DE102011009336A1 - Method for avoiding risk of capsize of sailing yachts and minimizing consequences of unsuccessful risk of turn-away process of sailing yachts, involves processing and receiving signals of sensors as radio signals by controller - Google Patents

Abstract

The method involves connecting a microprocessor controller with an electro-magnetically driven mechanic-element and/or a triggering element for a sheet clamping device and/or a hinged clamp of winches and/or self tailing winches. A mast adjustment device is provided with a mast (30) that is pivoted around an articulated connection. Signals of position and acceleration sensors are processed and received as radio signals by the microprocessor controller using measuring instruments for wind speed, wind direction and sea condition. Independent claims are also included for the following: (1) a mast adjustment device comprising a hydraulic clamp (2) sheet winches comprising a winch drum (3) a security system for a multi-hull yacht, comprising a flood chamber (4) a method for preventing a capsizing of multi-hull yacht winches.

Description

The present invention relates to a method for preventing personal injury and capsizing of yachts, preferably multi-hull yachts, for reducing the damage consequences of still occurring capsules and for erecting multi-core yachts after capsizing and a use of components of the associated three-stage safety system, namely one for the three stages of the process common microprocessor control, a mast adjustment, Schotwinschen and Schotklemmen, flood and Lenzeinrichtungen and the use of Mastverstelleinrichtung for situational, temporary reduction of Want- and Stagspannungen during a capsize.

Whilst monohull yachts reduce the impact of wind forces by increasing their heeling, as the projection surface presented to the wind is reduced by the greater inclination and thereby avoiding capsizing, conditions for multihull yachts are quite different. A monohull yacht is weighted by the high keel, or in dinghies by shifting the weight of the crew, kept in balance of their inclination, it usually aligns itself under the influence of the force pair of lift / gravity generated moment again. If, however, in a multihull yacht, especially in the case of the catamarans or trimarans sailing on two hulls, a critical lateral inclination is exceeded due to excessive wind or seaward influence, it capsizes until it floats upside down or even sinks. If she has a fixed, or on the nature of an airbag inflating, buoyancy body at the top of the mast, it will initially float on the side on which it is tilted. Light, small, sporty catamarans can raise a skilled crew, a larger catamaran is dependent on outside help to straighten up, whether from a lateral position or from a floppy position.

At sea or at low water temperature, this situation is particularly life-threatening, at least it is very uncomfortable and often leads to personal injury or serious property damage to the loss of the yacht. If the wind pressure becomes so high that a multihull yacht threatens this danger, an attentive crew will in most cases succeed in averting capsizing by rapidly fanning at least one of the sails.

Since, in order to achieve the highest possible speeds, it is preferable to sail on only one of several hulls, a leeward hull, while balancing the luff hulls as close as possible above the water surface, a multihull yacht is in a far more unstable equilibrium state than one Einrumpfyacht. While the monohull is brought by a sudden incoming gust more or less only in a more inclined heel position and thus dodging the wind sufficiently, without the crew has to respond, the same gust at a located in such unstable equilibrium Mehrrumpfyacht easily capsized.

The tracking of a mostly with "sharp" sleek hulls equipped multihull yacht is usually so stable that even z. B. rapid ruddering capsizing usually can not avert, yes not infrequently dramatically exacerbated the danger and then the yacht capsizes obliquely over the bow. Achieved z. If, for example, there is no strong force on the side of the crew, the winch capsizes the multihull yacht. If it comes even to capsize, she is completely in a hopeless situation.

For some years, record attempts are preferred because of their higher speed with sailing catamarans and not with monohull yachts. To avoid the danger described above, the crew often does not use the full speed potential, but remains for safety in less unstable position, especially in heavy weather or high seas.

Automatic rowing machines are generally unsuitable for sailing the boat so close to the capsule boundary. The often small crew can not permanently maintain the tiring unstable state by falling or fying the pods on very long trips. In many cases, because of the constant Kentergefahr Mehrrumpfyachten equipped with a smaller than the desirable sail area because z. Charter companies, for example, want to protect their often inexperienced charter guests and also themselves from capsizing.

A multihull yacht such. For example, a larger catamaran can not be raised without help from a capsule, unless its rig is in its upright position. Only if it carries a sufficiently dimensioned buoyancy body in the mast-top, be it in a fixed or in the manner of an airbag or life-raft automatically inflating form, it does not capsize.

In this case, it can be erected under favorable conditions by flooding the hull, which is still floating after a side depression, or the flood chambers installed in it, according to a method described in the specialist literature. In the event of capsizing, the momentum of the masses of the multi-hulled yachts, which are changing rapidly due to the swell of the sea, causes great forces on all their components. Especially the strain of the rig is enormous. Even if the multi-hulled yacht, erected from a lateral position, floats upright again, in most cases the entire rig is so badly damaged that even a so-called emergency rig can not be erected.

If the mast is no longer in its normal position due to damage of the shrouds or other stage, this is not possible and there is a distress with corresponding risks.

According to a known method, the over the water surface floating, the floating Leerumpf opposite Luvrumpf is first brought to floats by flooding the Leerumpfes and thereby pivoted the yacht by about 10 to 40 degrees about its longitudinal axis, then by lensing the initially deliberately sunk vapors also the latter and thus the entire yacht, also returned to the normal swimming position.

However, this method is not applicable everywhere where such multi-hull yachts are preferred because of their shallow draft, namely in shallow sea areas, because for such a method a water depth is necessary, which corresponds at least to the width of such a naturally relatively wide multi-hull yacht. Therefore, this method can only be used on deep sea voyages or only where adequate water depth is given.

This known method also has the great disadvantage that on the bridge deck usually built between the hulls cabins are inevitably completely flooded, with any electronic device is usually irreparably destroyed and the other consequences of wetting are extremely undesirable. Against the background of the prior art explained above, the object of the invention is first of all to provide a method and a device for fully or partially automatically erecting multi-hull yachts in the event of capsizing and thus returning them to normal buoyancy conditions required for further travel, without them Flooding of superstructures and without the need for a larger water depth.

Another object of the invention is to achieve advantages in normal sailing behavior in terms of stability and speed and automatically avert the threat of capsizing.

These objects are achieved by a mast adjustment device according to claim 1 or 2, a Schotwinschen according to claim 3 to 8, a safety system according to claim 9, a method for preventing the capsule of a multi-hull yacht according to claim 10, a method for erection of a capsized multi-hull yacht according to claim 12 and a use of Mastverstelleinrichtung to reduce rigging damage according to claim 11. Advantageous developments of the methods, devices and uses can be taken from the respective subclaims.

Throughout the text below, the exterior hull at the moment of capsizing in the windward luff is called the windward hull, while the leeward hull is the outer hull in lee at the moment of capsizing. All caps described in this text are capsules from windward to leeward. However, the method and apparatus are also to apply in capsizing from leeward to windward, as well as wind direction independent caps straight or obliquely forward or aft, z. B. due to sea conditions.

According to the invention, a three-stage process is used, in which first the attempt is made by automated fying of pods to prevent the capsizing of a yacht, in particular, but not exclusively, a multihull yacht. If this does not succeed, at least the rigging is protected by this method and finally, after capsizing, the subsequently described method for erecting a multihull yacht is used. The three process steps are. independently usable. In addition, the device claimed for this purpose can also be used to increase the sailing speed of multi-hull yachts.

In the first step, the danger of capsizing is attempted in a danger of capsule recognized by the microprocessor control. As soon as the position and acceleration sensor system of the microprocessor control recognizes that an imminent imminent imminent, it triggers the fieren individual, or depending on the programming of all, pods by opening the pods clamped clamps renewal types. in the event of capsizing, which nevertheless takes place, the tension of the shrouds and stage is then automatically reduced in a controlled manner, thereby simultaneously allowing the mast a corresponding flexibility. This protects against too much forces acting on the entire rig, which, by impacting the water surface, could result in breakage of individual rig supporting components, which would amount to catastrophe. Both processes are controlled in sequence by the microprocessor control.

Subsequently, the microprocessor control in the third step by Mastverstellvorrichtung in conjunction with the flood and Lenzvorrichtungen in a running depending on sea conditions erecting the correct position of the mast fully or semi-automatically restored, even if that should have changed its position due to the inventively occurred resilience of the rig.

