SAIL-POWERED VEHICLE

Description

[0001] The invention relates to a sail-powered vehicle and is in the field of sail propulsion or hybrid sail propulsion.

[0002] Below are some definitions used in the following: Rigging : set of fixed and moving parts of a boat, such as a sailboat, enabling its propulsion and maneuvers by the force of the wind. Gîte: transverse inclination of a ship caused by an external phenomenon or not. Hydrodynamic drag : friction force between the boat and the water. The higher the drag, the more the boat is braked. Aerodynamic drag : component of the force experienced by a body in motion in a fluid which is exerted in the direction opposite to the direction of movement. According to the invention, the sail generates aerodynamic drag. Aerodynamic lift: component of the force experienced by a body in motion in a fluid which is exerted perpendicular to the direction of movement. According to the invention, the sail generates aerodynamic lift. Relative wind or apparent wind : vector sum of the wind created by the boat's own speed and the actual wind speed. Aerodynamic resultant : vector sum of aerodynamic lift and aerodynamic drag. Speed ​​pole : graphical representation expressing the speed of a boat as a function of the direction and strength of the wind. A speed polar allows navigation scenarios to be established. In some cases it could also be a function of the differential inflation pressure of the sail (sail which can also be called a wing when the sail is of the inflatable type and at a certain value of the pressure inside it). Wind angle of incidence:angle between the plane of the profile of a sail (or of a wing when the sail is of the inflatable type at a certain value of the pressure inside it) and the direction of the relative wind. Open-loop control system, also called a non-feedback system : in an open-loop system, the desired output does not depend on the control action; the output of the system is free from the input; in regulation, an open-loop control system is a form of control that does not take into account the response of the system. Closed-loop control system, also called feedback system : in a closed-loop system, the desired output depends on the system's control action, and therefore on the input. While more complex, a closed-loop control system is more reliable, precise and stable; it allows for optimization of the expected output results by measuring its output values ​​and comparing them with the setpoint values; in regulation, a closed-loop control system is a system that integrates the reaction of this system. Reefing:consists of reducing the surface area of ​​a sail by folding it partially from the bottom, in order to adapt the surface area of ​​the sail to the strength of the wind. Reefing can be done manually or automatically. Reefing bands: horizontal areas with reinforced sections allowing the reefing lines to be attached, for example with eyelets or pulleys. These reefing strips are arranged on the sail at the rib at each height where a reefing is planned. There are as many reefing strips as there are possibilities for reducing the sail area. Boom: horizontal spar, articulated near the base of the mast, which allows certain sails to be held and oriented. The boom can also accommodate the sail when it is lowered. Faseyer: A sail that flutters is an insufficiently trimmed sail that partially deflates. A well-trimmed sail should be at the limit of fluttering. With a fully inflated sail, there is no fluttering, which allows you to stay facing the wind. Headrest: upper end of the sail which follows the upper contour of the inflatable sail. Lowering : consists of lowering the sail. Hoisting : consists of raising the sail. Sail receptacle : in addition to receiving the lowered sail, it can integrate other functions, such as taking up the tension forces provided by the sail, or housing other actuators, sensors, energy storage and control module used to operate the sail. Prior art

[0003] Ship propulsion by thermal engine is already known, for which it is easy to measure fuel consumption, and thus deduce the quantity of carbon dioxide emitted.

[0004] Such a measurement on a sail-powered vessel is more delicate, because it is complex and rather random.

[0005] Document CN 107878720A discloses a sailboat sail, with a symmetrical and flexible profile and capable of folding. Such a sailboat is equipped with a hydraulic device for measuring the angle and force of the relative wind. This data is continuously acquired by a computer equipped with an algorithm calculating the data according to an open-loop control system, to regulate the behavior of the sail in the face of the angle and force of the wind.

[0006] JP 2015 205525 A discloses a sail-powered vehicle with sensors for measuring mast-to-hull force. It does not disclose an inflatable sail or sensors for measuring sail differential pressure.

[0007] Unfortunately, such a device operating on an open-loop system alone does not take into account all the factors influencing the value of the aerodynamic thrust. In particular, this model will not integrate the evolution of the polars according to the sea state, strong wind variations, imperfections in the wing modeling (speed polar) or the degradation of the sail's performance over time.

