Angular adjustment device between a boat mast and a furling boom

Abstract

The invention relates to an angular adjustment device between a mast (5) of a boat and a boom (7) articulated on the mast (5), the boat comprising a sail (3) connected to the mast (5) via a first portion (15a) of sail luff (3) and an operating member configured to pivot the boom (7) relative to the mast (5) so as to vary a vertical angle (α), the device comprising: a detection member configured to detect a second portion (15b) of movable luff on the boom (7); a control module configured to command the operating member to pivot the boom (7) so as to reduce the vertical angle (α) in the case where the detection member detects the movement of the second portion (15b) of luff. Abstract figure: Figure 2

Description

Title of the invention: Device for angular adjustment between a boat mast and a furling boom Technical field

[0001] The present invention relates to the field of sailing boats.

[0002] More particularly, the present invention relates to rigging equipment for sailing boats, including sail rigging equipment such as a mainsail boom furler. STATE OF THE ART

[0003] On sailing boats, generally triangular in shape, it is common to attach the edge of the boat's mainsail to a rigid rigging element hinged to the mast, commonly called a "boom". The boom can pivot horizontally and vertically relative to the mast, so as to allow a variation in the angle of incidence of the sail relative to the wind.

[0004] Depending on the speed at which the boat is sailing, it may be necessary, in addition to adjusting the angle of incidence, to adjust the hollow or flattening of the sail, by varying the vertical angle between the boom and the mast, depending on the strength of the wind or depending on whether the sailboat is sailing downwind or close-hauled.

[0005] Traditionally, this maneuver is partially performed using the mainsail sheet, which can also move on a sheet rail. However, there are configurations for which the vertical tension of this sheet is insufficient, and does not allow the boom to be maintained at a suitable angle to correctly dig or flatten the mainsail. It is therefore known to use an element configured to control the vertical angle between the boom and the mast, commonly called a "vang", articulated between the foot of the mast and the boom. Initially formed by a tackle and a rope, which only controls its elongation, it is also known from the state of the art to use a vang formed from rigid elements such as telescopic tubes equipped with an actuator, to control its elongation or shortening.In one form or another, the contraction of the vang thus causes the vertical angle to increase and its extension causes the vertical angle between the boom and the mast to be reduced.

[0006] Empirically, it is established that the apparent wind speed can vary by around 10% to 20% between the top of the sail and the foot. Since the sail forces are proportional to the square of the wind speed, it may be necessary to have a different mainsail incidence at the top of the sail and at the foot, i.e. in the lower part. This difference is commonly called "twisting". The latter makes it possible to avoid excessive heeling, a source of significant discomfort for passengers on a sailing boat and a significant reduction in the boat's displacement performance. Thus, the vang can play a major role in adjusting the twist, and therefore the depth of the mainsail. By increasing the twist, or depth, of the mainsail, it is possible to reduce the heel of the boat, particularly when sailing close-hauled.

[0007] Finally, adjusting the twist of the mainsail may prove insufficient when the weather conditions are very unfavorable, in which case it may be necessary to reduce the surface area of ​​the sail, an operation commonly called "reefing" by sailors. This operation consists of either manually taking in reefs or partially furling the sail in the mast. But there is also a way which consists of furling the mainsail on the bollard, thanks to a furling system comprising a drum, on which the edge of the mainsail is fixed, or at least its clew point and its tack point, and which allows, by furling it, to gradually reduce its bearing surface, in order to reduce the heel and the excessive forces of the wind on the boat.Unlike the process of furling the mainsail into the mast, manual reefing and the furling bollard are the only two processes that allow the surface area of ​​a mainsail reinforced by large horizontal battens to be reduced, the efficiency of which is recognized as being more efficient.

[0008] On sailing boats equipped with such bollard furling systems, the mainsail may furl completely, in particular when the helmsman wishes to stop sailing, or when the boat arrives at anchor or in port, or for example if a technical problem arises with any rigging element that compromises the safety of navigation.

