Propulsion wing of mobile vehicle and mobile vehicle including such propulsion wing

Abstract

The invention relates to a rigid propulsion wing (1) for a mobile vehicle, the rigid propulsion wing comprising at least a first section (2) and a second section (3), a first end (6) and a second end (7), the first end and the second end each comprising an attachment device (8) for reversibly connecting to the mobile vehicle, the first section (2) and the second section (3) being movable relative to each other by means of an articulation device (5) so that the propulsion wing (1) assumes at least a first deployed position and moves from the at least first deployed position to a second deployed position and vice versa, in which deployed position the first section and the second section (2, 3) are arranged substantially vertically in extension of each other and wherein the first end (6) or the respective second end (7) is reversibly connected to the mobile vehicle by means of its attachment device (8).

Description

[0001] Subject matter of the invention

[0002] The present invention relates to a propulsion wing for a mobile vehicle on land, ice or water, in particular to a wind-based propulsion wing, and to a mobile vehicle, such as a ship, comprising or implementing such a propulsion wing. Background Art

[0003] A propulsion device is generally used to move a mobile vehicle for moving people or goods, and the propulsion device conventionally implements a driving force, for example, from an engine or from wind.

[0004] In particular for boats, whether motorized or not, it is known to use flexible sails as the main means of propulsion, the driving force being generated by the action of the wind in the sails.

[0005] The disadvantage of such flexible sails, which continuously deform under the influence of the wind, is that they have a rather variable propulsion efficiency and generate a significant drag force towards the rear of the moving vehicle.

[0006] It has been proposed to use rigid sails, also called "pushing wings", which allow generating greater lift and less drag than flexible sails.

[0007] Such a propulsive wing may have a so-called "symmetrical" aerodynamic shape, the camber of the sides of the wing being symmetrical with respect to the centre and the vertical plane of the wing.

[0008] For example, document WO 2013070070 describes a rigid wing for a ship, comprising a mast including a foot fixed to the ship, but which can be rotated about an axis of rotation substantially vertical relative to the ship in order to adjust the angle of attack of the wind. Due to the fact that the mast is only fixed to the lower part of the wing, the other two upper sections of the wing can be folded by tilting, so that the wing can be upwind so as to occupy less space during docking or mooring. Such a wing has much lower aerodynamic performance than an asymmetric wing.

[0009] However, the lift generated by a propulsive wing with a symmetrical profile is less than that of a so-called "asymmetrical" profile wing, that is to say a wing with a convex or curved first face and a flat or concave second face. However, asymmetrical wings have the disadvantage that they cannot be used regardless of the wind direction.

[0010] As described in document US 2015000578, it has been proposed to provide two rigid asymmetric propulsion wings on either side of the vessel, mounted on an A-shaped mast; this solution has the disadvantage of being bulky and not easy to implement.

[0011] Document WO 2017006315 further describes a rigid asymmetric wing pivotally mounted along an inclined axis approximately in the middle of the wing at the upper end of a mast, the lower part of which is mounted on a base which in turn is pivotally mounted to the ship. Such a wing has the drawback of greatly destabilizing the ship, which then carries with it changes in the side.

[0012] Furthermore, it has also been proposed to use a deformable rigid propulsion wing, using an articulated internal profile structure, allowing the propulsion wing to change from a first asymmetric profile to a second asymmetric profile through a symmetric profile, as described in document WO 2015193617.

[0013] However, all of these propulsion wings have the disadvantage of being complex to implement and not being suitable or capable of adapting to all wind conditions.

[0014] Purpose of the Invention

[0015] The present invention aims to provide a rigid propulsion wing and a mobile vehicle which do not have the disadvantages of the prior art.

[0016] The present invention aims to provide an alternative to existing solutions of the prior art.

[0017] The present invention aims to provide a rigid propulsion wing that can adapt to different wind conditions.

[0018] The present invention aims to provide an asymmetric rigid propulsing wing which has improved propulsion efficiency and can be used regardless of wind direction.

[0019] The present invention also aims to provide a rigid wing that does not include a mast and that can quickly and easily change its height.

[0020] The present invention also aims to provide a rigid wing whose feathering minimizes the forces generated and is done passively. Summary of the invention

[0021] The present invention relates to a rigid propulsion wing for a mobile vehicle, the rigid propulsion wing comprising: at least one first section and one second section; a first end, the first end being formed by one of the ends of the first section; and a second end, the second end being formed by one of the ends of the second section, the ends of the propulsion wing each comprising an attachment device for reversibly connecting to the mobile vehicle, the first section and the second section being movable relative to each other by means of an articulation device so that the propulsion wing presents at least a first deployed position and moves from the at least first deployed position to a second deployed position, and vice versa, in which deployed position the first section and the second section are arranged substantially vertically in extension of each other, and wherein the first end or the respective second end is reversibly connected to the mobile vehicle by means of its attachment device.