In non-self-propelled winches, the first step is done by triggering the opening mechanism of innovation according winches or arranged behind conventional winches hinged clamps, z. B. in a known manner by means of an electromagnetically actuated tension element, such as a cable or a radio remote control. In self-hauling winches, the clamping mechanism is solved in the manner described below:
Schotwinschen are in principle according to the Euler-Eytelwein-formula working special winches, which serve to convert the great tensile force of the bucket attached to the sail in a low tensile force on hand-pulled free Schot-Trum so far or reduce that hand pulling force is sufficient to Turning the winch drum, by means of a hand crank or a drive motor gearbox, to seal a sail train under strong tensile load or to meter it by reducing the hand force or to be able to release it by releasing it.

The sheet fastened to the clew or to the tree-nock must be brought close to the hull at a certain angle with great force. It is z. B. by means of pulleys to the winch, which wraps around it in several helical turns to convert the great traction of the sail trailing strand in the Euler-Eytelwein formula in a small hand pulling the pullout strand, the winch drum secured by backstop against reverse rotation is.

By lessening the hand draw the sheet is given dosed or leak when the hand draw or a clamp free. The complete or limited release of this clamping is the operation of the Schot-Fier automatic described below. Several types of winches and types are common:
The simplest form is the so-called creak bollard. It is equipped with a backstop rope drum, usually provided with a blunt cone and Auflaufscheibe of acute-pointed shape, often with ribbed drum surface. During sailing, the hauled by hand sheet is held in various adjacent arranged clamping or holding devices and secured against noise.

A non-self-propelled winch is equipped with the possibility of attaching or inserting a hand crank Knarrpoller equipped with an integrated single or multi-stage transmission gear and / or drive motor. The next to such winch separately arranged clamping device of the sheet carries in a clamping groove blunt clamping edges and corresponds to that of the simple creaking poller.

The self-hauling winch initially corresponds to the simple winch, but also allows through a existing in various designs, mostly follower Schotklemmenrille Auswerferhaken or -rolle the clamping, without still on a inserted into this clamping groove Handtrum during the rotation of the winch hand pulling force are still exercised got to. Auto-hauling means that the winch itself overtakes the sheet jammed in the clamping groove during turning operation without further action. A separately arranged clamping device when Knarpoller or non-self-winding winch is replaced by the integrated Schotklemmenrille, which carries in a known manner spirally arranged, blunt clamping edges.

There are also variants that also allow the Fieren without manual use, or give in excess of the Schotzugkraft by or in the manner of an additional arranged in addition to the backstop slip clutch to avoid overloading.

As already stated above, the inventive method provides that is constantly monitored automatically, whether relieving the sail without intervention of the crew relieving under certain circumstances occurring risk situations and thus z. B. must be mitigated to high influence of the wind and that different components of the device to possibly solve the clamping of the sheet.

When using the self-hauling winch in the case of release of the Schotklemmung by an electronic control a mechanical element solve a hook whose counterpart holds the sheet clamp.

When using a non-self-propelled winch, the release device holds in the normal state by means of a small, protruding from the mechanics element hook a hinged cleat, as such. B. for clamping so-called Backstagen (on Taljen running stage to support the rig) is common practice and well proven. The present invention automated sheet clamp is placed in this version of the winch next to a normal, unchanged Schotwinsch and holds the free Schot Trum until the hook releases the Schotklemme. It works then under the train, the sheet high, whereby the sheet jumps out of the clamp and, as described above, runs from the winch drum. For non-self-cleaning as self-hauling winches, this is done by triggering a Schotklemm mechanism, eg. B. in a known manner by means of a sent to the MP.-Steuerg by radio or by their sensors or other elements z. B. cable switch given signal and then from this MP control on a solenoid-operated tension element given current pulse, which tension element then dissolves the clamping mechanism of the sheet in different ways.

For non-self-lifting winches, the sheet clamp mechanism is located next to the winch. For self-hauling winches, either a built-in sheet-lock mechanism or an additional sheet-lock mechanism (as in non-self-hauling) is used and released in the manner described below.

(In order to prevent complete eructation of the sheet so that it can be brought back again after returning to the normal floating position, it is advisable to occupy it by laying a sufficiently long loop on a cleat or similar bracket).

A preferably used, but not essential, mechanical element as part of the triggering device moves a backwardly curved hook which holds down the sheet clamping disc or clip.

The hook pushed out of the mechanics element by approx. 3 mm in the release torque is moved as follows. A screwed into the mechanical element, commercially available and widely used in shipping CO ₂ cartridge (preferably 20 to 50 grams, under pressure of about 50 bar standing and therefore liquid carbon dioxide) provides, if necessary, the necessary force. When screwing seals their face initially against a soft rubber seal before a cartridge as long as the closing membrane is pierced by a tip arranged in the element. CO ₂ is thus attached to a valve disk, which sits sealingly on a valve seat. The valve disk is supported by a valve rod which is connected to a soft iron core. This moves in a chamber which is surrounded by a magnetic coil so that the valve is briefly opened by a current pulse and CO ₂ accelerates past the core, a piston strikes a said hook carrying the ram with a hard blow, causing it to the outside is thrown. If the magnetic coil has a sufficient force that the soft iron core can strike directly on a ram mounted directly behind it and can loosen the hook, the CO ₂ cartridge can be omitted. He gets out of engagement with the previously held bracket or hook with the follow-up function described above. The valve immediately closed again, the leaked in the least amount of gas escapes and the various, relatively weak springs allow the moving parts to return to their original position. If the controller detects by means of its sensors that the success does not occur, the process is repeated immediately until the sheet is released and thus the risk is eliminated.

Thereafter, the clamping function of the clamps can be restored by manual operation or manual folding of the hinged clamp with little force, the sheet closed again and thus the desired feathering be trimmed again. The filling of the CO ₂ cartridge is sufficient for numerous processes, the standard CO ₂ cartridge can be replaced in less than a minute, with their consumption at up to a consumption of about 95% constant filling pressure from the electronics control means Sensor / warning is monitored.

The embodiments described above for the improvement of winches can also be used outside the context described in this application and, in particular, can also be used in connection with monohull yachts. Instead of using the microprocessor control automatically triggered by sensor control is the simplest solution also by a cable or Bowden cable to be operated hinged clamp provided as well as a remote control to be operated hinged clamp and correspondingly releasable mechanics elements. The transmitter can z. B. centrally mounted as an emergency stop button in the vicinity of the rudder wheel and / or decentralized.

In addition, appropriate watertight transmitters for crewmembers are intended to be deployed from all positions on the yacht, even for crew members overboard. The automatic sensor-controlled control should also be able to contain both a manual override and the aforementioned radio remote control. The radio-controlled version is also for the rescue z. As in "man overboard" interesting for monohull yachts, where it may happen that about a crew on deck alone at the helm goes unnoticed outboard and in this way can bring the yacht for stuffing. In this case, the triggering signal may alternatively or additionally be given automatically by a decrease in the received signal strength of a radio transmitter attached to the clothing of the crew members. For example, if the crewmember faints outboard, then he will be left alone without his intervention given by the increasing distance the trigger signal.

In addition to the fying of the pods, the rigging in the second process step must be brought into a safe state for capsizing. A common flexible, heavy-duty shroud connecting line or chain connecting the two lower ends of the sheathing runs transversely from one side of the ship to the other (eg in a tunnel) via rollers which are articulated on the bilateral pileings. At a suitable location, preferably amidships, the line between two other rollers is preferably up or down, or approximately in the ship's longitudinal direction, deflected and performed at its zenith several times in a known manner via a drive spill roll. Failure of the above outlined attempt to avert the capsizing, so this spill is moved in a hydraulically controlled tensioning slide for tensioning the shrouds perpendicular to its axis of rotation and by a geared motor, preferably also hydraulically driven to after a done in the capsizing positional deviation of the mast this to move back to its position after standing up. The ramp voltage is maintained as mentioned by the carriage during sailing in electronically precisely controlled pressure value, which is reduced in the event of capsizing via a solenoid valve, or by switching from two solenoid valves, instantaneously to a certain second pressure value. The pressure values predetermined by the electronic control are preferably kept constant by means of one or two hydraulic pressure accumulators fed by a hydraulic pump. The voltage of the shrouds is maintained by the set to a lower value pressure accumulator so that the mast can be controlled controlled by the inertial forces and the counteracting water resistance from its normal position. The higher pressure accumulator maintains the shrouds while sailing. A compensation of the resulting changes in the mast position distances of the Masttopps from the Püttings is effected by the deflection of the connecting line or chain whose apex is adjusted while maintaining the respective Wantenspannung. Any other than the normal position causes a smaller total value of the shroud length, because the side of an isosceles triangle is greater than that of an unequal triangle of the same baseline length and height. The Want, which runs on the side from which the mast stop moves away, while longer, but not by the same amount as the Want running on the opposite side is shorter. This resulting from the geometric values difference is compensated by the hydraulic pressure accumulator, which allows the arranged on a clamping slide deflection just as far as far as half makes up the difference to keep the shroud voltage always the same on both sides, because otherwise, the winding of the shunt connecting line running on the spill would come loose. The resilience of the system is effected by a likewise preferably hydraulically operated clutch, which connects the spill roller with the spill gear axis and whose coupling force also electronically controlled during the Kentervorgangs the transmission with the spill roller, so that the rig can give the water pressure sufficient and soft , without the shroud tension decreases or the mast gets out of control.