[0008] Furthermore, with such a system, it remains difficult to measure the thrust, power or energy provided by the sail propulsion since this system does not include a sensor for the force provided by the wing to the ship. Summary of the invention

[0009] There is also a need for a system capable of regulating the sail thrust in order to optimize it and also to enable the precise, reliable and direct quantification of the aerodynamic thrust transmitted by the sail to the hull of a vessel, comprising at least one sail and, possibly, a hybrid system, with the aim of saving fuel and therefore reducing carbon dioxide emissions.

[0010] The subject of the invention is a vehicle with total or partial sail propulsion comprising a hull, at least one inflatable sail (or wing), at least one self-supporting mast having a vertical axis, said mast comprising a fixed part arranged at the level of the hull and a part movable around the vertical axis.

[0011] The vehicle according to the invention is characterized in that said mast comprises, either in the fixed part, sensors for measuring physical parameters intended to provide digital data on the thrust force in the axis of the boat, the drift force of the boat, the differential pressure of the sail for an inflatable sail (or of the wing for an inflatable vertical wing), or in the mobile part, sensors for measuring physical parameters intended to provide digital data on the aerodynamic thrust force projected in the axis of the sail (or in the axis of the wing), the aerodynamic thrust force projected in the axis perpendicular to the sail (or to the wing), the differential pressure of the sail for an inflatable sail (wing).

[0012] The solution of the invention can be applied to sail-powered vehicles comprising inflatable or non-inflatable sails, to taut sails, to rigid sails supported by a mast in a non-stayed manner or to sails mounted on a self-supporting mast.

[0013] According to the invention, the sensors incorporated in the fixed part relative to the reference frame of the boat, for example in the fixed part receiving the elements for rotating the mast, make it possible to reliably and directly measure the forces transmitted to the boat and to directly know the forces in the axis of the boat (forces used for propulsion) and the forces perpendicular to the axis of the boat (forces which cause the boat to heel). For this, it is possible, for example, to equip one of the receiving bearings of the base of the mast (understood as support and rotational guidance of the mast) with strain gauges, which makes it possible to have a direct measurement of the forces. When the mast is telescopic, it is preferable to equip one of the bearings which provides support and rotational guidance for the lower tube of the mast with strain gauges.

[0014] When not on the fixed part, the measuring system can include measuring sensors fixed to the mast, for example by sticking strain gauges to it, which makes it possible to know the forces in the axis of the sail (or of the wing when it is an inflated sail) and the forces perpendicular to it. In this case, it is necessary to have a precise measurement of the angle of the wing in relation to the axis of the boat (forces used for propulsion) and the forces perpendicular to the boat (which cause the boat to heel).

[0015] The values ​​from the direct (boat reference) or indirect (wing reference) measurement of the forces already make it possible to precisely evaluate the gains obtained with the sail propulsion system.

[0016] The measured values ​​also provide the possibility to modify the operation of the vessel using open-loop control and / or closed-loop control.

[0017] Thus, in an open loop, the measured values ​​of the forces are used for monitoring during the movement of the boat so as not to exceed pre-established limit values ​​of the measured forces.

[0018] Preferably, a computer equipped with a digital data calculation algorithm calculates, according to an open-loop control system, and from said digital data, such as wind speed and direction, the adjustment values, such as the desired differential pressure, angle of incidence and sail area settings. If, in this open-loop operating mode, the angle of incidence, wing area and pressure settings lead to excessive forces, exceeding pre-established limits, the system receives an alert from the force sensors so that it can act to reduce these forces.

[0019] Preferably, a computer, equipped with a digital data calculation algorithm, calculates, according to a closed-loop control system, from said digital data, the forces transmitted from the sail to the hull in order to modify in real time the operation of the vessel to optimize or finely regulate its aerodynamic thrust. The computer uses the measured thrust value to try to regulate it (to a value chosen below the maximum thrust) or optimize it (search for maximum thrust) and therefore maximize the energy gain.

[0020] It thus makes it possible to optimize the maximum thrust transmitted to the vessel by the sail propulsion system, based on closed-loop regulation working directly on maximizing thrust, and therefore gains.

[0021] The vehicle according to the invention has the advantages of being able to easily follow in real time the evolution of the system and therefore its drift compared to the initial values, and to take this evolution into account in the optimization of the thrust, and therefore allow the programming of maintenance operations, and finally, as for example in document WO 2017 / 221117A1, to visualize the evolution of its pressure for a given action of the inflation system, and thus follow the evolution of its permeability. Indeed, in a closed loop, the system tracks the maximum force or the setpoint force and makes it possible to overcome errors in modeling the speed polar. If, over time, for the same wind and inflation pressure conditions, the operating point (angle of incidence) found by the closed-loop regulation system evolves, it is because the system has evolved. It has certainly deteriorated and a maintenance intervention can be planned.