[0022] According to a preferred embodiment of the present invention, the propulsion wing according to the present invention comprises at least one or any suitable combination of the following features:

[0023] The propulsion wing further comprises an intermediate section which is arranged between the first section and the second section using an articulation device and which is movable relative to the first section and the second section.

[0024] -The first section, the second section and the intermediate section (if present) can be moved relative to each other using an articulation device so that the propulsion wing assumes and moves through an intermediate position between the first deployed position and the second deployed position, in which intermediate position, the first section and the second section are arranged substantially parallel to each other on either side of a substantially vertical symmetry plane, and wherein the first end and the second end are both reversibly connected to the mobile vehicle using their attachment device.

[0025] - the first section, the second section and optionally the intermediate section (if present) have an asymmetric aerodynamic shape,

[0026] - the articulation device comprises a connecting rod engaged with movable rods of two cylinders respectively attached to the first section and the second section, - the propulsion wing also comprises locking means of the articulation device.

[0027] the propulsion wing also comprises means for actuating the articulation device to move the sections of the propulsion wing, comprising a set of pulleys on which run ballast cables, each end of which is connected to a winch,

[0028] The propulsion wing further comprises at least one base movable relative to the mobile vehicle and comprising first means and second means for receiving the attachment means of the first end and the attachment means of the second end of the propulsion wing, respectively.

[0029] The attachment means of the first end and the attachment means of the second end each comprise an attachment plate provided with two grooves, the first means and the second means for receiving the attachment means comprising two studs attached to the base and intended to engage and engage in these grooves during operation.

[0030] the propulsion wing further comprises or cooperates with first and second locking means for blocking the attachment means of the first end and the second end, respectively, said locking means each comprising a spring-loaded actuator,

[0031] The propulsion wing also comprises or cooperates with means for preventing the first locking device and the second locking device from opening simultaneously.

[0032] The propulsion wing further comprises a central plate arranged below one of the sections of the propulsion wing, and / or one or several winglets arranged at the first end and / or the second end.

[0033] The propulsion wing also comprises or cooperates with control means of the articulation device and / or control means of the device for controlling the angle of attack of the propulsion wing relative to the wind direction.

[0034] The invention also relates to the use of a propulsion wing according to the invention for the main or backup propulsion of a mobile vehicle.

[0035] The present invention also relates to a sea-based or land-based mobile vehicle, comprising one or more propulsion wings according to the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 is a schematic diagram of a perspective view of a first embodiment of a propulsor wing according to the invention, which has adopted a first deployed position.

[0037] Figure 2 is a schematic diagram of a bottom view of a propulsion wing according to the present invention.

[0038] Figure 3 is a schematic diagram of a perspective view of a propulsion wing according to a first embodiment, which propulsion wing has adopted its retracted position.

[0039] Figure 4 is a schematic diagram of a longitudinal section view of a propulsion wing according to a first embodiment, which has adopted its retracted position.

[0040] Figure 5 is a schematic diagram of a top view of a propulsion wing according to the invention which has adopted its retracted position.

[0041] Figure 6is a schematic diagram of a perspective view of a locking device forming a section of a propulsion wing according to the invention in unlocked form.

[0042] Figure 7 is a schematic diagram of a perspective view of a locking device forming a section of a propulsion wing according to the invention in locked form.

[0043] Figure 8 is a schematic diagram of a perspective view of a second embodiment of a propulsion wing according to the invention, which propulsion wing has adopted a first retracted position.

[0044] Fig. 9 is a schematic diagram of a perspective view of an intermediate position during retraction of the propulsive wings according to a second embodiment.

[0045] Fig.10 is a schematic diagram of a front view of a device for retracting and deploying propulsive wings according to a second embodiment.

[0046] Fig.11 is a schematic diagram of a perspective view of a propulsion wing according to a second embodiment, which propulsion wing has adopted its retracted position.

[0047] Fig.12 is a schematic diagram of a perspective view of a second embodiment of a propulsion wing according to the invention, which propulsion wing has adopted its second, retracted position.

[0048] Fig.13 is a schematic diagram of a perspective view of a locking device of a propulsion wing according to the invention on its base.

[0049] Fig.14 is a schematic diagram of a locking device of a propulsion wing according to the present invention in a locked position on its base.

[0050] Fig.15 is a schematic diagram of a locking device of a propulsion wing according to the present invention in an unlocked position on its base.

[0051] Fig.16 It is a schematic diagram of a front view of a device for preventing the locking devices of the ends of the propulsion wings on the mobile vehicle from being released simultaneously.

[0052] Fig.17 is a schematic diagram of a perspective view of a propulsor wing according to a first embodiment, including an aerodynamic stabilizer.

