Classifications

• • 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
  • B63H8/20—Rigging arrangements involving masts, e.g. for windsurfing
  • B63H8/21—Wishbones
• • 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 boom is provided with an infinitely variable camber (sail curvature along the length of the boom) control located at the forward end of the boom.
• the forward end of the boom is where the sailor's forward hand grips the boom, to
• Applicant provides an internal jackscrew having an external tube which acts both as handgrip and as a handle for rotating the jackscrew and thereby changing the length of the boom.
• the sailor may thus adjust sail camber during either lulls or gusts, without having to let go the boom first or to spill wind from the sail.
• the jackscrew provides a mechanical advantage far in excess of that of a conventional rope tackle outhaul. Therefore, even a small or weak sailor may easily change camber in the strongest winds in which he can sail.
• the boom has a small angle (and is straight) at the forward portion thereof, so that no discomfort will be felt in the sailor's wrist, and so that there will be no interference with the jackscrew.
• the clews of the sail components are connected to a small diameter pivot pin, by links which are fitted loosely around the pivot pin, such that no large quantity of sand may accumulate therebetween, and such that any motion will dislodge any grains of sand accumulated, and such that the links will either push aside sand adhering to the pivot pin or be pushed aside themselves, and further wherein the pivot pin itself may rotate in its lodging.
• the rig may be dragged along the beach, in accord with standard practice, without danger of seizing or greatly increasing friction of the bearings thus provided, and of subsequent inhibiting of tacking or gybing.
• the bearing system has the further advantage that its size reduces, to insignificance, geometrically-caused discrepancies between the hori ⁇ zontal lengths of the two sail components induced by rotation of a curved boom.
• the forward end of the boom is provided with a pivot pin whose trunnion-shaped head passes through loose, short bearing rings in the walls of a transverse trunnion bearing bore, in which sand cannot stay.
• neither bearing can accumulate a sufficient buildup of grains of sand to greatly increase friction or cause seizing of the bearings.
• the pivot pin is free to rotate in its lodging hole in the forward end of the boom.
• Such pivot-pin rotation in combination with rotation of the mast about the mast axis, achieve major results relative to boom angle and camber control.
• the boom is mounted on the mast by a hand-wheel mechanism not requiring any tools.
• any or all aspects of the present invention relating to the curved boom may be employed on a straight boom, the major functional difference between the two booms being in the bend of the curved boom, and the fact that the straight boom is not rotated in order to be put through the sail. '
• FIG. 1 is a side elevational view of the intermediate portion of the rig, showing the boom in place and connected to the clewsj
• FIG. 4 is a fragmentary section view of the connection of the boom to the mast, looking downwards;
• FIG. 5 is a fragmentary sectional view of the aft end of the boom, showing twist-lock eccentrics and the boom extension tube;
• FIG. 6 is a fragmentary section of the aft end of the boom extension tube, showing the aft pivot pin and the clew connections, with the length adjustment and differential stretch compensating line;
• FIG. 7 is a side view of the second embodiment of the boom extension tube;
• FIG. 8 shows a former form of the mast-connector and associated bearing;
• FIG. 9 shows a simplified form of rear bearing and adjustment means.
• a boom is shown in operating condition, mounted on a mast and connected to the two-component sail of U.S. Patent 4,365,570.
• the mast is mounted on a sailboard (not shown) as disclosed in said U.S. Patent.
• the sail is shown on the port tack, with flap 21 (bottom edge region of the upper sail component 18) to windward, or port, of head 22 (top edge region of the lower sail component 19).
• the boom indicated generally at 100, is shown rotated upward; in normal sailing conditions it would be horizontal, or below.
• Boom 100 comprises a camber control assembly 110 mounted on the forward boom end, capable of changing the length of boom 100, and p ⁇ votally
• boom tube 101 is preferably curved, with the end portions being straight so as to permit the movements of both camber control 110 and extension 130 as they move in the manner to be described herein.
• boom tube 101 may be straight along its entire length. 10 . It has.. been found by, experimentation, that a- depth.
• FIG. 2 is a fragmentary sectional view of camber control 110.
• Camber control 110 comprises a jackscrew 111 bored axially by hole 112 into which a 20 sleeve 112a is pressed, and having a stop pin 113 inserted transversely, a nut 114 pressed into the forward end 102 of boom tube 101, a grip tube 116 pressed onto jackscrew 111 at their forward ends, a bushing 117 pressed into the aft end of grip tube 116, a wiping ring 118, and a cover 119.