[0009] Furling the mainsail onto the bollard, and respectively unfurling it, requires that the vertical angle between the bollard and the mast remains as close as possible to a reference value, often close to a right angle, so that the luff of the mainsail slides correctly in the mast groove, as the furling or unfurling progresses. Furthermore, it is also essential that the luff does not move excessively horizontally relative to the direction of the mast groove, commonly called the "rope" so that the sail can furl without creases and correctly on itself. In fact, if the vertical angle is too far from the required angle, for example significantly lower than the reference value, the mainsail luff moves away from the mast and the mainsail rolls up with folds on the bollard drum, the luff can no longer come out of the mast rope and gets stuck there.If the vertical angle is significantly greater than the reference value, at least part of the mainsail no longer wraps around the bollard drum and moves closer to the mast, making folds. In addition, the luff can no longer slide in the bolt rope, due to the forces orthogonal to the direction of the . slide, and this results in the mainsail getting stuck in an unwanted intermediate position. This risk can go as far as tearing the mainsail, for example in the case where furling is attempted to be completed while the luff is stuck in the groove of the mast bollard. Even without going as far as tearing the mainsail, a sail stuck in an intermediate position continues to be lifting and in the event of a sudden upwind, can cause further irreversible damage to the sailboat. Sailing then becomes impossible and the situation, if it continues, can present a risk for the crew and / or passengers, and it is then necessary to deliberately tear the mainsail to avoid the sailboat capsizing.

[0010] The invention thus aims to remedy, at least in part, these drawbacks of the state of the art. PRESENTATION OF THE INVENTION

[0011] More specifically, the invention relates to an angular adjustment device between a vertical mast of a boat and a furling bollard articulated on the mast, the boat comprising a sail connected to the mast by means of a first portion of sail luff winding onto the bollard and at least one sail operating member configured to pivot the bollard vertically relative to the mast so as to vary a vertical angle on the side of the sail between the bollard and the mast, the device comprising: • at least one detection member configured to detect a second portion of the luff of the sail moving horizontally on the terminal; • a control module connected to the operating members and to the detection member, said control module being configured to command the operating member to pivot vertically the bollard so as to reduce the vertical angle in the case where the detection member detects the movement of the second portion of luff at a first limit position on the bollard and configured to command the operating member to pivot vertically the bollard so as to increase the vertical angle in the case where the detection member detects the movement of the second portion of luff at a second limit position on the bollard, the first limit position being the same as the second limit position or closer to the mast than the second limit position.

[0012] Thanks to such a combination of characteristics, such an angular adjustment device makes it possible to ensure that the vertical angle is optimum, that is to say that the second portion of luff is located between the first limit position and the second limit position, in particular to allow the sail to be furled or unfurled safely, for example for reefing or when the wind arrives. boat at anchor or in a port. Such an adjustment device makes it possible to guarantee a wrinkle-free winding and without risk of tearing of the sail on the drum of the bollard.

[0013] Advantageously, the detection member comprises at least a first optical sensor fixed on the bollard opposite the first limit position and a second optical sensor fixed on the bollard opposite the second limit position, the control module being configured to command the operating member to pivot vertically the bollard so as to reduce the vertical angle in the case where the second portion of luff obscures the first optical sensor and to command the operating member to pivot vertically the bollard so as to increase the vertical angle in the case where the second portion of luff releases the second optical sensor.

[0014] Advantageously, the detection member comprises at least one third optical sensor fixed on the terminal opposite a third limit position, the third limit position being closer to the mast than the first limit position and a fourth optical sensor fixed on the terminal opposite a fourth limit position, the fourth limit position being further from the mast than the second limit position, the control module being configured to interrupt a rolling of the sail on the terminal in the case where the second portion of luff occludes the third optical sensor or in the case where the second portion of luff releases the fourth optical sensor.

[0015] Advantageously, the detection member comprises a pulley in continuous support on the second portion of luff and a displacement sensor configured to detect the position of said pulley, the control module being configured to command the operating member to pivot vertically the terminal so as to reduce the vertical angle in the case where the displacement sensor detects a displacement of the pulley associated with the first limit position of the second portion of sail luff and to command the operating member to pivot vertically the terminal so as to increase the vertical angle in the case where the displacement sensor detects a displacement of the pulley associated with the second limit position of the second portion of sail luff.

[0016] Advantageously, the pulley is integral with at least one rod in pivot connection with the terminal, the displacement sensor being configured to measure a pivot angle of the rod relative to the terminal, the first limit position corresponding to a first limit pivot angle of the rod relative to the terminal and the second limit position corresponding to a second limit pivot angle of the rod relative to the terminal.

[0017] Advantageously, the pulley is integral with a rod in ball joint connection with the mast, the displacement sensor being configured to measure a pivot angle of the rod relative to the terminal, the first limit position corresponding to a first limit pivot angle of the rod relative to the terminal and the second limit position cor- corresponding to a second limit pivot angle of the rod relative to the terminal.

