Abstract:
A sailboat of the catamaran type has a pair of hulls joined by a pair of wedge shaped crossbeams, the crossbeams geometry being oriented to provide balanced distribution of loading on the hulls and crossbeams. An easily dismantable, multipart mast is stepped on the forward crossbeam and has a hook engaged by a ring or the like which is coupled to the shrouds and stay cables. The opposited ends of these cables has a unique &#34;T&#34; member for quick coupling with slotted shroud and stay anchor plates on the hulls of the boat. The rudder assembly includes an extruded rudder blade mounted in a rudder guide for vertical movement such that it is automatically raised upon encountering an obstruction.

Description:
This is a continuation of application Ser. No. 083,717, filed Oct. 11, 1979 &#34;Improvements In Sailboats Especially Catamarans&#34; now abandoned. 
    
    
     The present invention relates to improvements in sailboats, and especially improvements in catamarans. 
     During the last few years, interest in sailing as a sport has increased considerably. This interest in sport-sailing has pushed a type of boat, namely the catamaran, more strongly into the foreground. The known catamarans, however, are relatively unsuited for a greater spread of this type of boat, since on the one hand they are quite expensive and on the other hand require a considerable expenditure for the transportation and assembly of the boat. 
     The object of the present invention therefore is to provide safely functioning, esthetically appealing, compact and easily transportable catamaran at a favorable price, which can be easily disassembled and assembled, which is of great strength and may be safely maneuverable even in case of heavier loads and especially in shallow waters. 
     FEATURES OF THE INVENTION 
     According to the invention, the hulls of the catamaran are spaced by fore and aft wedge shaped crossbeams, the forward crossbeam having a unique multi part mast stepped thereon, and a rudder, translated vertically automatically upon encountering an obstruction. 
     The dismantling of the mast considerably facilitates the transportation of the catamaran of the invention. The advantageous developments of the mast of the invention make possible a simple dismantling or mounting of the mast without making too high, and thus expensive, requirement of the production tolerances of the critical individual parts of the mast, particularly of the inside pipe, and without reducing the strength of the mast in an inadmissible manner. 
     The accomodation according to the invention of shrouds, head stay, trapezoidal wires etc., in a hook fastened to the mast and the fastening according to the invention of the shroud to the anchor plate by means of a rod-like terminal piece insertable in the anchor plate through an ablong hole, make it possible even for a layman to quickly make the catamaran ready for sailing without difficulties and, by the same token to disassemble it quickly and easily for transportation and or storage. 
     As a result of the wedge bracing of the crossbeams in the hulls, according to the invention, great strength of the catamaran is achieved in a simple manner. This strength is increased still by the cost-favorable use of the same profile for the forward and rear crossbeam, whereby the rear crossbeam is turned about 180° in relation to the forward crossbeam, since as a result of the compression stress of the forward crossbeam by the mast and the tension load of the rear crossbeam by the main sail sheet a balanced distribution of the loads occuring, on the hulls and crossbeams takes place, so that even in case of maximum loads there will be no danger of breaking. 
     As a result of the vertical adjustability of the rudder blade of the invention, a large surface of the rudder blade with a constant lever arm for the steering process is available even in shallow waters, especially preferred by catamaran sailors, in which the rudder blade is pulled up a little, so that neither the maneuverability of the catamaran will be impeded in such shallow waters nor is there any danger of breaking the rudder blade. 
     The hulls, in case of the catamaran of the invention, advantageously consist of two lateral parts, which on their sides are connected by a one-piece cover. The one-piece development of the cover simplifies the production of the hull and has fewer disadvantages, as a result of which the hull becomes stronger, more compact and esthetically more attractive. 
     According to an advantageous embodiment of the catamaran of the invention, a profile for the mounting and guiding of the crossbeam, directed into the inside of the hull and always adapted to the profile of the crossbeam has been developed in one piece with the lateral parts. This development of the reception of the crossbeams, is simplier to produce as compared to known developments, where several separate parts are required, since the profiles may be shaped simultaneously with the lateral parts. Beyond that, the mounting for the crossbeams according to the invention is more robust, operationally safer and esthetically more attractive. 