• Jackscrew 111 is preferably fabricated from plastic having good resistance
• Sleeve 112a is bored to provide a close fit on forward pivot pin 126 (to be discussed later). Sleeve 112a extends only partway of the length of hole 112, and is made of hard, corrosion resistant metal, such as one of the 300 series stainless steels into which grains of sand will not
• Metal nut 114 is pressed into the forward boom tube end 102, although other means of securing it may be employed. Its threads provide a good clearance for those of jackscrew 111, to reduce friction and costs, and to permit for the possible incursion of very fine particles of grit without seizing.
• Grip tube 116 is pressed on jackscrew 111, and serves as a handle by which the operator rotates jackscrew 111. Its after end is supported by plastic bushing 117, which may be pressed into grip tube 11 or secured by adhesives.
• Bushing 117 may be omitted if the outer diameter of boom tube 101 is a close loose fit into grip tube 116; its major purpose is to provide support to -grip tube 116 under the strain of the suspended weight of the sailor when leaning far out in high winds. Sand and grit are excluded by the wiping action of ring 118, which may be a ring of waxed flax, felt, oakum, rubber, or other of the well known gland packing materials.
• Cover 119 is formed of heat-shrunk plastic tubing which fits intimately around the outer surfaces of grip tube 116, bushing 117, and wiping ring 118, retaining these in abutting relationship against the relative motion of the boom tube end 102, while tightly compressing ring 118 against the boom tube end 102 so as to wipe the latter clean of all sand and grit and the like.
• Cover 119 is preferably fabricated from expanded irradiated cross-linked polyolefin plastic, or any other common semi-rigid, or rigid, heat-shrink tubing, well known in the electronic cable art. Pin 113 may be used to prevent inadvertently turning the camber control assembly completely off the boom.
• FIG. 3 illustrates the forward boom bearing and mast connection assembly 120, as seen from the side.
• FIG. 3 also indicates the relative placement of. a D- ring 31.
• FIG. 4 is a horizontal sectional view taken as indicated in FIG. 3; showing the internal components of the forward boom bearing and mast connection assembly 120. (For clarity, D-ring 31 is omitted.)
• Mast 13 is passed through a central opening 129 in a mast clamp body 121.
• a thumbwheel (handwheel) 123 is threaded on a tang 124 of slide 125; rotation of thumbwheel 123 moves slide 125 in and out so as to clamp and release a range of masts of various sizes.
• Slide 125 moves within a mortise 127 which is formed in body 121 and intersects opening 129.
• Thumbwheel 123 is held in place by the walls of a slot 122 in body 121.
• slide 125 is first inserted into mortise 127 and pushed inwards so that tang 124 clears slot 122. Thumbwheel 123 is then dropped into place through slot 122 and held there while slide 125 is moved back until the threads on tang 124 engage those in thumbwheel 123. Thumbwheel 123 is then turned to retract slide 125 until the desired opening clearance is obtained for mast 13 to pass through. As can be 5 seen in FIG. 3, thumbwheel 123 projects out of slot 122 so that it may be turned by the fingers and thumb of the operator, no tools being required.
• D-ring 31 shown in FIG. 3, secures sail components 18 and 19 together, by being hooked through grommets 32 and 33 set in the forward edges of the mast sleeves of upper sail component 18 and lower sail component 19.
• D-ring 31 is . lQ . * . • preferably made .from. stainless, steel- rod,., bent to shape,, strong enough to resist, the downhaul force in the sail without opening.
• the two ends of D-ring 31, which are hooked through grommets 32 and 33 next to mast 13, are preferably round in cross-section, so that D-ring 31 may be easily rotated aside (out of the plane of FIG. 3) to allow for easier access to thumbwheel 123. 15 This (the construction of FIGS.
• Pivot 126 can be seen; set into loose bearing rings 126a, which are pressed into bore 128.
• Pivot 126 is preferably made of stainless steel, and may be forged in one piece; joined by welding, or by threading and staking. As can be seen best in FIG. 3, pivot 126 is free to rotate through large angles in the 30 vertical, with its cylindrical shank projecting through a slot S that intercepts bore 128 transversely.