[0053] Fig.18 is a schematic diagram of a perspective view of a second embodiment of a propulsor wing according to the invention, comprising a variable aerodynamic profile. DETAILED DESCRIPTION

[0054] In the rest of the description and claims, the term "length" is used to describe the maximum measurement of the propulsive wing 1 according to the invention or its constituent elements, and the term "width" is used to describe the minimum measurement of the propulsive wing 1 according to the invention or its constituent elements, regardless of its geometry. If the propulsive wing 1 according to the invention or its constituent elements has a substantially square shape, the terms "length" and "width" can be used indiscriminately.

[0055] The terms "top", "bottom", "upper", "lower", "front", "rear", "vertical" or "horizontal" refer to the horizontal position of the propulsion wing 1 according to the present invention and its constituent elements, such as Figures 1 to 18 As shown.

[0056] The propulsion wing 1 according to the invention is a wind-based propulsion wing that allows the movement of the vehicle carrying it due to the wind. It is not a wing for taking off the vehicle, so it no longer touches the ground or the water.

[0057] The propulsion wing 1 is rigid and is referred to as "self-supporting" because it does not substantially deform under the effects of the wind and does not bend under its own weight.

[0058] The propulsion wing 1 is called "segmented" because it comprises or consists of at least one first segment 2 and one second segment 3 ( Figures 1 to 4 ) and preferably further comprises an intermediate section 4 ( Figures 8 to 12 ), advantageously a plurality of segments which can be moved relative to each other using an articulation device 5.

[0059] Segment 2, segment 3 and, if present, intermediate segment 4 form a structural unit. This has the advantage that no immovable supporting structure of the mast type needs to be used.

[0060] Preferably, sections 2, 3 and 4 comprise or consist of a hollow shell comprising or consisting of a ribbed metal skin or a composite material, which shell can optionally include an internal reinforcement structure having the advantage of having a wing with contained weight.

[0061] Preferably, one, another or all of the sections 2, 3 and 4 are telescopic.

[0062] The propulsion wing 1 comprises a first end 6 formed by one of the ends of the first section 2, and a second end 7 formed by one of the ends of the second section 3. Each of the ends 6 and 7 of the propulsion wing 1 comprises means 8 for reversibly attaching to a mobile vehicle, preferably by means of one or several bases 9, which are preferably movably connected to the mobile vehicle, advantageously via the ends 6, 7 of the propulsion wing 1 to the bases 9.

[0063] The propulsion wing 1 can adopt a first deployed position ( Figure 1 , Figure 8 , Fig.12 , Fig.17 ), so as to pick up the wind on one of the sides of the mobile vehicle and have the best lift, moves along a plane of symmetry in the plane XY to and adopts a second deployed position symmetrical to the first deployed position ( Fig.12 ), so as to pick up the wind on the other side of the mobile vehicle, also with optimal lifting force, and vice versa, the propulsion wing can be moved from the second deployed position to its first deployed position, while being able to adopt all intermediate positions among the intermediate positions between the first deployed position or the second deployed position, each extreme or intermediate position preferably being lockable and unlockable. Therefore, the propulsion wing 1 has the advantage of being able to be used regardless of the wind direction.

[0064] In these deployed positions, the first section 2, the second section 3 and optionally the intermediate section 4 (if present) are arranged essentially vertically in extension of each other along an axis essentially parallel to the axis Y, the propulsion wing 1 preferably being attached to the mobile vehicle by means of a base 9, by its first end 6 in the first deployed position and by its second end 7 in the second deployed position.

[0065] In the first deployed position, the first section 2 is the lower section of the propulsion wing 1 close to the mobile vehicle or base 9 and its lower end is attached to the mobile vehicle or base 9, and its upper end is connected to the second section 3, which constitutes the upper section of the wing 1, which is not attached to the mobile vehicle or base 9.

[0066] In the second deployed position, the second section 3 is the lower section of the propulsion wing 1 , one of the ends of which is attached to a mobile vehicle or base 9 , whereas the first section 2 constitutes the upper section of the wing, which is not attached to the mobile vehicle or base 9 .

[0067] When the propulsion wing 1 is moved from one deployed position to another, the propulsion wing 1 has been tilted at an angle of 180° relative to a plane substantially parallel to the plane XY. Thus, the ends 6 and 7 alternatively form the top and bottom of the propulsion wing 1 .

[0068] In an embodiment in which the sections 2, 3 and optionally the intermediate section 4 are retractable, they may comprise or consist of two walls which are hinged along their aerodynamic shape so as to be able to fold the two walls, one over the other, against the mobile vehicle, the walls of the upper sections folding onto the walls of the sections below them, which has the advantage of having a propulsive wing 1 movable from one of the deployed positions to an upwind position in which the propulsive wing 1 has a reduced space requirement.

[0069] In these deployed positions, the propulsor wing 1 and therefore its component sections 2, 3 and 4 have an asymmetric overall aerodynamic profile that is variable over the length of the propulsor wing 1. Preferably, the first section 2 and the second section 3 are symmetrical to each other relative to a symmetry plane parallel to the plane XZ ( Figure 8 ), but they can also have different aerodynamic shapes from each other ( Fig.17 ), while giving the propulsion wing 1 an asymmetric overall aerodynamic shape.