     Another effective further development of the catamaran of the invention consists in the fact, that the trampolin consists of at least two longitudinally divided and crossdirectionally mutually guyed parts. As a result of this development of the trampolin according to the invention, which preferably is bound with the help of bolt ropes on the hulls and crossbeams, the hulls of the catamaran are prestressed against a movement to the outside in a simple manner, without additional separate elements. 
     Finally, according to the invention, provision has been made, for a separate box to be provided in the rear part of at least one of the hulls, whereby the box and the rear-end section of the hull may be reached by way of a closeable opening in the cover. This makes possible, in a simple manner the safe stowing away of personal effects in the box by way of a single opening in the hull and moreover, the pumping out of water from the end of the hull. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     Additional advantages, characteristics and possibilities of application of this invention will result from the following description of embodiments in connection with the drawings. 
     FIG. 1 shows a schematic and perspective illustration of a catamaran as in the present invention, 
     FIG. 2 shows a partial longitudinal cut through not completely assembled mast, 
     FIG. 3 is an enlarged view of the hook suspension of shrouds, head stay etc., shown in the circle III in a borken line, in FIG. 1., 
     FIG. 4 is an enlarged side view of the anchor plate-shrouds-connection, shown in the dash-dot line circle IV, in FIG. 1., 
     FIG. 5 shows the cross-sectional profile of the crossbeams, 
     FIG. 6 is a schematic presentation of the forward and rear crossbeam and of the compression and tension forces attacking at said crossbeams, 
     FIG. 7a is an enlarged, partly broken away, schematic side view of the arrangement of the rudder blade, shown in the dash-dot circle VII in FIG. 1., 
     FIG. 7b shows a cut along line VIIb--VIIb in FIG. 7a, 
     FIG. 8 shows a schematic cross-section through a hull in the area of the crossbeam mounting, 
     FIG. 9 is a schematic top view of a hull, 
     FIG. 10 is a schematic top view of the basic structure of the catamaran consisting of the hulls, the crossbeams and the trampolin, and 
     FIG. 11 shows a schematic longitudinal cut through the rear end of a hull. 
    
    
     FIG. 1 shows a catamaran with two hulls 1, forward crossbeam 2, and rear or aft crossbeam 3, mast 4, shrouds 5, head stay 6 and rudder blade 7. 
     DETAILED DESCRIPTION 
     FIG. 2 shows details of the collapsible mast 4. The mast 4 includes an upper pipe section 8, a lower pipe section 9 and an inner pipe 10. The pipe section 8, and 9 have on their rear end a rail guide or slot 11 for the attachment of the sail. At the lower end 12 of the upper pipe section 8 is a nesting ring 13, attached by a press fit of its projection 14, projecting into the inside of the pipe section 8. The ring 13 may also be attached by adhesion, rivetting etc., to the pipe section 8. The closed inside pipe 10 is held by press fit and/or other means of attachment such as adhesion, rivetting etc., in the ring 13. In order to accomplish a watertight closure of the inside of the upper pipe section 8, by which a capsizing of the catamaran is prevented, sealing material 15 is disposed behind the ring 13, in the inside of the pipe section 8, between said pipe section 8 and the inside pipe 10. The ring 13 has a flange 38, which serves as protection for the box for the upper pipe section 8. The ring 13 has an outward arching, convex area 16 on the side facing the lower pipe section 9. 
     Nesting ring 18, having a surface complementary to the surface of ring 13, has been fastened at the upper end 17 of the lower pipe section 9, with a projection 19 projecting into the inside of the lower pipe section, and with a flange 20 which can mate with flange 38. This fastening may be accomplished at the upper pipe section 8 by adhesion, rivetting etc., corresponding to the fastening of the ring 13 in upper pipe section 8. As noted above ring 18 has an inward arched, concave area 21 which has been formed in complementation to area 16 of ring 13. In the inside of the pipe sections 8, 9, there are additional rings 22, 23 for the centering of inside pipe 10. 
