STEERING DEVICE FOR A RECREATIONAL CATAMARAN WITH SAILS, WITH A STEERING POSITION FACING THE DIRECTION OF TRAVEL

Abstract

A steering device notably for a recreational catamaran of the type propelled by at least one sail, the steering position facing the direction of travel, comprising two floats provided with two port and starboard rudder blades, rotatably mounted about a substantially vertical axis. The steering device includes directional members of a port and starboard control horn at the rudder blade head, an arrangement for moving cables with a pivoting steering lever with a foot and two outer and inner control cables, as a closed circuit.

Description

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of the French patent application Nos. 1557130, 1557132 and 1557133 filed on Jul. 27, 2015, the entire disclosures of which are incorporated herein by way of reference.

BACKGROUND OF THE INVENTION

The present invention relates to a steering device for a recreational catamaran, of the type propelled by at least one sail, with the steering position facing the direction of travel.

The invention also relates to a device for rigging a mast on a recreational catamaran, particularly with a steering position facing the direction of travel.

Finally, the invention relates to an arrangement of a recreational catamaran, of the type propelled by at least one sail, the steering position facing the direction of travel and which can be disassembled.

French patent application FR-2.854.864, in the name of the same inventor as that of the present invention, discloses a sailing catamaran of the type with a steering position facing the direction of travel.

SUMMARY OF THE INVENTION

Such a catamaran can give full satisfaction, but the present invention aims to provide improvements concerning a steering device for steering a catamaran, a mast rigging device and a structural arrangement with a steering position facing the direction of travel.

The light recreational sailing industry is seeking watercraft that are both fun and easy to steer, without necessarily requiring sailing expertise.

Helms in conventional recreational catamarans with two rudder blades mounted on a vertical axis are known. A tie bar connects the two rudder blade heads with a stick to operate the tie bar. The person steering is then generally perpendicular to the direction of travel.

In the case of a recreational unit such as a catamaran according to the present invention, steering facing the direction of travel is comfortable, especially with two seats next to each other, an open area available for the catamaran sailors, and the layout makes it possible to cater to a much larger population of catamaran sailors.

It would therefore be particularly attractive to have a catamaran, advantageously one that can be disassembled, with a simple, reliable steering system, without adjustment and which can remain mounted, even after disassembly.

Another problem is that of the means of maneuvering the rudder blades in a vertical plane, because when there is a rudder housing, in particular, the rudder blades can rotate around a horizontal axis so as to position themselves substantially vertically while sailing, and can be lifted by pivoting around a horizontal axis, particularly along the shoreline when leaving and returning to the beach.

Cost is also an important parameter and the steering device like the rudder blade maneuvering mechanism according to the invention is simple, reliable and cheap.

Apart from the steering system, there is a problem in order to meet users' demand, which is rigging the mast.

Known sailing catamarans are rarely used and remain rigged at all times because assembling the mast, stays, halyards and other accessories requires too much time to allow for daily dismantling and, above all, this complex arrangement makes it impossible for a single person to assemble them.

These recreational catamarans, with sails, are therefore generally berthed on the beach, near sailing clubs or nautical centers. Tides or safety rules make it necessary to move these catamarans between the place where they are berthed and the shoreline, and vice versa. These maneuvers are generally carried out with a special trolley, different from a road trailer. The trolley also has to be moved, parked, etc.

In addition, the hull, comprising two floats and transoms with its erected mast, is cumbersome.

It would therefore be particularly advantageous to have a catamaran that is easy to rig, possibly on site, at the water's edge.

Cost is also an important parameter and composite material technology is an advantage because it allows certain complex parts to be manufactured that are fully adapted and designed to be made from composite materials.

The arrangement according to this invention relates to a catamaran with an architecture that makes use of synergy effects between the different components that make it up so as to compensate for the disadvantages presented by catamarans of the prior art, while proposing easy rigging, even for one person, with fewer ropes and sheets to be brought back and associated with the different attachment points, fewer parts, perfect maneuverability for a catamaran designed in this way as well as excellent steering ergonomics and comfort for the sailors, in total safety.