[0070] The propulsion wing 1 comprises a leading edge 10, a trailing edge 11 opposite to the leading edge, a convex surface 12 and a concave surface 13 ( Figure 2 ).

[0071] The propulsion wing 1 can also adopt a retracted position ( Figure 3 , Fig.11 , Fig.18 ), the retracted position being located intermediate between the two deployed positions, that is to say the propulsion wing 1 can adopt and move through this intermediate position during its transition between the two deployed positions.

[0072] In its intermediate position, the first section 2 and the second section 3 are preferably arranged substantially parallel to each other on either side of a vertical symmetry plane parallel to the plane XY, the propulsion wing 1 is attached to the mobile vehicle, and the first end 6 and the second end 7 of the propulsion wing 1 are both attached to the mobile vehicle or the base 9, or each is attached to a separate base 9.

[0073] In the middle position of the propulsive wing 1, the first section 2 and the second section 3 have an asymmetrical aerodynamic shape, but, due to their arrangement, they form and allow the propulsive wing 1 to adopt a substantially symmetrical aerodynamic shape ( Figure 3 and Fig.11 ). Preferably, this is an aerodynamic profile whose overall shape is substantially the same as or equivalent to a NACA type profile.

[0074] The intermediate position of the propulsion wing 1 has the advantage of reducing the wind surface area, having a symmetrical aerodynamic profile with reduced lift relative to a symmetrical aerodynamic profile, and thus greatly reducing the thrust of the propulsion wing 1, while at the same time allowing, if necessary, to generate thrust in both wind directions, for example for the needs of maneuvering. It allows reduced space requirements, in particular reduced height, and reduces the padding of the mobile vehicle.

[0075] The propulsive wing 1 thus has the advantage of being able to adapt to different wind conditions and directions during the movement or maneuvering of the vehicle that carries it, while being able to adopt different aerodynamic shapes and being able to move easily from one shape to another, which allows the mobile vehicle that carries it to have a more reactive behavior.

[0076] The transition between the different deployed and retracted positions of the propulsion wing 1 is accomplished thanks to articulation means 5 , which are preferably hinge-forming means.

[0077] In the embodiment where the propulsion wing 1 is composed of two sections 2 and 3 ( Figure 1 ), the latter having substantially the same length so as not to destabilize the mobile vehicle when the propulsion wing 1 is moved from one position to another. The articulation device 5 is preferably arranged at the middle of the length of the propulsion wing 1 and is capable of pivoting each of the sections 2 and 3 relative to each other by an angle of 180° and allowing the propulsion wing 1 to tilt from one side of the propulsion device or base 9 to the other.

[0078] Preferably, the articulation means 5 are capable of allowing the two sectors 2 and 3 to rotate in a plane substantially parallel to the plane XZ, which has the advantage of allowing the angle of attack of the propulsive wing 1 to be varied over its length.

[0079] Preferably, the articulation device 5 comprises or implements two connecting parts 14 and 15 connected by a spacer 16, arranged substantially in the center of the connecting parts 14, 15, the spacer 16 receiving an axis of rotation 17 and being rotatable relative thereto, which axis of rotation joins the end of a connecting rod 18, preferably triangular in shape, at a lower pivot point 19. The connecting rod 18 also comprises two upper pivot points 20 and 21, at which the ends of movable rods 22, 23 of two cylinders 24, 25 are attached, respectively, the movable rods 22, 23 respectively passing through openings 26, 27 respectively formed in each of the connecting parts 14 and 15. Each cylinder 24, 25 is attached at its convex side to the interior of each of the sectors 2 and 3, preferably by means of a support or frame ( Figures 3 to 5 ).

[0080] Actuating one or more of the cylinders 24, 25 causes one connecting part 14 or 15 to come closer to the other connecting part 14 or 15, causing one of the segments 2 or 3 to tilt towards the other segment 2 or 3 and causing them to align.

[0081] Preferably, in these deployed positions, the propulsion wing 1 comprises or implements locking means 28 in order to lock these positions.

[0082] Preferably, if Figure 6 and Figure 7 As shown, these locking means 28 comprise, for example, an electromechanical or hydraulic pusher 29 engaging the holes of one or several fastening tabs, or one or several spacers 30 and 31, respectively arranged at the end of each segment 2, 3, preferably at the edge of the connecting parts 14 and 15. The fastening tabs or spacers 30 and 31 of each connecting part 14, 15 position themselves relative to each other so as to align their holes and preferably insert into each other ( Figure 7 ).

[0083] In the embodiment where the propulsion wing 1 comprises a first section 2, a second section 3 and a middle section 4 ( Figures 9 to 13 ), the middle section 4 is preferably arranged substantially at the middle length of the propulsion wing 1.

[0084] In the retracted position of the propulsive wing 1 , the middle section 4 is arranged substantially horizontally in a plane parallel to the plane XZ.

