Sail propulsion device

Abstract

A sail propulsion system comprises, in combination: a base (300), two streamlined aerodynamic flaps (100, 200), each symmetrical with respect to a longitudinal plane and having a leading edge and a trailing edge, and extending vertically from the base, two pivoting flap links on the base, defining pivot axes (A1, A2) parallel to a main axis (A3), a common pivoting link, around the main axis, between the base and a ship structure, the pivot axes of the flaps and the pivot axis of the base being contained in the same vertical plane, a 360° motorized orientation control, capable of bringing the base and flaps into one of the following configurations: - a working configuration where the flaps have initial orientations that are close but different,with leading edges (BA) oriented in a first direction and a gap between the trailing edge (BF) of one flap and the leading edge (BA) of the second flap, - a safety configuration where both flaps are oriented in the same direction, - a space-limiting configuration where the two flaps extend head-to-tail against each other. (Fig. 5),

Description

Title of the invention: Sail propulsion device Scope of the invention

[0001] The invention relates generally to the sail propulsion of ships, and more particularly to a rigid or semi-rigid profiled wing propulsion device. State of the art

[0002] For several decades, wind propulsion wings with one or more flaps have been imagined, intended in particular for the propulsion of sailboats of various sizes, and also for assisting the propulsion of motor ships, in order to limit their energy consumption.

[0003] In particular, the applicant has developed a two-flap wing with aerodynamic profiles, of the NACA type or others, with an aerodynamic slot effect between the trailing edge of the front flap or main flap and the leading edge of the rear flap. Reference is made in particular to documents WO2018087649A1 and WO2020115717A1. Summary of the invention

[0004] The present invention aims to provide a new propulsion system that offers at least one of the following improvements over the state of the art: - greater ease of maneuverability, - standardization of the elements required for its construction, - greater reliability, - better distributed and balanced forces and moments, allowing for a lighter and / or simpler structure, and / or reduced forces at the motor level and / or the connections between the flaps and the supporting structure, - a reduced footprint, both in operation and in a non-use position.

[0005] A sail propulsion device is proposed for this purpose, characterized in that it comprises, in combination:

[0006] a base, a set of two streamlined aerodynamic flaps, each flap being symmetrical about a longitudinal plane and having a leading edge and a trailing edge, and each flap generally extending vertically from the base, a set of two pivoting flap links on the base, defining pivot axes parallel to the main axis, a common pivoting link between the base and a structure of a ship intended to receive the device, the pivot axes of the flaps and the pivot axis of the base being contained in the same vertical plane, motorized 360° orientation control means, capable of selectively bringing the base and the two flaps into one of the following configurations: - a working configuration where the flaps have initial orientations that are close but different from each other, with leading edges oriented towards a first direction and a gap between the trailing edge of one flap and the leading edge of the second flap, - a security configuration where both shutters are oriented in the same direction, - a space-saving configuration where the two panels generally extend head-to-tail against each other.

[0007] The invention further comprises optionally but advantageously the following additional features, taken individually or in any combination that a person skilled in the art will perceive as being technically compatible with each other:

[0008] * the two panels are identical.

[0009] * the pivoting links between each flap and the base are identical.

[0010] * the orientation control means are also capable of selectively bring the base and the two flaps into a second relative working configuration where the flaps have second orientations close to each other but different, with leading edges turned towards a second direction generally opposite to the direction of the first working configuration and a gap between the trailing edge of the second flap and the leading edge of the first flap.

[0011] * the common pivot joint is equidistant from the two pivot joints of shutters.

[0012] * in the security configuration, the shutters have a fixed angle relative to at the base, and the base is free to rotate.

[0013] * the imposed angle is an angle where a longitudinal plane of the shutters is perpendicular to the vertical plane containing the three axes.

[0014] * in the safety configuration, the base has a fixed angle relative to the The ship and its flaps are free to rotate.

[0015] * in the space-limiting configuration, the two flaps are located, in vertical projection in a horizontal plane, within the footprint of the base.

[0016] * each flap is retractable, with an independent raising / lowering mechanism.

[0017] * each flap is made by assembling elongated pieces to form a one-piece hollow structure.

[0018] * the elongated parts defining the aerodynamic surfaces of each flap also form a base of the flap, participating in its pivoting connection.