     The pipe sections, 8, 9, and the inside pipe 10, consists preferably of aluminum with a wall thickness of, for example about 1.8 mm. The diameter of the mast 4 amounts for example to 100 to 150 mm. The length of the inside pipe 10 amounts for example, to 800 to 1000 mm. The rings 13, 18, 22 and 23 may be forgings or castings; they may also be made of plastics. 
     In case of an assembly of the mast, inside pipe 10, carried by the upper pipe section 8, or ring 13, is introduced into the inside of the lower pipe section 9. In order to make this introduction easier, there should be relatively great play between the outside diameter of the inside pipe 10 and the inside diameter of ring 18. The introduction of the inside pipe 10 is terminated whenever the rings 13 and 18, to be more precise, the areas 16 and 21 of these rings become engaged. By the complementary development of these areas, the pipe sections 8, and 9 are aligned precisely in a simple manner. Since the the rings 13, and 18 accomplish the precise alignment of the pipe sections 8 and 9, these rings must have only very slight production tolerances in regard to their diameter, for example, 0.2 mm in case of the above general dimensions of the mast. These slight production tolerances, in the case of these rings, may however, be maintained very much more easily, than for example, in case of the inside pipe 10, which in case of known collapsible masts is directly responsible for the alignment of the pipe sections and therefore must have correspondingly low production tolerances. 
     This, however, is hardly possible in case of inside pipes with a diameter of for example, more than 60 mm, as needed absolutely for catamarans. Contrary thereto, the inside pipe 10 in case of the present mast structure may have considerably higher production tolerances with respect to the diameter for example, up to 1.5 mm, in case of the above general dimensions of the mast. The mast assembled thus, has a positive connection between the pipe sections 8, and 9 which can easily cope with all stresses of the catamaran and which is made up by positive connection by way of rings 13, and 18 and the inside pipe 10. Sand, or other foreign substances, which possibly penetrate into the spaced between the inside pipe 10 and the pipe sections 8 and 9 especially during assembly of the mast will cause no damage whatever, or jammings of parts of the mast, because of the radial dimensions of this space in case of the existing mast structure. 
     COUPLING OF SHROUDS, STAYS ETC. 
     FIG. 3 shows a hook 25, preferably of aluminum and attached for example, by welding at the front side 24 of the mast 4. The shrouds, 5, the head stay 6, trapezoidal wires (not shown), etc., may be attached to this hook 25 in a simple manner with the help of a ring 26 or of other arrangements, such as shackles etc., that may be connected with the hook. 
     FIG. 4 illustrates an anchor plate 27 with an oblong hole 28, attached to a hull 1. The end of the shroud 5 is connected for example, by mutual compression with a hollow construction unit 29, at the other end of which and transversely to the longitudinal direction of the shroud 5 and of the hollow construction unit 29 a bar-shaped, angulated &#34;T&#34; endpiece 30, for example a forging, is attached. The shroud 5 may be attached torsionally to the anchor plate 27, in a simple manner without danger of injury to the operator, and without any risk of the loss of construction units, by guiding the &#34;T&#34; end-piece 30 through the oblong hole 28 and turning it subsequently by 90°. 
     CROSS BEAMS 
     FIG. 5 shows the wedge-shaped profile of the crossbeam 2, consisting preferably of aluminum, whereby the left side &#34;L&#34;, e.g. the thinner edge of the wedge shape of the profile is shown in the direction of travel of the catamaran. This profile is accommodated at both its ends without additional means in recesses of the hull 1 and is braced in these recesses by means of compression forces of the mast 4 engaging eccentrically at the right side of the profile shown in FIG. 5 along the arrow 31, e.g. the &#34;thick back&#34; of the wedge shape. A great strength of the catamaran will be achieved hereby. For example, grooves 32, 33, and 34 for the attachment of the trampolin and of runner for sheets are provided in a known manner. 