[0085] The middle section 4 has an appropriate width, which allows it to form a basically symmetrical aerodynamic shape, since the first section 2 and the second section 3 are arranged on either side of a symmetry plane parallel to the plane XY, and allows the propulsive wing 1 to adopt this basically symmetrical aerodynamic shape, preferably, which is basically the same or equivalent to the NACA type shape in its overall shape.

[0086] The articulation device 5 is arranged between the middle section 4 and the first section 2 on the one hand and the second section 3 on the other hand. It is or comprises any suitable device forming a hinge for tilting the sections 2, 3, 4 by an angle of 90° relative to an axis of rotation substantially parallel to the axis X.

[0087] For example, it could involve a series of yokes on the concave surfaces of adjacent segments 2, 3 or 4, with an axis passing through each yoke.

[0088] Preferably, these articulation means 5 comprise, implement or cooperate with means for actuating the movement of the sectors 2, 3, 4, advantageously comprising a set of pulleys 32, or one or several hoists with three to six strands, for example, located in the middle sector 4 receiving a cable 33, which is conveyed in each sector 2 and 3, the first end of which is connected to a first capstan 34 located in or near the first sector 2 or the base 9, and the other end of the cable 33 is connected to a second capstan 35 located in or near the second sector 3 or the base 9. The first capstan 34 and / or the second capstan 35 can move the cable 33. Preferably, the cable 33 is kept taut by using one or several weights 36 (for example wires) fixed to the cable 33, which weight is advantageously arranged so that it moves in the section 2, 3 until it gets caught in a narrowing 37 formed in the cable channel 33 formed in the section 2, 3, which allows to obtain a greater cable tension 33 on the side of the winch 34 or 35 around which the cable is wound, thus allowing to raise the section 2 or 3 to be lifted ( Fig.10 ).

[0089] In addition to the deployed and retracted positions, the propulsing wing 1 can adopt further intermediate positions, such as for example Fig. 9 The position shown, in which one of the segments 2 or 3 is arranged substantially vertically, and the other segment 2 or 3 and the intermediate segment 4 are arranged substantially horizontally in extension of each other. This allows the space requirement of the propulsive wing 1 to be reduced without completely reducing or increasing the wind surface.

[0090] Whatever the embodiment of the propulsion wing 1 , and whatever the position it adopts, the propulsion wing 1 is always attached to a moving vehicle via at least one of these ends 6 and / or 7 , preferably to one or more bases 9 .

[0091] To this end, the mobile vehicle, the one or more bases 9 comprise means for reversibly receiving the attachment means 8 for attaching the propulsion wing 1 to the mobile vehicle. These means comprise first means 38 for receiving and, during operation, reversibly receiving the attachment means 8 for attaching the first end 6 of the propulsion wing 1 and second means 39. Fig.13 ), the second device can also reversibly receive the attachment device 8 for attaching the second end 7 of the propulsion wing 1, the first attachment device 38 and the second attachment device 39 being arranged at a distance from each other in a horizontally offset manner in a plane substantially parallel to the plane XZ.

[0092] In a particular embodiment, the first means 38 and the second means 39 for reversibly receiving the attachment means 8 of the propulsion wing 1 are or comprise studs 40, preferably two studs 40, 41, attached to the base 9 by any suitable means and engaging in grooves 42, preferably two grooves 42, 43 respectively formed on or in the attachment means 8, for attachment to the ends 6, 7 of the propulsion wing 1, which are preferably or comprise attachment plates 44, the grooves 42, 43 extending along the lower surface of the plate 44 ( Figure 2 ). This has the advantage of preventing vertical and lateral movement of the sections 2 and 3 relative to the base 9 (if present), and therefore relative to the moving vehicle.

[0093] Preferably, the studs 40, 41 include means 45 forming a stop against the bottom of the grooves 42, 43, and optionally also capable of providing damping and / or as a means for resisting the spring force compressed when the studs 40, 41 abut against the bottom of the grooves 42, 43 to disengage the studs 40, 41 from the grooves 42, 43.

[0094] Preferably, the means 38, 39 for reversibly receiving the attachment means 8 of the propulsion wing 1 also include a stud 46, preferably including stop forming means 47, 48, and when the studs 40 and 41 engage the grooves 42, 43 or when they abut against the bottom of the grooves 42, 43, the stud 46 is attached to the base 9 by any suitable means at an appropriate distance from the studs 40 and 41 to engage the groove 49 formed in the edge of the plate 44.

[0095] Preferably, the stop forming means 47 , 48 of the stud 46 may also optionally provide damping and / or act as means for disengaging the stud 46 from the groove 49 against a compressed spring force when the stud 46 abuts at the bottom of the groove 49 .