[0019] * the device further comprises a part of the spacing retaining piece upper part of the device, mounted between the pivot axes of the two flaps.

[0020] According to a second aspect, a sail propulsion flap is proposed, configured to be mounted either on a base to participate in a device as defined above, or directly on a support of a ship to form an autonomous sail propulsion device.

[0021] Finally, a third aspect is proposed, a method for mounting a device as defined above on a ship, characterized in that it comprises the following steps: - bring the base and the two flaps separately to a site on the ship, - mount the base on the ship at the level of its pivoting connection, - successively mount the two flaps on the base at the level of their respective pivoting connection. Brief description of the drawings

[0022] Other aspects, objectives and advantages of the present invention will become more apparent from the following description of preferred embodiments thereof, given by way of non-limiting example and made with reference to the accompanying drawings.

[0023] On the drawings:

[0024] [Fig. 1] is a schematic top view of a propulsion device according to the invention, in a position of use,

[0025] [Fig.2] is a schematic top view of the device in another position of use,

[0026] [Fig.3] is a schematic top view of the device in yet another operating position,

[0027] [Fig.4] is a schematic side elevation view of the device of Figs. 1 to 3,

[0028] [Fig. 5] is a schematic perspective view of the device shown in Figs. 1 to 4,

[0029] [Fig.6] is a schematic perspective view at enlarged scale of the device of Figs. 1 to 5,

[0030] [Fig.7] is a schematic top view of the device in a first inactive position,

[0031] [Fig.8] is a schematic top view of the device in a second inactive position,

[0032] [Fig.9] is a schematic top view of the device in a third inactive position,

[0033] [Fig. 10] is a schematic top view of the device in a storage position,

[0034] [Fig. 11] is a top perspective view of an embodiment of a base of the device shown in Figs. 1 to 10,

[0035] [Fig. 12] is a perspective view from below of the base of the [Fig. 12],

[0036] [Fig. 13] illustrates by schematic top views the reduction of footprint on the deck of a ship of a device of the invention compared to a device of the prior art,

[0037] [Fig. 14] and [Fig. 15] illustrate by means of perspective views an alternative embodiment of the device, with the possibility of lowering both flaps,

[0038] [Fig. 16] is an exploded perspective view of an example of the structure of a shutter of a device according to the invention,

[0039] [Fig. 17] is a perspective view of a detail of the flap, in the assembled position, and

[0040] [Fig. 18] is a perspective view of the upper region of a variant of the device of the invention.

[0041] Detailed description of preferred embodiments

[0042] With reference first to Figs. 1 to 6, a ship propulsion device according to the invention comprises a base or terminal 300 which carries two flaps 100, 200.

[0043] The two flaps 100, 200 are preferably identical and have a symmetrical type aerodynamic profile (NACA standard profile or other), with a leading edge BA, a trailing edge BF and two sides FLG, FLD.

[0044] Alternatively, the two flaps may have different mechanical and / or aerodynamic characteristics, preferably with similar properties.

[0045] The maximum thickness of the profiles is, for example, at approximately 1 / 3 of the chord length of the profile, starting from the leading edge, although this can vary considerably.

[0046] Each flap has a structure giving it overall rigidity and the ability to stand in an upright position relative to a base in a self-supporting manner.

[0047] For example, it may be a shutter constructed from an internal mast, members distributed vertically along the mast and a cover (for example a coated canvas) stretched over the members, as described for example in document WO2020115717A1. Alternatively, the cover is a rigid cover made for example of sheet metal or of synthetic or composite material.

[0048] This may be, alternatively, an inflatable flap, the rigidity of which is at least partially ensured by an air pressure established in its internal volume, or a one-piece flap, solid or hollow, made by an infusion or similar technique, with any structural and / or weight-saving component (glass fabric, carbon fibers, internal foam).

[0049] As can be seen in particular in Figs. 4 to 6, each flap 100, 200 has a base, respectively 110, 210, ensuring a connection between the structure of the flap itself- same and an orientation part, respectively 120, 220, belonging to a rotating orientation link, respectively LR1, LR2, between the flap and an associated region of the base 300. This part 120 or 220, of which only the upper region is visible in the figures, comprises a shaft engaged in a respective concentric opening, respectively 310, 320, made in the base, a bearing structure(s) and / or bearing(s) of suitable configuration ensuring the rotation of the flap around a respective vertical axis of rotation Al or A2 (in the operating position) of the associated flap.