The tensioning slide moving, as well as the clutch-actuating, hydraulic or pneumatic pressure cylinder can be supported by a strong spring to support the elastic behavior. Furthermore, both the pressure accumulator filling hydraulic pump and the spill gear and the solenoid valves are each equipped with manual override to operate in case of power failure, the system by hand can.

It should be emphasized that by the yielding of the shrouds or by the exactly controlled lowering of the shroud voltage sustained pressure also a compliant behavior of the tag is effected so that even with a capsize over bow or stern sufficient protection of the rig is effected, if usual Catamarans do not ride backstay, but the support of the mast is given from aft by an arrangement of Püttings at some aft distance from the mast. In addition, the mast of a modern catamaran is usually stiffened with a so-called Diamond rigg and therefore drives on each ship side only a single Want.

The electronic microprocessor control is, programmed accordingly, equipped with appropriate pressure sensors, acceleration sensors and position detectors as well as its own small lithium accumulator and charger in the manner of a laptop power supply to be independent of the power supply of the yacht. All electrical elements are encapsulated watertight. After any erection, however, the control system establishes the normal position by operating the capstan drive, which is either self-locking or with a brake.

Should it come despite the above measures to capsize, the multi-hull yacht tilts to about 80 to 120 degrees to the side, the leeward hull still floats in tilted position, while the windward hull is over in the air. A usually arranged near the top of the mast, solid or capsized such. B. inflating an automatic lifejacket Buoyancy keeps the mast top on the water surface and secures the yacht in this position. A yacht capsizing would be only possible with proper functioning of this buoyancy body, if the mast would be dislodged by damage from its position to the hulls or capsizes the yacht as a result of gross operating error or durchausererliche sea state over the bow. Even in such a case, the buoyant body will usually cause the necessary to apply the method according to the invention tilting position adjusts itself.

If, after capsizing by means of the mast adjusting device according to the invention, the angular position of the mast to the hull unit consisting of at least two hulls (catamarans) or three hulls (trimaran) and the Rump connecting bridges together with any cabin units present is changed so that the height above the still floating leech Hull standing Luv-hull is adjusted over this away, it is created by the couple of forces - the weight of the over the water surface located yacht parts and buoyancy of the floating yacht parts - a righting for erecting usually enough righting moment. In order to increase this, in addition, the windward hull may be partially flooded, or in that existing flood chambers, completely flooded. Then the yacht straightens up, which fulfills the task without any cabin structures, etc. filling up with water.

After capsizing, the masthead top plunges onto the surface of the water and is softly caught by a buoyancy body arranged near the top of the mast. The lateral mast inclination is changed by means of the device described so far from the windward hull in the direction of the Lee hull, because the erection process is based on the fact that, firstly, the windward hull so far transversely to the longitudinal axis of the multi-hull yacht moves in relation to the Lee hull from its position will cause his center of gravity to wander over the center of gravity of the Lee hull. Thus, the pressure is already reduced to the arranged close to the mast top buoyancy or directed the yacht already without further action.

Secondly, by flooding the flood chambers arranged in the windward hull, the righting moment created by the first-mentioned measures can be amplified to such an extent that the yacht rises inexorably from this position.

Thereafter, the windward hull is again steered and brought the mast back to its normal position.

Finally, in the cabins possibly built-in inflatable buoyancy bodies are vented and the yacht cleared up.

In contrast to the known method described above, according to the invention, after capsizing, not the lee fuselage is flooded, but rather the luff fuselage is adjusted after adjusting the fattening tendency. Immediately before this flooding of the windward hull, the mast position is changed by means of the adjusting device such that the windward hull is farther from the masthead than the leeward hull, which, if necessary, supported by subsequent partial or complete flooding of the flood chambers in the windward hull That is, the torque required to erect the yacht results and the yacht returns to normal buoyancy.

Also, from the durchgekenterten location, the multi-hull yacht can be erected with the device according to the invention by first the mast is adjusted in the direction of the hull before facing capsule facing, and the buoyancy then brings the mast to float. As a result, there is already a first partial rotation of the hulls. If the mast is subsequently tilted over the central position in the direction of the leeward fuselage, the position in the "normal" capsizing is now reached, starting from the layered-through position, from which it is possible to proceed as described above.

Supporting a flood chamber of the original Lee hull can be flooded and regained after floating the mast top with the buoyant body. The buoyant body may preferably, at least as far as it is a releasable buoyant body, such as an air cushion, be triggered after tipping the mast to windward.

The erection process from the hatched position can be made explicitly in both directions, so that in this case the windward and leeward side can be reversed. Only by the lateral inclination of the mast in one direction, the erection direction is set.

If it is ensured that the multi-hulled yacht is straightened up manually, semiautomatically or fully automatically after capsizing as harmlessly as possible, the damage or loss risk of ship and life is greatly reduced and, at the same time, the high limit speed reduced.

If at one end of a hull z. B. by storing anchor harness or attachment of an engine in the event of capsizing a descent of the heavier end occurs, which can still be supported by sea, the erection is difficult. Because of often different weight distribution in the hulls of multi-hull yachts can therefore with advantage in order Stabilization of the floating position in the case of a side anchorage and / or sagging on the still floating hull near the bow and / or tail respectively fixed or automatically inflatable buoyant body used there to prevent sinking of the bow or stern.

The loading of the upper hull by water ballast suspended in order to achieve higher speed above the water surface allows a greater load on the sail surface due to the righting moment thus achieved, with the desired result of higher safety against capsizing and greater speed. If, in addition to this, the mast inclination is set against the vertical direction as a result of the yacht's oblique position, the glider thus again decisively improves its speed. The ballast increases in this state of equilibrium, although the risk of capsizing to windward, but the sailor is safe from distress situations, because he can raise the yacht in such a case by means of the method according to the innovation, so that he can risk to higher speed to reach without jeopardizing himself, his crew or the yacht. Are longer blows intended without turning quickly, z. As on deep-sea regattas, it can be partially or completely flooded with the device by manual action or setting one of several control programs of each luvseitig floating above the water surface Luv-hull and through this water ballast greater wind strength without reducing the sail area be exploited to higher speed with reduced Kentergefahr.

Furthermore, by using the adjusting device described, the inclination of the mast, which is part of the system, produces a position of the mast which is largely vertical despite the yacht inclination occurring in this state, which in turn leads to even higher speed.

Described below is the device according to the invention, which is designed symmetrically such that both core directions or directions of travel are covered.

Furthermore, the fattening convention is preferably carried out in the form of the so-called diamond rigs, which alone controls the lateral mast deflection and determines the mast position of the mast top, or on the authoritative saling, attacking external walls, which are adjusted to change the lateral mast position.

The device consists in its mast adjustment part in a hinged at both ends on both outer walls space movable chain, preferably a round link chain in the manner of an anchor chain or heavy duty leash, which is moved by means of a manual, semi-automatic or fully automatic transmission. A, preferably hydraulically operating, clamping element causes the required length compensation of the shroud tension and at the same time an elastic damping of load fluctuations. The lower shroud ends are not attached to the usual Püttings, but on said chain, this runs through attached to the Püttings chain rollers and at least one driven by the adjusting chain-toothed or -Nussrolle or Spill and depending on circumstances by additional pulleys. Compared to other fasteners such as the centuries for customary Taljen brings the embodiment described above advantages, because both shrouds before, during and after the adjustment automatically remain taut.

Said adjusting gear is preferably carried out similar to the known motorized or manually operated anchor winches. The usual manual override is to be used accordingly with the standardized winch handle, the square engagement hole should be accessible both from above and below, not to rely on the removal of a cover plate in the cabin, but the mast adjustment if necessary, from the bottom of the cabin floor forth from the water to make.