[0018] Advantageously, the pulley is integral with a tube fixed to the terminal and comprising the displacement sensor, said displacement sensor being configured to measure a horizontal displacement of the pulley corresponding to a displacement of the second portion of luff at the level of the first limit position or at the level of the second limit position.

[0019] Advantageously, the pulley is integral with a tube fixed to the mast and comprising the displacement sensor, said displacement sensor being configured to measure a horizontal displacement of the pulley corresponding to a displacement of the second portion of luff at the level of the first limit position or at the level of the second limit position.

[0020] According to another aspect of the invention, it relates to a system for furling a sail on a furling terminal comprising an angular adjustment device as described above, said system comprising a furler configured to wind and unwind the sail on a drum of the terminal in the case where the second portion of luff is positioned between the first limit position and the second limit position.

[0021] According to another aspect of the invention, it relates to a sailing boat comprising a sail connected to a mast of said boat by means of a first portion of luff and a furling terminal articulated on the mast, said boat further comprising at least one sail operating member configured to pivot the terminal vertically relative to the mast, the boat further comprising a furling system as described above.

[0022] Advantageously, the operating member comprises a balance lift connecting a free end of the terminal to a free end of the mast, the balance lift being adjustable between a maximum stroke configuration in which the vertical angle between the terminal and the mast on the sail side is maximum and a minimum stroke configuration in which the vertical angle between the terminal and the mast is minimum.

[0023] Advantageously, the operating member comprises a vang connecting an articulation of a foot of the mast to an articulation of the terminal, the vang being adjustable between a maximum travel configuration in which the vertical angle between the terminal and the mast is minimum and a minimum travel configuration in which the vertical angle between the terminal and the mast is maximum.

[0024] Advantageously, the articulation of the mast foot is movable vertically on the mast and / or the articulation of the terminal is movable horizontally on the terminal, the vang further comprising means for locking the articulations on the mast foot and / or on the terminal, reciprocally.

[0025] Advantageously, the vang is a telescopic vang, an adjustment screw system or a gas cylinder equipped with a rope.

[0026] Advantageously, the operating member comprises a manual member configured to pivot the terminal vertically relative to the mast when a user actuates the manual member. PRESENTATION OF THE FIGURES

[0027] The invention will be better understood on reading the following description, given solely by way of example, and referring to the appended drawings given by way of non-limiting examples, in which identical references are given to similar objects and in which:

[0028] [Fig.l] is a schematic representation in side view of a sailing boat;

[0029] [Fig.2] is a schematic representation of a terminal hinged to the mast of a boat at a first angle between said terminal and said mast;

[0030] [Fig.3] is a schematic representation of a terminal hinged to the mast of a boat at a second angle between said terminal and said mast;

[0031] [Fig.4] is a schematic representation of a terminal hinged to the mast of a boat at a third angle between said terminal and said mast;

[0032] [Fig.5] is a detailed schematic representation of a terminal hinged on the mast of a boat and comprising a terminal angular adjustment device according to a first embodiment of the invention;

[0033] [Fig.6] is a detailed schematic representation of a terminal hinged on the mast of a boat and comprising a terminal angular adjustment device according to a second embodiment of the invention;

[0034] [Fig.7] is a detailed schematic representation of a terminal hinged on the mast of a boat and comprising a terminal angular adjustment device according to a third embodiment of the invention;

[0035] [Fig.8] is a detailed schematic representation of a terminal hinged to the mast of a boat and comprising a terminal angular adjustment device according to a fourth embodiment of the invention;

[0036] [Fig.9] is a detailed schematic representation of a terminal hinged on the mast of a boat and comprising a terminal angular adjustment device according to a fifth embodiment of the invention;

[0037] It should be noted that the figures set out the invention in detail to enable the invention to be implemented; although not limiting, said figures serve in particular to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION

[0038] [Fig.l] illustrates a sailing boat 1, comprising at least one sail, in particular a generally triangular sail 3, here a mainsail 3. The edge of the sail 3 is secured to a furling terminal 7 articulated to a mast 5. The terminal 7 forms with the mast 5 at least one angle a on the side of the sail 3 between the boom 7 and the mast 5. Alternatively, the angle considered may be the angle between the boom and the mast on the side opposite the sail, i.e. the vertical angle additional to the angle a and varying inversely proportionally to the angle a. Advantageously, the boom 7 can pivot horizontally around the mast 5, in particular depending on the speed of the boat 1 relative to the wind. The luff of the sail 3 comprises a first portion of luff 15a in sliding connection with the mast 5 and more particularly with a groove 17 of the mast 5, extended downwards by a slide gradually moving away from the mast and commonly referred to as a "rope". The luff of the sail 3 also comprises a second luff portion 15b, movable horizontally on the boom 7. The first luff portion 15a is naturally vertically above the second luff portion 15b.