[0096] Preferably, the first means 38 and the second means 39 for receiving the attachment means 8 of the propulsion wing 1 comprise or cooperate with means facilitating the sliding of the attachment means 8 of the ends 6, 7, in particular the plate 44, on the mobile carrier, on one or more bases 9. These means preferably comprise at least one sliding strip 62, advantageously a first sliding strip 62 being arranged adjacent to the studs 40 and 41 and a second sliding strip 62 being arranged adjacent to the stop forming means 47, 48.

[0097] Preferably, the first means 38 and the second means 39 for receiving the attachment means 8 of the propulsion wing 1 cooperate with two series of locking means 50 of the sectors 2 , 3 on the propulsion device or base 9 , one series of means 50 for each sector 2 and 3 of the propulsion wing 1 .

[0098] These locking means 50 are or comprise a spring-loaded actuator 51, preferably arranged in the mobile carrier or inside the base 9, comprising a blocking portion 52, for example a blade, which is movable on an axis substantially parallel to the axis X and which is movable against the force of a spring 53 and which moves from a locked position ( Fig.14 ) to the unlocked or partially unlocked position ( Fig.15 ), and vice versa, and all intermediate positions between these two positions can be adopted.

[0099] In the locked position, the blocking portion 52 extends vertically relative to, from and over the upper surface of the mobile carrier or base 9 along an axis substantially parallel to the axis Y so as to block any lateral movement of the end 6 of the first section 2 or the end 7 of the second section 3 of the propulsion wing 1 along an axis substantially parallel to the axis X. In this position, the spring 53 is relaxed.

[0100] In one of the unlocked positions, the blocking portion 52 does not extend vertically. It extends obliquely above the mobile carrier or base 9, or extends substantially horizontally so as to be flush with the upper surface of the mobile carrier or base 9, or it extends inside the mobile carrier or base 9. In these positions, the spring 53 is compressed.

[0101] Preferably, the blocking portion 52 has a substantially triangular cross-section in a plane substantially parallel to the plane YZ, with an inclined wall facing the side of the propulsion vehicle, by which the end 6 or 7 of the segment 2 or 3 approaches the means 38, 39 for reversibly receiving the attachment means 8 of the propulsion wing 1. The end 6 or 7 comes into contact with this inclined wall and causes the rotation of the blocking portion 52, which compresses the spring 53 so that it is lowered substantially horizontally, thus automatically rising due to the release of the spring 53 once the end 6 or 7 has passed it, thereby blocking the end 6 or 7 in the means 38, 39 for reversibly receiving the attachment means 8 of the propulsion wing 1.

[0102] Preferably, the two series of locking devices 50 of the sectors 2, 3 on the propulsion device or base 9 comprise or cooperate with means 54 for controlling the unlocking of the locking devices 50. For example, the opening actuator is arranged at one of the ends 6 or 7 of the propulsion wing 1 and is electrically controlled by a pulse switch 55 located at the other of the ends 6 or 7. Thus, if one of the ends 6 or 7 engages the means 38 or 39 for receiving the attachment means 8 of the propulsion wing 1, the push block is pushed in and the opening actuator of the other end 6 or 7 can be powered; otherwise, if one of the ends 6 or 7 does not engage the means 38 or 39 for receiving the attachment means 8, the push block is not pushed in, the pulse switch 55 opens, and the other end 6 or 7 cannot be unlocked, even accidentally.

[0103] Preferably, the two series of locking devices 50 of the sectors 2, 3 on the propulsion device or base 9 comprise or cooperate with means 56 that prevent the simultaneous opening of the two locking devices 50. These means 56 comprise, for example, a connecting rod 57 comprising through holes 58, preferably oval, in which the pins fixed to the two actuators 51 engage. The length of the connecting rod and the length of the oval holes allow a play corresponding to the opening of only one of the actuators 51 at a time, but not to their simultaneous opening.

[0104] Whatever the embodiment of the propulsive wing 1, it preferably comprises means for controlling the angle of attack and the direction of the propulsive wing 1 relative to the wind, whether it has adopted one or more of its deployed or retracted forms. The propulsive wing 1 is movably mounted relative to the mobile vehicle that carries it, preferably movably in all three dimensions, advantageously rotatably movable in a plane substantially parallel to the plane XZ, and / or tiltably movable in a plane substantially parallel to the plane YZ.

[0105] Such a device for controlling the angle of attack has the advantage of optimizing the position of the propulsing wing 1 when it adopts one or another of these deployed positions, but also allows it to be freely positioned relative to the wind and thus optimize the propulsion of the mobile vehicle while limiting the structural forces.

[0106] Preferably, these means for controlling the angle of attack are or comprise one or more bases 9 which are mounted movably in all three dimensions relative to the propulsion vehicle, advantageously rotatably in a plane substantially parallel to the plane XZ, and / or tiltably in a plane substantially parallel to the plane YZ.

[0107] Preferably, the rotation of the base 9 is done along a rotation axis that follows the tilting movement of the base 9 relative to the mobile vehicle. Thus, the base 9 can be substantially parallel to the axis Y or substantially tilted relative to the axis Y, depending on whether it is tilted relative to the upper surface of the propulsion device.

