ANGULAR ADJUSTMENT DEVICE BETWEEN A MAST OF A BOAT AND A FURLING BOOM

Abstract

An angular adjustment device for adjusting a vertical angle between a mast of a boat and a boom articulated to the mast, the boat having a sail connected to the mast by means of a first luff segment of the sail and a manoeuvring member configured to pivot the boom with respect to the mast so as to vary a vertical angle (α), the device having: a detection member configured to detect a second luff segment mobile on the boom; anda control module configured to control the manoeuvring member to pivot the boom so as to reduce the vertical angle in the event that the detection member detects the displacement of the second luff segment.

Description

TECHNICAL FIELD

This invention relates to the field of the sailing boats.

More particularly, the present invention relates to rigging equipment for sailing boats, in particular the rigging equipment for a sail such as a mainsail boom furler.

BACKGROUND

On the sailing boats, which are generally triangular in shape, it is common practice to attach the foot of the mainsail of the boat to a rigid rigging element articulated to the mast, commonly referred to as the “boom”. The boom may pivot horizontally and vertically in relation to the mast, allowing the angle of incidence of the sail in relation to the wind to be varied.

Depending on the point of sail of the boat, in addition to adjusting the angle of incidence, it may be necessary to adjust the draft or the flattening of the sail, by varying the vertical angle between the boom and the mast, depending on the strength of the wind and whether the boat is sailing into the wind, close-hauled, reaching or running downwind.

Traditionally, this manoeuvre is partly carried out using the sheet of the mainsail, which may also be moved on a traveller track. However, there are some configurations where the vertical tension of this sheet is insufficient, and does not allow the boom to be held at a suitable angle to draft or flatten the mainsail correctly. It is therefore known to use an element configured to control the vertical angle between the boom and the mast, commonly referred to as a “boom vang”, articulated between the foot of the mast and the boom. Initially formed by a block and tackle and a rope, which only controls its elongation, it is also known from the prior art to use a boom vang formed from rigid elements such as telescopic tubes equipped with an actuator, to control its elongation or its shortening. In one form or another, the contraction of the boom vang increases the vertical angle and its extension reduces the vertical angle between the boom and the mast.

Empirically, it has been established that the apparent wind speed may vary by between 10% and 20% between the top of the sail and the foot of the sail. As the wind forces are proportional to the square of the wind speed, it may be necessary to have a different mainsail incidence at the top of the sail and at the foot of the sail, i.e. at the low portion. This difference is commonly referred to as a “twist”. The latter allows to avoid an excessive heeling, which is a source of considerable discomfort for passengers on a sailing boat and significantly reduces the displacement performance of the boat. This means that the boom vang may play a major role in adjusting the twist, and therefore the draft of the mainsail. By increasing the twist, or the draft, of the mainsail, it is possible to reduce the heel of the boat, particularly when sailing into the wind, close-hauled or close reach.

Finally, adjusting the twist of the mainsail may not be enough when the weather conditions are very unfavourable, in which case it may be necessary to reduce the area of the sail, an operation commonly referred to by sailors as ‘reefing’. This operation involves either manually reefing the sail or partially furling it in the mast. However, there is also a method which consists of furling the mainsail on the boom, by means of a furling system comprising a drum, to which the foot of the mainsail is attached, or at least its clew and tack, and which allows, by furling it, to progressively reduce its bearing surface, in order to reduce the heel and the excessive wind loads on the boat. Unlike the method for furling the mainsail in the mast, the manual reefing and the furling boom are the only two methods that may reduce the surface area of a mainsail reinforced with large horizontal battens, which are recognised as being more efficient.

On sailing boats equipped with such boom furling systems, the mainsail may be completely furled, in particular when the helmsman wishes to stop sailing, or when the boat arrives at anchor or in port, or for example if a technical problem occurs with any element of the rigging that jeopardises the safe sailing.