Next, the device includes an equally effective for both windward / leeward directions system of floodable and inflatable flood chambers and both individually manually or sensor or electronically or chemically controlled, mutually locked flood valves and baffles for both hulls and at least one manually operated and preferably watertight encapsulated water pump or bilge pump-battery combination with the required connecting lines.

Moreover, it is, depending on the construction of the yacht, to ensure the highest safety usually very convenient not to use the entire interior of the hulls to be flooded as flood chambers, but only as much as to calculate the flood or buoyancy function described and the to keep the remaining space as a closed buoyancy chamber, especially when built into the hulls cabins or the like. Corresponding fixed, closed buoyancy chambers, like the flood chambers, are arranged approximately symmetrically too often in the hulls built-in cabins. In case of damage to the hulls z. B. by flotsam to get the necessary swimming safety, it makes sense, such closed rooms with auszuschäumen closed-pore foam, because it prevents flooding by leak. For the same reason, it is expedient, above all for high-seagoing yachts, to line the flooding chambers to be flooded with highly resistant, flexible material materials (eg Kevlar) which assume the function of the fuselage wall in the event of leakage of the relevant fuselage and thus against unintentional flooding of these flood chambers protect. The watertight encapsulated battery water pump unit is also used to Lenzen in the hulls about built-in cabins after erection, because these are usually open during sailing and could be partially filled due to the capsizing, which is not always guaranteed that they completely empty again through appropriate openings. Also in the cabins are built-in, inflatable buoyancy via valves to the controller or to manually or automatically triggering units, eg. B. watertight encapsulated compressor-battery combinations to connect.

The invention described above will be explained in more detail below with reference to an embodiment. In the figures described below, any block arrows used each symbolize a dynamic sequence of movements.

Show it

1 a capsized multihull yacht in a frontal cross-sectional view,

2 the multihull yacht according to 1 in a known Aufrichtverfahren in a frontal cross-sectional view,

3 a capsized multihull yacht 5 in shallow waters in a frontal cross-sectional view,

4 the multihull yacht according to 3 before the erection method according to the invention in a frontal cross-sectional view,

5 the multihull yacht according to 3 during the erecting process according to the invention in a frontal cross-sectional view,

6 a through-hulled multihull yacht in a frontal cross-sectional view,

7 the multihull yacht according to 6 during the erecting process according to the invention in a frontal cross-sectional view,

8th the hull of the multihull yacht according to 3 in a cross-sectional view from above,

9 the hull of the multihull yacht according to 3 in a top view from above,

10 a mast adjustment device in a schematic frontal view,

11 a modification of the mast adjustment according to 10 in a schematic frontal view,

12 a further modification of the mast adjustment according to 10 in a schematic frontal view,

13 a multihull yacht with adjustable mast according to the invention in a frontal view,

14 a multihull yacht with improved sailing characteristics by a mast adjusted according to the invention in a front view,

15 a Schotwinsch in a side view ,.

16 a modification of the Schotwinsch according to 15 in a side view,

17 a mechanic element according to the invention in a lateral cross-sectional view

18 a side half section of a Schotwinsch in operating position,

19 in the 18 shown Schotwinsch in a disengaged position in a side half section,

20 a side half section of a Schotwinsch in operating position,

21 in the 20 shown Schotwinsch in a disengaged position in a side half-section,

22 a side half section of a Schotwinsch in operating position,

23 in the 22 shown Schotwinsch in a disengaged position in a side half section,

24 a side half section of a Schotwinsch in operating position,

25 in the 24 shown Schotwinsch in a disengaged position in a side half section,

26 a side half section of a Schotwinsch in operating position,

27 in the 26 shown Schotwinsch in a disengaged position in a side half section,

28 a double planetary gear in a plan view,

29 a simple planetary gear in a plan view,

30 a folding clamp for additional use with a winch in a side view,

31 the folding clamp according to FIG 30 in a frontal view, as well

32 an alternative embodiment of a mechanical element in a lateral cross-sectional view.

1 shows in cross section seen from the front a multi-hull yacht, which is capsized to Lee and thus with her Lee hull ( 20 ) on the water surface ( 10 ) drives. At the top of the fattening ( 31 ) the multihull yacht has a buoyancy body ( 35 ), which the mast stop ( 31 ) gives the necessary buoyancy to prevent the multi-hull yacht from capsizing.

In the course of the method according to the prior art described below, the multihull yacht in the direction of movement ( 15 ) are raised again.

2 shows the next step of the known erecting process.

According to the known method, after the capsizing of the multihull yacht, its leeward hull ( 20 ) flooded, so that this under the water surface ( 10 ) sinks until the previously in the air standing Luv-hull ( 21 ) the water surface ( 10 ) touched. As a result, the mast ( 30 ) back up. In this situation, by re-distending the leeward hull ( 20 ) generate enough leverage to fully reposition the multihull yacht.

The disadvantages of this method are the requirement of a sufficient water depth and the fact that any cabin structures of the multihull yacht, which in the course of sinking the leeward hull ( 20 ) under the water surface ( 10 ) are also flooded. This leads to damage to the cabin interior, including any existing electronic devices.

3 Also shows a multihull yacht the capsized state, this time, however, just above ground ( 11 ).

Automatically one below the masthead ( 31 ) arranged inflatable buoyant body ( 35 ) on contact, the water surface ( 10 ) inflated similar to one of the usual in automatic lifejackets devices, unless a rigid buoyancy body is installed. To inflate z. As well as a built-in catamaran, small compressor can be used so as not to be dependent on a usually sized only for a single inflation CO2 cartridge, so that more capsules can be corrected. Due to buoyancy function of the mast ( 30 ), or near the top of the mast ( 31 ) arranged buoyant body ( 35 ), the multihull yacht remains in this tilted position, from which it can be brought back into the floating position with the aid of the invention, while without such would be in distress because the known method would not be practicable due to lack of water.

According to 4 is first controlled manually or by means of a sensor-triggered mast adjustment device ( 50 ), which will be explained in more detail later, the lateral inclination of the mast ( 30 ) adjusted so far that the windward hull ( 21 ) over the still floating Lee hull ( 20 ) swings away. Depending on the design of the multi-hull yacht or dimensioning of the adjustment, the moment thus created is sufficient for erecting. Where this z. B. due to sea or strong wind is not the case, the flooding of the windward hull ( 21 ) built-in flood chambers completely cause the erection. For this purpose, after adjusting the mast inclination, if necessary, manually or by sensors on the windward hull ( 21 ) arranged valve combination, whereby water in flood chambers of the windward hull ( 21 ) is flooded while the air is displaced by the penetrating water and escapes to the outside.

The multihull yacht will inevitably increase due to gravity ( 12 ) in the 5 shown stable swimming position. Then the valve combination is manually or automatically reversed and the flooded flood chambers in the airfoil fuselage ( 21 ) guided by means of a waterproof encapsulated battery water pump combination. If the windward hull is equipped with a compressor instead of a bilge pump, the flood chambers in the windward hull ( 21 ) ventilated. For this, the air from one in the mast-stop ( 31 ) arranged, small intake with water separator, which in the windward hull ( 21 ) flooded water is conveyed out again. Finally, the mast ( 30 ) by means of the mast adjustment device ( 50 ) brought back into right-angled position to Mehrrumpfyacht and now sails free again.

6 shows the multihull yacht in a hatched state. Out of this state she can with the above described Procedures can only be brought by advancing further measures. First, the mast ( 30 ) down here. To bring it into a rotation supporting state, the mast ( 30 ) first by means of the mast adjustment ( 50 ) in the direction of the original Luv trunk ( 21 ) and in this position the buoyancy body ( 35 ) in the mast-stop ( 31 ), so that a further torque is effected.

7 shows the state of the multihull yacht after release of the buoyant body ( 35 ). The mast inclined towards the windward hull ( 30 ) is due to the buoyancy body ( 35 ) in the mast-stop ( 31 ) to the water surface ( 10 ) and this turns the hulls already in the direction of the desired starting position.

Using the mast adjustment device ( 50 ), the mast inclination is now changed over a middle position away in the direction of the Lee hull, so that the starting point of 4 is reached. From there, the process is operated as described. Supporting can be a flooding chamber ( 25 ), which should be redirected before the complete erection.

