Sailing Yacht

Abstract

A sailing yacht (I) comprising a hull (S) and two drift blades (1,1′) coupled to said hull (S), each of said drift blades (1,1′) being fixed pivoted to said hull (S) in a symmetrical position with respect to the other blade (1′, 1) from opposite side with respect to the longitudinal axis (X) of said hull (S) for rotating independently relative to the other blade (1′,1) about a rotation axis (Y,Y′) not necessarily parallel to said longitudinal axis (X), and around a rotation vertical axis (R, R′) so as to modify the angle of incidence with respect to the flow line of the water, with the possibility when sailing of having ballast (Z,Z′) positioned in various positions dynamically modified: • each ballast (Z, Z′) attached to the respective blade (1,1′) and separated; • both ballasts (Z, Z′) attached to one drift blade (1); • both ballasts (Z, Z′) attached to the other drift blade (1′); • both ballasts (Z, Z′) attached to said two drift blades (1, 1′) and joined.

Description

The present invention relates to a sailing yacht.

The research of speed has been from the beginning a distinctive feature of the development of marine engineering, not only because beneficial for the purpose of transporting goods or in war, but also because the chance to escape the bad weather is a safety factor, so interesting also for yachting in its various manifestations, from racing to cruising.

The modern sailing boats, like motor boats, are no longer bound to the limit of their critical speed linked to the length of the hull, but, being able to glide reach a speed-time characteristics of the most fast motorboats.

The ability to glide for a given sail area, and a given righting moment capable of counteracting the heeling of the sail plan under the thrust of the wind, appear to be directly proportional to the boat's lightness, and the possibility of having a lifting and lift effect (lift) by immersed airfoils (as hydrofoils).

For this reason the multihulls are at an advantage because they are able to generate high righting moments by virtue of their shape, while the monohulls are forced to turn to a drift ballasted. The greater impetus to the increase in speed of monohulls in recent times, as well as constant development linked to new available composite materials, is due to the appearance of tilting tendencies that have led to a higher righting moment by moving upwind a reduced weight ballast than what it would be in a keel fixed configuration of equal draft.

Recently it has been added the use of fixed or retractable profiles, known with the term of foils that are used to generate a lift generating a righting moment for example leaking to the leeward side of the hull below the water surface, as also described and illustrated in U.S. Pat. No. 7,644,672, always in order to reduce the weight of ballast required to equal conditions.

From U.S. Pat. No. 4,044,703 it is known a boat which then provides two ballasted drifts revolving around a same longitudinal axis place in the boat median plane: in this case the maximum righting moment can be at most equal to that generated in the case of a mono derives tilting.

In the patent document IT1234024 fast monohull trend is taken into consideration which tend to rely more and more to the stability of shape to decrease the weight where it is proposed an advantageous use of two ballasted overhead drifts arranged at the sides of the hull, with not only functions to move the windward ballast but also to dispose the axes of rotation according to appropriate angles so as to generate lift in different gaits, so as to use the same drifts to reduce the weight of ballast replacing it with the righting moment generated by the reactions.

From a comparison between the dual vessel solution derives tilting referred to above and that of a hull equipped with single canting keel, such as that described in U.S. Pat. No. 5,163,377, it can detect the following points in favor of either solution:

• • In favor of the rocker single drift, reduced complexity and a lower weight for the same righting moment, if you think in static and not dynamic terms;
  • In favor of the double canting keel, the possibility to reduce the draft, extremely important option for vessels used not only for the race.
  • In favor of the double canting keel, the possibility of reducing the weight according to the action date of lift from the wing profile of the drift downwind of the airfoil which can be suitably oriented.

The object of the invention in question is to provide a sailing yachtable to improve and optimize the solutions of the known art specified above.

In particular, an object of the present invention is to provide a sailing yacht provided with equal righting moment and equal draft obtained with the use of a lower weight ballast, as well as with the eventual possibility of modifying the angle of incidence of the wing profile of the drift blades. This is by virtue of their angular position with respect to the main rotation axis (also not parallel to the axis of symmetry of the hull), both by virtue of the rotation of the same with respect to the rotation axes, so as to generate hydrodynamic forces with the triple function: both lifting, both of increased righting moment, both antiscarroccio.