[0050] Advantageously, whether the flaps 100, 200 are identical or not, their base 110, 210 and their orientation part 120, 220 are identical.

[0051] Similarly, the openings 310, 320 of the base 300 are arranged in the same way.

[0052] Typically, but not limitingly, the position of each axis of rotation Al, A2 with respect to the respective flap profile is such that the distance between the axis and the leading edge BA of the flap represents 10 to 40% of the chord length of the flap.

[0053] It is understood that, in order to ensure good parallelism between the pivot axes Al, A2 of the flaps, it is sufficient to create at the level of the rotating orientation links reference surfaces which are coplanar with an appropriate precision.

[0054] The mounting of a flap with the degree of freedom in rotation around the respective axis Al or A2 can be carried out for example by bolting a retaining flange onto a homologous reference surface, this flange capturing the axis of the associated flap and retaining the bearings / bearings ensuring the rotating connection, in a conventional manner.

[0055] Where appropriate, a stiffening or joining piece can be provided in the upper part to connect the two upper parts, as will be described in more detail with reference to [Fig. 18].

[0056] Each shutter can be rotated, preferably through 360° and without a stop, by means of one or more motors, typically electric motors of appropriate power. Not shown in the illustration, the motor(s) comprise an output pinion which meshes with a toothed ring fixed to part 120, 220, respectively, of the shutter in question.

[0057] It can be seen in the figures that the structure of the base 300 has a symmetry with respect to a transverse vertical plane extending between the openings 310, 320, as well as with respect to a longitudinal vertical plane perpendicular to the previous one.

[0058] The base 300 is pivotally mounted on the ship's structure around an axis A3 parallel to the axes Al and A2 and located halfway between them.

[0059] To this end, the base 300 has a generally cylindrical shaft 330 projecting downwards and open at the bottom, defining the axis A3, which cooperates with a corresponding supporting structure, not shown, fixed for example to the deck of the ship, by means of a mounting flange 340. A bearing / bearing arrangement ensures freedom in rotation around axis A3 and, in the same way as for flaps 100 and 200, one or more motors control the rotation of the base 300 relative to the ship, for example using a pinion / ring gear link.

[0060] Advantageously, the parts used for controlling the rotation of the flaps 100, 200 and for controlling the rotation of the base 300 can be at least partly identical, thus allowing the manufacturing and assembly of the device to be standardized.

[0061] It should be noted that by making the flaps in the form of light and sufficiently rigid structures, by one of the techniques mentioned above, it is not necessary to secure the pivot axes of the flaps at their upper ends, thus significantly lightening the whole structure and limiting its moment of inertia, which makes it possible to limit the power required at the level of the motor(s) controlling the rotation of the base 300 or the rotation of the flaps.

[0062] This also makes it possible, if the device is intended to be folded down onto the deck of the ship by tilting, to limit the torque required at the level of the tilting system.

[0063] The propulsion device according to the present invention has many advantages: - despite a simplified structure, propulsive performance equivalent to that obtained with a device as described in document WO2020115717A1 can be achieved, - When the shutters are of identical design, the complexity of the structure and assembly operations can be reduced, as well as the number of different parts and therefore the costs. - Similarly, using two identical flaps with a symmetrical base limits the power required to rotate the base, as the center of gravity of the rotating assembly is located approximately on the rotation axis A3 of said base; - independent mounting of the two flaps on the base prevents the structure of one flap from having to support the other, as is the case in some known approaches. - the freedom of rotation of the base and each of the two flaps through 360°, preferably without a stop, allows the orientation possibilities to be varied in the widest possible way, whether to optimize performance in navigation, to bring the device to safety in case of a storm or to limit the bulk of the device (especially during handling on the deck) or if the device has to be retracted, or even to balance the forces.

[0064] We will now describe a number of possible configurations for the propulsion device described above.

[0065] First, in [Fig. 1], the device is in propulsion mode, with the wind direction indicated by V. The orientations of the two flaps as shown create an overall camber with its concavity facing the wind. Furthermore, the relative angle between the two flaps creates a slot F through which some of the air will pass to create a suction effect on the leeward side of the rear flap (here, flap 200).