• boom 100 is slipped on the cylindrical shank of pivot 126, such that the shank passes through sleeve 112a (FIG. 2) and projects into hole 112.
• OMPI forward end of jackscrew 110 rests against the cylindrical rear surface of mast clamp body 121, which serves as a thrust bearing.
• the after end of mast clamp body 121 is cylindrical about a horizontal axis, as shown as 121a.
• sleeve 112a rotates around the shank of pivot 126, and the end of boom 100 moves around the cylindrical surface, as the forward end of the boom describes its conical path centered on the boom chord.
• the mast clamp and mast also rotate through the same angle in the horizontal, being clamped together, no other accommodation being necessary. ,-,- -.-..
• the angle which the boom has, at regions near the mast is very important to the comfort of the sailor. "Comfort" is no small matter in sailboarding, and its absence can involve actual pain. The angle of the boom portions near the mast is very important for another reason, namely, making it possible for the boom to rotate between and through upper and lower sail components 18 and 19 the edges of which are spaced apart only a short distance (at the mast) for minimized leakage of air.
• Applicant's boom at its forward end, has an angle less than about 30 degrees, and preferably less than about 15 degrees, both such angles being in relation to a line of reference (chord) that extends through the ends of the boom. Furthermore, applicant's boom is preferably not reverse-bent (goose- necked) adjacent the mast, instead extending directly toward the axis of the mast as shown in FIGS. 1 and 4.
• Applicant's boom-mast connector (besides having the important advantages and functions stated elsewhere in this specification) has a subtle motion when the boom rotates about its chord during tacking and gybing. No goose neck is desired, nor is the right-angle relationship of German Utility Model 7421380 desired, it being instead wanted that the forward boom end approach the mast at an acute angle. Furthermore, it is necessary for outhaul (camber) adjustment while under way (by the jackscrew) that grip tube 116 (FIG. 2) be rotatable about its own axis without interference from the mast or mast connector, and without affecting outhaul tension (such as is created by the elements of FIG. 6). Referring to FIGS.
• the,, forward, boonri .end describes a . cone, relative -to the mast, as- the: boom rotates about its chord, but in space (not relative to the mast) a more complex path is described because of the pivoting of the mast about its axis.
• FIG. 5 is a fragmentary section view through the aft end 103 of boom tube
• a like wiping ring 132 is provided to seal against sand and grit, and a similar bushing 133 is provided (if needed), and a seal cover 139 is also provided, made of heat-shrink tubing as before.
• Free eccentric cylinder 135 and bound eccentric cylinder 134 are turned to the same diameter, which is slightly smaller than the inside diameter of boom tube end 103, so that both may slide
• Boom extension tube 131 is pressed tightly onto the reduced diameter of 30 bound eccentric 134, such that they will always rotate and slide as one integral unit, even though made from different materials.
• adhesive or other fastening techniques may be employed.
• bound eccentric 134 may be bored out at its press-fit end.
• Dashed line 138 indicates the longitudinal axis of the assembly and tubes 103 and 131.
• Centerline 137 indicates the 5 eccentric axis along which both eccentrics 135 and 134 are drilled and tapped. Screw 136 is run through the off-center hole of eccentric 135 and staked in place in eccentric 134, leaving axial clearance to permit free relative rotation. If the
• OMPI diametral clearance between eccentrics 134 and 135, and the inside of boom tube end 103 is the common value of .229 mm (as employed in extruded telescoping aluminum tubes), then the offset between centerlines 137 and 138 should be at least twice that amount, to allow for manufacturing tolerances and to permit 5 locking. If the eccentricity is made too large, however, then too small a twist will lock the assembly.
• FIG. 6 illustrates the aft boom bearing and sail connection assembly.
• End plug 145 which is of the same material as jackscrew 111 and bored longitudinally to fit aft pivot pin 141, is pressed into the aft end of boom extension tube 131.
• pin 141 is in. intimate contact along its length with the bore of plug 145, yet can act as a back-up bearing. Such pin 141 may be hand-pushed into the associated bore during assembly.
• Washer 142 is free to rotate on reduced diameter journal 144 of pin 141, as is ring 146. However, washer 142 could be made integrally with pivot pin 141.
• Cable 147 (preferably formed of metal) is formed into a double loop, its ends secured by crimp means 148, and connects pivot pin 141 to the clew of upper sail component 18.