Furling and unfurling the mainsail on the boom requires the vertical angle between the boom and the mast to remain as close as possible to a reference value, often close to a right angle, so that the mainsail luff slides correctly into the groove of the mast as furling or unfurling progresses. It is also essential that the luff does not move excessively horizontally in relation to the direction of the groove of the mast, commonly referred to as the bolt rope, so that the sail may be furled properly without wrinkles. In fact, if the vertical angle is too far from the required angle, for example significantly less than the reference value, the luff of the mainsail moves away from the mast and the mainsail furls with folds on the drum of the boom, the luff may no longer get out of the bolt rope of the mast and gets stuck there. If the vertical angle is significantly greater than the reference value, at least a portion of the mainsail no longer wraps around the drum of the boom and folds towards the mast. In addition, the luff may no longer slide in the bolt rope, due to forces orthogonal to the direction of the slide, and the mainsail is locked in an undesirable intermediate position. This risk may go as far as tearing the mainsail, for example in the case of an attempt to complete the furling when the luff is blocked in the groove of the bolt rope of the mast. Even without tearing the mainsail, a sail blocked in an intermediate position continues to be bearing and, in the event of a sudden upwind movement, may cause further irreversible damage to the sailboat. Sailing then becomes impossible and the situation, if prolonged, may present a risk to the crew and/or the passengers, in which case the mainsail must be deliberately ripped to prevent the sailboat capsizing.

The invention thus aims to remedy, at least in part, these disadvantages of the prior art.

SUMMARY

More specifically, the invention relates to an angular adjustment device for adjusting a vertical angle between a vertical mast of a boat and a furling boom articulated on the mast, the boat comprising a sail connected to the mast by means of a first luff segment of the sail furling on the boom and at least one member for manoeuvring the sail configured to pivot the boom vertically with respect to the mast so as to vary the vertical angle formed, on the side of the sail, between the boom and the mast, the device comprising:

• • at least one detection member configured to detect a second luff segment of the sail which may move horizontally on the boom;
  • a control module connected to the manoeuvring members and to the detection member, said control module being configured to control the manoeuvring member to pivot the boom vertically so as to reduce the vertical angle in the event that the detection member detects the displacement of the second luff segment at the level of a first limit position on the boom and configured to control the manoeuvring member to pivot the boom vertically so as to increase the vertical angle in the event that the detection member detects the displacement of the second luff segment at the level of a second limit position on the boom, the first limit position being coincident with the second limit position or closer to the mast than the second limit position.

Thanks to such a combination of characteristics, such an angular adjustment device allows to ensure that the vertical angle is optimum, i.e. that the second luff segment is located between the first limit position and the second limit position, in particular to allow the sail to be furled or unfurled in complete safety, for example when reefing or when the boat arrives at anchor or in port. Such an adjustment device allows to ensure that the sail is furled without wrinkles and without risk of tearing on the drum of the boom.

Advantageously, the detection member comprises at least a first optical sensor attached to the boom opposite the first limit position and a second optical sensor attached to the boom opposite the second limit position, the control module being configured to control the manoeuvring member to pivot the boom vertically so as to reduce the vertical angle in the event that the second luff segment obscures the first optical sensor and to control the manoeuvring member to pivot the boom vertically so as to increase the vertical angle in the event that the second luff segment releases the second optical sensor.

Advantageously, the detection member comprises at least a third optical sensor attached to the boom opposite a third limit position, the third limit position being closer to the mast than the first limit position, and a fourth optical sensor attached to the boom opposite a fourth limit position, the fourth limit position being further from the mast than the second limit position, the control module being configured to interrupt a furling of the sail on the boom in the event that the second luff segment obscures the third optical sensor or in the event that the second luff segment releases the fourth optical sensor.

Advantageously, the detection member comprises a pulley bearing continuously on the second luff segment and a displacement sensor configured to detect the position of said pulley, the control module being configured to control the manoeuvring member to pivot the boom vertically so as to reduce the vertical angle in the event that the displacement sensor detects a displacement of the pulley associated with the first limit position of the second sail luff segment and to control the manoeuvring member to pivot the boom vertically so as to increase the vertical angle in the event that the displacement sensor detects a displacement of the pulley associated with the second limit position of the second sail luff segment.

