EP0021447A1 - Gréement de planche à voile ou analogue - Google Patents

Gréement de planche à voile ou analogue Download PDF

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Publication number
EP0021447A1
EP0021447A1 EP80103675A EP80103675A EP0021447A1 EP 0021447 A1 EP0021447 A1 EP 0021447A1 EP 80103675 A EP80103675 A EP 80103675A EP 80103675 A EP80103675 A EP 80103675A EP 0021447 A1 EP0021447 A1 EP 0021447A1
Authority
EP
European Patent Office
Prior art keywords
sail
boom
mast
rig according
spars
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP80103675A
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German (de)
English (en)
Inventor
Ludwig Nieschler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0021447A1 publication Critical patent/EP0021447A1/fr
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/08—Connections of sails to masts, spars, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H8/00—Sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing
    • B63H8/20—Rigging arrangements involving masts, e.g. for windsurfing
    • B63H8/23—Rigging arrangements involving masts, e.g. for windsurfing for tensioning or trimming the clew of the sail, e.g. outhaul trimmers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H8/00—Sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing
    • B63H8/50—Accessories, e.g. repair kits or kite launching aids
    • B63H8/52—Handheld cleats, cams or hooks for tensioning the downhaul or outhaul of a windsurfing sail

Definitions

  • the invention relates to a rig for a wind-powered, sailed water or land vehicle, in particular for a sail board, consisting of a on the vehicle body, e.g. the mast arranged on the sailboard, a boom attached to the mast in the manner of a large boom with two spars that arch outwards in mirror image to hold the rig and a sail that is loosely guided between the spars, the rear end (clew) of which is fixed aft of the boom and the lower leg from there runs diagonally down to the mast, with the spars diverging towards the aft and their distal ends connected by a crossbar.
  • a crossbar e.g. the mast arranged on the sailboard
  • Such rigs for sailing boards - also called surfboards - are known in a variety of embodiments. They are also known for land vehicles that are designed similar to a surfboard, but have wheels. Finally, there are also sailing boats that have rigs of this construction, but then have an mast that is attached to the hull and is otherwise unstained. In contrast, the mast of surfboards is pivoted on all sides of the board. Of particular importance here is the boom, which is to perform two functions, namely, on the one hand, to tension the sail between the mast and the aft end of the boom, and, on the other hand, to enable the actor to hold and tilt the sail against the wind.
  • the conventional boom (eg DE-PS 19 14 6o4) is designed as a spreading gaff, in which the spars converge at an acute angle at the front and aft.
  • Forks of this type have the following disadvantage: the profile (depth of curvature) of the sail depends on its construction and in particular on the tension within the boom. In all known sailing boards, the curvature depth of the sail is in any case so great that the profile of the sail is bulged more than the curvature of the spars. The reason is primarily that the maximum opening width of the spars may only correspond approximately to the width of the sail board, so that the actor has enough space and stability. The consequence is that the sail in the area of the boom is constricted or belted by the leeward spar.
  • booms are known, which are designed in the form of a slender trapezoid in a departure from an expanding gaff, the two converging long sides of the trapezoid Form spars while the boom is attached to the mast with the short trapezoidal side.
  • the clew of the sail is fixed in the middle on the aft longer Trapaz side - the crossbar mentioned at the beginning. Since the distance between the spars must not be greater than the width of the sail board, at least in the standing and grip area of the actor, there are naturally also constrictions or beltings here. However, these decrease aft, because the opening width increases there. Nevertheless, efficiency losses also occur here.
  • the invention is therefore based on the object of designing a rig of the structure described at the outset so that the sail profile is not influenced by the boom and that the sail can also be optimally placed against the wind.
  • this object is achieved according to the invention in that the crossbar is formed in a circular arc with a center approximately in the mast axis, the clew of the sail on one on the crossbar guided sled and a moving sheet is provided.
  • the sled can be pulled to the port side using the trim sheet so that the sail aurates its clear opening approximately behind the center of the boom, i.e. it gains distance from the starboard spar of the boom.
  • the curvature of the spars can adapt to the selected sail should be designed so that the sail does not rest there even in the front area, where it runs approximately parallel to the starboard spar, and consequently is not belted. This design has the great advantage that the sail profile is not affected by spars of the boom over the entire sail area.
  • the slide with the trim tab can be moved from the port to the starboard side without difficulty, so that the sail can bulge in reverse in an unhindered manner.
  • the sail can of course be effortlessly trimmed from one bow to the other when the wind changes, without changing the sail tension.