[0066] The orientations of the base 300 and each of the flaps are dynamically controlled based on measured data, primarily wind speed and direction, and the ship's heading. It should be noted that when the wind direction changes, flaps 100 and 200 can remain in the same position relative to the base 300, and the orientation of the latter is simply adjusted to optimize the angle of attack.

[0067] Thus, on [Fig.2], the base 300 has been rotated by a certain angle around its axis A3 to adapt the device to a wind that has turned slightly clockwise.

[0068] Figure 3 illustrates the adaptation of the device's configuration when switching from starboard tack navigation (as in Figures 1 and 2) to port tack navigation. To achieve this configuration, it is possible either to rotate the entire propulsion system around axis A3 or to primarily adjust the orientation of the two flaps, minimizing the rotation of the 300 base. In the situation illustrated in Figure 3, the control device rotated the flaps through an angle of approximately 180°, with flap 200 becoming the forward flap and flap 100 becoming the aft flap.

[0069] Depending on the navigation conditions and the energy required to orient the device, either the first approach or the second approach, as illustrated in [Fig.3], can be preferred.

[0070] It should be noted here that the independent motorization for the angular adjustment of each flap makes it possible to control, for example in real time, the wing camber and, consequently, the width of the slot F between the trailing edge of the upstream flap (relative to the wind direction) and the leading edge of the downstream flap. This camber control, as well as the control of the general orientation of the flaps relative to the base 300 and of the base relative to the ship, advantageously takes into account at least one of the following parameters:

[0071] - the wind direction relative to the ship's heading,

[0072] - the force of the wind,

[0073] - wind stability

[0074] - the position of the device on the ship in relation to other propulsion devices sails arranged on the ship.

[0075] With reference to Figs. 7 to 9, three possible ways of securing the device, particularly in the event of a storm, have been illustrated. It should be noted that this securing mechanism can consist either of releasing each flap, using a suitable disengagement mechanism, so that it spontaneously orients itself in the direction of the wind ("feathering"), or, using a control device, of dynamically forcing the flap's orientation so that it constantly adjusts to the instantaneous wind direction. This second approach can be advantageous in that it limits flap oscillations and the resulting risk of mechanical fatigue.

[0076] In the case of [Fig.7], the rotation of the base 300 is blocked, and the two flaps 100, 200 are in "flag" mode, dynamically following the wind direction.

[0077] In the case of [Fig. 8], the two flaps are locked relative to the base 300 at a right angle to the vertical plane passing through axes A1, A2, and A3, while the base is free. In this case, the entire device aligns itself with the wind. This approach is advantageous because it eliminates the risk of the flaps colliding with each other, which could occur in the approach of [Fig. 7] in a situation of very turbulent wind and / or rough seas.

[0078] In the case of [Fig. 9], the flaps are locked relative to the base in a position aligned with the vertical plane passing through axes A1, A2 and A3, and the base is free. Again, the entire device aligns itself with the wind.

[0079] With reference to [Fig. 10], according to another possible configuration, the two flaps 100, 200 are moved by the drive means until they are folded against each other, leaving a gap between them if necessary, in order to limit the overall size of the propulsion system. This configuration can be useful, for example, during handling operations on the ship's deck, leaving more room for the movement of port cranes. It can also be useful when the propulsion system is mounted on a structure that allows it to be retracted. Typically, this retraction can be achieved either (as mentioned above) by tilting so that the flaps generally extend horizontally along the ship's deck, or by vertical translation within a cage provided for this purpose in the ship's structure.

[0080] Figures 11 and 12 show one embodiment of the base 300. It comprises two parallel plates 351, 352 connected internally by peripheral members 353 and, if necessary, by internal members, which are not visible. Also shown is the shaft 330 for rotating the base on the ship, extending between the two plates 351, 352 and projecting downwards, as well as its flange 340.

[0081] Two circular openings 310, 320 pass through the two plates, being defined on the one hand by circular cutouts aligned in the two plates and by a skirt, 311 and 321 respectively, are attached to the two plates in the vicinity of these cutouts. The coplanar reference surfaces 301 and 302 are formed on the top of the upper plate 351. These arrangements define the two axes A1 and A2.

[0082] The shaft 330, intended for the rotational mounting of the base on the ship, is integral with the two plates 351, 352 and extends downwards to the flange 340, defining a reference bearing surface extending in a plane parallel to the plane containing the surfaces 301, 302 intended for the flaps. These arrangements define the axis A3.