Advantageously, the pulley is secured to at least one rod pivotally connected to the boom, the displacement sensor being configured to measure a pivoting angle of the rod relative to the boom, the first limit position corresponding to a first limit pivoting angle of the rod relative to the boom and the second limit position corresponding to a second limit pivoting angle of the rod relative to the boom.

Advantageously, the pulley is secured to a rod in a ball-and-socket connection with the mast, the displacement sensor being configured to measure a pivoting angle of the rod with respect to the boom, the first limit position corresponding to a first limit pivoting angle of the rod relative to the boom and the second limit position corresponding to a second limit pivoting angle of the rod relative to the boom.

Advantageously, the pulley is secured to a tube attached to the boom and comprising the displacement sensor, said displacement sensor being configured to measure a horizontal displacement of the pulley corresponding to a displacement of the second luff segment at the level of the first limit position or at the level of the second limit position.

Advantageously, the pulley is secured to a tube attached to the mast and comprising the displacement sensor, said displacement sensor being configured to measure a horizontal displacement of the pulley corresponding to a displacement of the second luff segment at the level of the first limit position or at the level of the second limit position.

According to another aspect of the invention, it relates to a system for furling a sail on a furling boom comprising an angular adjustment device as described above, said system comprising a furler configured to furl and unfurl the sail on a drum of the boom in the event that the second luff segment is positioned between the first limit position and the second limit position.

According to another aspect of the invention, the invention relates to a sailing boat comprising a sail connected to a mast of said boat by means of a first luff segment and a furling boom articulated on the mast, said boat further comprising at least one member for manoeuvring the sail configured to cause the boom to pivot vertically with respect to the mast, the boat further comprising a furling system as described above.

Advantageously, the manoeuvring member comprises a topping lift connecting a free end of the boom to a free end of the mast, the topping lift being adjustable between a maximum travel configuration wherein the vertical angle between the boom and the mast on the side of the sail is maximum and a minimum travel configuration wherein the vertical angle between the boom and the mast is minimum.

Advantageously, the manoeuvring member comprises a boom vang connecting an articulation of a foot of the mast to an articulation of the boom, the boom vang being adjustable between a maximum travel configuration wherein the vertical angle between the boom and the mast is minimum and a minimum travel configuration wherein the vertical angle between the boom and the mast is maximum.

Advantageously, the articulation of the foot of the mast is movable vertically on the mast and/or the articulation of the boom is movable horizontally on the boom, the boom vang further comprising means for locking the articulations on the foot of the mast and/or on the boom, reciprocally.

Advantageously, the boom vang is a telescopic boom vang, an adjusting screw system or a gas-operated cylinder equipped with a rope.

Advantageously, the manoeuvring member comprises a manual member configured to cause the boom to pivot vertically with respect to the mast when a user actuates the manual member.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be better understood on reading the following description, which is given solely by way of example, with reference to the annexed drawings, which are given by way of non-limiting examples, identical references are given to similar objects and wherein:

FIG. 1 is a schematic side view of a sailing boat;

FIG. 2 is a schematic representation of a boom articulated on the mast of a boat at a first angle between said boom and said mast;

FIG. 3 is a schematic representation of a boom articulated on the mast of a boat at a second angle between said boom and said mast;

FIG. 4 is a schematic representation of a boom articulated on the mast of a boat at a third angle between said boom and said mast;

FIG. 5 is a detailed schematic representation of a boom articulated on the mast of a boat and comprising a boom angle adjustment device according to a first embodiment of the invention;

FIG. 6 is a detailed schematic representation of a boom articulated on the mast of a boat and comprising a boom angle adjustment device according to a second embodiment of the invention;

FIG. 7 is a detailed schematic representation of a boom articulated on the mast of a boat and comprising a boom angle adjustment device according to a third embodiment of the invention;

FIG. 8 is a detailed schematic representation of a boom articulated on the mast of a boat and comprising a boom angle adjustment device according to a fourth embodiment of the invention;

FIG. 9 is a detailed schematic representation of a boom articulated on the mast of a boat and comprising a boom angle adjustment device according to a fifth embodiment of the invention;

It should be noted that the figures set out the invention in detail to allow the invention to be implemented; although not limiting, said figures serve in particular to better define the invention where appropriate.