In addition to easy rigging and a steering system with intuitive steering, it would also be particularly advantageous to have a catamaran that is easy to assemble from a structural point of view, with floats that can also be dismantled, and transoms, without deviating from sailing safety rules, and with a catamaran with real navigational capabilities. The purpose of such a structural arrangement is also for it to be assembled by one person, transported by one person or even towed by one person on a bicycle or on foot.

BRIEF DESCRIPTION OF THE DRAWINGS

The steering device according to this invention and the other independent improvements to the catamarans are now described with regard to the drawings given in the annex; these represent a particular, non-exhaustive embodiment. The different figures in these drawings represent:

FIG. 1: an exploded perspective view of the layout of a catamaran likely to receive the steering device according to this invention,

FIG. 2: a lateral elevation view of FIG. 1,

FIG. 3: a top view of the directional control means, in a neutral direction,

FIG. 4: a top view of the directional controls, making a starboard turn,

FIG. 5: a rear view of the directional control means using a pendulum as means of moving the cables,

FIG. 6: an isolated schematic view to understand the geometry of the control means,

FIGS. 7A and 7B: a view of a socket version variant, that can substitute for the pendulum, in two positions,

FIG. 8: a view of the rudder blade lifting and lowering means, compatible with the means of moving the cables of this invention,

FIG. 9: a detailed view of the front beam,

FIGS. 10A to 10D: a view of the mast rigging synoptic on the front beam,

FIGS. 11A and 11B: a temporary and complementary fixing method when rigging the mast,

FIG. 12: a detailed view of the rear beam fastening means,

FIGS. 13A and 13B: a view of a variant of the rear beam fastening means,

FIGS. 14A to 14D: a view of the catamaran assembly synoptic according to this invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIGS. 1 and 2 show a catamaran that can be disassembled, capable of receiving the steering device according to the invention.

This catamaran has two port 10B and starboard 10T floats. The neutral forward direction of travel is indicated by the arrow. F.

These port 10B and starboard 10T floats are made integral, possibly detachable, by a connecting structure 12.

The floats are generally made advantageously by molding from composite materials, whatever the technique used: rotomolding, infusion molding or assembly of pre-cut flat parts.

In addition, provision is also made for rigging 14 attached to this connecting structure 12, a surface 16 for users and directional control means 18, associated with the catamaran.

Generally speaking, the 10B and 10T floats have a substantially ovoid cross-section with an upper section 20B and 20T narrower than the lower section 22B and 22T at the front, these two sections being substantially flat or at least with a very large radius of curvature over the rear three-quarters of the floats. In the schematic method of illustration used, these floats have three pairs of housings in these zones located in the upper part of the hulls, preferably coming from molding:

10-1B port and 10-1T starboard, forward,

10-2B port and 10-2T starboard, aft, and

10-3B port and 10-3T starboard, intermediate.

These housings are blind housings so that each float maintains its integrity and therefore its leaktightness; see FIG. 2. In place of holes, it is also possible to make provision for housings in pads that are fitted or have been manufactured with the hull and placed on the hull. Similarly, the shape of the housing may be conical and have a non-regular revolution section to ensure additional immobilization and rigidity of the connection which becomes a flush fitting.

The bow 24B and 24T is tapered on the upper part and wider on the lower part, in a manner known per se, to properly penetrate the swash and prevent it from going under, and the stern 26B and 26T is flat to form a rear table 28B and 28T.

In order to connect these two floats 10B and 10T, mounted parallel to each other, a connecting structure 12 comprising three parts is provided:

A forward beam 30

An aft beam 32, and

An intermediate beam 34.

Forward beam 30 is a triangulated truss type beam mechanically constructed.

In the preferred embodiment of this invention, this forward beam 30 has means 30-5 for receiving at least part of the rigging.

In the embodiment shown in FIG. 9, plane P1 containing forward beam 30 is substantially vertical in the normal sailing position, i.e., perpendicular to the longitudinal axis of floats 10 and perpendicular to the receiving surface 16 of the users, these indications being such as to allow a geometric visualization of the whole. Advantageously, it is possible to allow for a tilt of about ten degrees to the rear as a rough guide.

The ends of beam 30 are received in housings 10-1B and 10-1T.

Aft beam 32 is housed in housings 10-2B and 10-2T and supports the user reception area 16.