8th shows the essential controls required for the method described above. In the hulls are built flood chambers ( 25 ), which via connecting lines ( 26 ) to the water and a ventilation line ( 64 ) are connected to the air exchange. Here, water pipes are dashed, electric cables with a small distance and ventilation ducts dotted with a large distance. A pump ( 60 )) conveys water into or out of the flood chambers ( 25 ). Flood valves ( 61 ) and bilge valves ( 62 ) are connected via a valve control block ( 63 ) controlled.

9 shows a plan view of the water surface ( 10 ) and a floating multihull yacht consisting of two hulls ( 20 ) and ( 21 ), two transverse bars ( 22 ) and ( 23 ), with the transverse spars ( 22 ) and ( 23 ) can be recognized as connecting members or spacers. On the front cross member ( 22 ) is the mast ( 30 ) arranged. Emphasized is the chain guide of the mast adjustment device ( 50 ), with a spill gear ( 51 ), Pulleys ( 52 ), Clamping hydraulics ( 53 ), Spring element ( 54 ) and sheet ( 45 ) with Holepunkt ( 46 ).

10 shows the on the water surface ( 10 ) floating hulls ( 20 ) and ( 21 ) of the multihull yacht with that of the cross beams ( 22 ) and ( 23 ) formed connecting bridge and pulleys mounted thereon ( 52 ) and the mast ( 30 ) or its articulated connection ( 36 ) with in turn fixed spring element ( 54 ), then buffer elements ( 55 ), above it a force element ( 56 ) with a push rod and one on a tension slide ( 57 ) mounted push bar ( 59 ). Also mounted on this tension slide is a spider gear ( 51 ) with Spillreibkupplung and spill drive. By operation of the capstan drive and associated rotation of the capstan ( 51 ), for example, to the right a yielding of the outside day ( 41 ) and putting on the outside day ( 42 ), resulting in a slope of the mast ( 30 ) to the right. As at the same time the scope of Masttopp ( 31 ) and pulleys ( 52 ) tensioned triangle changed, the tension carriage ( 57 ) against the clamping force of the spring element ( 54 ) on a sliding guide downwards so as to prolong the outdoor days ( 41 ) and ( 42 ) cushion. The mast ( 30 ) thereby tilts around the articulated connection ( 36 ) around in the dashed lines inclined position.

11 shows an alternative embodiment of the mast adjustment ( 50 ), wherein the spill gear ( 51 ) on the mast ( 30 ) is mounted immovably fixed, which is why in this embodiment, the required length compensation by the pulley ( 52 ) produced on a tension carriage ( 57 ) is slidably disposed in a sliding guide. On the mast base fixedly mounted on the connecting bridge, the mast is sealed with sleeve ( 30 ), in or at which the articulated connection ( 36 ), required for maintaining the variable in two stages of shroud voltage components of the clamping hydraulics ( 53 ), as well as the carried by those pulley ( 52 ) are arranged.

Further illustrated are the drive or control elements required for maintaining the shroud voltage, for example hydraulic components, such as valve control block (FIG. 63 ), Pump ( 60 ), Piping or hose assemblies and the microprocessor control equipped with amplifier elements, 66 ) with control lines.

12 shows a different arrangement of the pulleys ( 52 ) and the spider gear mounted on the connecting bridge ( 51 ).

13 shows the two hulls ( 20 ) and ( 21 ) a multi-hull yacht in the design of a catamaran in cross-section, the mast on a connecting bridge ( 30 ) in an articulated connection ( 36 ) wear. The mast ( 30 ) Is shown in a normal position and dashed in a deflected by yielding, exaggerated drawn skew. The mast ( 30 ) is by means of the spreaders ( 32 ) and stages ( 37 ) stiffened and by the shrouds ( 49 ), consisting of Want tops ( 47 ) and dotted drawn Want-Verbindungsleinen ( 48 ) in its position, while the third for the stabilization of the mast ( 30 ) at the mast top ( 31 ) fixed stag, the forestay, the mast ( 30 ) holds. By the previously described Spillgetriebe ( 51 ) the mast ( 30 ) by means of the pulleys ( 58 ) guided Want connection ( 48 ) after a deflection of the mast-top caused by capsizing ( 31 ) moved back to normal position. The dimensions ( 18 ) and ( 19 ) show that in the deflection different lengths change, to compensate for the mast adjustment shown in the preceding figures in various embodiments ( 50 ) serves.

14 shows a multi-hull yacht in particularly fast driving in strong wind ( 14 ). In order to overcome the lowest possible water resistance is controlled so that only the Lee hull ( 20 ) in contact with the water surface ( 10 ), while the windward hull ( 21 ) is hovering over it. In order to be able to set the largest possible sail area, by means of the device installed for erecting the windward hull ( 21 ), or its flood chambers, partially or completely flooded. Furthermore, with the also installed for erecting mast adjustment ( 53 ) the mast ( 30 ) adjusted to the vertical, because the efficiency of a possible upright sail is greater than that of a tilted.

15 shows a standard Schotwinsch ( 70 ) with an automatically releasing cleat actuated by the capsule which is threatened by a microprocessor control at the moment ( 71 ) conventional construction and operation with a trigger element ( 72 ), which has an electromagnet. Due to a displacement of the trigger element ( 72 ) in the direction of the arrow in the position shown in dashed lines is the at a joint ( 73 ) hinged cleat ( 71 ) from a holder ( 74 ), whereby it in turn jumps up in the direction of the arrow in the turn dashed position and the previously clamped sheet ( 45 ) releases, so that it roars out in the direction of the arrow and thereby exposes the attached to the sheet sail. By this arrangement, an automatic opening of the sheet clamp is possible, so that when entering and detecting a Kentergefahr by the microprocessor control described above to avoid capsizing the sails can be fought and the multi-hull yacht hereby straightens again, thus freed from the danger situation.

16 schematically shows a self-hauling Schotwinsch ( 80 ) with integrated Schot clamping disc, which is equipped with a device which in case of danger, the clamped in her ( 45 ) releases automatically.

16 to 21 clarify in more detail and functional description of the operation of various embodiments of such winches. A sheet drawing on the sail ( 45 ) is first drawn by hand and on the self-hauling Schotwinsch ( 80 wrapped). During a rotation of the same by means of a hand crank ( 87 ) or a drive motor ( 81 ), the sheet is then further wound up and finally with a sheet-end between a clamping disc upper part ( 85 ) and a clamping disc lower part ( 86 ). The clamping can be done by means of a rod ( 88 ) (or basket consisting of several bars) in the area of the winch axis ( 84 ) are released, which is displaced after release by a mechanical element in the direction of the clamping disc and clamping disc upper part ( 85 ) and clamping disc lower part ( 86 ) pushes apart.

17 shows that in 16 illustrated mechanical element ( 100 ), which by release of a rod ( 88 ) of the self-propelled winch ( 80 ) can solve their jamming.

First, the mechanics element ( 100 ) surrounded by a housing, at one end of which the hook to be actuated ( 108 ) is provided, while at the other end is a thread, via which the mechanics element a CO ₂ cartridge ( 101 ) can be assigned as an energy store interchangeable. A seal is made by means of a rubber seal. The CO ₂ cartridge ( 101 ) has at its end connected to the thread on a membrane, after their breakthrough in the CO ₂ cartridge ( 101 ) gas can escape. This membrane is when screwing the CO ₂ cartridge ( 101 ) through a tip ( 103 ), so that the CO ₂ from the CO ₂ cartridge ( 101 ) in a through a valve ( 102 ) closed chamber ( 104 ) can flow out. In a second, adjacent and by a magnetic coil winding ( 107 ), cylindrical chamber ( 105 ) is a soft iron core ( 109 ), which is supported by a spiral spring ( 110 ) against an end wall ( 111 ) is pressed. At the soft iron core ( 109 ) is to open the valve ( 102 ) attached suitable valve tappet. About holes is the second chamber with a third, cylindrical chamber ( 106 ) connected. In this third chamber is a sliding piston ( 113 ) arranged. This is not laterally sealed, but surrounded by a narrow annular gap and is by a weak coil spring ( 114 ) with little force against the wall of the third comb ( 106 ) into which said holes ( 112 ). Through the opposite end wall ( 115 ) stands out with the hook ( 108 ) connected, longitudinally displaceable plunger ( 116 ) into the third chamber ( 106 ) into it. The pestle ( 116 ) wears a waistband ( 117 ), to which another spiral spring ( 118 ) and shoot him against the wall ( 115 ) presses.