DETAILED DESCRIPTION

FIG. 1 shows a boat 1 with sails, comprising at least one sail, in particular a generally triangular sail 3, in this case a mainsail 3. The foot of the sail 3 is secured to a furling boom 7 articulated to a mast 5. The boom 7 forms with the mast 5 at least an angle α on the side of the sail 3 between the boom 7 and the mast 5. Alternatively, the angle considered may be the angle between the boom and the mast on the side opposite the sail, i.e. the vertical angle additional to the angle α and varying in inverse proportion to the angle α. Advantageously, the boom 7 may pivot horizontally around the mast 5, depending in particular on the point of sail of the boat 1 in relation to the wind. The luff of the sail 3 comprises a first luff segment 15a in sliding connection with the mast 5 and more particularly with a groove 17 in the mast 5, extended downwards by a slide progressively diverging from the mast and commonly referred to as a “bolt rope”. The luff of the sail 3 also comprises a second luff segment 15b, horizontally movable on the boom 7. The first luff segment 15a is naturally vertically above the second luff segment 15b.

The boat 1 comprises at least one manoeuvring member configured to pivot the boom 7 vertically with respect to the mast 5 so as to vary the vertical angle α. In FIG. 1, the boat comprises a number of manoeuvring members, in particular a topping lift 11 connecting a free end of the boom 7 to a free end of the mast 5. By increasing the mechanical tension in the topping lift 11, the free end of the boom 7 rises and the angle α decreases. Conversely, by reducing the mechanical tension in the topping lift 11, the free end of the boom 7 lowers and the angle α increases. In other words, the topping lift 11 is adjustable between a maximum travel configuration wherein the vertical angle α is maximum and a minimum travel configuration wherein the vertical angle α is minimum. Another manoeuvring member shown in FIG. 1 is a boom vang 9 connecting an articulation of a foot of the mast 5 to an articulation of the boom 7, also adjustable between a maximum travel configuration wherein the vertical angle α is minimum and a minimum travel configuration wherein the vertical angle α is maximum. The boom vang 9 is, for example, a boom vang 9 driven by an electric or hydraulic actuator. The boom vang 9 is, for example, a telescopic boom vang operated by an electric or hydraulic actuator, an adjusting screw system or a gas cylinder with rope slack. Preferably, the articulation of the foot of the mast 5 is vertically mobile on the mast 5. Even more preferably, the articulation of the boom 7 may be moved horizontally on the boom 7. The boom vang 9 may also comprise means for moving and, if necessary, locking its articulations to the foot of the mast 5 and/or to the boom 7. The topping lift 11 and the boom vang 9 may operate independently of each other or in synergy. In addition, the manoeuvring members may preferably comprise a manual member (not illustrated) allowing a member of the crew to manually adjust the vertical angle α. For the remainder of the description and to make the figures easier to read, no ropes from the boat 1 are shown, with the exception of the topping lift 11, including the ropes used in the normal manoeuvres of the boat 1.

The sail 3 is furled onto the furling boom 7, for example when reefing or when arriving at anchor or in a port, by means of a furling system comprising a furler (not shown) configured to furl or unfurl the sail onto a drum on the boom. To furl or unfurl correctly on the drum of the boom 7, the vertical angle α must be substantially equal to 90°, i.e. there is a privileged position of the second luff segment 15b on the boom 7 wherein the sail 3 is furled without wrinkles and without risk of jamming the first luff segment 15a in the groove 17, as illustrated in FIG. 2. Thus, the sail 3 is optimally furled or unfurled only between a first limit position P1 of the second luff segment 15b on the boom 7 and a second limit position P2 of the second luff segment 15b on the boom 7, as shown in FIG. 3 and FIG. 4. The first limit position P1 is shown closer to the mast than the second limit position P2. Alternatively, the limit positions P1, P2 are coincident, so that there is only one angle the furling or the unfurling is permitted, preferably when the angle α is equal to 90°. The furler is preferably driven by an electric motor, but may also comprise manual winding means that may be used in the event of damage.