Aft beam 32 could also be slotted in, according to a variant shown in FIGS. 13A and 13B, on lugs 11B and 11T integral with studs 11-1B and 11-1T, themselves manufactured with each hull respectively.

Intermediate beam 34 is a support beam 34-2, which may be circular in cross-section but preferably oval or complex to prevent rotation. The ends of this intermediate beam 34 are received in port 10-3B and starboard 10-3T housings.

Advantageously, intermediate beam 34 is straight and the housings have horizontal longitudinal axes.

Intermediate beam 34 is arranged transversely, parallel to the forward and aft beams.

Reception area 16 comprises a trampoline 16-1 in a manner known per se; this trampoline is generally made of mesh fabric.

This trampoline 16-1 advantageously has a hem 16-2 open at its ends, which slips onto the rear beam 32, as will be explained later.

A peripheral connecting rope 16-3 runs through sliders, for example, along forward beam 30, more particularly along tie beam 30-1, along each of the two floats 10B and 10T, the ends of this rope being integral, for example, with the intermediate beam 34, in line with port 10-3B and starboard 10-3T housings.

This rope 16-3 is used to tighten the various links by slotting together and to stiffen the structure of the catamaran.

Trampoline 16-1 is advantageously integral with this rope, for example with an elastic link, so that this rope 16-3 also allows the trampoline to be stretched between aft beam 32 and forward beam 30 and to also laterally stretch the trampoline.

Any other arrangement is possible, including using the horizontal side of the trampoline to provide mechanical clamping, leaving the seat and backrest flexible and tensioned by the user's own weight in the manner of a hammock.

Between the two aft 32 and intermediate 34 beams, the trampoline forms a common seat, designed to accommodate the user(s) in a seated position, facing the direction of travel.

The directional control means 18 of the catamaran, arranged according to this invention, are now described in particular with regard to FIGS. 3-8.

These directional control means 18 comprise two port 18-1B and starboard 18-1T rudder blades, which are mounted rotationally on the rear tables, about a substantially vertical axis, by known means of the gudgeon or pintle type, or even a rudder blade housing in which each rudder blade can rotate about a horizontal axis to take up a submerged sailing position in which the longitudinal axis of the rudder blade is substantially vertical, and a raised position in which the rudder blade is in a substantially horizontal position.

These rudder blades 18-1B and 18-1T each comprise control means rotating about a vertical axis, namely a port 18-2B and starboard 18-2T control horn, at the head of the rudder blade, means 18-3 for moving cables and two outer 18-4 and inner 18-5 control cables. A cable is defined as any link of any kind with a low degree of elongation under strain in order to maintain constant defined lengths.

A control horn 18-2 is a transverse arm, like a bicycle handlebar, with two connecting points at the ends, in this case with a distance D separating the two connecting points.

The cable movement means 18-3 are in this case a pendulum 18-30 which is a half pulley with a groove, in this case integral with a control lever 18-6, passing through its central axis and pivotally mounted in the transverse plane, on the intermediate beam 34, in the middle and underneath it. The pendulum is therefore integral with the foot of the lever which extends beyond its pivot point. It is understood that the pendulum is an advanced and perfected embodiment, but that the link could be direct.

When the lever is turned to port, its foot goes to starboard and vice versa.

The outer cable circuit 18-4 is as follows:

Connection to a point attachment point P1B on port side control horn 18-2B,

Returns forward to go through a return point P2B, i.e., a pulley, in a manner known per se,

Goes through the groove of pendulum 18-3 where cable 18-4 is blocked,

Returns aft via a return point P2T, also a pulley,

Connection to a starboard attachment point P1T on starboard side control horn 18-2T,

The inner cable circuit 18-5 is as follows:

Connection to a starboard attachment point P3T on port side control horn 18-2B,

Returns forward to go through a return point P4B, i.e., a pulley, in a manner known per se,

Goes outside the groove of pendulum 18-3,

Returns aft via a return point P4T, also a pulley,

Connection to a port attachment point P3B on starboard side control horn 18-2T.

Both circuits have strands that are strictly symmetrical with each other. The port and starboard strands preferably converge towards the pulleys.