  • Practical tests have shown that the propulsive force can be increased by up to 20% compared to conventional rigs. The physical effort of the actor is converted into maximum propulsive force. Due to the better utilization of the sail profile, there is less deviation of the actual course from the apparent course (altitude run) with the same pad tendon.
  • the spars in the front region - the grip region - have an opening width corresponding approximately to the width of the surfboard, are then constricted to a waist and finally diverge again aft.
  • This profile of the boom which corresponds approximately to the shape of a fish when viewed from above, requires the least possible space when the sail profile is used optimally, and therefore does not particularly bother the actor when working on the board.
  • This shape of the boom has another unexpected advantage. If the wind increases or the actor moves the sail more towards the wind, the wind pressure in the sail increases, with the result that the spars of the boom boom bend more outwards due to the reactive force of the actor. This shortens the lag string, increases the depth of curvature of the sail and inevitably makes the sail trim worse.
  • Fork boom also occurs a deformation of the spar held by the actor; However, it is not limited to the grip area, rather the spars behind the waist are deformed inwards and at the same time the crossbar is bent out aft. As a result, the clew also moves aft, with the result that the flax tendon is even lengthened, at least cannot shorten. The sail trim is therefore rather improved.
  • the opening width of the spars immediately in front of the crossbar is larger than the opening width in the handle area.
  • the opening widths of the crossbar, the grip area and in the waist area behave approximately as 3: 2: 1.
  • the entire boom can be bent from a tube, the ends of which are connected to each other, or the crossbar can be fixed as a separate component at the aft ends that run freely. By changing the position of the crossbar on the spars, sails of different lying lengths can be installed.
  • a slip clamp for the trim sheet is arranged on each spar of the boom. These slip clamps are preferably located at the transition from the grip area to the waist of the boom.
  • the trim sheet engages on the sled and is guided to the slip clamps via two rollers, one of which is mounted at the transition of each spar into the crossbar. So there are no frictional forces in the guide of the trim sheet, so that it can be easily operated on the wind and during turning maneuvers.
  • the slide is preferably guided on the crossbar by means of rollers and can be clamped on the crossbar by means of at least one self-holding brake shoe.
  • the carriage has two rollers arranged side by side, which abut one side of the crossbar, and two brake shoes, which are arranged next to one another, which abut the opposite side of the crossbar.
  • the brake shoes are constructed such that, for example, the starboard brake shoe prevents the carriage from shifting to the port side, while the port brake shoe fulfills the opposite function. If, for example, the sail is to be trimmed from the starboard side to the port side, the port-side brake shoe is released with correspondingly simple tools and the sled with the trim sheet is pulled to the port side.
  • a particularly favorable embodiment results when the trim sheet consists of a starboard and a port sheet, the first of which attacks on the starboard side, the other on the port side brake shoe and both serve both to release the self-holding of the brake shoes and to move the sled . It is therefore only necessary to pull on the appropriate trim sheet to release the self-locking of the associated brake shoe and to trim the sail to the desired side, the other brake shoe automatically disengaging from its braking position.
  • the brake shoes can, if necessary, stand under the action of a spring pushing them into the self-holding position.
  • Trimming the sail for the course was previously described.
  • the invention opens up the further possibility of also trimming the profile of the sail.
  • An embodiment suitable for this is characterized by one on the clew of the sail attacking further trim sheet for trimming the sail profile, which is led to pulleys on the spars via pulleys on the sled and on the boom.
  • it has also been proposed for sail boards to use such a profile trim sheet this requires complicated guidance of the sheet due to the previous boom construction.
  • the profile cannot be changed while driving, since the sheet guide is subject to excessive friction and excessive sailing pressure.
  • the embodiment of the invention allows a change in the sail profile in a wide range and easy adjustment when the sail is loaded.
  • the boom should be arranged approximately at the shoulder level of the actor.
  • a sleeve which can be slid onto the mast or the mast pocket of the sail and is open towards the rear is provided, which can be clamped onto the mast and has a horizontal bearing running transversely to the mast, on which the front gripping the mast Boom is stored.
  • the boom can be easily pushed onto the mast by means of the sleeve until it has the desired altitude. Then the sleeve is clamped. An adjustment of the boom in the vertical plane is possible due to its horizontal storage. In this way, too, the forces of the actor are optimally implemented, since the boom can be adjusted in the most favorable position in terms of strength.