[0022] The control system of the sail-powered vehicle of the invention can operate with both loops: open and closed in combination when everything is operational. The open loop allows the wing to be pre-positioned to produce the desired force by setting an angle of incidence, a wing surface and a differential pressure based on modeling tables. The closed loop refines these settings in order to optimize the thrust based (in counter-reaction) on the measurement of the thrust force.

[0023] However, depending on the faults encountered, the system can operate in degraded mode with only one of the two control loops (open or closed).

[0024] The vehicle according to the invention makes it possible to specify the gains obtained with the sail propulsion system.

[0025] The vehicle according to the invention makes it possible to precisely and measuredly quantify the sail propulsion force in the axis of the boat, which combined with the boat speed will provide the kW supplied, the kWh consumed, and the CO2 savings.

[0026] By hybrid propulsion vehicle according to the invention, we mean sail propulsion coupled to another source of propulsion such as for example propulsion by a propeller, driven by an electric or combustion engine, with energy storage of batteries, hydrogen (with a fuel cell), natural gas or fuel.

[0027] A sail-powered vehicle includes, for example, land yachts, ice yachts, cars and boats, provided that the connection between the sail and the vehicle is made in an unstayed manner with a self-supporting mast system. Description of the drawings

[0028] The invention will be described with the aid of the following figures given for illustration purposes, schematic and not necessarily to scale, and in which: There Figure 1 represents a reminder of the different physical forces that are applied to a ship, for example a sailboat with an engine, and in particular the projection of the resulting aerodynamic force; The Figure 2 represents a schematic view of the closed-loop thrust control system used by the algorithm in the ship according to the invention; The Figure 3 represents a schematic view of the open-loop control system used by the algorithm in the ship according to the invention; The Figure 4 represents a schematic view of the closed-loop control system combined with the open-loop control system used by the algorithm in the ship according to the invention.

[0029] A reminder of some definitions of hydrodynamics and aerodynamics in the field of sail propulsion is given below.

[0030] A sail-powered vehicle, hereinafter referred to as a sailboat or ship, is in contact with air and water. From a physical point of view, the predominant factors are the hydrodynamic and aerodynamic forces acting on the hull, sails and appendages (daggerboards, keel, rudder), and propeller.

[0031] As shown in the Figure 1 , the force aerodynamic(or sail thrust) results from the deflection of air by at least one sail. The aerodynamic force is relative to the position and surface of the sail and to the position and strength of the relative wind. The drag force is in the direction of the relative wind, the lift force is in the perpendicular direction of the relative wind, it is not always perpendicular to the sail. For example, at 0°, a symmetrical profile has no lift due to the fact that the air travels exactly the same distance on the upper and lower surfaces. At this point, it only generates drag.

[0032] The aerodynamic force generated by the sail can also be decomposed in the frame of reference of the boat, and not in that of the sail, to be composed of the sail propulsive force (which is in the axis of movement of the boat) and a drift force (perpendicular to the axis of the boat) which can induce heeling (transverse inclination of a boat caused by an external phenomenon such as the wind).

[0033] The force hydrodynamicresults from the friction of the water on the hull and the centerboard or keel and the various submerged appendages. Its direction depends on the aerodynamic force it opposes, the propulsive force in hybrid mode, the state of the sea and the ocean currents. The longitudinal component is called hydrodynamic drag, and the transverse component is called the drift lift or anti-drift force or hydrodynamic lift. The direction and intensity of the hydrodynamic force does not depend only on the aerodynamic force. For a vessel (boat) operating in hybrid mode (wind and other energy), the hydrodynamic force will depend strongly on the speed of the vessel generated by thermal or electric propulsion for example, the state of the sea and ocean currents.

[0034] When the wind force is greater than the hydrodynamic force, the boat accelerates. When the wind force is less than the hydrodynamic force, the boat slows down. Furthermore, if the aerodynamic force is greater but directed toward the rear of the boat, the boat will slow down. If the hydrodynamic force is in the direction of travel of the boat (because there is a strong current), the boat (sailboat) will accelerate.