In this way the strands defined by connecting point P1B of port side control horn 18-2B/return point P2B, and point P3T of port side control horn/return point P4B are separated by a distance D, in line with the control horn and a distance D/2, in line with the pulleys, as shown in FIG. 6.

Similarly, the strands defined by connecting point P1T of starboard side control horn 18-2T/return point P2T, and point P3B of starboard side control horn/return point P4T are separated by a distance D, in line with the control horn and a distance D/2, in line with the pulleys, as shown in FIG. 6.

This arrangement is an improvement that allows for optimized working clearance, but the two strands could be parallel.

Preferentially, control horns 18-2B and 18-2T are, in a neutral position, substantially perpendicular to the bisector of the angle formed by the inner and outer cable strands of each side, represented as a discontinuous line. If the cables are parallel, the bisector becomes the median parallel to each arm.

In this way, the control horns are rotated clockwise for port side control horn 18-2B and counterclockwise for starboard control horn 18-2T, in relation to direction F of travel.

More preferentially, the control horns are over-rotated by an additional angle β of between 10° and 20°, clockwise for port side control horn 18-2B and counterclockwise for starboard side control horn 18-2T.

Even more preferentially, additional angle β is 13°.

This results in a closed control circuit, namely:

Point P1B

Point P2B

Pendulum

Point P2T

Point P1T

Starboard side control horn 18-2T

Point P3B

Point P4T

Point P4B

Point P3T

Port side control horn 18-2B

Point P1B

When the movement means 18-3, in this case pendulum 18-30, is actuated by the pilot, clockwise or counterclockwise, using arm 18-6, the rudder blades rotate simultaneously with precision.

The outer cable circuit 18-4 provides active movement on one rudder blade and the inner cable circuit 18-5 provides the active return movement of the closed circuit and the movement of the other rudder blade in a coordinated manner.

As shown in FIG. 5, movement of control lever 18-6 to starboard causes the pendulum to rotate clockwise and pull on the starboard strand of the outer cable 18-4. The starboard strand is pulled, which acts on the starboard attachment point of the starboard side control horn by turning it counterclockwise, seen from above, the rudder blade rotates like the control horn, generating a turn to starboard.

Simultaneously, the port strand of the outer cable is released by the same length.

It should be noted that the steering is instinctive since, if you pivot to the left, you turn to the left, and if you pivot to the right, you turn to the right.

At the same time, the inner cable system 18-5 is pulled on and the starboard side is released, while the port side is pulled by the same amount, causing the second rudder blade to pivot by the same angle.

Both rudder blades rotate by the same angle, simultaneously, but as the starting point of each rudder blade is shifted angularly, a pivoting differential between the two rudder blades is obtained, which makes it possible to have a more open rudder blade on the outer hull that travels over a longer distance and a more closed rudder blade on the inner hull that travels over a shorter distance.

In order to achieve simultaneous movements, the lengths of the inner and outer cables must be adjusted.

In FIGS. 7A and 7B, a variant of the 18-3 cable movement means in the form of a sliding sleeve 18-31 is shown.

This sleeve is mounted so as to slide on the foot extending from the lever 18-6. This sleeve has a fitting 18-32 designed to fix the outer 18-4 cable at one point.

In this way, pivoting the lever causes the cable to move to port or starboard, in contrast to lever 18-6 and the pendulum.

To provide compensation and keep the outer cable 18-4 taut and horizontal between points P2B and P2T of the pulleys, sleeve 18-31 slides on the foot of the lever. In this way the sleeve descends on the foot of the lever when the lever moves to starboard or to port. See FIG. 7B.

The pilot steers the catamaran with control lever 18-6 which acts on movement means 18-3, i.e., pendulum 18-30 or sleeve 18-31, and on the closed circuit of the outer 18-4 and inner 18-5 cables, and therefore on rudder blades 18-1B and 18-1T.

Such a steering device for a recreational catamaran is in this way very easy to use, without any particular effort by users, pilots, owners or hirers, even when the catamaran is one that can be dismantled.

The rudder blades can also be equipped with lifting and lowering means, particularly those shown in FIG. 8.

These means include two port 18-7B and starboard 18-7T cables which are arranged along the bisector of the port and starboard pairs of strands of cables 18-4 and 18-5.