  • the sleeve is horseshoe-shaped in cross-section and longitudinal strips of elastic material are arranged in the area of the opening, which avoid chafing of the canvas.
  • the invention is based on suction. Surfboards described, but the rig according to the invention can also be used in the same way for land vehicles that are equipped with sails, e.g. Ice sailors and ice surfers, land sailors and land surfers but also for certain sailboats that have a spread-gaff rigged sail.
  • sails e.g. Ice sailors and ice surfers, land sailors and land surfers but also for certain sailboats that have a spread-gaff rigged sail.
  • the rig is generally designated 1.
  • the rig has a mast 2, a triangular sail 3 and a boom 4 attached to the mast 2 similar to a large boom.
  • the sail 1 can be drawn onto the mast 2 with a mast pocket. Instead, any other type of attachment of the sail to the mast is possible.
  • the mast itself sits - in the case of a surfboard - with the mast base 5 in a hole 6 in the board 7.
  • the mast base 5 is designed such that it can be pivoted on all sides with respect to the board 7. Otherwise the mast is unbalanced.
  • the boom which can be seen in Fig. 3, exists from two spars 8 and 9, which are arched outwards in mirror image with respect to the longitudinal axis of the rig.
  • the curvature of the spars 8, 9 is formed in the grip area 10, which is grasped by the actor, so that the maximum opening width in this area corresponds approximately to the width of the board 7.
  • the spars 8, 9 are then constricted aft to the aft, in order then to widen again.
  • Aft the two spars are then connected to each other by a crosspiece 12.
  • the crosspiece 12 is curved in the form of a circular arc, the center of the curvature being approximately in the axis of the mast 2.
  • the entire boom is bent from a tube which, if necessary, is provided with a coating, at least in the grip area 10.
  • the sail 3 is loosely guided between the spars 8, 9 of the boom 4, in which the leech 13 of the sail runs from the mast tip to the crossbar 12 of the boom, while the bottom 14 extends from there obliquely down to the mast base 5.
  • a carriage 16 is movable, on which the clew 15 of the sail 3 is fixed.
  • a trim sheet 17 is provided which engages on the slide 16 and is guided over deflection rollers 18 which are arranged at the transition between the waist 11 which widens towards the rear and the transverse web 12.
  • the trim sheet 17 is in the in Figs. 1 to 3 shown embodiment endlessly and with sections 20 to the handle 10 of the boom forward.
  • the trim sheet is fixed there on the spars 8 and 9 with slip clamps 21. It hangs with a loop 22 (see FIG. 1) down to below the lower leg 14.
  • Fig. 3 the sail is shown with a solid line on the wind, where it is located on the starboard side.
  • the profile of the sail 3 is fully formed, ie not affected by the spars 8, 9 of the boom. This is achieved in that the sail can extend freely from the starboard side over the area of the waist 11 to the port side.
  • the wind can be pulled across the port side by means of the trim sheet 17, which acts on the sled 16, as indicated by a dash-dotted line. To do this, the trim sheet only has to be loosened at the clamps located in the grip area of the actor.
  • Figs. 4 and 5 the sails and technical sailing conditions are shown in more detail. Fig.
  • FIG. 4 shows a conventional rig 22 ', the boom of which is formed from simply curved spars 25 and 24.
  • the S p ieren 23, 24 running forward and aft pointed to.
  • the sail 25 is loosely guided between the spars 23, 24, its clew being fixed in the area of the aft tip of the boom.
  • the direction of the apparent wind is indicated by b.
  • the actor sets the sail 25 against the wind by means of the boom 23, 24 in such a way that the flake a encloses the angle ⁇ with the longitudinal central axis of the board or with the apparent course. This results in a real course, which is indicated by c 1 and deviates from the apparent course by the angle ⁇ 1 .
  • the force relationships are indicated in the upper part of FIG. 4.
  • a total force d 1 arises which can be divided into a lateral force g 1 and a propulsive force f 1 .
  • the propulsive force f 1 is decisive for the sailing efficiency. In the case of a conventional rig, this is impaired in that, with an optimal arch depth of the sail profile, the sail is girdled by the spar 23 - in this case on the starboard side - that is, bulges above and below the spar, as indicated at 26.
  • Figs. 6 and 7 show an exemplary embodiment of the carriage 16 guided on the crosspiece 12.
  • the carriage 16 consists of two parallel plates which are arranged above and below the crossbar 12 and are connected to one another at a distance.
  • screws 27, 28 can be used, for example, which are screwed into a spacer sleeve 26 '.
  • the slide On one side of the crosspiece 12 - in the exemplary embodiment shown on the aft side - the slide has two rollers 29, 30 mounted on parallel, vertical axes, the axes being formed by the spacer sleeves 26 'in this exemplary embodiment.
  • These rollers 29, 30 have an inner profile adapted to the outer profile of the cross piece 12, as can be seen in FIG. 7.
  • two brake shoes 31, 32 are each pivotably mounted on the slide 16 on one of the spacer sleeves 26.
  • the brake shoes also have an inner profile adapted to the outer profile of the crosspiece 12 (see FIG. 7).
  • the contour 33, 34 of each brake shoe 31, 32 which bears against the crossbar is designed such that the brake shoe bears frictionally against the crossbar 12 in the position shown in FIG. 6.