Once the solenoid coil ( 107 ) receives a current pulse, she pulls the Soft iron core ( 109 ) in the direction of the CO ₂ cartridge ( 101 ) and thus opens the valve ( 102 ), so that CO ₂ at the soft iron core ( 109 ), through the holes ( 112 ) into the third chamber ( 106 ) flows and the piston ( 113 ) against the force of the spiral spring ( 114 ) against the plunger ( 116 ) flings. The pestle ( 116 ) with the hook attached thereto ( 108 ) is against the force of the relatively weak coil spring ( 118 ), causing the hook ( 108 ) the rod ( 88 ), which under the train of the sheet ( 45 ), causing them to be torn out of their clamping and released.

The pestle ( 116 ) then returns by the force of the coil spring ( 118 ), as well as the piston ( 113 ) by the spiral spring ( 114 ) and the soft iron core ( 109 ) by the force of the spiral spring ( 110 ), whereby the further influx of gas from the CO ₂ cartridge ( 101 ) is temporarily prevented.

18 to 27 each show a half-section centered through the center of a self-hauling Schotwinsch ( 80 ).

18 shows a first embodiment of such a self-hauling Schotwinsch ( 80 ) with reduction ratio approx. 1: 3 between drum speed and drive shaft speed in operation. Over an opening in the yacht deck, a base plate is mounted, which the hollow winch axis ( 84 ) wearing.

Mounted under the deck is the mechanics element ( 100 ), by means of which the coupling halves ( 91 ) and ( 92 ) the winch drum ( 89 ), thereby winding the sheet ( 45 ) abruptly detached and thus the Kentergefahr averted. Arranged in stock ( 95 ) inside the winch axis ( 84 ) the drive shaft ( 93 ) with teeth for driving the winch drum ( 89 ). Around the winch axis ( 84 ) rotates a hollow shaft ( 96 ) on another warehouse ( 97 ) and around hollow shaft ( 96 ) the winch drum ( 89 ) in stock ( 98 ), as soon as hollow shaft ( 96 ) and winch drum ( 89 ) no longer of coupling halves ( 91 ) and ( 92 ) are coupled together. The rotational movement of the drive shaft ( 93 ) of the toothing by means of planetary gears ( 120 ) on one with a freewheel ( 99 ) equipped internal teeth that in the hollow shaft ( 96 ) is admitted. Several gear bearings ( 121 ) with planetary gears ( 120 ) are in to several circumferentially distributed recesses of the hollow winch axis ( 84 ). Between hollow shaft ( 96 ) and winch drum ( 89 ) are preferably conically shaped coupling halves ( 91 ) and ( 92 ) arranged from over the circumference of the hollow shaft ( 96 ) distributed pressure springs ( 94 ), are driven apart as soon as the hook ( 108 ) of the mechanics element ( 100 ) of the rod ( 88 ) is disconnected. The clamping disc upper part ( 85 ) is with the winch drum ( 89 ) screwed. The compression springs ( 94 ) are enclosed in spring capsules supported on thrust bearings.

In one in the winch axis ( 84 ) incorporated, axially longitudinal longitudinal groove is the rod ( 88 ) of preferably rectangular cross section, which at its upper end a roll ( 90 ), which in one in the hollow shaft ( 96 ) extending circumferential groove engages. At the lower end of the rod ( 88 ) a hook in the hook ( 108 ) of the mechanics element ( 100 ) is hooked until the electronic control unit sends a current pulse to the mechanical element ( 100 ) gives. Then the mechanics element ( 100 ) the hook ( 100 ) of the rod ( 88 ). The winch drum ( 89 ) is then from the compression springs ( 94 ) and between the hollow shaft ( 96 ) and winch drum ( 89 ) installed coupling halves ( 91 ) and ( 92 ) separated so that the sheet ( 45 ) under the traction of the winch drum caused by the sail ( 89 ) expires.

19 shows the self-hauling Schotwinsch according to 16 respectively. 18 in the from the mechanics element ( 100 ) triggered situation. The hook ( 108 ) of the mechanics element ( 100 ) is from the hook of the staff ( 88 ) solved. The on staff ( 88 ) fixed roller ( 90 ) allows in this state of the hollow shaft ( 96 ) under the influence of the circumferentially arranged compression springs ( 94 ), until it stops against a retaining ring ( 122 ) jump up. As a result, the coupling halves ( 91 ) and ( 92 ) of each other, with the effect described above.

20 shows a self-hauling Schotwinsch with two, by changing the drive shaft rotation sense switchable reduction ratios, for example, about 1: 3 and 1: 7 between drum speed to drive crank speed.

Over an opening in the yacht deck, a floor plate is mounted, which the hollow winch axis ( 84 ) wearing. Mounted under the deck is the mechanics element ( 100 ), with which the clamping of the sheet ( 45 ) between lower and upper clamping disc ( 85 ) and ( 86 ) suddenly released and thus a Kentergefahr averted. Shafts, axles.- and Drum bearings are not shown.

Arranged inside the hollow winch axis ( 84 ) the drive shaft ( 93 ) with teeth for driving the winch drum ( 89 ) via a plurality of circumferentially arranged in corresponding recesses planetary gears ( 120 ) with gear bearings ( 121 ), which engage in the internal toothing. The internal toothing is by means of freewheel ( 99 ) in the hollow shaft ( 96 ) stored. The drive shaft ( 93 ) by means of a four- or octagonal Recess inserted crank or a motor gear drive moves. A spline ( 123 ) connects the hollow shaft axially displaceable ( 96 ) with the winch drum ( 89 ). The hollow winch axis ( 84 ) carries at its upper end a cover plate, on which an ejector is attached, the from the clamping between the on the winch drum ( 89 ) fixed clamping disc lower part ( 86 ) and on the hollow shaft ( 96 ) screwed clamping disc upper part ( 85 ) led out sheet ( 45 ). Clamping disc lower and upper part ( 86 ) and ( 85 ) are provided in a known manner on the mutually facing surfaces with spirally extending blunt clamping edges.

The winch drum ( 89 ) can be moved only in that direction, which arranged on the base plate in a ratchet ( 124 ) of the winch drum ( 89 ) engaging return pawls ( 128 ) release on its own axis and in which direction the sheet ( 45 ) on the winch drum ( 89 ) is wound up. The direction of rotation of the winch drum ( 89 ) is independent of the direction of rotation of the drive shaft ( 93 ), wherein the direction of rotation of the drive shaft ( 93 ) another gear ratio between drive shaft ( 93 ) and winch drum ( 89 ) certainly.

The in the winch drum ( 89 ), distributed several times in the interior arranged double planet gears ( 125 ) with gear bearings ( 127 ) engage in an internal toothing, by means of freewheel ( 126 ) in the winch drum ( 89 ) is used. The freewheel directions of freewheels ( 99 ) and ( 126 ) are assigned to each other so that they depending on the direction of rotation of the drive shaft ( 93 ) either via planet wheels ( 120 ) with rotation of the drive shaft ( 93 ) and small reduction ratio the winch drum ( 89 ) and in double planetary gears ( 125 ) certain, reverse rotation of the drive shaft ( 93 ) with large reduction ratio the winch drum ( 89 ), in both cases in the same, of return pawls ( 128 ) enabled direction of rotation.

In one in the hollow winch axis ( 84 ) incorporated, axially longitudinal longitudinal groove is a rod ( 88 ), or more distributed on the circumference between the planet gears longitudinal grooves and rods ( 88 ), of preferably rectangular cross-section used, at its upper end a roll ( 90 ) (or more) on one (or more) roller axle, which in one within the hollow shaft ( 96 ) extending circumferential groove engages. At the lower end of the rod ( 88 ) a hook in the hook ( 108 ) of the mechanics element ( 100 ) is hooked until the electronic control unit sends a current pulse to the mechanical element ( 100 ) gives. Then the mechanics element ( 100 ) the hook ( 108 ) of the rod ( 88 ).

The hollow shaft ( 96 ) is then of pressure springs clamped in spring capsules against thrust bearing ( 94 ) and the hollow shaft ( 96 ) screwed terminal shell ( 85 ) of which on winch drum ( 98 ) fixed terminal lower part ( 86 ) so far removed that under the resulting widening of the existing between these clamping parts distance the clamping of sheet ( 45 ), so that the sheet ( 45 ) under the traction of the winch drum caused by the sail ( 89 ) expires.

The way of the staff ( 88 ) is limited by circlip ( 122 ). Instead of or in addition to the hand crank, an under deck motor drive is often used. If a multi-stage or continuously variable motor drive is used, it is sufficient U. a simple instead of a double planetary translation.