[0035] It is by optimizing the sail trim that the boat (sailboat) will achieve its maximum performance in terms of sail thrust in the direction of travel. Indeed, it is the optimization of the angle of the sail in relation to the relative wind and the direction of the boat, as well as the adjustment of the sail surface that will allow the boat to achieve the maximum of its sail propulsion in the axis of the boat. There may be an additional adjustment parameter by playing on the internal pressure of the sail. This thus makes it possible to increase the speed of the boat or on the contrary to maintain the same speed while reducing the consumption of other energies, through the sail propulsion.

[0036] There Figure 1 includes each of the preceding names with a reference specific to it listed below: a: Lift force b: Drag force c: Aerodynamic resultant force d: Aerodynamic thrust force (along the ship's axis) e: Aerodynamic drift force f: Relative wind g: Relative wing - ship's axis angle (e.g. 15°) h: Relative wind and ship's axis angle (e.g. 30°) i: Propeller propulsive force j: Hull k: Sail l: Mast m: Aerodynamic center of thrust n: Propeller o: Sensor on fixed part (hull frame of reference) p: Sensor on moving part (sail frame of reference)

[0037] The information given by the Figure 1 allow the transfer of values ​​measured in the hull reference frame to data sensors coming from the sail reference frame, and vice versa.

[0038] As shown in the Figure 2 ,the closed-loop control system used in the subject of the invention comprises different calculation steps based on the measured input data. The control system used according to the invention aims either to reach a set value of the thrust force if achievable, corresponding to a gas control for example, or to go to the maximum value of the thrust force in the axis of the ship.

[0039] This control system must also take into account intrinsic limitations of the system such as the maximum acceptable force on the mast, the maximum acceptable pressure difference for an inflated sail, or constraints linked to the vessel, such as the maximum acceptable heel angle for example.

[0040] The use of the closed-loop control system, with the sensors directly in the hull frame of reference, directly measures the regulated value, namely the thrust in the ship's axis, without needing to obtain it by a calculation based on forecast values. Another solution is to measure the thrust in the sail frame of reference, i.e. in the sail's axis and in the axis perpendicular to the sail. It will then be necessary to know the angle of the sail relative to the ship, so as to reduce the forces in the sail's axis and perpendicular to the sail (sail frame of reference) into thrust force and drift force in the ship's frame of reference.As for the regulation of the pressure difference between the outside and the inside of the sail, in the case of an inflatable sail, this pressure difference can be measured by a differential pressure sensor and regulated by a fixed pressure difference setpoint, or controlled by taking into account, for example, the strength and direction of the wind, variations in strength and direction of the wind (ratio between max and min values), the state of the sea, for example. The inflation system can, for example, be implemented with fans. Fans are regulated in order to reach the pressure difference setpoint between the inside and the outside of the wing.

[0041] Using a closed-loop control or regulation system allows optimization of efforts and, using the values ​​provided by the effort sensors, quantification of the gain in reducing CO2 emissions.

[0042] As shown in the Figure 3 ,the calculation algorithm equipping the ship according to the invention can calculate a setpoint for the angle of incidence of the wing (or inflatable sail), a setpoint for the surface area of ​​the wing (or inflatable sail) and a setpoint for the differential pressure of the wing (or inflatable sail), according to an open-loop control system, on the basis of conversion tables for example, for a desired thrust value. These adjustment values ​​(setpoint for the angle of incidence of the wing, a setpoint for the surface area of ​​the wing and a setpoint for the differential pressure of the wing) will remain the same, if for example the sail were torn or damaged, because it is not a measurement of the result.

[0043] In an open-loop control system, we can act on the pressure regulation, for example, in the case of an inflatable sail, by regulating a rotation speed of the fans, which will correspond to a certain pressure difference (speed-pressure equivalence table) for the pressure difference between the inside of the sail and the outside. If the fan is mounted without a propeller, the pressure will not be correct, and we will not see it. There are still other ways to check this type of problem, such as monitoring the motor current associated with a certain speed.

[0044] The advantage of the open-loop control system is that it allows us to know a priori the values ​​to put in the system to obtain a certain thrust. It also allows us to do without force measurement sensors. Thrust regulation is, however, less precise, and if the initial estimates are poor, we will not know, nor will we know if performance degrades over time since we do not have the physical reaction of the system through force sensors, for example.

[0045] If we only use open loop regulation, we will be able to operate without the possibility of updating the conversion table (speed polar), and probably with an approximation error, but it still allows us to operate.