[0039] The boat 1 comprises at least one operating member configured to vertically pivot the boom 7 relative to the mast 5 so as to vary the vertical angle a. In [Fig.l], the boat comprises a plurality of operating members, in particular a topping lift 11 connecting a free end of the boom 7 to a free end of the mast 5. By increasing the mechanical tension in the topping lift 11, the free end of the boom 7 rises and the angle a decreases. Conversely, by reducing the mechanical tension in the topping lift 11, the free end of the boom 7 lowers and the angle a increases. In other words, the topping lift 11 is adjustable between a maximum stroke configuration in which the vertical angle a is maximum and a minimum stroke configuration in which the vertical angle a is minimum. Another operating member illustrated in [Fig.l] is a vang 9 connecting a joint of a foot of the mast 5 to a joint of the boom 7, also adjustable between a maximum stroke configuration in which the vertical angle a is minimum and a minimum stroke configuration in which the vertical angle a is maximum. The vang 9 is for example a vang 9 actuated by an electric or hydraulic actuator. The vang 9 is for example a telescopic vang actuated by an electric or hydraulic actuator, an adjustment screw system or a gas cylinder with slack in the rope. Preferably, the articulation of the foot of the mast 5 is vertically movable on the mast 5. More preferably, the articulation of the boom 7 is horizontally movable on the boom 7. The vang 9 may further comprise means for moving and, where appropriate, locking its articulations on the foot of the mast 5 and / or on the boom 7. The topping lift 11 and the vang 9 may operate independently of each other or in synergy.In addition, the operating members may preferably include a manual member (not shown) allowing a crew member to manually adjust the vertical angle a. For the remainder of the description and for the sake of readability of the figures, no ropes of the boat 1 are shown with the exception of the topping lift 11, including the ropes. part of the boat's routine maneuvers 1.

[0040] The sail 3 is rolled onto the furling boom 7, for example when taking in a reef or when arriving at anchor or in a port, by means of a furling system comprising a furler (not shown) configured to furl or unfurl the sail onto a drum of the boom. To furl or unfurl correctly onto the drum of the boom 7, the vertical angle a must be substantially equal to 90°, that is to say that there is a preferred position of the second portion of luff 15b on the boom 7 in which the furling of the sail 3 is done without folds and without risk of jamming the first portion of luff 15a in the groove 17, as illustrated in [Fig.2]. Thus, the rolling or unrolling of the sail 3 is optimum only between a first limit position PI of the second portion of luff 15b on the boom 7 and a second limit position P2 of the second portion of luff 15b on the boom 7, as illustrated in [Fig.3] and in [Fig.4]. The first limit position PI is here illustrated closer to the mast than the second limit position P2. Alternatively, the limit positions PI, P2 are merged, so that there is only one angle in which winding or unwinding is permitted, preferably when the angle a is equal to 90°. The winder is preferably driven by an electric motor, but may further comprise manual winding means which may be usable in particular in the event of damage.

[0041] The furling system comprises an angular adjustment device 4 configured to adjust the vertical angle a between the mast 5 and the boom 7, as illustrated in FIGS. 5 to 9. The adjustment device 4 comprises at least one detection member 6 configured to detect the second luff portion 15b. The adjustment device 4 also comprises a control module 8 connected to the detection member 6 and to the operating members 9, 11.The control module 8 is configured to command the operating members 9, 11 to pivot the boom 7 vertically so as to reduce the vertical angle a in the case where the detection member 6 detects the displacement of the second luff portion 15b at the level of the first limit position PL. Also, the control module 8 is configured to command the operating members 9, 11 to pivot the boom 7 vertically so as to increase the vertical angle a in the case where the detection member 6 detects the displacement of the second luff portion 15b at the level of the second limit position P2. By the term "connected" is meant the fact that the control module 8 can receive information from the detection member 6 and transmit an instruction to the operating members 9, 11, either via a hardware connection, for example by an electrical cable connecting the different components, or via wireless transmission.