These cables have an end integral with the corresponding rudder blade 18-1B and 18-1T, at a rear offset point, so that traction on the cable causes the rudder blade to swivel around its horizontal pivot axis, this in a manner known per se on the rudder blade housings and generally on light sailing vessels such as dinghies.

These cables are integral, each by its other end, with fingers attached to a maneuvering handle 18-8, in this case a handle pivoting around intermediate beam 34.

Elastic return means are provided for permanently placing the rudder blade in an immersed position, such as a spring or a simple bungee cord.

Rotating the handle pulls on port 18-7B and starboard 18-7T cables, so as to cause traction on these cables, which causes the rudder blades to be raised against the elastic return means. There is a set of additional return pulleys 18-9B and 18-9T, arranged between the return pulleys of cables 18-4 and 18-5.

Pulleys 18-10B and 18-10T may possibly be located in line with the handle, as shown in FIG. 8, so as to guide port 18-7B and starboard 18-7T cables.

Any other means of raising the rudder blades can be used. In particular, it is possible to connect the lifting cables to the lever, which can then pivot forward with butting to keep it in a submerged or raised position.

It should also be noted that this steering system is mounted without using any tools.

Similarly, the pivot lever 18-6 can also be replaced by a technical equivalent, which would call for a translation-movable lever or a deformable parallelogram.

This invention also relates to a device for rigging a mast on a recreational catamaran, particularly with a steering position facing the direction of travel.

According to this invention, therefore, forward beam 30 is a triangulated truss type beam mechanically constructed, see FIG. 9. This forward beam 30 includes, at a minimum, a tie beam 30-1, forming with two port 30-2B and starboard 30-2T trusses, an isosceles triangle, and two port 30-3B and starboard 30-3T spacers, arranged on either side of the intersection point of the two trusses 30-2B and 30-2T. These two spacers are not necessary but they significantly increase the rigidity and the hyperstatic nature of the beam.

The two trusses have free ends that extend beyond the intersection points with the tie beam 30-1 to generate two port 30-4B and starboard 30-4T plugs. These plugs are designed to be inserted in forward port 10-1B and starboard 10-1T housing, simply by slotting together. For this purpose, the housings are arranged with an orientation to match that of the plugs.

These plugs could also be an extension of the trusses, this depending on design measures, materials used and calculations of resistance of the materials.

In the preferred embodiment of this invention, this forward beam 30 has means 30-5 for receiving at least part of the rigging, as will be explained below.

These receiving means 30-5 comprise a flange 30-6 disposed at the top of beam 30, in this case between the two spacers and a base hinge 30-7 placed on the tie beam, in line with the flange 30-6. Advantageously, flange 30-6 opens towards the bow so as to be able to position the mast and to set it upright it to rig it by passing between the front of each of the two floats.

In the embodiment shown, plane P1 containing beam 30 is substantially vertical in the normal sailing position, i.e., perpendicular to the longitudinal axis of floats 10 and perpendicular to the receiving surface 16 of the users, these indications being such as to allow a geometric visualization of the whole.

This beam may also be tilted to the rear, for example, without modifying the present invention.

As previously indicated, aft beam 32 is housed in the aft port 10-2B and starboard 10-2T housings.

Intermediate beam 34 is a support beam 34-2 with a circular or preferably oval cross-section to limit rotations as indicated further on in the description. The port 34-3B and starboard 34-3T ends of this intermediate beam 34 are received in intermediate port 10-3B and starboard 10-3T housings, simply by slotting together.

Advantageously, intermediate beam 34 is straight and the housings have horizontal longitudinal axes with a profile to match that of the beam cross-section.

Intermediate beam 34 is arranged transversely, parallel to the forward and aft beams. This beam has a section and a diameter adapted to the mechanical strength requirements depending on the nature of the material used to make them, generally an aluminum profile.

Rigging 14 is composed of a mast 14-1 designed to receive generally and in a manner known per se at least one mainsail and a foresail, in this case a jib. The mast 14-1 is preferably made of composite material for its weight/strength ratio.