[0108] Preferably, the axis of rotation of the base 9 is located between the means 38 and 39 receiving the attachment means 8 of the ends 6 and 7 of the propulsor wing 1. Advantageously, the axis of rotation R of the base 9 is arranged offset relative to the profile of the propulsor wing, which allows the propulsor wing to stabilize itself in a position where it generates less force.

[0109] When the propulsion wing 1 adopts its retracted position, the rotation axis R of the base 9 is in the plane of symmetry between the two sectors 2 and 3, offset in front of the axis formed by the means 38, 39 for receiving the attachment means 8 of the propulsion wing 1. Fig.11), preferably at 20% or 30% of the chord length. Since the devices 38, 39 are arranged on either side of the plane of symmetry between the two sectors 2 and 3, this offset of the axis of rotation R towards the concave side has the advantage of improving the feathering behavior of the propulsor wing 1 in the fully deployed position.

[0110] Preferably, the means for controlling the angle of attack of the propulsor wing include or cooperate with means for unlocking the movement of the propulsor wing 1 or the base 9 .

[0111] Regardless of the embodiment of the propulsive wing 1 , it may also comprise further aerodynamic devices, aerodynamic appendages, arranged on the sections 2 , 3 and / or 4 , or on the ends 6 , 7 .

[0112] For example, the propulsion wing 1 may include a center plate 59 ( Fig.17 ), which has the advantage of generating a diving moment, which helps the propulsion wing 1 to stabilize itself in the deployed position or in the retracted position.

[0113] The propulsion wing 1 may comprise one or several fins 60 , 61 arranged at one or the other or both of its ends 6 , 7 .

[0114] Whatever the embodiment of the propulsive wing 1 , it may also comprise suction means or blowing means allowing the aerodynamic properties to be modified.

[0115] For example, the suction or blowing device may comprise at least one fan arranged near or inside the propulsive wing 1, with its blowing or suction axis parallel to the longitudinal axis of the propulsive wing 1, so as to suck air towards the inside of the propulsive wing 1 over its entire length and discharge it towards the end 6 or 7 not attached to the mobile vehicle or base 9, or so as to suck air from one or several holes situated on the convex side of the propulsive wing 1 and discharge it through holes situated on the convex side or the trailing edge, which allows to modify the lift and drag of the aerodynamic shape by acting in particular on the boundary layer of the air flow on the shape and therefore allows to modify the lift / drag curve of the propulsive wing by increasing the angle at which stall occurs.

[0116] Regardless of the embodiment of the propulsion wing 1, the propulsion wing may include or cooperate with:

[0117] - control means for receiving the means 38, 39 for attaching the propulsion wing 1 and / or the locking means 50 of the sectors 2, 3 on the propulsion device or on one or more bases 9, and / or

[0118] - control means for deploying or retracting the propulsive wing 1 in one or other of these extreme or intermediate positions, and thus controlling the articulation device 5 or the actuation assembly, and / or

[0119] - control means of the device for controlling the angle of attack of the propulsion wing 1 relative to the wind direction, and / or locking means for the movement of the propulsion wing 1 or of one or more bases 9,

[0120] These different control means preferably take into account the wind force and direction and advantageously also take into account the position of the mobile vehicle relative to the surface on which it moves. Advantageously, these different control means are combined in a single control means.

[0121] Preferably, these control means are implemented and managed by software means and hardware means, conventionally a computing wing, preferably comprising a memory in which one or more preprogrammed programs are stored for switching the propulsive wing 1 according to the invention.

[0122] The propulsion wing 1 according to the present invention can be used for main propulsion or backup propulsion of a land-based mobile vehicle, such as a sand boat or skate or sea boat for recreational use, sports use or commercial use.

[0123] The present invention also relates to a mobile vehicle comprising at least one, preferably a plurality of, propulsion wings 1 according to the present invention.

[0124] The mobile vehicle is preferably a vehicle that moves on land, ice or water, and may be a boat or a sailboard, a float or a skateboard.

Claims

1. A rigid propulsion wing (1) for a mobile vehicle, the rigid propulsion wing comprising at least: A first section (2) and a second section (3); a first end portion (6), the first end portion being formed by one of the ends of the first section (2); and a second end portion (7), the second end portion being formed by one of the ends of the second section (3); wherein the first end (6) and the second end (7) of the propulsion wing (1) each comprise an attachment device (8) for reversibly connecting to the mobile vehicle, the first section (2) and the second section (3) are movable relative to each other by means of an articulation device (5), so that the propulsion wing (1) presents at least a first deployed position and a second deployed position, the propulsion wing being movable from the first deployed position to the second deployed position and from the second deployed position to the first deployed position, the first end (6) and the second end (7) being interchangeably forming the top and bottom of the propulsion wing (1); in: In the first deployed position, the first section (2) and the second section (3) are arranged substantially vertically in extension of each other, the first end (6) being reversibly connected to the mobile vehicle by means of attachment means (8) of the first end; In the second deployed position, the first section (2) and the second section (3) are arranged substantially vertically in extension of each other, the second end (7) being reversibly connected to the mobile vehicle by means of the attachment means (8) of the second end.

