, which prevents the roof from sinking from the rear. The pilot, seated at the rear, steers his sailboat using a foot control, which frees his hands to maneuver the sail. A winding plate in front of him centralizes all the sheets and halyards, held by wedge cleats. The attached drawing, by way of example, will allow a better understanding of the invention and the advantages that it is likely to provide. F < G:1 is a three-dimensional view of the entire sailboat and his orders highlighting the following improvements the invention. FIG:2 is a side view of the sail. FIG:3 is a top view of the sailboat highlighting the plan of displacement of the base of the sail FIG.4 is a front view of the main hull. Highlighted these shapes are tapered on either side of the joint plane (A'i FIC;5 is a top view of the cockpit (3), without the seat, highlighting the direction control (If). FrG:6 is a perspective view of the float assembly, arm of connection, main hull. FIG:7 is a perspective view of a rigid stay joint (F) or (G). FIG:8 is a perspective view of the rail control mechanism orthogonal (Ri) and (R2). FIG:9 is a perspective view of the application to a sailboat catamaran. FIC:10 is a perspective view of the articulation of the double baluster (Y) at the mast rope (J). According to the invention the navigator in (3) does not need to move away from the sail plan (K) to balance the boat, it is the sail or rigging (K) which moves at its base from front to back and from right to left, sufficiently by playing on the orientation and the length of the restoring torque, from the center of gravity in (3) to the center of thrust of the sail (CV) FIG.3. A double mast system (Y), hinged in front of the mast, allows us to lower the leech round (K2) of the sail (K) flush with the deck (hatched part FIG- 2) without hindering the comfort of the sailor, below deck level. This system allows us to lower the center of sail thrust (CV) which increases the stability of the boat. It also allows us to seal the air passage between the deck and the sail, a significant energy gain. The strong inclination on the rear of the rigging (K) tends to lower the center of sail thrust even further and to move back so as to make the hull heel when sailing downwind attitude in favor of speed. Two rigid lateral shrouds (F) and (G), working in traction as well as in compression, allowing the building to be maintained while leaving the degrees of freedom to the sail plan, by the dimensioned articulations for this purpose. These ha.rrbans (F) and (G) transmit most of the heeling torque to the lateral floats, which allows us to reduce the section of the connecting arm (I). This connecting arm (I) FIG.5 can thus work in torsion, it allows by its flexibility, a certain variation of incidence of the lateral floats, function of the water level. The cables, tensioners, (E1), (E2), attached to the front of the hull on the one hand, and to the ends of the connecting arm (I) on the other, contain the frontal impacts suffered by the floats. These floats (B) and (C) equipped with a planing hull, are of short dimension. The sensitivity to variations in incidence is increased by an arm (I) fixed firmly, very far back on the hull, creating a front lever arm (B2) larger than the part (31) located at the rear. Thus their so-called surface evolution is made possible, with only one of them touching the water. An aerodynamic effect tends to lay the windward float on the water, which thus lightens the other one accordingly. The exterior freeboards are laid at (45) determining in reaction to the wind a resultant (R) downwards, which tends to reduce the heeling moment of the boat. The whole of the connecting arm (I) and of these floats (B) and (G) is behind in accordance with the centering of the main hull. The very rear centering of such a unit is only possible thanks to the volume (V) located at the rear of the main hull (A) (see hatching). The lower surfaces are raised thanks to an offset of the water outlets, they are not in contact with the fluid when the sailboat is moving. Without this volume, given the centering of this hull / this one would sink dangerously from the rear when stopped or when tacking. The lift forces due to speed are no longer sufficient, the Archimedes thrust becomes predominant again, this excess volume then makes this hull safer without however penalizing it. The anti-drift plane is located on the main hull, also very far aft in terms of surface reappearance. The main anti-drift plane (M) is both a drift and a rudder. For the sake of