Mast 14-1 works in conjunction with the means 30-5 for receiving the beam 30. In particular, mast 14-1 comprises a mast foot 14-2 which works in conjunction, at its lower end, with a part 14-3 of the base hinge 30-7, for example of the Diabolo ball joint type made of elastomer, well known in the field of windsurfing or, on the contrary, a rigid pin.

The other portion 14-4 of the base hinge 30-7 is integral with tie beam 30-1, between the two spacers 30-3B and 30-3T.

The mast is then inserted over a height of about 1/10 of its total height, to give a rough idea, in flange 30-6 placed at the top of forward beam 30.

This flange 30-6 comprises a fixed part receiving the mast 14-1 and a movable, hinged part which grips the mast, in a manner known per se, of the toggle type or with a locking pin.

Advantageously, complementary mechanical means, also a pin 30-8 for example, prohibit movements of the mast upwards relative to the flange 30-6, particularly when sailing and subject to stresses of wind and movements of water.

Such an arrangement should possibly allow the mast to be rotated.

Mast 14-1 is thus held at two points: the mast foot 14-2 with its hinge 30-7 and the mast base with its flange 30-6.

When the catamaran is to be prepared for sailing, forward beam 30 must be in place and if the catamaran can be dismantled all the other parts must be assembled.

It remains to rig this assembly with its mast 14-1, which will receive the mainsail or even the jib.

FIGS. 11A and 11B show an arrangement of a temporary, complementary fastening means during rigging of the mast, 30-9, in the form of a sliding ring 30-91, which is mounted on the mast. The opening is greater than the diameter of the mast but less than the diameter of the sliding ring 30-91. In this way, in FIG. 11A, the mast is inserted into the front opening of flange 30-6 with sliding ring 30-91 in position above the opening. Then the ring slides along the mast and is housed in the fixed part of the flange owing to the difference in diameter between that of the mast and that of the fixed part.

The ring then stops the mast 14-1 from passing through the front opening of the flange, except if the ring is deliberately raised because the natural pull of gravity causes it to move downwards.

FIGS. 10A to 10D show the mounting of mast 14-1 on the forward beam 30, without use of the sliding ring which remains optional.

Mast 14-1 is carried by the user in charge of the assembly, who may be the pilot of the catamaran. The foot of mast 14-2 is fitted onto the part 14-4 of the hinge 30-7 integral with tie beam 30-1 through its other part 14-3. See FIG. 10A.

As the assembly is hinged, mast 14-1 can be erected in a vertical position, the foot 14-2 of the mast being translation-immobilized. See FIG. 10B. If a rigid pin is used, it must be able to pivot in a suitable housing.

The mast 14-1 is moved upright until it enters the fixed part of flange 30-6 which is in the open position. See FIG. 10C. Mast 14-1 being held vertical, flange 30-6 is closed, which keeps the mast in place, in a vertical position. See FIG. 10C.

The mast is in this way inserted over a height of about 1/10 of its total height, to give a rough idea, in flange 30-6 placed at the top of forward beam 30.

The mast is therefore held at two points and a pin 30-8, for example, as indicated above, prevents inadvertent vertical movements, once it has been held at two points.

The mainsail can be rolled up on the mast and only needs to be unwound from the mast which can turn on itself as long as the vertical locking pin is not in place. The boom itself can be hinged and integral with the mast ready to be deployed.

It only then remains to position the sheets in the pulleys, in a manner known per se.

The jib is independent and can be fixed at the top of the mast and two sheets are used to sheet the jib on one tack or the other, the sheets being brought close to the pilot and any passenger, also in a manner known per se.

The tack point of the jib is fixed relative to the forward points of each of the floats.

The catamaran is ready to sail thanks to the arrangement according this invention.

The mast of such a recreational catamaran is therefore very easy to use, without any particular effort by users, pilots, owners or hirers.

Note that the mast is rigged without any tools.

This invention also relates to a structural arrangement of a recreational catamaran, of the type propelled by at least one sail, the steering position facing the direction of travel and which can be disassembled.

FIG. 1 shows catamaran C laid out according to the present invention.

The aft beam 32 is an open, inverted U-shaped arch 32-1. The three components, namely the upper arm 32-2 and the two port 32-2B and starboard 32-2T side arms are in the same plane P2. See FIG. 12.