2. The propulsion wing (1) according to claim 1, further comprising an intermediate section (4), which is arranged between the first section (2) and the second section (3) using a hinge device (5) and can move relative to the first section and the second section.

3. A propulsion wing (1) according to claim 1, wherein the first section (2), the second section (3) are movable relative to each other using an articulation device (5), so that the propulsion wing (1) assumes and moves through an intermediate position between the first deployed position and the second deployed position, in which intermediate position the first section (2) and the second section (3) are arranged substantially parallel to each other on either side of a vertical symmetry plane, and wherein the first end (6) and the second end (7) are both reversibly connected to the mobile vehicle using the attachment device (8).

4. The propulsor wing (1) according to claim 1, wherein the first section (2) and the second section (3) have an asymmetric aerodynamic shape.

5. A propulsion wing (1) according to claim 2, wherein the first section (2), the second section (3) and the intermediate section (4) are movable relative to each other using an articulation device (5), so that the propulsion wing (1) assumes and moves through an intermediate position between the first deployed position and the second deployed position, in which intermediate position the first section (2) and the second section (3) are arranged substantially parallel to each other on either side of a vertical symmetry plane, and wherein the first end (6) and the second end (7) are both reversibly connected to the mobile vehicle using the attachment device (8).

6. The propulsor wing (1) according to claim 2, wherein the first section (2), the second section (3) and the middle section (4) have an asymmetric aerodynamic shape.

7. A propulsion wing (1) according to any one of claims 1 to 6, wherein the articulation device (5) comprises a connecting rod (18) engaged with movable rods of two cylinders respectively attached to the first section (2) and the second section (3).

8. The propulsion wing (1) according to any one of claims 1 to 6, further comprising a locking device (28) of the hinge device (5).

9. A propulsion wing (1) according to claim 1 or claim 3 or claim 4, further comprising means for actuating the articulation means (5) to move the first section (2) and the second section (3) of the propulsion wing (1), comprising a set of pulleys (32) on which ballast cables (33) run, each end of the ballast cables being connected to a winch (34, 35).

10. A propulsion wing (1) according to claim 2 or claim 5 or claim 6, further comprising means for actuating the articulation means (5) to move the first section (2), the second section (3) and the intermediate section (4) of the propulsion wing (1), comprising a set of pulleys (32) on which ballast cables (33) run, each end of the ballast cables being connected to a winch (34, 35).

11. The propulsion wing (1) according to any one of claims 1 to 6, further comprising at least one base (9), wherein the at least one base is movable relative to the mobile vehicle and comprises a first device (38) and a second device (39) for receiving the attachment device (8) of the first end (6) and the attachment device (8) of the second end (7) of the propulsion wing (1), respectively.

12. A propulsion wing (1) according to claim 11, wherein the attachment means (8) of the first end (6) and the attachment means (8) of the second end (7) each comprise an attachment plate (44) provided with two grooves (42, 43), and wherein the first means (38) and the second means (39) for receiving the attachment means (8) comprise two studs (40, 41) which are attached to the base (9) and engage the grooves (42, 43) during operation.

13. The propulsion wing (1) according to any one of claims 1 to 6, wherein the propulsion wing further comprises a first locking device and a second locking device (50) or the propulsion wing cooperates with the first locking device and the second locking device to block the attachment devices (8) of the first end (6) and the second end (7) respectively, and the first locking device and the second locking device (50) each comprise a spring-loaded actuator (51).

14. The propulsion wing (1) according to claim 13, further comprising means (56) for inhibiting the first locking means and the second locking means (50) from being opened simultaneously.

15. The propulsion wing (1) according to claim 1 or claim 3 or claim 4, further comprising a central plate (59) arranged below one of the first section (2) and the second section (3) of the propulsion wing (1), and / or one or several winglets (60, 61) arranged at the first end (6) and / or the second end (7).

16. The propulsion wing (1) according to claim 2 or claim 5 or claim 6, further comprising a central plate (59) arranged below one of the first section (2), the second section (3) and the middle section (4) of the propulsion wing (1), and / or one or more winglets (60, 61) arranged at the first end (6) and / or the second end (7).

17. The propulsion wing (1) according to any one of claims 1 to 6, further comprising a control device for the articulation device (5), and / or a control device for a device for controlling the angle of attack of the propulsion wing (1) relative to the wind direction.

18. The propulsion wing (1) according to any one of claims 1 to 6, wherein the propulsion wing (1) is used for main propulsion or backup propulsion of the mobile vehicle.

19. A sea-based or land-based mobile vehicle, comprising one or more propulsion wings according to any one of claims 1 to 18.

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