performance, its surface is reduced to a minimum, and uses an anti-cavitation system to ensure its effectiveness against the ventilation phenomenon of planing hulls. Its steering function is only possible thanks to a fin (M7) which acts as a pivot relative to (i), and fixed in the axis of the hull, sufficiently forward, just behind the front of the water intake lines of the hull. It is also treated in anti-cavitation. The main anti-drift plane, which acts as a steering, is implanted perpendicularly in the axis of the hull FIG.4. It is adjusted to the hull, so that the resultant (R) of the hull lift forces (Fpc) + the anti-drift lift forces (Fpa) is as large as possible and thus tends to support the hull as much as possible. The importance of the forces perceived by the suspended rudder, given its dual function, requires a high gear reduction for its control and an articulation dimensioned for this purpose FIG.5 We use a cable control, geared by cable, geared by a set of pulleys (20) and (21) with double sheave, integral with the hull on one side, with the control lever (25) of the rudder axis on the other. The ends of the cable (23) and (24) are attached to the rudder (22) or foot control, located at the bottom of the pilot's station. This foot steering control allows the pilot all the freedom necessary for controlling the balance of the sailboat. The base of the sail is secured to an articulation (H) which allows it all the degrees of freedom due to its movement on two orthogonal rails. A rail (R1) in the roll axis is fixed to the hull, on this rail moves perpendicularly guided and maintained in its center a rail (R2) in the pitch axis controlled by two sets of pulleys (D3) and (D4) with several sheaves, the end of the free strands of which ends in (3). An adjustable sheet (Di), also multiplied by a set of pulleys, secured to one end of the carriage of (RS) on which is located the articulation of the mast foot (H). The end of the sheet (25) is also brought back to (3) two slides (Rit) ensure the guidance of (R) so that it is in the plane whatever its position. The dimensioning of the rails (Ri) and (R2) defines a location in the plane of the articulated base (R) of the mast on the deck see FIG:4.This movement is only possible thanks to the articulation (B) located at the bottom of the two rigid shrouds (F) and (G) forming an undeformable triangle with the connecting arm (I). This articulation follows, with the angular variations, the movement of the base of the mast. This solid pyramidal structure transmits the sail thrust, by stacking the mast and its adjustable rails, and by its lateral shrouds to the hull. Two floating shrouds (J1) and (J2) allow the top of the mast to be stiffened, by an adjustable return on the front (4) of the sailboat, ending at (3). The propulsive adjustment of the sail is done with a classic sheet (i), sized for this purpose, brought back in (3) to the pilot station. This sailboat is designed around its pilot station (3), with centralized control, which conditions these proportions, very low and very aft as well as its balance, This design gives it a. homogeneity, allowing it to evolve with less, hence increased performance. The assembly of this sailboat is quick. The shrouds are equipped at their ends with quick fasteners, the floats are held to the arms by pins (X), the connecting arm (I) is secured to the hull (A) by a recessed fitting (I') held by removable plates (I"). The mast and its sail are assembled in the classic way. According to FIG.7 the articulation (L) corresponding to one end of the stay (F) or (G) is made using two stainless steel loops (31) one inside the other, one secured to the support, the other to the stay (F) or (G) by means of a shouldered end piece (30) sized to for this purpose this end piece (30) is fitted into the stay (F) or (G). The end piece and the stay are both crossed and held by a headed pin (32) itself held by a pin (32 '). This end piece (30) allows the length of the stay to be modified by pushing it more or less into it in the same way as an extension by choosing the correct drilling distance for the fixing. According to figure 8 the set of orthogonal rails (Rl) and (R2) in the trimaran version is made up of:A spreader bar (R2 / ) is fixedThe thrust of the mast (J) is transmitted to the mechanism (R1) (R2) via a ball (R') type articulation (trailer hitch) (E).The hitch (H) moves on a roller carriage (E") countered by a set of pulleys (26), (D5) which forms the back and forth of a sheet returned to (3) navigation station. This