The furling system comprises an angular adjustment device 4 configured to adjust the vertical angle α between the mast 5 and the boom 7, as illustrated in FIGS. 5 to 9. The adjustment device 4 comprises at least one detection member 6 configured to detect the second luff segment 15b. The adjustment device 4 also comprises a control module 8 connected to the detection member 6 and to the manoeuvring members 9, 11. The control module 8 is configured to control the manoeuvring members 9, 11 to pivot the boom 7 vertically so as to reduce the vertical angle α in the event that the detection member 6 detects the displacement of the second luff segment 15b at the level of the first limit position P1. Also, the control module 8 is configured to control the manoeuvring members 9, 11 to pivot the boom 7 vertically so as to increase the vertical angle α in the event that the detection member 6 detects the displacement of the second luff segment 15b at the level of the second limit position P2. By the term “connected”, we mean that the control module 8 may receive information from the detection member 6 and transmit a control to the manoeuvring member 9, 11, either by means of a physical connection, for example by an electrical cable connecting the various elements, or by means of a wireless transmission.

Thanks to such a combination of characteristics, such an angular adjustment device allows to ensure that the vertical angle α is optimum, i.e. that the second luff segment 15b is located between the first limit position P1 and the second limit position P2, in particular to allow the sail 2 to be furled or unfurled in complete safety, for example when reefing or when the boat 1 arrives at anchor or in a port. Such an adjustment device 4 allows to ensure that the sail 3 is furled without wrinkles and without risk of tearing on the drum of the boom 7. The sail 3 may be furled or unfurled by the furling system at the same time as the boom 7 is pivoted.

The remainder of this description describes the operation of the detection member 6 in different embodiments.

In the adjustment device 4 illustrated in FIG. 5 and FIG. 6, the detection member 6 comprises at least a first optical sensor 10a attached to the boom 7 opposite the first limit position P1 and a second optical sensor 10b attached to the boom 7 opposite the second limit position P2. Preferably, the sensors 10a, 10b are attached to a stationary portion of the boom 7 in relation to the drum of the boom 7. In this embodiment, the control module 8 is configured to control the manoeuvring members 9, 11 to pivot the boom 7 vertically so as to reduce the vertical angle α in the event that the second luff segment 15b obscures the first optical sensor 10a and to control the manoeuvring members 9, 11 to pivot the boom vertically so as to increase the vertical angle α in the event that the second luff segment 15b releases the second optical sensor 10b.

In the embodiment corresponding to the adjustment device 4 shown in FIG. 6, the detection member 6 also comprises at least a third optical sensor 10c attached to the boom 7 opposite a third limit position (not shown). The third limit position is closer to the mast 5 than the first limit position P1. The detection member 6 also comprises at least a fourth optical sensor 10d attached to the boom 7 opposite a fourth limit position (not shown). The fourth limit position is further away from the mast 5 than the second limit position P2. In this embodiment, the control module 8 is configured to interrupt furling or unfurling of the sail 3 on the drum of the boom 7 in the event that the second luff segment 15b obscures the third sensor 10c or in the event that the second luff segment 15b releases the fourth optical sensor 10d. In addition to interrupting furling or unfurling, the control module 8 may advantageously send an alert signal to the crew of the boat 1, for example to indicate that a manual intervention is required to move the sail 3 horizontally on the boom to return to a safe furling position.

In the adjustment device 4 illustrated in FIG. 7, FIG. 8 and FIG. 9, the detection member comprises a pulley 12a bearing continuously on the second luff segment 15b and a displacement sensor 12c configured to detect the position of said pulley 12a. In this embodiment, the control module 8 is configured to control the manoeuvring members 9, 11 to pivot the boom 7 vertically so as to reduce the vertical angle α in the event that the displacement sensor 12c detects a displacement of the pulley 12a associated with the first limit position P1 of the second luff segment 15b. The control module 8 is also configured to control the manoeuvring members 9, 11 to pivot the boom 7 vertically so as to increase the vertical angle α in the event that the displacement sensor 12c detects a displacement of the pulley 12a associated with the second limit position P2 of the second luff segment 15b. The pulley 12a is for example formed by two flasks joined by a groove, the point of contact between the second segment of the luff 15b and the pulley being in the groove of the pulley 12a. The point of contact is preferably maintained by means of a spring, so that when the second luff segment 15b moves horizontally away from the mast 5, the pulley 12a also moves.