After averting the risk of kentering, the clamping disc upper part is manually (by corresponding recesses of the cover plate ( 85 ), so that the rod ( 88 ) again with the hook ( 108 ) engages. Then the sheet ( 45 ) and between clamping disc lower part ( 86 ) and top ( 85 ) are trapped.

21 shows the Schotwinsch ( 80 ) in the open position of the clamping disc pair ( 85 ) and ( 86 ). After release by the mechanics element ( 100 ) or its hook ( 108 ). The sheet has broken off and therefore no longer wound up in this state caused by the electronic control. The ingredients are the same as indicated on sheet 7.

It can be seen that the hook ( 108 ) no longer with the rod ( 88 ), the clamping disc upper part ( 85 ) under the action of the Schotzuges or the compression springs ( 94 ) has jumped into its upper position and the rod ( 88 ) took with it. 22 shows a modification of the in 18 shown Schotwinsch in the closed position of the coupling pair ( 91 ) and ( 92 ), centered through its center, with reduction ratio approximately 1: 3 between drum speed to drive shaft speed. The difference of this embodiment to the example according to 16 is the arrangement of the coupling halves ( 91 ) and ( 92 ), not the winch drum ( 89 ) of the hollow shaft ( 96 ) solves, but only here summarized in one unit clamping disc pair ( 85 ) and ( 86 ), which encloses a clamping groove. The hollow shaft ( 96 ) carries the coupling half ( 91 ) and will depend on the role ( 90 ) after triggering the hook ( 108 ) under the action of the pressure springs arranged on a thrust bearing ( 94 ) and thus coupling half ( 91 ) of coupling half ( 92 ) separated.

23 shows the raised position of in 22 shown, from clamping disc upper part ( 85 ) and clamping disc lower part ( 86 ) formed clamping groove from which the sheet has leaked. The coupling halves ( 91 ) and ( 92 ) are separated from each other, the compression springs ( 94 ) extended accordingly. By manual pressure through recesses of the cover plate on the clamping disc upper part ( 85 ), the coupling halves ( 91 ) and ( 92 ) pushed together again and the staff ( 88 ) again in engagement with the hook ( 108 ) brought.

The advantage of this design over the execution 18 and 19 is that the coupling halves ( 91 ) and ( 92 ) here not the traction of the sheet attached to the sail, but only have to keep the reduced power according to the Euler-Eytelwein formula.

24 shows a modification of the in 20 shown Schotwinsch in the closed position of the coupling pair ( 91 ) and ( 92 ), centered through its center, with reduction ratio approximately 1: 3 and 1: 7 between drum speed to drive shaft speed in an operating situation. The difference of this embodiment to embodiment according to 18 is the arrangement of the coupling halves ( 91 ) and ( 92 ), here the winch drum ( 89 ) from which the clamping disk pair ( 85 / 86 ) supporting hollow shaft ( 96 ) by the coupling pair ( 91 / 92 ) by pushing up hollow shaft ( 96 ) is separated.

25 shows the same embodiment as 24 in which the mechanics element ( 100 ) triggered situation.

26 shows a half-section centered through the center of a self-hauling Schotwinsch ( 80 ) with two by changing the drive shaft rotation sense switchable reduction ratios, for example, about 1: 3 and 1: 7, between drum speed and drive crank speed in an operating situation.

In one in the hollow winch axis ( 84 ) longitudinally incorporated longitudinal groove are rods ( 88 ) of preferably rectangular cross-section, which at its upper end in a ring ( 129 ), in which at least one role ( 90 ) is inserted by means of roller axle, which in the inside in a hollow shaft ( 96 ) provided, circumferential groove engages. The hook ( 108 ) and the end of the staff ( 88 ) are configured here in another embodiment different from the previous solutions.

27 shows the same embodiment as 26 in which the mechanics element ( 100 ) triggered situation.

28 shows a horizontally extending cross section through a double planetary gear ( 125 ), as in the embodiments according to 20 / 21 . 24 / 25 and 26 / 27 used.

29 shows a horizontally extending cross section through a single-stage planetary gear ( 120 ) according to all embodiments according to 18 to 27 ,

30 shows one to a winch ( 70 ) respectively. ( 80 ) additionally to be mounted folding clamp ( 130 ). This is mounted on deck by means of fasteners. Combined in one unit, both the clip ( 130 ), as well as a hinged with this base ( 131 ). By means of a locking element ( 132 ) is the clip ( 130 ) with the base ( 131 ) Locked in its folded state. The clip ( 130 ) has a clamping gap ( 134 ), which for better adhesion to a sheet to be clamped ( 45 ) is provided with oblique grooves. The free end of the sheet ( 45 ) is loose.

By triggering a mechanics element ( 100 ) a counter-locking means ( 133 ) of the locking element ( 132 ), for example a hook ( 108 ), except its intervention, which is due to the one of the sheet ( 45 ) connected sail caused the folding clamp ( 130 ) is pivoted in an unfolded state in which due to the angular position of the trapped sheet ( 45 ) from the nip ( 134 ) releases.

31 shows the clip ( 130 ) according to 30 in a frontal view, in particular the nip ( 134 ) is recognizable.

32 shows a further embodiment of the mechanism element ( 100 ), which manages without the gas pressure of a CO ₂ cartridge. From one of the microprocessor control ( 66 ) triggered current pulse to a solenoid coil ( 107 ) is a soft iron core ( 109 ) against the low resistance of a spiral spring ( 110 ) against a piston ( 113 ) are hurled. This then shoots against also slight resistance of a coil spring ( 114 ) against a covenant ( 117 ) one of a weak spiral spring ( 118 ) retained plunger ( 116 ), whereby a hook ( 108 ) and a rod ( 88 ) or a latching element ( 132 ) is released.

LIST OF REFERENCE NUMBERS

10

water surface

11

reason

12

gravity

13

boost

14

wind

15

movement direction

20

Lee Hull

21

Windward hull

22

front cross member

23

rear cross member

25

flood chamber

30

mast

31

masthead

32

saling

35

buoyancy

36

articulated connection

37

stay

41

Außenstag

42

Außenstag

45

sheet

46

Hole point

47

Want-shell

48

Want connection line

49

shrouds

50

Mastverstelleinrichtung

51

spill gear

52

idler pulley

53

hydraulic clamping

54

spring element

55

buffer element

56

force member

57

clamping slide

58

idler pulley

59

push handle

60

pump

61

flood valve

62

bailer

63

Valve control block

64

Ventilation line

66

microprocessor control

70

sheet winch

71

cleat

72

triggering element

73

joint

74

bracket

80

self-tailing Schotwinsch

81

drive motor

84

Winschachse

85

Clamping disc shell

86

Terminal panel base

87

winch

88

Rod

89

winch drum

90

role

91

clutch half

92

clutch half

93

drive shaft

94

compression spring

95

camp

96

hollow shaft

97

camp

98

camp

99

freewheel

100

Mechanics element

101

CO ₂ cartridge

102

Valve

103

top

104

chamber

105

second chamber

106

third chamber

107

Solenoid coil

108

hook

109

Soft iron core

110

spiral spring

111

bulkhead

112

drilling

113

piston

114

spiral spring

115

bulkhead

116

tappet

117

Federation

118

spiral spring

120

planet

121

gear bearings

122

circlip

123

Splined

124

ratcheted

125

Double-planet

126

freewheel

127

gear bearings

128

Return pawl

129

ring

130

hinged clamp

131

base

132

locking element

133

Securing means

134

nip

Claims (14)