[0046] But as the Figure 4 ,the algorithm used by the ship computer according to the invention can combine the closed-loop control system and the open-loop control system.

[0047] Using both control systems allows the measured values ​​of the closed loop to be used to update the estimated value tables of the open loop. The evolution of this conversion table (speed polar) will give an idea of ​​the evolution of the performance of the sail, either more (running-in) or less (wear). This can be very useful for preventive maintenance. The two systems can be completely independent in terms of measurement. By actuators, this can be particularly interesting for reasons of safety, reliability and availability.

[0048] Finally, the regulation using only the measuring sensors in the hull (mast support), in the event of failure of the wind vane used to measure wind speed and direction, can operate autonomously in the following ways.

[0049] First, by releasing the sail's rotation, the system faces the relative wind, and the sail is used as a weather vane. This is possible thanks to the offset of the mast versus the center of thrust (self-alignment of the wing in the wind).

[0050] Second, it is then possible to hoist the sail to a certain height corresponding to an acceptable drag value. Measuring the sail's drag allows the wind force to be assessed, which in turn determines the required sail area.

[0051] Finally, the optimum thrust or setpoint can then be achieved, taking into account system limitations, such as maximum heeling forces for example.

[0052] It is therefore entirely possible to use a closed-loop control system alone in the event of a failure of the wind vane required for the closed loop, rendering it inoperable. The combined use of the two independent systems increases the reliability of the response obtained, availability and safety.

[0053] Alternatively, one or the other of these control systems can also be used with the possibility of measuring the evolution of the responses obtained.

[0054] These control systems work as follows.

[0055] First, the sail's polars are used for calculations. The polars provide, for different wind speeds and angles of attack, different sail areas (total or reduced by one, two or three reefs), and possibly different differential pressures, the achievable lift and drag values ​​of the sail. From these data, the aerodynamic resultant force is calculated.

[0056] By vector sum of the lift force and the aerodynamic drag force, we obtain the resultant aerodynamic force.

[0057] It is then necessary to move from the sail frame of reference to the ship frame of reference in order to obtain the aerodynamic thrust forces in the axis of the boat, and the drift forces perpendicular to the axis of the boat (the latter causing the ship to list). To move from one frame of reference to the other, it is necessary to have the angle of incidence of the sail and the angle of the sail relative to the axis of the ship.

[0058] The following description details the operation of the sail in normal mode and in mode including a malfunction. Example of fashion normal :

[0059] Initially the sail is folded into the sail receptacle, with the mast in the folded position if it is telescopic. The sail receptacle can be closed on top automatically or manually to protect the sail fabric from UV rays, humidity, wind, salt, etc. The sail is locked in rotation and positioned in the axis of the vessel. The electronic power controls are stopped.

[0060] Next, the electronic controls are powered up and checked. If everything is correct, the upper part of the sail receptacle is opened manually or automatically. The sail rotation is also unlocked (exit from parking mode) manually or automatically. The sail is ready for use.

[0061] The sail is hoisted as follows.

[0062] In this hoisting phase the system operates normally (without failure) in open loop. We will know a priori the strength and direction of the relative wind, the angle of the sail in relation to the boat, the pressure inside the sail, and consequently the expected thrust and drift forces. With this data, the settings to be made on the sail will be defined a priori. The sail will therefore be hoisted by positioning it facing the wind, and fully deployed, or keeping reefs according to the calculations, with a target angle of incidence, which will be updated according to the measurements of speed and relative wind force, angle of the wing in relation to the boat and internal pressure of the wing, and the target thrust setpoint.

[0063] In the event of a failure of an element of the open loop preventing it from functioning and in the case of a wind vane failure explained above, hoisting can, in a degraded mode, be carried out using closed loop regulation. We will discover everything as the sail is hoisted. The first step is to put the sail facing the relative wind, which can be done by leaving free control of the angle of incidence of the sail in relation to the boat. The sail or the sail receptacle are used as a wind vane, thanks to the fact that the aerodynamic center of thrust is offset from the axis of the mast. The system automatically turns itself into the wind, and from there, the wind direction is known. As for the wind strength, it is possible to have a first assessment by observing the speed of movement of the sail, to return facing the wind. It is enough to shift it by 10 ° and see at what speed it returns facing the wind.This will give a first idea of ​​the sail area that will be necessary. It is also possible to evaluate it by measuring the sail's drag. The sail must then be raised while keeping it facing the wind, up to its smallest area, corresponding for example to the third reef. If the forces do not exceed the limitations by setting it to maximum thrust, it is possible to release one more reef, for example releasing the third reef. If the forces again do not exceed the limitations, it is possible to increase the sail area again, this can go as far as deploying the complete surface of the sail. During the hoisting phase, the sail is left free to rotate so as to be positioned facing the wind. The only time when the angle will be controlled will be at each new area (reef 1, reef 2, ...) to produce the thrust forces.During hoisting, the internal pressure of the sail is regulated, as is the speed of ascent in order to guarantee optimal operation while minimizing aging of the wing (flashing).