• the lower loop in cable 147 passes loosely around pivot pin 141, being retained axially by the end surface of end plug 145.
• the clew of lower sail component 19 is connected to ring 146 by line 149;
• ring 146 is retained in place axially by washer 142, which abuts against the shoulder between journal 144 and the surface of 141.
• Ball 143 is screwed onto the threaded aft end of journal 144. It prevents loss of ring 146, and prevents puncture injury to anyone falling against the end of the boom assembly.
• • .. ring 146 and cable 147 have cross-sectional shapes that are circular. Thus, their contact with the cylindrical journal surfaces of 144 and 141, respectively, are line contacts at most. Thus, little or no sand can be entrapped by them. What sand may adhere through stickiness will be easily shaken loose during any motion,
• both ring 146 and the loop of cable 147 can be displaced axially, to pass around any obstructions, in the unlikely possibility such would be retained.
• the "cable” 147 (preferably formed of metal) is not resilient or stretchable.
• Line 149 has a certain amount of stretch capability (being, for example, nylon).
• pivot pin 141 In operation, pivot pin 141, with attached washer 142, ball 143, and ring 146, are secured to lower sail component 19 by line 149, thus preventing loss of parts in beach sand.
• the lower loop of cable 147 (which remains with upper sail component 18) is placed over the end of pivot pin 141, which end is then inserted 5 into the bore in end plug 145, and then pivot pin 141 is pushed all the way and seated, by pushing on ball 143.
• pivot pin 141 To disassemble, pivot pin 141 is pulled free of end plug 145, whereupon cable 147 is free, and both sail components are disconnected from the boom.
• the two sail components and the mast mount are secured in place on the mast.
• the boom extension tube and the boom are grasped, one hand on each, and given a twist to unlock the extension, whereupon the extension is pushed in to reduce the length of the boom assembly to the minimum.
• the end of forward pivot pin 126 is inserted into hole 112 (and bushing 112a) and 15 seated.
• the lower loop of cable 147 is placed around the end of aft pivot pin 141, then the end of aft pivot pin is inserted into the bore in end plug 145 and seated. This completes assembly.
• the extension tube is pulled out of the boom tube until the sail attains a reasonable camber. Since this has no mechanical advantage, not 20 everyone will be able to completely outhaul the sail to a small camber, but most can approach the desired camber. Then a twist is given to lock the extension in place.
• the camber control is rotated with respect to the boom, until the desired sail curvature is attained. If the sail has too large a camber, the camber control is rotated so as to lengthen the boom. For a right-hand screw thread the • 25 camber control is rotated counterclockwise, when looking at the fore end of the boom. The reverse of the above holds true.
• a modified boom extension tube 231 having a plurality
• Retaining clip 233 is held on place in holes 234 by its external hairpin-shaped leg, which grips the outside of boom extension 231 by spring action. Retaining clip 233 may be tied to boom extension 231 by a long lanyard (not shown), to prevent loss. Other types of pins or clips may be substituted for retaining clip 233, such as the common "Quick-pin" used in
• Boom extension 231 may be filled with foam, to provide flotation (as may the interior of boom tube 101); after which holes 234 are drilled.
• the aft end of boom extension 231 is provided with the identical end plug 145, as was provided for boom extension 131; in all other respects, aside from fixing extended lengths,
• boom extension 231 does not require that sand be prevented from entering the interior, having no close-fitting working parts, therefore no wiping ring, bushing or heat-shrink cover need be provided.
• this variation offers a lower manufacturing cost to the user, although perhaps not as convenient in operation.
• retaining clip 233 is moved to the proper new pair of holes 234, a simple procedure.
• the sailor may have to relieve the sail tension in order to extract retaining clip 233, by turning in camber control 110 so as to shorten the overall boom length, unless he is fairly strong.
• the location of pairs of holes 234 may be at regular intervals smaller
• camber control 110 may be clustered in groups around the nominal lengths of various sails — to provide for manufacturing tolerances in sailmaking and for permanent stretch. As new sails appear, it would be simple for the user, or the dealer, to drill new pairs of holes as needed, taking care only not to greatly weaken the boom extension tube.
• boom tube 101 may be fabricated to full length and boom extensions omitted entirely, for the lowest possible cost of manufacture. In this case, end plug 145 must be made in a larger diameter, and pressed into the extended end of boom tube 101.