  • the brake shoes are forced into the position shown in FIG. 16 by means of spring force, for example by means of leg springs 35, 36.
  • the dashed dot 17, or a section thereof, acts on the brake shoes.
  • the trim sheet is fixed, for example, in transverse bores 37, 38 (see FIG. 7) of the brake shoe.
  • the associated brake shoe By pulling the trim sheet at one or the other end, the associated brake shoe is released from its self-holding position against the Force of the leg spring 35 is moved out so that the carriage can run in the pulling direction since the other brake shoe is released automatically.
  • the sail can not only, as in the embodiment according to FIGS. 1 to 3, trimmed from starboard to port side and fixed there, but also any course between the two positions can be set, for example, so as not to sail so hard on the wind.
  • FIG. 8 An embodiment is shown in FIG. 8, in which a carriage 16 is again movable on the crosspiece 12.
  • the trim sheet 17 again engages at 39, which - as in FIG. 1 - is guided via deflection rollers 18 to the two spars 8, 9 into their grip area 10 and is fixed there at cleat clamps 21.
  • the carriage 16 can be moved on the crossbar 12.
  • the sail 3 is provided with a deflection roller 40 in the clew 15.
  • the carriage 16 has a pair of rollers 41, 42 corresponding to the rollers 29, 30 of FIGS. 6, 7, which thus roll on the aft side of the crossbar 12. In relation to these rollers on the other side of the crosspiece, deflection rollers 43, 44 are mounted.
  • a further roller 45 is finally arranged between these rollers; which, together with the roller 40 on the clew 15 of the sail 3 and in connection with the rollers 43, 44, forms a type of pulley block guide for a second trim sheet 46.
  • the trim sheet 46 is in turn fixed with slip clamps 47, 48 on the spars 8, 9 in their grip area.
  • the ropes 49 of the trim sheet 46 hang loosely.
  • the trim sheet is also guided between the slide 16 and the cleat clamps 47, 48 via deflection rollers 50, 51, which are arranged analogously to the deflection rollers 18 for the trim sheet 17 in the region of the transition between the spars 8, 9 and the crossbar 12.
  • the tension of the sail and thus its profile can be changed by the trim sheet 46 at a given course.
  • the roller 40 arranged on the clew 15 is pulled inwards, that is to say the sail tension is increased.
  • This sail tension then remains due to the pulley system of the trim sheet 46 in every position of the slide 16 on the crossbar 12.
  • the carriage 16 can of course with brake shoes, as they are in the embodiment according to FIGS. 6 and 7 are indicated, be provided.
  • FIG. 9 shows a view, similar to FIG. 3, of the rig 1 with the board 7.
  • the actor 52 standing on the board 7 is also indicated.
  • the boom 4 and the position of the sail 3 are indicated by solid lines in certain winds. If the wind gets harder, i.e. the reaction force of the actor 52 is correspondingly greater, the boom 4 deforms approximately into the position shown in dashed lines. Due to the shape of the boom 4, the deformation in the grip area 10 of the snare 9 is relatively small, while the aft end of the spear 9 deviates more towards the inside and at the same time the crossbar 12 is curved outwards.
  • a mast pocket which is designated 59 in FIG. 10.
  • a sleeve 53 that can also be pushed onto the mast 2 is provided, which has a slot opening 34 aft, thus resembling a horseshoe in cross section.
  • the sleeve 53 has a projection 55 which extends to the front and which forms a bearing 56 for a bearing pin 57 which extends transversely to the mast 2. The two are on this bearing pin 57 Spars 8, 9 attached with their front end so that the entire boom 4 can pivot about the bearing 56.
  • the sleeve 53 can be fastened with suitable fastening means, e.g.
  • the sleeve 53 is designed in the region of the slot-like opening 54 with elastic elements 6 0 running along the opening edge, for example rubber cords or the like.
  • the sleeve can also be provided with ribs 61.
  • this type of attachment can be used for a mast 2 with the diameter g and unchanged for another mast with a smaller diameter h.
  • the boom can be assembled and disassembled without difficulty regardless of the mast size.
  • the sail does not need to have a recess for this.
  • the boom can be fixed at any height on the mast, which allows an optimal adaptation to the height of the actor and thus an optimal power consumption.
  • FIG. 1o shows an embodiment of the boom 4 in which the crossbar 12 is designed as a separate component 62.
  • the spars 8.9 of the boom 4 run freely at their ends 63.64.
  • the crosspiece 62 is provided with profile end pieces 65, 66, each having a sleeve 67, 68, by means of which they can be pushed onto the free ends of the spars and can be fixed in the desired position by means of conventional clamping means.
  • This version is simpler to manufacture and - as far as the trimming slide runs - also more reliable. It also opens up the possibility of using sails of different lying lengths and tensioning them perfectly by fastening the crossbar 62 to the spars 8, 9 at a corresponding distance from the mas 2.
  • a boom with the spars 8.9 can be provided with two or more transverse webs 62 of different lengths.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Jib Cranes (AREA)
  • Tents Or Canopies (AREA)
EP80103675A 1979-07-03 1980-06-28 Gréement de planche à voile ou analogue Ceased EP0021447A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2926706 1979-07-03
DE19792926706 DE2926706A1 (de) 1979-07-03 1979-07-03 Rigg fuer ein segelbrett o.dgl.