[0083] The base is, for example, made by welding cut steel parts. In a lighter version, aluminum alloys or composite materials can be used.

[0084] Of course, the practical realization of the base, dictated mainly by considerations of mechanical strength and precision, may differ considerably from what has been described.

[0085] It should be noted that, unlike most existing rigid wings which must be assembled at the production site and then transported, a propulsion device according to the invention can be transported in three parts, namely the base and the two flaps. At the assembly site, the base can either be mounted on the ship, then the flaps mounted on the base, or the flaps can be mounted on the base first and then the assembly mounted on the ship.

[0086] In all cases, it is advantageous to provide at the level of the rotating links guidance and alignment features to facilitate operations, as well as at the level of the base and flaps features to facilitate lifting.

[0087] With reference now to [Fig. 13], the left-hand side illustrates the total deflection (projected onto a horizontal plane) of a prior art wing, for example, one manufactured according to the principles described in document WO2020115717A1, and the right-hand side illustrates the total deflection (also projected onto a horizontal plane) of a propulsion device according to the invention. In the left-hand side, VI designates the front flap or main flap and V2 the rear flap or secondary flap, hinged about an axis located behind the trailing edge of the front flap. The assembly pivots about a main axis AP coinciding with the pivot axis of the front flap VL. The space occupied by the wing during its movements is a circle of diameter DI.

[0088] It can be observed that with the present invention, thanks in particular to a main axis A3 located between the pivot axes A1, A2 of the two flaps (and preferably midway between them), and to the use of two wings with identical or similar chord lengths, the diameter D2 of the turning circle (for the same overall propulsion area) is much smaller. This results in a significant reduction in size, particularly in the footprint on the ship's deck.

[0089] The device settings on the ship's deck thus take up less space and, particularly in the case of transporting goods, the space available for loading / unloading operations and for storage on / in the ship is greater.

[0090] With reference to Figs. 14 and 15, a variant of the device of the invention has been schematically illustrated, where each flap can be lowered.

[0091] The hoisted position is shown on the right, while the slumped position is shown on the left.

[0092] It is observed that each flap 100, 200 has two parallel vertical masts or guides, respectively 101, 102 and 201, 202, allowing to guide structural parts of the respective flap.

[0093] These structural parts can be, in a first version, generally horizontal members having openings through which the two guides extend, and between which flexible covers are stretched, in a manner analogous to that described in WO2020115717A. In a second version, they are made in the form of interlocking hollow elements, directly forming the body of the shutter.

[0094] The parallelism of the two guides 101, 102 or 201, 202 is ensured by means of horn-shaped elements, respectively 103, 203, connecting the guides at the top and mounted on a non-visible end element located at the base of the flap. A halyard system extending along or inside one or both guides allows for hoisting, lowering, or stowing.

[0095] In another embodiment, and with reference to Figs. 16 and 17, each flap is made in one piece. The manufacturing process may, for example, include the production of two external parts 151, 152 made of composite material, for example by a conventional infusion, pre-impregnation, etc., process, which are peripherally joined to each other by bonding or otherwise. It should be noted in the figures that these parts 151, 152 also form, in one piece, the bases (110 for flap 100) of the flaps, for greater simplicity of manufacture and assembly, and greater mechanical robustness.

[0096] To ensure the rigidity of the flap, particularly in the vertical direction, reinforcing members or members are also provided, here two in number 153, 154, extending vertically and internally between the members 151, 152, having oriented edges so that they can be fixed to the internal walls of the members 151, 152, for example by bonding. The members can also be made of composite material, for example also by a conventional infusion process.

[0097] Such reinforcements can also be provided, in a manner not illustrated, at the level of the transition between the flap itself and its base.

[0098] It can be seen in [Fig. 17] that the arrangements enabling the rotation of the flap, and in particular a toothed ring, can be fixed directly on the lower annular edge 111 of the base 110.

[0099] With reference now to [Fig. 18], an alternative embodiment of the device is shown in which a support element 400 is arranged in the upper part of the flaps, so as to stabilize the geometry of the device in this region. This element 400 here comprises a plate 430, or a box, having at its two ends two pivoting joints 410, 420 with elements (such as internal masts) belonging to the flaps 100, 200 and representing the axes A1 and A2.