The port 32-2B and starboard 32-2T ends extend to form port 32-3B and starboard 32-3T plugs.

These two port 32-3B and starboard 32-3T plugs are closed angularly and located in a plane P3 (see FIG. 2), different from P2, facing aft, according to an elaborate embodiment, as shown in FIG. 1. Preferably, aft beam 32 is made of light material, in particular aluminum.

The port 10-2B and starboard 10-2T aft housings are provided to receive these two plugs and their orientations match those of the plugs. The plugs are inserted simply by slotting together. More particularly, the angle of tilt aft is greater than that of plane P3 so as to generate a tilt of plane P2 aft, relative to the user receiving area 16.

In this case too, plugs 30-2B and 32-2T may be an extension of plane P2, the housing then having the same tilt in order to receive them.

The forward and aft housings have different tilt orientations so as to prevent the beams from becoming disconnected, including when there is no locking.

Preferably the forward and aft housings have longitudinal axes forming an angle of less than 90° relative to the vertical, in the transverse direction.

Intermediate beam 34 is a support beam 34-2, circular in cross-section or preferably oval. The port 34-3B and starboard 34-3T ends of this intermediate beam 34 are received in intermediate port 10-3B and starboard 10-3T housings, simply by slotting together.

Advantageously, intermediate beam 34 is straight and the housings have horizontal longitudinal axes, of matching profile.

The implementation of the structural arrangement of the catamaran according to the present invention has now been described so as to show the advantages of the arrangement, more particularly with regard to FIG. 14.

After transporting the catamaran in dismantled form by pulling it on foot or even by bicycle, the user brings the dismantled catamaran up to the water's edge. See FIG. 14A.

The dismantled catamaran appears in the compact form of two floats 10-1B and 10-1T stowed side by side. According to a simple and preferred embodiment, each float includes a wheel integral with a cradle shaped like the float, secured by straps to the hull to which it is attached. The two cradles can be made interdependent or remain independent. This is known as a means of moving.

The width of the whole remains small, since the two floats are juxtaposed.

The three forward 30, intermediate 34 and aft 32 beams are placed between the floats and/or on top of the assembly.

Mast 14-1 is also placed on the top and its length is substantially that of the floats so that there is very little protruding from the front and the rear.

When the catamaran is to be prepared for sailing, FIG. 14B, forward beam 30 is slotted in, which makes it necessary to move the two floats apart. The receiving area 16 and its trampoline 16-1 are then deployed since they are fixed permanently.

The port 30-4B and starboard 30-4T plugs of forward beam 30 are slotted into port 10-1B and starboard 10-1T forward housings.

Intermediate beam 34 is in turn slotted in, FIG. 14B, and the user deploys the directional control means 18 which are in place. The rudder blades are either in the raised position when they are arranged in a housing, or fitted when they are positioned on gudgeons or pintles integral with the aft tables of the floats. The steering system can also stay in place since all controls are flexible.

The trampoline 16-1 is deployed in a complementary manner

Aft beam 32 is in turn fitted, FIG. 14C, by slotting in port 32-3B and starboard 32-3T plugs of port 32-2B and starboard 32-2T ends in port 10-2B and starboard 10-2T aft housings.

Trampoline 16-1 is then fully deployed and stretched and the seats are formed simultaneously, FIG. 14D.

The tilt of both pairs of tilted housings receiving the plugs, and the peripheral rope 16-3 keep the different connections slotted together. In addition, it is also possible to provide a rope tensioner if necessary to make assembly even easier. In this case, the tensioner is released during assembly and once the beams are in place, the tensioner is stretched.

Both floats are therefore ready to sail and the directional control means 18 are fitted and active.

It remains to rig this assembly with mast 14-1, and mainsail or jib as described above and with regard to FIGS. 10 and 11.

Such a recreational catamaran is therefore very easy to use, and to pilot without any particular effort by users, pilots, owners or hirers.

This catamaran takes up very little room once dismantled and it should also be noted that the structure is assembled without using any tools.

As is apparent from the foregoing specification, the invention is susceptible of being embodied with various alterations and modifications which may differ particularly from those that have been described in the preceding specification and description. It should be understood that I wish to embody within the scope of the patent warranted hereon all such modifications as reasonably and properly come within the scope of my contribution to the art.