Publications (1)

Publication Number Publication Date
EP0021447A1 true EP0021447A1 (fr) 1981-01-07

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ID=6074727

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80103675A Ceased EP0021447A1 (fr) 1979-07-03 1980-06-28 Gréement de planche à voile ou analogue

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EP (1) EP0021447A1 (fr)
DE (1) DE2926706A1 (fr)
ES (1) ES493020A0 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0064907A1 (fr) * 1981-05-04 1982-11-17 Jean-François MAURRAS Dispositif pour le réglage de la voile d'une planche à voile
FR2528791A1 (fr) * 1982-06-17 1983-12-23 Look Sa Wishbone pour planche a voile
US4671199A (en) * 1984-03-13 1987-06-09 Mistral Windsurfing Ag Rig for a windsurfing board
FR2796107A1 (fr) * 1999-07-08 2001-01-12 Fabrication D Accastillage Nor Dispositif d'immobilisation d'un rail le long d'un profile, tel qu'un mat de bateau

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4238479A1 (de) * 1992-11-14 1994-05-19 Rainer Dipl Ing Jaede Rigg

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3408973A (en) * 1967-09-11 1968-11-05 Larry L. Curtis Pedestal and pivot for sailboat jib
DE1914604A1 (de) * 1968-03-27 1969-10-09 Drake James Robert Windgetriebenes Fahrzeug
US3841251A (en) * 1973-09-17 1974-10-15 R Larson Sailboat
DE2701243A1 (de) * 1977-01-13 1978-07-20 Mistral Windsurfing Ag Segel-trimmeinrichtung fuer spreizgaffeltakelung, insbesondere fuer surfsegelbretter

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3408973A (en) * 1967-09-11 1968-11-05 Larry L. Curtis Pedestal and pivot for sailboat jib
DE1914604A1 (de) * 1968-03-27 1969-10-09 Drake James Robert Windgetriebenes Fahrzeug
US3841251A (en) * 1973-09-17 1974-10-15 R Larson Sailboat
DE2701243A1 (de) * 1977-01-13 1978-07-20 Mistral Windsurfing Ag Segel-trimmeinrichtung fuer spreizgaffeltakelung, insbesondere fuer surfsegelbretter

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0064907A1 (fr) * 1981-05-04 1982-11-17 Jean-François MAURRAS Dispositif pour le réglage de la voile d'une planche à voile
FR2528791A1 (fr) * 1982-06-17 1983-12-23 Look Sa Wishbone pour planche a voile
US4671199A (en) * 1984-03-13 1987-06-09 Mistral Windsurfing Ag Rig for a windsurfing board
FR2796107A1 (fr) * 1999-07-08 2001-01-12 Fabrication D Accastillage Nor Dispositif d'immobilisation d'un rail le long d'un profile, tel qu'un mat de bateau

Also Published As

Publication number Publication date
ES8102954A1 (es) 1981-02-16
ES493020A0 (es) 1981-02-16
DE2926706A1 (de) 1981-01-15

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