Three-stage method for averting the danger of capsizing of sailing yachts and mitigating the consequences of unsuccessful danger avoidance operations by protecting the rig from damage frequently occurring during capsizing and re-establishing capsized multi-hull yachts by means of a sensor-controlled microprocessor control system to be used for all three stages of the method ( 66 ) in conjunction with electromagnetically operating mechanical element ( 100 ) or triggering element ( 72 ) for the sheet clipping device ( 71 ) or Klappklemme ( 130 ) of Schotwinschen ( 70 ) or self-hauling winches ( 80 ) and a mast adjustment device ( 50 ) comprising one around a hinged connection ( 36 ) swiveling mast ( 30 ), whose masthead ( 31 ) on both sides by means of, preferably interconnected or merging, outdoor days ( 41 . 42 ) is maintained in equilibrium, with the outdoor days ( 41 . 42 ) a difference in length of the two outdoor days occurring during adjustment of the lateral mast tilt ( 41 . 42 ) balancing, clamping hydraulics ( 53 ) and at least one spill with Spillgetriebe ( 51 ) by its rotation while maintaining in microprocessor control ( 66 ) programmed, different tensions the outer day ( 41 ) on one side and at the same time the outer day ( 42 ) is brought close to the other side, in addition to the microprocessor control ( 66 ) controlled flood and bilge valves ( 61 respectively. 62 ) with pumps ( 60 ) and connecting lines ( 64 ) with valve control block ( 63 ) are provided with accessories and the other listed in the list of reference numerals components which microprocessor control ( 66 ) Signals of position and acceleration sensors and measuring instruments for wind strength, wind direction, sea state and the like influencing factors and radio signals receives and processes. Mast adjustment device according to claim 1, characterized in that the clamping hydraulics ( 53 ) by the microprocessor control ( 66 ) to the disengageable force elements ( 56 ) on the tension of the outdoor days ( 41 . 42 ), the force element ( 56 ) on the one hand with a displaceable tensioning slide ( 57 ), over which the outdoor days ( 41 . 42 ) and the force element ( 57 ) additional buffer elements ( 55 ) and / or a spring element ( 54 ) are assigned and that on the clamping slide ( 57 ) a pulley ( 52 ) or the spill with Spillgetriebe ( 51 ) over which the compound ( 36 ) of the outdoor days ( 41 . 42 ) are guided, the spill also serves as a pulley .. Schotwinsch ( 70 ) according to claim 1 with a winch drum ( 89 ) and a Schotklemme ( 71 ) for jamming one on the winch drum ( 89 ) wound sheet ( 45 ), which as a clamping groove or clip ( 130 ) formed Schotklemme ( 71 ) is changeable due to a triggering event in a releasing the clamping release position. Schotwinsch ( 70 ) according to claim 1 and 2, characterized in that the clamping means in the field of Schotwinsch ( 70 ) articulated fixed clip ( 130 ), which by means of triggering element ( 72 ) is held in a clamping position, wherein by actuation of the mechanical element ( 100 ) due to the triggering event, the triggering element ( 72 ) the folding clamp ( 130 ) and this due to a tensile force on the sheet ( 45 ) unfolds into the release position. Schotwinsch ( 70 ) according to claim 3, characterized in that the clamping means one of a, preferably with the winch drum ( 89 ), clamping disc lower part ( 86 ) and one of the clamping disc lower part ( 86 ) slidably mounted in the axial direction clamping disc upper part ( 85 ) existing clamping disk, wherein the clamping disc upper part ( 85 ) with respect to the clamping disc lower part ( 86 ) against the force of a compression spring ( 94 ) in a clamping position by means of a latching element ( 132 ) is latched and in the event of triggering event, the locking element ( 132 ) by means of the triggering element ( 72 ) out of engagement with a counter-latching means ( 133 ) is engageable and that the locking element with the winch drum ( 89 ) or possibly the hollow shaft ( 96 ) connected rod ( 88 ), which at a free end with a counter-latching means ( 132 . 108 ) is engageable. Schotwinsch according to claim 3 to 5, characterized in that the winch drum ( 89 ) a concentric hollow shaft ( 96 ) associated with one of the two coupling halves ( 91 . 92 ) existing coupling is slidably connected, wherein in the course of the displacement of clamping disc upper part ( 85 ) and clamping disc lower part ( 86 ) existing clamping groove due to the triggering event away from the winch drum ( 89 ) the two coupling halves ( 91 . 92 ) can be brought out of mutual engagement. Schotwinsch ( 70 ) according to one of claims 3 to 6, characterized in that it is in the triggering element ( 72 ) around a mechanic element ( 100 ), this comprising one in a cylindrical chamber ( 104 ) longitudinally displaceable piston ( 113 ), which is resiliently mounted with respect to a resiliently mounted baffle surface, wherein the baffle surface with the counter-locking means ( 133 . 108 ) is connected in such a way that in the case of a displacement of the piston ( 113 ) against the baffle the counter-latching means ( 133 . 108 ) out of engagement of the locking element ( 88 ) and that the piston ( 113 ) by the impact of a resiliently mounted against this soft iron core ( 109 ) is displaceable, wherein the soft iron core ( 109 ) by means of a surrounding magnetic coil winding ( 107 ) in one on the piston ( 113 ) is displaceable to directed movement by a gas pressure, which by means of an electromagnetic valve ( 102 ) on the in the direction of displacement of the piston ( 113 ) Rear side of the same is applied. Schotwinsch according to one of claims 3 to 7, characterized in that it is the triggering event is a trigger signal of the microprocessor control ( 66 ) or a manually triggered signal, for example by means of a cable or Bowden cable or by a radio signal or other signal emitting switch or button to the MP control ( 66 ), which latter is either attached to an easily accessible place of the single- or multihull yacht or to the clothing of crew members, or which signal is given automatically by decreasing the reception power of a radio transmitter attached to the clothing of the crew members (not shown in the drawing). Safety system for a multihull yacht comprising a mast adjustment device ( 50 ) according to one of the preceding claims 1 to 2 and in each case at least one flood chamber ( 25 ) in at least each outer hull ( 20 . 21 ), whereby the flood chambers ( 25 ) by means of pumps ( 60 ) and / or valves ( 61 . 62 ) flood and lenzbar are and in at least one masthead ( 31 ) a fixed or inflatable buoyant body ( 35 ) and that further buoyancy bodies in the fuselages ( 20 . 21 ), preferably in each case in front and aft, are arranged, these being preferably formed from automatically inflatable air cushions or from voids foamed with closed-pored foam or that the flood chambers ( 25 ) are lined with highly resistant, flexible fabric materials, preferably Kevlar, ... Method for avoiding the capsizing of a multihull yacht with bulkhead winches ( 70 . 80 ) according to one of claims 1 to 9, wherein by means of a microprocessor control ( 66 ) is detected exceeding inclination of a maximum tilting acceleration or a limit skew, after which the microprocessor control ( 66 ) sends a trigger signal to the trigger element, whereupon this the Schotwinschen ( 70 . 80 ) in a release position, in which the pods ( 45 ) from the Schotwinschen ( 70 . 80 ) out. Method according to claim 1 and 2, characterized in that the multihull yacht has a mast ( 30 ) with a mast adjustment device ( 50 ) according to one of claims 1 to 2, wherein in the event of a further increase in the inclination and / or tilt acceleration now by means of Mastverstelleinrichtung ( 50 ) by, preferably complete, engagement of the force element ( 56 ) a lowering of the tension of the outdoor days ( 41 . 42 ) is made. Method for erecting a multihull yacht after capsizing, wherein the multihull yacht has at least one leeward hull ( 20 ) and at least one windward hull ( 21 ), and a mast arranged amidships ( 30 ) with a mast adjustment device ( 50 ) according to one of claims 1 to 2 and one in the mast-stop ( 31 ) arranged buoyancy bodies ( 35 ), comprising the steps of pivoting the mast ( 30 ) in an inclination in the direction of the Lee hull ( 20 ) using the mast adjustment device ( 50 ), whereby the standing after the capsizing in the air Luv hull ( 21 ) over the Lee hull ( 20 ) is pushed away until the windward hull ( 21 ) again the water surface ( 10 ) and. that then the mast ( 30 ) using the mast adjustment device ( 50 ) is returned to its vertical position. Method according to one of claims 11 and 12, characterized in that before or during a mast adjustment water into a flood chamber ( 25 ) of the airborne windward hull ( 21 ), which after touching the water surface ( 10 ) through the windward hull ( 21 ), preferably after a re-erection of the mast ( 30 ) by means of the mast adjustment device ( 50 ), again from the flood chamber ( 25 ) is pumped out. Method according to one of claims 1 to 13, characterized in that in the case of a pegging in advance in a first step of the mast ( 30 ) using the mast adjustment device ( 50 ) first in the direction of the original Luv hull ( 21 ) is inclined until the mast due to the on the buoyant body ( 35 ) acting buoyancy in the area of the water surface ( 10 ), and the mast ( 30 ) only then for further erection in the direction of the original Lee hull ( 20 ) and that, in the case of an inflatable buoyant body as needed, after tilting the mast ( 30 ) in the direction of the original Luv trunk ( 21 ) is inflated and that at least one in the original Lee hull ( 20 ) flood chamber ( 25 ) flooded in the hatched state and after floating of the buoyant body ( 35 ) is redirected again.

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