In the adjustment device 4 shown in FIG. 7, the pulley 12a is secured to at least one rod 12b pivotally connected to the boom 7. The displacement sensor 12c is then configured to measure the pivoting angle of the rod 12b relative to the boom 7. The first limit position P1 corresponds to a first limit pivoting angle of the rod 12b in relation to the boom 7. The second limit position P2 corresponds to a second limit pivoting angle of the rod 12b in relation to the boom. Advantageously, the pulley 12a is secured to two rods 12b pivotally connected to the boom 7. Each rod 12b is then located on either side of the sail 3, ensuring a better mechanical strength of the detection member 6. The adjustment device 4 in FIG. 8 differs from that in FIG. 7, particularly in that the rod 12b or the rods 12b is/are in a ball-and-socket connection with the mast 5. The pivoting point of the pulley 12a is then located vertically above the pulley 12a, which allows to adapt the adjustment device 4 and more particularly the detection member 6 according to the space available in this area, which may vary from one boat to another. In addition, in FIG. 8, the rod or rods 12b may be configured to accompany a movement of the sail 3 around the mast, for example when the boat 1 changes point of sail.

In the adjustment device shown in FIG. 9, the pulley 12a is secured to a tube attached to the boom, the tube comprising the displacement sensor 12c. The displacement sensor 12 is configured to measure a horizontal displacement of the pulley. If the pulley moves horizontally by a predetermined distance, the control module 8 deduces that the second luff segment 15b has reached the first limit position P1 or the second limit position P2 and controls the manoeuvring members 9, 11 accordingly.

It should also be noted that the invention is not limited to the embodiments described above. It will be apparent to the person skilled in the art that various modifications may be made to the embodiment described above, in the light of the teaching just disclosed.

For example, in the embodiments where the detection member 6 comprises a pulley 12a and similarly to the embodiments comprising optical sensors, it naturally follows that the displacement sensor 12c may measure a displacement of the pulley 12a associated with the third limit position of the second luff segment 15b or a displacement of the pulley associated with the fourth limit position of the second luff segment 15b, and that the control module 8 may interrupt furling in the event of such measurements.

In addition to the detection member 6, whatever its shape, the adjustment device may comprise at least two visual markers positioned on the manoeuvring members, so that the preferred position of the manoeuvring members 9, 11 may be adjusted, for example in the event of failure of the detection member 6 or of the control module 8.

In the detailed presentation of the invention given above, the terms used should not be interpreted as limiting the invention to the embodiment set out in the present description, but should be interpreted to comprise all equivalents the anticipation of which is within the grasp of the person skilled in the art by applying his general knowledge to the implementation of the teaching just disclosed.

Claims

1. An angular adjustment device for a boat, the boat comprising a vertical mast, a furling boom articulated on the mast, a sail connected to the mast by means of a first luff segment of the sail furling on the boom and at least one member for manoeuvring the sail configured to pivot the boom vertically with respect to the mast so as to vary a vertical angle formed, on the side of the sail, between the boom and the mast, the angular adjustment device being configured to adjust the vertical angle and comprising: at least one detection member configured to detect a second luff segment of the sail which may move horizontally on the boom;a control module connected to the manoeuvring members and to the detection member, said control module being configured to control the manoeuvring member to pivot the boom vertically so as to reduce the vertical angle in the event that the detection member detects the displacement of the second luff segment at the level of a first limit position on the boom and configured to control the manoeuvring member to pivot the boom vertically so as to increase the vertical angle in the event that the detection member detects the displacement of the second luff segment at the level of a second limit position on the boom, the first limit position being coincident with the second limit position or closer to the mast than the second limit position.

2. The angular adjustment device according to claim 1, wherein the detection member comprises at least a first optical sensor attached to the boom opposite the first limit position and a second optical sensor attached to the boom opposite the second limit position, the control module being configured to control the manoeuvring member to pivot the boom vertically so as to reduce the vertical angle in the event that the second luff segment obscures the first optical sensor and to control the manoeuvring member to pivot the boom vertically so as to increase the vertical angle in the event that the second luff segment releases the second optical sensor.