The structural and functional characteristics of the present invention and its advantages will become even more clear and evident from the underlying claims, and in particular from an examination of the description that follows, referring to the attached figures, which show a preferred but not restrictive form of realization boat sailing in question, in which:

FIG. 1 shows a schematic view of the invented sailing yacht, represented in an operative position;

FIG. 2 shows a schematic view of the invented sailing yacht, represented in another operative position;

FIG. 3 shows a schematic view of the invented sailing yacht, represented in a further operating position;

FIG. 4 illustrates in sequence some possible operative positions of the sailing yacht in object;

FIG. 5 shows a schematic view of the invented sailing yacht, represented in an operative position, in evidence with a component on an enlarged scale;

FIG. 6 shows a schematic view of the invented sailing yacht, represented in an operative position, in evidence with a component on an enlarged scale and one in plant;

FIG. 7 shows a schematic view of the invented sailing yacht, represented in an operative position, in evidence with two components on an enlarged scale;

FIG. 8 is a schematic view of a further component part of the sailing yacht in object; and

FIG. 9 is a view on an enlarged scale and partly in section of the component of FIG. 8.

With specific reference to the enclosed FIGS. 1 to 9, with I is generally indicated a sailing yacht provided with two identical drift blades 1 and 1′ arranged in a symmetrical position with respect to the axis X longitudinal of the hull S of the sailing yacht I. Each drift 1,1′ can rotate separately and independently with respect to each other about a relative axis of rotation Y,Y′, not necessarily parallel to the above cited axis X and to the same longitudinal distance from the axis X, and it's equipped at lower end K of a ballast Z,Z′ suitably shaped, the cross section of which defines substantially a semicircle or with any other suitable cross-section that gives hydrodynamic benefits and righting moment, and can rotate on its vertical axis R,R′, so that changing its angle of attack both positive and negative in order to contribute both to righting moment and to boat glide.

The position of the axis Y of rotation is placed in correspondence of the surface of hull S, and above it the structure continues to generate a lever arm adapted to rotate the whole drift 1,1′ by means of hydraulic actuators A and A′ or alternatively from cables operated by winches (not shown), or with other suitable handling, which act on the end of the drift 1,1′ above the fulcrum point that is contained within the same hull S, i.e. with direct handling on fulcrum of the axis Y,Y′. In the extreme position in which the drifts 1,1′ are brought to the center of the yacht I (FIGS. 2 and 5), the ballast Z and Z′ are in contact with their homogeneous section lying on the vertical median plane of the hull S: in this position through a commanded appropriate ratchet AR from inside the yacht I, both ballast Z and Z′ may remain fixed to one of the two drifts 1,1′ so that to be able to transfer all the weight of the the ballast of the yacht I on the drift blade which is upwind, so as to generate, during the movement of rotation of said drift 1,1′ towards the outside, the maximum righting moment.

As shown more clearly in FIGS. 8 and 9, the ratchet AR is contained on the lower end of each drift blade 1, 1′ and is formed by two symmetrical mechanisms M and M′, one M provided agent on the drift 1 and the other M′ on the drift blade 1′, arranged in such a way that only when one of the two is fully meshed with both ballast Z, Z′, the other may disengage from their relative ballast. Mechanical and electrical safety means are also provided (not illustrated).

In detail, each mechanism M,M′ of ratchet AR comprises a hydraulic cylinder 2 mounted on a relative drift 1,1′, and provided with a respective rod 3 with a groove 4 on which a safety restraint 5 is mounted to axis 11 and via the interposition of a return spring 6.

Each mechanism M, M′ also comprises a hydraulic cylinder 7 defining a release for said mechanism M, M′ provided with conical end 10, a conical bushing 8 arranged below for the centering and the engagement of the mechanism M,M′, and a conical bushing 12 arranged above for centering and coupling said mechanism M, M′, and an end portion 9 of the elastic stem 3.

In essence, in the yacht I of FIG. 1 the drift 1′ placed windward supports both ballasts Z and Z′ generating a force Fp due to the weight of the two ballasts Z and Z′, while the drift 1 suitably rotated with respect to the axis Y and axis R produces lift F with lifting effect FL and anti-drift Fs; in FIG. 2 are shown both mobile drifts 1 and 1′: both positioned with the joined ballast Z and Z′, that is on position in which it can take place taking charge of one or both of the ballast from one or the other is derived depending needs; in FIG. 3 shows the drift 1 with windward supporting both ballast Z and Z′ and suitably rotated along the axis R generating a hydrodynamic force Fi, joined to a force Fps due to the submerged weight of the two ballast weights while the drift 1′ suitably rotated on the axis Y and the axis R, produces the lift F with effect of increasing the righting moment; in FIG. 4 are shown the following operative positions:

A. operating position with both weights attached to drift 1′;

B. operative position of transfer of ballast Z from drift 1′ to drift 1;

C. operating position corresponding to a navigation in light winds with Z′ on 1′ windward and Z on 1 leeward;

D. operative position corresponding to a navigation with downwind with Z′ on 1′ and Z on 1, in which both of the airfoils of the drift blades 1 and 1′ rotated with a positive angle of incidence generate upward lifting. This position can also be given in case of need to reduce the draft;

E. operating position for the transfer of both the ballast Z and Z′ from 1′ to 1;

F. operative position with both ballets Z and Z′ hooked to drift 1 on opposite side with respect of position A.

in FIG. 5 it's shown on an enlarged scale the fastening system of the ballast Z and Z′ to the drift 1′; in FIG. 6 it's shown on enlarged scale and in plan the simultaneously fastening system of the ballast Z and Z′ to the drifts 1 and 1′; in FIG. 7 it's shown on an enlarged scale the operative position C, with the hooking system of the ballast Z and Z′ respectively to the drifts 1 and 1′; in FIG. 8 the yacht I is represented on enlarged scale in the operative position B or E, with in evidence the fastening system of the ballast Z and Z′ to the drifts 1 and 1′ simultaneously; and FIG. 9 is a view on an enlarged scale and partly in section of a component of FIG. 8.

Therefore, the advantageous use of the double structured drifting so derived is evident both in dynamic and static terms, as compared to the displacement of the hull center line due to the rotation of the drift 1,1′.

Another advantage lies in the possibility of bringing out the full drift blade 1,1′ from the water surface with the entire ballast Z+Z′, immersed in the water leaving the only profile downwind, without ballast (FIG. 1), in order to ensure anti-leeway during leeway course, and with functions to increase the righting moment when necessary to counter strong winds with downwind course.

Such increasing of righting moment is obtained therefore by rotating the drift blade 1 or 1′ towards the outside of the water line, thus increasing the incidence of the wing profile and generating greater lift, or by rotating one or both of the blades drift 1,1′ around its own axis R and R′ thus generating a windward positive and downwind negative lift effect, consequently increasing the righting moment, or both positive lift effect consequently increasing the possibility of glide.

Claims

1. Sailing yacht (I) comprising a hull (S) and two drift blades (1, 1′) coupled to said hull (S), characterized in that each of said drift blades (1, 1′) is fixed pivoted to said hull (S) in a symmetrical position with respect to the other blade (1′, 1) from opposite side with respect to the longitudinal axis (X) of said hull (S) for rotating independently relative to the other blade (1′,1) about a rotation axis (Y,Y′) not necessarily parallel to said longitudinal axis (X), and around a rotation vertical axis (R, R′) so as to modify the angle of incidence with respect to the flow line of the water.

2. Sailing yacht according to claim 1, characterized in that the said rotations of each said drift blade (1,1′) occurring under the thrust of actuator means (A, A′) provided mounted inside said hull (S).

3. Sailing yacht according to claim 1, characterized in that each said rotation axis (Y,Y′,R,R′) lies on the surface or inside of said hull (S) at a given distance from said longitudinal axis (X).

4. Sailing yacht according to claim 1, characterized in that it further comprises ratchet means (AR) for supporting and securing a ballast (Z, Z′) mounted in correspondence of a free end of each said drift blade (1, 1′).

5. Sailing yacht according to claim 4, characterized in that each said ballast (Z,Z′) of each said drift blade (1, 1′) is shaped in a substantially semi-circular section or in any other suitable cross-section that gives hydrodynamic benefits and righting moment.

6. Sailing yacht according to claim 4, characterized in that said ratchet means (AR) comprise a mechanism (M,M′) adapted to support in a releasable manner said ballast (Z,Z′).

7. Sailing yacht according to claim 6, characterized in that said mechanism (M,M′) comprises a hydraulic cylinder (2) mounted on a said drift blade (1, 1′), equipped with a relative rod (3) provided with a groove (4) on which is mounted a safety restraint (5) to axis (1 1) via the interposition of a return spring (6); an unlocking hydraulic cylinder of said mechanism (M,M′) provided with one tapered end (10), conical bushing means (8,12) for the centering and the engagement of the said mechanism (M,M′), and elastic means (9) applied to said stem (3).

8. Sailing yacht according to claim 4, characterized in that it further comprises actuation means and safety means for said ratchet means (AR).