[0064] In open and / or closed loop, the setting is known a priori thanks to the open loop, but with a permanent verification of the consistency of the projected values ​​with the measured values ​​(closed loop) and real-time updates of the calculation models.

[0065] The sail works as follows.

[0066] When the sail is in operation, the setting will be constantly optimized or regulated so as to correspond to the requested set value taking into account the limitations, or to have the maximum thrust taking into account the limitations.

[0067] This adjustment will be done mainly using closed-loop regulation, which will allow the thrust to be optimized as best as possible, taking into account the limitations. However, the a priori adjustment of the open loop based on the speed polars allows the wing to be positioned close to the optimum, leaving the closed-loop regulators to refine the operating point in order to reach the desired or maximum thrust. On the other hand, when the wind changes direction very quickly (wind shift, transition from north wind to south wind) the closed-loop regulation can be momentarily interrupted in order to quickly reposition the wing close to the new optimum and then reactivate the closed-loop regulation. Beyond the measured values, it is also possible to use wind forecasts, or values ​​measured by beacons or other boats, to make an a priori adjustment.During the operating sail phase, the thrust is optimized, but other values ​​such as drift for example are also observed, so as not to exceed the imposed limitations. If these values ​​are exceeded, it is possible to limit them by adjusting the angle of incidence, or by reducing the sail area (see reefing). Conversely, if the values ​​are too low, and there are still one or more reefs to be released, this must be done while continuing to monitor the thrust and drift forces.

[0068] It is important to understand that a certain amount of thrust can be achieved with different settings. For example, it is possible to achieve less thrust by changing the angle of attack of the sail, or by reducing the sail area.

[0069] The advantage of playing with the angle is that it's a quick operation requiring little energy. When the wind is changeable, for example, this is the maneuver to use.

[0070] It can also be very interesting to reduce the sail area by taking a reef, so as to simultaneously reduce the sail area and the height of the aerodynamic center of thrust. This operation will allow, once the reef is taken, to reduce the drift force, so as to remain within acceptable drift values ​​and, if necessary, to take an additional reef, or to completely lower the wing (or the sail).

[0071] To lower the sail, we use the same operation as for taking in reefs.

[0072] Once the sail is lowered, it can be aligned with the boat's axis to manually or automatically lock the sail's rotation. It must then be protected from external aggression by manually or automatically closing the upper part of the sail receptacle. The electronic control and power systems can then be stopped.

[0073] During a malfunction, various situations may arise. Some of them are listed below: Complete power cut with the sail in operation : in this case, the sail orientation motor (incidence of attack) is set to free rotation, and the sail will feather into the wind. The fans stop, but the dynamic air intake continues to supply the sail with sufficient pressure to prevent the wing from flapping. The sail will remain like this, with the sail surface in position, the sail remaining permanently facing the wind (minimizing forces).

[0074] Open control loop sensor faultand essentially wind direction and speed: the closed control loop takes over alone.

[0075] Closed control loop sensor fault : the open control loop takes over alone.

[0076] Malfunction of the two control loops: Let the sail come into the wind on its own, minimizing the stress on it. This is the same as completely cutting off the power supply to the sail, unless the fans can still be operated safely. A separate emergency power supply for the fans can be used. Loss of actuators:

[0077] Loss of fans : Since there are several fans, it should be possible to power them separately so as not to lose them all. However, this can still happen. In this case, dynamically inflating the sail will prevent it from flapping and allow us to lower the sail safely until the fans are repaired.

[0078] Loss of actuators to raise or lower the sail: If it is possible to lower but not to raise, it is not a problem, it is enough to lower the wing to get to safety.