     As shown schematically in FIG. 6, the same profile is used in a simple manner for the rear crossbeam 3 as for the forward crossbeam 2, whereby the rear crossbeam 3 is rotated by about 180° around its horizontal longitudianl axis in relation to the forward crossbeam 2. The tension forces of the main sail sheet S(shown in FIG. 1) engaging in the direction of the arrow 35 are in the same order of magnitude as the compressive forces of the mast 4, engaging in the directional arrow 31, and they take care of an additional bracing of the crossbeams in the hulls, whereby a balanced distribution of the forces engaging on the catamaran to the various construction units is achieved without load-peaks. 
     RUDDER ASSEMBLY 
     FIGS. 7a and 7b illustrate schematically the support of the rudder blade 7. The rudder blade 7 comprises an extruded main body, preferably of aluminum, whereby the extruded piece may consist of a hollow body with one or several chambers or of a solid body. The strand emerging from the matrix, provided with the desired profile, is merely subdivided by cross cuts, i.e., by cuts running perpendicularly or transversely to the direction of the strand, corresponding to the desired length of the rudder blade, for example, about 750 mm. The production of rudder blades according to the invention by the extrusion process, reduces the cost of these parts to 1/5 to 1/10 of the cost occuring in case of the known parts. Beyond that the rudder blades produced according to the invention are considerably more insensitive to mechanical loads, which increases the safety of the boat and the useful life of these parts considerably. 
     It will be advantageous to cover up the upper end of the rudder blades according to the invention with caps, preferably plastic, in order to prevent the development tip-votexes during operation of the boat, which could impede the functioning of the rudder blade. In the case of hollow rudder blades, the ends may also be welded shut advantageously with a lid. Beyond that, the wall parts of the upper and lower ends of hollow rudder blades may be compressed transversely to the direction of extrusion and may be interconnected, for example, by welding, gluing etc., Other blades too, such as for example, swords, etc., of catamarans or other sailboats may be produced from one extruded piece. 
     The rudder blade 7 is guided in a rudder housing 40, which is attached by way of hinges 41, and 42 to a hull 1 and is mounted swivellably around the hinges. A projection 43 is developed on the front face of the rudder blade 7. A strip of elastic 44 is fastened releaseably to this projection 43, which is guided by way of a roller 45 provided on the rudder housing 40 or, by way of a shoulder on said rudder housing and is connected with a tiller 47 to thereby constitute means to bias rubber blade 7 in a vertical direction. The tiller 47 is attached to a lateral wall of the rudder housing 40 and may be bifurcated for attachment to both sidewalls of rudder housing 40. At the lower end of the reverse side of the front wall 48 of the rudder housing 40, an abutment or cam 49 has been provided. This cam 49 is mounted swivellable around a horizontal axis, if desired, which is not shown in detail. A slight distance from the reverse side of the rudder blade 7, a guide element in the form of a block 50 has been disposed, which is attached for example, by adhesive means, to an elastic strip 51. Instead of the block 50, a roller or something similar may also be provided. The rubber strip 51 is placed around the rudder housing 40 and prestresses or biases the block 50 in the direction of travel of the catamaran. 
     During the mounting of the rudder blade, one precedes as follows: 
     The projection 43 on the rudder blade 7 is connected with the rubber strip 44, and the rudder blade is introduced into the rudder housing 40. The projection 43 is guided past the cam 49 either by pressure or by turning away of the cam 49, for example by means of a line (not shown), whereby the rudder blade 7 is deflected counter to the elastic prestress of the block 50 or of the rubber strip 51 somewhat to the back. Whenever the projection 43 reaches behind the cam 49 in the position shown in FIG. 7a, than the rudder blade is connected positively with the rudder housing 40 by the tension of the elastic strip 44, so that a perfect steering process will be guaranteed. The hauling in of the rudder blade 7 takes place through the fact that the cam 49 is turned away and the rudder blade 7 is pulled up. 