[0042] Thanks to such a combination of characteristics, such an angular adjustment device makes it possible to ensure that the vertical angle a is optimum, i.e. that the second portion of luff 15b is located between the first limit position PI and the second limit position P2, in particular to allow the sail 2 to be furled or unfurled safely, for example for reefing or when the boat 1 arrives at anchor or in a port. Such an adjustment device 4 makes it possible to guarantee furling without creases and without risk of tearing of the sail 3 on the drum of the bollard 7. The furling or unfurling of the sail 3 by the furling system can take place at the same time as the pivoting of the bollard 7.

[0043] The remainder of the description focuses on describing the operation of the detection member 6 according to different embodiments.

[0044] In the adjustment device 4 illustrated in [Fig.5] and in [Fig.6], the detection member 6 comprises at least a first optical sensor 10a fixed on the terminal 7 opposite the first limit position PI and a second optical sensor 10b fixed on the terminal 7 opposite the second limit position P2. Preferably, the sensors 10a, 10b are fixed on a fixed part of the terminal 7 relative to the drum of the terminal 7. In this embodiment, the control module 8 is configured to control the operating members 9, 11 for the vertical pivoting of the terminal 7 so as to reduce the vertical angle a in the case where the second luff portion 15b obscures the first optical sensor 10a and to control the operating members 9, 11 for the vertical pivoting of the terminal so as to increase the vertical angle a in the case where the second luff portion 15b releases the second optical sensor 10b.

[0045] In the embodiment corresponding to the adjustment device 4 illustrated in [Fig. 6], the detection member 6 further comprises at least one third optical sensor 10c fixed to the terminal 7 opposite a third limit position (not illustrated). The third limit position is closer to the mast 5 than the first limit position PL. The detection member 6 also comprises at least one fourth optical sensor 10d fixed to the terminal 7 opposite a fourth limit position (not illustrated). The fourth limit position is further from the mast 5 than the second limit position P2. In this embodiment, the control module 8 is configured to interrupt a rolling or unrolling of the sail 3 on the drum of the terminal 7 in the case where the second luff portion 15b obscures the third sensor 10c or in the case where the second luff portion 15b releases the fourth optical sensor 10d.In addition to interrupting the rolling or unrolling, the control module 8 can advantageously send an alert signal to the crew of the boat 1, for example to indicate that manual intervention is necessary to move the sail 3 horizontally on the bollard to return to a safe rolling position.

[0046] In the adjustment device 4 illustrated in [Fig.7], [Fig.8] and [Fig.9], the detection member comprises a pulley 12a continuously bearing on the second portion of luff 15b and a displacement sensor 12c configured to detect the position of said pulley 12a. In this embodiment, the control module 8 is configured to command the operating members 9, 11, the vertical pivoting of the terminal 7 so as to reduce the vertical angle a in the case where the displacement sensor 12c detects a displacement of the pulley 12a associated with the first limit position PI of the second luff portion 15b. The control module 8 is also configured to command the operating members 9, 11, the vertical pivoting of the terminal 7 so as to increase the vertical angle a in the case where the displacement sensor 12c detects a displacement of the pulley 12a associated with the second limit position P1 of the second luff portion 15b. The pulley 12a is for example formed by two flanges joined by a groove, the point of contact between the second portion of the guide 15b and the pulley being in the groove of the pulley 12a.The contact point is preferably maintained by means of a spring, so that when the second luff portion 15b moves horizontally away from the mast 5, the pulley 12a also moves.

[0047] In the adjustment device 4 illustrated in [Fig.7], the pulley 12a is integral with at least one rod 12b in pivot connection with the terminal 7. The displacement sensor 12c is then configured to measure a pivot angle of the rod 12b relative to the terminal 7. The first limit position PI corresponds to a first limit pivot angle of the rod 12b relative to the terminal 7. The second limit position P2 corresponds to a second limit pivot angle of the rod 12b relative to the terminal. Advantageously, the pulley 12a is secured to two rods 12b in pivot connection with the terminal 7. Each rod 12b is then located on either side of the sail 3, thus ensuring better mechanical strength of the detection member 6. The adjustment device 4 of [Fig.8] differs from that of [Fig.7], in particular in that the rod 12b or the rods 12b is / are in ball joint connection with the mast 5.The pivot point of the pulley 12a is then located vertically above the pulley 12a, which makes it possible to adapt the adjustment device 4 and more particularly the detection member 6 according to the space available in this area, which may vary from one boat to another. Furthermore, in [Fig.8], the rod(s) 12b may be configured to accompany a movement of the sail 3 around the mast, for example during a change of speed of the boat 1.