[0079] Conversely, if it is not possible to lower, it will depend on what is blocked. If, for example, the sail's guide line no longer works, it will still be possible to lower, but this will require manual intervention in order to stow the wing correctly. It is the same if a reef line no longer works. On the other hand, if the mast no longer descends, there is a manual solution to operate the motor. On the other hand, if it is the tubes that are seized, it is possible that one or two elements will no longer retract. It will then be possible to retract all the other elements in order to intervene on the blocked elements at an acceptable height.

[0080] If the mast really remains stuck completely deployed, it is possible to leave the sail facing the wind in order to minimize the efforts.

[0081] Loss of the actuator adjusting the sail angle:In the event of loss of control of the mast angle actuator, the incidence system automatically goes into free mode, which causes the sail to be feathered into the wind. However, it could happen that the actuator gets stuck, and then the sail is at a fixed angle, which could be dangerous depending on the wind conditions. If it is possible to go with the boat to an angle that puts the sail into the wind, this allows the sail to be lowered. This is the case for all sailboats with conventional sails, where it is necessary to hoist or lower the mainsail while facing the wind. The other solution, in the case where it is not possible or not desired to divert the vessel from its course, is to have a manual disconnection system, or a fusible element in the force transmission chain, which will release the sail to allow it to go into the wind. Example 1

[0082] CO2 savings can range from 100% of the vessel's consumption (in the case where we switch to a fully sail-based propulsion mode like NEOLINE) to 0% if we have the wind directly in our face and we have to lower the sail because there is no lift and otherwise we generate drag. It is always better than a rotor solution that cannot be folded and which will brake. We will go negative. For an average gain value we will count on 10 to 15% depending on the routes. Example 2

[0083] For a vessel having the following dimensions: Boat length: 16 meters Sail height: 38 meters Hull and sail height: 41.5 meters Hull height: 3.5 meters We have the following results: Angle of incidence Lift coefficient Cz Propulsive force 13kts Propulsive force 20 kts 5° 0,54 13500 N (91 kW) 17500 N (175 kW) 8° 0,86 21700 N (145 kW) 27300 N (280 kW)

[0084] The wind propulsion force in the boat's axis will vary depending on, among other things, the strength and direction of the actual wind, the boat's speed, the angle of incidence of the wing, the number of sails, the sail profile and the sail area.

[0085] To give an idea of ​​the magnitude, let's take a 15-knot wind perpendicular to the boat. The sail considered will be a single sail of approximately 500 m 2 < .

[0086] The angle of incidence of the sail will be provided for a value of 8°.

[0087] Boat speed also has a significant influence; we will look at the efforts for boat speeds of 20 knots.

[0088] With the conditions described above, the propulsive force for a boat speed of 20 knots, with a true wind of 15 knots at an angle of 90° to the boat's course, the angle of incidence of the sail being about 8°, the propulsive force in the axis of the boat for a single wing of 500 m 2< will be of the order of 27 kN, or a power supplied of about 280 kW. With four sails in these conditions, the power supplied is beyond the MW.

[0089] As for the drift thrust value, it will vary depending on the chosen point of sail in an order of magnitude ranging from 0 to approximately 75% of the thrust in the axis of the boat.

Claims

1. Vehicle with total or partial sail propulsion comprising a hull (j), at least one inflatable sail, at least one self-supporting mast (l) having a vertical axis, said mast comprising a fixed part (o) disposed at hull level and a movable part (p) that can move about the vertical axis, characterized in that said mast comprises: a. in the fixed part (o), sensors for measuring physical parameters intended to supply digital data on the thrust force, the drift force and the differential pressure of the sail for an inflatable sail, or else, b. in the movable part (p), sensors for measuring physical parameters intended to supply digital data on the aerodynamic thrust force projected in the axis of the sail, the aerodynamic thrust force projected in the axis at right angles to the sail and the differential pressure of the sail for an inflatable sail.

2. Vehicle according to Claim 1, wherein a computer, equipped with a digital data computation algorithm, calculates, according to a closed-loop control system, based on said digital data, the forces transmitted from the sail to the hull in order to modify in real time the operation of the ship to optimize or regulate its aerodynamic thrust.

3. Vehicle according to Claim 2, wherein the computer equipped with a digital data computation algorithm calculates, as a complement to the closed-loop control system, according to an open-loop control system, and based on said digital data, the forces transmitted from the sail to the hull in order to modify in real time the operation of the ship to optimize its aerodynamic thrust.