[0100] During the assembly of the device on the ship, this element, whose essential role is to stabilize the distance between the axes Al and A2 and which can be of limited weight, can be fixed on top of the flaps after they have been placed on the base.

[0101] Of course, the present invention is in no way limited to the embodiments described and represented, but a person skilled in the art may make many other variations or modifications to it.

[0102] In particular, in a simplified embodiment, a single flap such as 100 or 200 can be mounted directly on a support fixed to the vessel, with 360° rotation control. It should be noted that this option does not entail any structural modification of the flap. Production can thus be standardized.

[0103] It should also be noted that the rotating mechanical connections, on the one hand between each flap and the base, and on the other hand between the base and the vessel, can be made identically (same diameter, same bearing / roller structures and same motorized drive mechanism). In this case, either an assembly consisting of the base and two flaps, or a single flap, can be mounted on the same receiving structure provided on the deck of the vessel.

[0104] In this version also, the wing can be either in a fixed position, or mounted on a support which allows tilting or downward translation in a cage.

Claims

1.

2.

3.

4. Demands Sail propulsion device, characterized in that it comprises in combination: a base (300), a set of two streamlined aerodynamic flaps (100, 200), each flap being symmetrical with respect to a longitudinal plane and having a leading edge and a trailing edge, and each flap extending vertically from the base, a set of two pivoting flap links on the base, defining pivot axes parallel to a main axis, a common pivoting link, about said main axis, between the base and a structure of a ship intended to receive the device, the pivot axes of the flaps and the pivot axis of the base being contained in the same vertical plane, motorized 360° orientation control means, capable of selectively bringing the base and the two flaps into one of the following configurations: - a working configuration where the flaps have initial orientations that are close but different from each other, with leading edges oriented towards one direction and a gap between the trailing edge of one flap and the leading edge of the second flap, - a safety configuration where both flaps are oriented in the same direction, - a space-saving configuration where the two panels extend head-to-tail against each other. Device according to claim 1, characterized in that the two parts are identical. A device according to claim 1 or 2, characterized in that the pivoting links between each flap and the base are identical. A device according to claim 2 or claim 3 taken in dependence on claim 2, characterized in that the orientation control means are also capable of selectively bringing the base and the two flaps into a second working configuration where the flaps have second orientations that are close to each other but different, with leading edges turned towards a second direction opposite to the direction of the first working configuration and a slot between the trailing edge of the second flap and the leading edge of the first flap,

5. Sail propulsion device according to any one of claims 1 to 4, wherein the common pivoting link is equidistant from the two pivoting links of flaps.

6. Device according to any one of claims 1 to 5, characterized in that, in the safety configuration, the flaps have an imposed angle with respect to the base, and the base is free to rotate.

7. Device according to claim 6, characterized in that the imposed angle is an angle where a longitudinal plane of the flaps is perpendicular to the vertical plane containing the three axes.

8. Device according to any one of claims 1 to 5, characterized in that, in the safety configuration, the base has an imposed angle relative to the ship and the flaps are free to rotate.

9. Device according to any one of claims 1 to 8, characterized in that, in the space-limiting configuration, the two flaps are located, in vertical projection in a horizontal plane, within the footprint of the base.

10. Device according to any one of claims 1 to 9, characterized in that each flap is retractable, with an autonomous raising / lowering mechanism.

11. Device according to any one of claims 1 to 9, characterized in that each flap is made by assembling elongated parts to form a one-piece hollow structure.

12. Device according to claim 11, characterized in that the elongated parts defining the aerodynamic surfaces of each flap also form a base of the flap participating in its pivoting connection.

13. Device according to any one of claims 1 to 12, characterized in that it further comprises a spacing retaining piece in the upper part of the device, mounted between the pivot axes of the two flaps.

14. Sail propulsion flap, comprising mounting means enabling it to be mounted either on a base to participate in a device according to any one of claims 1 to 13, or directly on a support of a ship to form an autonomous sail propulsion device.

15. Method of mounting a device according to any one of claims 1 to 13 on a ship, characterized in that it comprises the following steps: - bringing the base and the two flaps separately to a site on the ship, - mounting the base on the ship at the level of its pivoting connection, - successively mounting the two flaps on the base at the level of their respective pivoting connection.

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