[0048] In the adjustment device of [Fig.9], the pulley 12a is integral with a tube fixed to the terminal, the tube comprising the displacement sensor 12c. The displacement sensor 12 is configured to measure a horizontal displacement of the pulley. In the case where the pulley moves horizontally by a predetermined distance, the control module 8 deduces that the second luff portion 15b has reached the first limit position PI or the second limit position P2 and controls the members maneuver 9, 11 accordingly.

[0049] It will also be noted that the invention is not limited to the embodiments described above. It will indeed appear to those skilled in the art that various modifications can be made to the embodiment described above, in light of the teaching which has just been disclosed to them.

[0050] For example, in the embodiments where the detection member 6 comprises a pulley 12a and similarly to the embodiments comprising optical sensors, it naturally follows that the displacement sensor 12c can measure a displacement of the pulley 12a associated with the third limit position of the second luff portion 15b or a displacement of the pulley associated with the fourth limit position of the second luff portion 15b, and that the control module 8 can interrupt the winding in the event of such measurements.

[0051] In addition to the detection member 6, whatever its shape, the adjustment device may comprise at least two visual markers positioned on the operating members, so that the preferred position of the operating members 9, 11 can be adjusted, for example in the event of failure of the detection member 6 or of the control module 8.

[0052] In the detailed presentation of the invention which is made above, the terms used must not be interpreted as limiting the invention to the embodiment set out in the present description, but must be interpreted to include all equivalents whose prediction is within the reach of a person skilled in the art by applying his general knowledge to the implementation of the teaching which has just been disclosed to him.

Claims

Claims

1. Angular adjustment device (4) between a vertical mast (5) of a boat (1) and a furling boom (7) articulated on the mast (5), the boat (1) comprising a sail (3) connected to the mast (5) by means of a first portion (15a) of sail luff (3) winding on the boom (7) and at least one sail operating member (3) configured to vertically pivot the boom (7) relative to the mast (5) so as to vary a vertical angle (a) on the side of the sail (3) between the boom (7) and the mast (5), the device (4) comprising: • at least one detection member (6) configured to detect a second portion (15b) of sail luff (3) movable horizontally on the boom (7);• a control module (8) connected to the operating members and to the detection member (6), said control module (8) being configured to command the operating member to pivot vertically the boom (7) so as to reduce the vertical angle (a) in the case where the detection member (8) detects the displacement of the second portion (15b) of luff at a first limit position (PI) on the boom (7) and configured to command the operating member to pivot vertically the boom (7) so as to increase the vertical angle (a) in the case where the detection member (6) detects the displacement of the second portion (15b) of luff at a second limit position (P2) on the boom (7), the first limit position (PI) being the same as the second limit position (P2) or closer to the mast (5) than the second limit position (P2).;

2. Angular adjustment device (4) according to claim 1, characterized in that the detection member (6) comprises at least a first optical sensor (10a) fixed on the boom (7) opposite the first limit position (PI) and a second optical sensor (10b) fixed on the boom (7) opposite the second limit position (P2), the control module (8) being configured to command the operating member to pivot vertically the boom (7) so as to reduce the vertical angle (a) in the case where the second portion (15b) of the luff obscures the first optical sensor (10a) and to control the operating member to pivot vertically the terminal (7) so as to increase the vertical angle (a) in the case where the second portion (15b) of the hoist releases the second optical sensor (10b).

3. Angular adjustment device (4) according to claim 2, characterized in that the detection member (6) comprises at least one third optical sensor (10c) fixed on the terminal (7) opposite a third limit position, the third limit position being closer to the mast (5) than the first limit position (P1) and a fourth optical sensor (10d) fixed on the terminal (7) opposite a fourth limit position, the fourth limit position being further from the mast (5) than the second limit position (P2), the control module (8) being configured to interrupt a rolling of the sail (3) on the terminal (7) in the case where the second portion (15b) of luff occludes the third optical sensor (10c) or in the case where the second portion (15b) of luff releases the fourth optical sensor (10d).