Claims

1-31. (canceled)

32. A steering device notably for a recreational catamaran of the type propelled by at least one sail, the steering position facing the direction of travel, comprising: two floats provided with two port and starboard rudder blades, rotatably mounted about a substantially vertical axis,directional means of a port and starboard control horn at the rudder blade head,means for moving cables with a pivoting steering lever with a user's foot, andtwo outer and inner control cables,

33. The steering device according to claim 32, wherein the means for moving cables comprise a pendulum integral with the pivoting steering lever.

34. The steering device according to claim 32, wherein the means for moving cables comprise a plug sliding on the foot of the pivoting steering lever.

35. The steering device according to claim 33, wherein the pendulum is a grooved half-pulley integral with a control lever passing through its median axis and pivotally mounted in the transverse plane.

36. The steering device according to claim 33, wherein the means for moving cables are pivotally mounted relative to an intermediate beam placed transversely to the two floats in its middle and below.

37. The steering device according to claim 32, wherein the outer cable circuit is comprised as follows: connection to a port attachment point on starboard side control horn,returns forward to go through a return point, in a known manner,goes through a groove of a pendulum where cable is blocked,returns aft via a return point,connection to a starboard attachment point on starboard side control horn, the inner cable circuit is comprised as follows:connection to a starboard attachment point on port side control horn,returns forward to go through a return point, in a known manner,goes outside the groove of pendulum,returns aft via a return point,connection to a port attachment point on starboard side control horn.

38. The steering device according to claim 37, wherein return points are pulleys.

39. The steering device according to claim 37, wherein the strands defined by the connection point of the port side control horn/return point, and point of the port side control horn/return point are parallel, and the strands defined by the connection point of the starboard side control horn/return point, and point of the port side control horn/return point are parallel.

40. The steering device according to claim 37, wherein the strands defined by the connecting point of the port side control horn/return point, and the point of the port side control horn/return point are separated by a distance, in line with the control horn and a second distance, in line with the pulleys, and the strands defined by the connecting point of the starboard side control horn/return point, and the point of the starboard side control horn/return point are separated by a distance, in line with the control horn and a second distance, in line with the pulleys.

41. The steering device according to claim 32, wherein the control horns are, in a neutral position, substantially perpendicular to the bisector of the angle formed by the inner and outer cable strands of each side.

42. The steering device according to claim 32, wherein the control horns are rotated clockwise for the port side control horn and counterclockwise for the starboard control horn, in relation to the direction of travel.

43. The steering device according to claim 42, wherein the control horns are over-rotated by an additional angle of between 10° and 20°, clockwise for the port side control horn and counterclockwise for the starboard side control horn.

44. The steering device according to claim 43, wherein the additional angle is 13°.

45. An arrangement for a recreational catamaran of the type propelled by at least one sail, the steering position facing the direction of travel, which can be disassembled capable of receiving a steering device according to claim 32, comprising: two floats;a forward beam interposed between the two floats, with two plugs,two forward housings configured to receive said two plugs simply by slotting together,an aft beam having ends extending to form plugs,two aft housings configured to receive said two plugs simply by slotting together,the two pairs of forward and aft housings having different tilt orientations.

46. An arrangement notably for a recreational catamaran of the type propelled by at least one sail integral with a mast comprising at least one forward beam interposed between two floats, the beam being of the triangulated truss type with at least one tie beam and two trusses forming an isosceles triangle and provided with receiving means for receiving said mast, wherein the receiving means comprise at least one flange placed at the top of the beam.

47. The arrangement according to claim 46, wherein the receiving means comprise a fixed part receiving the mast and a movable, hinged part which grips said mast.

48. The arrangement according to claim 46, wherein the receiving means comprise a base hinge integral with the tie beam of the forward beam, with a part integral with the foot of the mast and a part integral with the tie beam.

49. The arrangement according to claim 46, wherein the mast is inserted in the receiving means over a height of about one tenth of the height of the mast.

50. The arrangement according to claim 46, further comprising mechanical means prohibiting movements of the mast upwardly relative to said flange.

51. The arrangement according to claim 46, wherein the flange is open towards a front of the catamaran.