• Camber control 110 should then have a large enough range of ⁇ adjustment -to take - care of permanent stretch and sailmaking tolerances, - or other means for this should be provided on the sail components, as will be disclosed later herein.
• Clew plate 150 is fastened to the clew of upper sail component 18 by a plurality of rivets 151, it being understood that clew plate 150 comprises two identical thin aluminum plates, one to «ach side of the fabric clamped therebetween. Slot 152 pierces completely through both aluminum plates and the fabric of the sail, and the upper loop of cable 147 is formed through slot 152. The sail tension of 18 pulls against the upper loop of cable 147 such that it remains against the rear end of slot 152, unless wingscrew 153 is turned so it moves into and along slot 152.
• any mismatch in relative lengths of the sail components may be adjusted out, including mismatches caused by manufacturing tolerances, and permanent deformations from use.
• Clew plate 155 similarly made of a pair of thin aluminum plates on both sides of the sail fabric, riveted together by rivets 151, is attached to the clew corner of lower sail component 19.
• Nylon line 149 is passed through hole 157 and then back through larger hole 156, then tied off to ring 146, as shown.
• Hole 156 is chamfered and deburred, to offer the minimum friction to line 149, while supporting the end of clew plate 155.
• the length, diameter, and stretch coefficient of elastic line 149 are chosen so as to generate enough stretch to
• ⁇ tfS match the greater stretch of upper sail component 18 (the upper-sail stretch being greater because of the larger area of the upper sail) along the plane of boom 100.
• the use of both holes 156 and 157 allows for a longer length of line 149 than would be possible if line 149 were terminated at hole 156, in the usual manner.
• Differential stretch compensator line 149 can be replaced by the proper size of bungee cord, springs or other elastic elements.
• the sail connection assembly, and the length and compen ⁇ sation assemblies may be simplified.
• This latter may be done by using a radial, or "sp ⁇ derweb" cut, with seams radiating from the clew corner, or by a variation of the tri-radial cut used on spinnakers, having seams radiating from each corner and intersecting at the center.
• the stretch parallel to head 22 of such a sail will be greatly reduced over that from a sail with threads parallel to the leach chord only.
• clew plates 150 and 155 are omitted, as are elements 152 and 153.
• Cable 147 (or a suitable ring shackle, or carabi ⁇ er, substituted therefor) connects to a grommet in the upper sail.
• line 149 which connects to a grommet in the lower sail.
• the length of head 22 (of sail 19) is reduced slightly in length. This ensures that head 22 is always shorter than the equivalent length of upper sail component 18, during manufacture, use, and under stretch.
• line 149 is tied longer or shorter, as the case may be.
• FIG. 9 shows the simplified form just described. Each single grommet is shown at G.
• the single D-ring 31 may, if desired, be replaced by port and starboard (separate) D-rings located well away from thumbwheel 123, for greater
• Trunion tube 324 (FIG. 8) is preferably made of metal with a hard surface and good corrosion resistance, such as one of the 300 series stainless steels. It permits upward and downward rotation of the boom, whose forward end also describes a conical path, and also allows for different angles between mast and boom in the vertical, as when the mast bends in high winds, changing sails, etc.
• Head 329 retains pivot pin 126 in place, to prevent loss in beach sand, and is formed after insertion, by cold-heading or hot forging.
• Journal 327 is the primary rotary bearing for the forward end of boom 100, backed up by the ability of pivot pin 126 to rotate in hole 112 (which does not, in this embodiment, have bushing 112a) of jackscrew 111. As indicated by dashed lines at 110, in FIG. 8,
• the tapered forward end of jackscrew 111 can be used to keep trunnion tube 324 centered between the ears of mast mount 321; however, this can also be done by the proper sizing of head 329, length of trunnion tube 324, and the spacing between the ears.
• applicant's small diameter not only reduces friction and sand exposure, but minimizes sail distortions during boom rotation.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Jib Cranes (AREA)

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• 1983
  • 1983-04-21 WO PCT/US1983/000616 patent/WO1983003805A1/en not_active Ceased
  • 1983-04-21 EP EP83901983A patent/EP0106896A1/de not_active Withdrawn
  • 1983-04-21 AU AU16100/83A patent/AU1610083A/en not_active Abandoned

Non-Patent Citations (1)

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