4. Angular adjustment device (4) according to claim 1, characterized in that the detection member (6) comprises a pulley (12a) continuously bearing on the second portion (15b) of luff and a displacement sensor (12c) configured to detect the position of said pulley (12a), the control module (8) being configured to command the operating member to pivot vertically the terminal (7) so as to reduce the vertical angle (a) in the case where the displacement sensor (12c) detects a displacement of the pulley (12a) associated with the first limit position (PI) of the second portion (15b) of luff and to command the operating member to pivot vertically the terminal (7) so as to increase the vertical angle (a) in the case where the displacement sensor (12c) detects a displacement of the pulley (12a) associated with the second limit position (P2) of the second portion (15b) of luff.

5. Adjustment device (4) according to claim 4, characterized in that the pulley (12a) is integral with at least one rod (12b) in pivot connection with the terminal (7), the displacement sensor (12c) being configured to measure a pivot angle of the rod (12b) relative to the terminal (7), the first limit position (PI) corresponding to a first limit pivot angle of the rod (12b) relative to the terminal (7) and the second limit position (P2) corresponding to a second limit pivot angle of the rod (12b) relative to the terminal (7).

6. Adjusting device (4) according to claim 4, characterized in that the pulley (12a) is integral with a rod (12b) in ball joint connection with the mast (5), the displacement sensor (12c) being configured to measure a pivot angle of the rod (12b) relative to the terminal (7), the first limit position (PI) corresponding to a first limit pivot angle of the rod (12b) relative to the terminal (7) and the second limit position (P2) corresponding to a second limit pivot angle of the rod (12b) relative to the terminal (7).

7. Adjustment device (4) according to claim 4, characterized in that the pulley (12a) is integral with a tube fixed to the terminal (7) and comprising the displacement sensor (12c), said displacement sensor (12c) being configured to measure a horizontal displacement of the pulley (12a) corresponding to a displacement of the second portion (15b) of the luff at the level of the first limit position (PI) or at the level of the second limit position (P2).

8. Adjustment device (4) according to claim 4, characterized in that the pulley (12a) is integral with a tube fixed to the mast (5) and comprising the displacement sensor (12c), said displacement sensor (12c) being configured to measure a horizontal displacement of the pulley (12a) corresponding to a displacement of the second portion (15b) of the luff at the level of the first limit position (PI) or at the level of the second limit position (P2).

9. System for furling a sail on a furling terminal (7) comprising an angular adjustment device (4) according to any one of claims 1 to 8, said system comprising a furler configured to wind and unwind the sail (3) on a drum of the terminal (7) in the case where the second portion (15b) of luff is positioned between the first limit position (PI) and the second limit position (P2).

10. Sailing boat (1) comprising a sail (3) connected to a mast (5) of said boat (1) by means of a first portion (15a) of luff and a furling terminal (7) articulated on the mast (5), said boat (1) further comprising at least one sail operating member (3) configured to pivot vertically the terminal (7) relative to the mast (5), the boat (1) further comprising a sail furling system according to claim 9.

11. Sailing boat (1) according to claim 10, characterized in that the operating member comprises a topping lift (11) connecting a free end of the terminal (7) to a free end of the mast (5), the topping lift (11) being adjustable between a racing configuration maximum in which the vertical angle (a) between the terminal (7) and the mast (3) on the sail side (3) is maximum and a minimum racing configuration in which the vertical angle (a) between the terminal (7) and the mast (3) is minimum.

12. Sailing boat (1) according to claim 10 or 11, characterized in that the operating member comprises a vang (9) connecting an articulation of a foot of the mast (5) to an articulation of the terminal (7), the vang (9) being adjustable between a maximum stroke configuration in which the vertical angle (a) between the terminal (7) and the mast (5) is minimum and a minimum stroke configuration in which the vertical angle (a) between the terminal (7) and the mast (5) is maximum.

13. Sailing boat (1) according to claim 12, characterized in that the articulation of the foot of the mast (5) is movable vertically on the mast (5) and / or the articulation of the terminal (7) is movable horizontally on the terminal (7), the vang (9) further comprising means for locking the articulations on the foot of the mast (5) and / or on the terminal (7), reciprocally.

14. Sailing boat (1) according to claim 12 or 13, characterized in that the vang (9) is a telescopic vang, an adjustment screw system or a gas cylinder provided with a rope.

15. Sailing boat (1) according to any one of claims 10 to 14, characterized in that the operating member comprises a manual member configured to pivot the terminal (7) vertically relative to the mast (5) when a user actuates the manual member.

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