3. The angular adjustment device according to claim 2, wherein the detection member comprises at least a third optical sensor attached to the boom opposite a third limit position, the third limit position being closer to the mast than the first limit position, and a fourth optical sensor attached to the boom opposite a fourth limit position, the fourth limit position being further from the mast than the second limit position, the control module being configured to interrupt a furling of the sail on the boom in the event that the second luff segment obscures the third optical sensor or in the event that the second luff segment releases the fourth optical sensor.

4. The angular adjustment device according to claim 1, wherein the detection member comprises a pulley bearing continuously on the second luff segment and a displacement sensor configured to detect the position of said pulley, the control module being configured to control the manoeuvring member to pivot the boom vertically so as to reduce the vertical angle in the event that the displacement sensor detects a displacement of the pulley associated with the first limit position of the second luff segment and to control the manoeuvring member to pivot the boom vertically so as to increase the vertical angle in the event that the displacement sensor detects a displacement of the pulley associated with the second limit position of the second luff segment.

5. The adjustment device according to claim 4, wherein the pulley is secured to at least one rod pivotally connected to the boom, the displacement sensor being configured to measure a pivoting angle of the rod relative to the boom, the first limit position corresponding to a first limit pivoting angle of the rod relative to the boom and the second limit position corresponding to a second limit pivoting angle of the rod relative to the boom.

6. The adjustment device according to claim 4, wherein the pulley is secured to a rod in a ball-and-socket connection with the mast, the displacement sensor being configured to measure a pivoting angle of the rod with respect to the boom, the first limit position corresponding to a first limit pivoting angle of the rod relative to the boom and the second limit position corresponding to a second limit pivoting angle of the rod relative to the boom.

7. The adjustment device according to claim 4, wherein the pulley is secured to a tube attached to the boom and comprising the displacement sensor, said displacement sensor being configured to measure a horizontal displacement of the pulley corresponding to a displacement of the second luff segment at the level of the first limit position or at the level of the second limit position.

8. The adjustment device according to claim 4, wherein the pulley is secured to a tube attached to the mast and comprising the displacement sensor, said displacement sensor being configured to measure a horizontal displacement of the pulley corresponding to a displacement of the second luff segment at the level of the first limit position or at the level of the second limit position.

9. A system for furling a sail on a furling boom comprising an angular adjustment device according to claim 1, said system comprising a furler configured to furl and unfurl the sail on a drum of the boom in the event that the second luff segment is positioned between the first limit position and the second limit position.

10. A sailing boat comprising a sail connected to a mast of said boat by means of a first luff segment and a furling boom articulated on the mast, said boat further comprising at least one member for manoeuvring the sail configured to cause the boom to pivot vertically with respect to the mast, the boat further comprising a sail furling system according to claim 9.

11. The sailing boat according to claim 10, wherein the manoeuvring member comprises a topping lift connecting a free end of the boom to a free end of the mast, the topping lift being adjustable between a maximum travel configuration wherein the vertical angle between the boom and the mast on the sail side is maximum and a minimum travel configuration wherein the vertical angle between the boom and the mast is minimum.

12. The sailboat according to claim 10, wherein the manoeuvring member comprises a boom vang connecting an articulation of a foot of the mast to an articulation of the boom, the boom vang being adjustable between a maximum travel configuration wherein the vertical angle between the boom and the mast is minimum and a minimum travel configuration wherein the vertical angle between the boom and the mast is maximum.

13. The sailboat according to claim 12, wherein the articulation of the foot of the mast is movable vertically on the mast and/or the articulation of the boom is movable horizontally on the boom, the boom vang further comprising means for locking the articulations on the foot of the mast and/or on the boom, reciprocally.

14. The sailboat according to claim 12, wherein the boom vang is a telescopic boom vang, an adjusting screw system or a gas-operated cylinder equipped with a rope.

15. The sailing boat according to claim 10, wherein the manoeuvring member comprises a manual member configured to cause the boom to pivot vertically with respect to the mast when a user actuates the manual member.