     In the case of standard loads of the rudder blade 7, a movement of the rudder blade rearwards is prevented by the block 50. Whenever the rudder blade is exposed however, to extreme, unintentional stresses, for example, acting in the direction of arrow 52, in case of running aground, which normally may lead to a breaking of said rudder blade, the block 50 is pushed backward, so that the projection 43 may glide over the cam 49 and the rudder blade is pulled automatically upward by the pre-tensioned rubber strip 44. 
     As a result of the automatic vertical adjustability of the rudder blade 7, and differing from the customary tiltability of said rubber blade upward around a horizontal axis, a perfect steering process may be guaranteed ever in shallow waters, since even in case of a rudder blade pulled up partly, a sufficient rudder blade surface is still available with an unchanged lever-arm in relation to the rotational axis made-up by the hinges 41 and 42. The positive linkage between the rudder blade 7 and the rudder housing 40 is still sufficient in order to guarantee a safe steering process, even if the rudder blade has been partly pulled up, i.e., therefore whenever the projection 43 and the cam 49 no longer are in engagement. As the result of a special development of the hulls 1, which in particular solves the problems of the lateral law with correspondingly deep-drawn rear section 39 of the hulls 1, the catamaran will remain maneuverable without problems in case of a rudder blade 7 pulled partly vertically upwards, up to the design limit of the hulls 1. 
     THE HULLS 
     FIG. 8 shows a hull 101, which includes two lateral parts 102, 103 integrally molded together and a one piece cover 104. The lateral parts 102, 103 and the cover 104 consist preferably of glass-fiber-reinforced polyester. The cover 104 is glued together with the lateral parts 102, 103 in the continous shoulder areas 105, and 106. In case it is desired, other methods may also be used for connecting the cover with the lateral parts. The visible joint abutments between the cover 104 and the lateral parts 102, and 103 are in alignment with the edge of antislip strips 107, and 108 as a result of which the outside appearance of the hull will be even more attractive and compact. Additional anti-slip strips 122, 123 are disposed on the cover 104. 
     The lateral parts 102, 103 have integrally formed collars 110, 111, with cross-sectional profiles adapted to the profile 109 of the crossbeams and directed into the inside of the hull 101 which (profiles) are developed in one piece with the lateral parts and serve for the guidance and mounting of the crossbeam 109. In order to ensure the waterproofing of the reception of the crossbeams in regard to the inside of the hulls, the profiles 110, 111 of the lateral parts 102, 103 are interconnected by an inside tubular members 112, having enlarged ends of the inside or enlargements 113, 114 which have cross sectional profiles which collars 110 and 111. 
     From the schematic top view of FIG. 9 it becomes clear that the cover 104 is made of one piece, countrary to the known covers, which because of the mounting of the crossbeams are developed in three parts in the longitudinal direction. The anti-slip-strips have been omitted in this illustration. 
     FIG. 10 shows two hulls 101, and 101a, two crossbeams 109, 109a and a trampolin consisting of two parts 115, 116, schematically. As a result of the central lacing 117, of the two parts 115, 116 of the trampolin, which for example, are framed by means of bolt ropes both at the hulls 101, 101a as well as at the crossbeams 109, 109a, the hulls 101, 101a are prestressed against an undesirable movement from outside, i.e., in cross direction. The prestress of the trampolin parts and thus of the hulls in cross direction may also be accomplished in eccentric longitudinal directions of the trampolin. 
     FIG. 11 shows the rear part 118 of a hull. A box 120, in which for example, personal effects may be stored, and whch fastened in the inside of the hull, may be reached by one&#39;s hand by way of an opening equipped with a lid 119. By storing articles in the box 120, a slipping of these articles in the hull will be prevented. The lid 119 has been positioned such, that at the same time, the rearward, inside terminal section 121 of the hull may be reached for pumping water out by hand. 
     While there has been shown and described a preferred embodiment of the invention which achieve the objects advantages and features of the invention, it will be appreciated that man adaptations and modifications of the invention will be obvious to those skilled in the art which obvious adaptations and modifications are intended to be encompassed by the claims appended hereto.