spreader bar (R2t) is kept perpendicular to the axis of the hull on the deck thanks to a set of two roller carriages (35) of the hull circulating on two main rails (R1') and sized in relation to the thrust of the mast, a function of the lever arm of the spreader bar (R2').The forward thrust is contained by a arrow (33) whose point is attached to a carriage (34) sliding on a rail (Rt").Two sets of pulleys (D3) and (D4) allow the position control on the axis of the hull (A) of the assembly (H), (H"), (R2), (R2'), (33), (34) thanks to a back and forth of a sheet brought back to (3): navigation station blocked by jam cleats (36). The connecting arms (I) or connecting beam of the three hulls are braced by tie rods (T") on either side of the hull (A) in order to contain the lateral support forces. According to figure 9 to improve the initial rigging, a jib (K') or headsail is mounted, normally rigged in halyard point The clew point (K") is mounted on a slide at the base of the mast, which allows the opening of the sail to be adjusted while maintaining the tension of the attack of the sail, the front end of which is held at the end of the extension (Yl) of the double boom. The opening of this extension (y1) allows the sail to move on either side. This double V-shaped extension (Yt) is sleeved on (Y) at (Y'1) and held by clips. This jib (K'), by this assembly, has the same attack incidence as the sail (K) to the opening angle, all controlled by the mainsail sheet (1) brought back to (3) pilot station. This rigging can thus equip either the trimaran version or the catamaran version. Figure 9 illustrates the catamaran assembly; Two beams (I') or connecting arms are mounted in the usual way on the front beam, the two rails (R1\) are each mounted on a hull allowing the bases of the shrouds (F) and (G) to be moved independently, which allows us to modify the rake angle of the rigging and differentially to lay the rigging down. The base, or anchoring of the rigging thus always moves in a plane. Figure 10 illustrates the assembly of the double balustrade on a crosspiece (Y') sleeved in (jet) on a joint (J') attached to the mast bollard in a window located on the mainsail. the double balm extension (Y1) is also manehoned in (y'1) The anti-drift planes () and (Mi) for commercial reasons are retractable in a well. The rail (R2) for reasons of solidity of the building must be sufficiently in front of the anchoring points of the two stays (F) and (G). A canvas (40) is mounted in the usual way between the two hulls (A') to pass from one to the other Launching requires a trailer that is commercially available and modular. The hull of this trimaran sailboat, planing, see figure 4, is made up of two tapered shapes, the hull on one side, the deck on the other, which join at the joint plane(s) so as to make the said hull achievable by molding technique. The improvements which are the subject of the present invention therefore allow the industrial production of the assembly. It must also be understood that the preceding description has been given only as an example and that it in no way limits the scope of the invention, which would not be exceeded by replacing the execution details described by any other equivalents, in particular, any other forms of sailboat equipped with the same mobile sail system at its base in a plane, can be envisaged, without departing from the scope of the invention provided that they have the same function.

Claims

CLAIMS 1. Sailing boat according to any one of claims 1 to 4 of the main patent, characterized in that in the catamaran configuration, the shrouds (E) and (G) are controlled by a rail (R1'), the base of the mast moves on a rail (R2) secured to the beam or connecting arm (I'), the anchoring of the rigging always moves in a plane.

2. Sailing boat according to any one of claims 1 to 4 of the main patent, characterized in that the rigging (K) comprises a double boom (Y) mounted on a crosspiece (Y') articulated in front of the mast or behind. which boom is extended by the double extension (Y') the point of which allows the attachment of a headsail or jib (K').

3. Sailing boat according to claim 2 characterized in that the clew point (K") of the jib (K') is mounted fixed at the base of the mast on a rail which allows its opening to be adjusted.

4. Sailing boat according to any one of claims 1 to 4 of the main patent, characterized in that the control sheets of the rail (R2) and of the entire rail (R1) control the position of the rigging from one end to the other of the rail in question.