Propulsion blades for a moving medium, and a moving medium equipped with such propulsion blades

Abstract

To provide an asymmetrical rigid propulsion blade capable of quickly and easily changing a mast height without configuring a mast and capable of adapting to different wind conditions.SOLUTION: A rigid propulsion blade (1) for a moving medium comprises: at least one first section (2) and one second section (3); and attachment means (8) to reversibly connect each of a first end (6) and a second end (7) to the moving medium. The first section (2) and the second section (3) are movable each other via connecting means (5) so that the propulsion blade (1) assumes. In its deployment position, the first and second sections (2, 3) are vertically, substantially arranged on respective extended lines. The first end (6) or the second end (7) are reversibly connected to the moving medium by the attachment means (8).SELECTED DRAWING: Figure 1

Description

[[Technical Field]]

[0001] The present invention relates to propulsion blades for moving media on land, ice or water, in particular wind-powered propulsion blades, and to moving media, such as boats, which constitute or implement such propulsion blades. [[Background Art]]

[0002] Moving media for transporting people and goods are generally moved by propulsion means that conventionally implement driving force generated from, for example, an engine or wind power.

[0003] It is known that particularly in the case of boats, regardless of whether a motor is provided, a flexible sail is used as the main propulsion means, and driving force is generated by the action of wind on the sail.

[0004] Such flexible sails have the drawback that, because they deform continuously under the influence of wind, propulsion efficiency fluctuates considerably, and large drag acting towards the rear of the moving medium is generated.

[0005] Therefore, rigid sails, also called "propulsion blades", have been proposed, which can obtain greater lift and lower drag than flexible sails.

[0006] Such propulsion blades can have a so-called "symmetrical" aerodynamic profile, wherein the camber on the side of the blade is symmetrical with respect to the center plane and the vertical plane of the blade.

[0007] For example, International Publication No. WO 2013 / 070070 describes a rigid blade for a boat, said rigid blade comprising a mast forming a foot fixed to the boat, and can rotate around a rotation axis substantially perpendicular to the boat to adjust the angle of attack of wind. Since the mast is fixed only to the lower part of the blade, and the other two upper parts of the blade can be folded by tilting, the blade can be fixed on the windward side so as not to take up space during docking or mooring. The aerodynamic performance of such a blade is significantly reduced compared to an asymmetrical blade.

[0008] However, symmetrical profile propulsion wings generate less lift than so-called "asymmetrical" profile wings, which have a first surface that is convex or curved and a second surface that is flat or concave. Nevertheless, asymmetrical wings have the disadvantage of not being usable regardless of wind direction.

[0009] Therefore, as described in U.S. Patent Application Publication No. 2015 / 000578, it has been proposed to place two rigid, asymmetrical propulsion fins on either side of the ship and attach them to an A-shaped mast; however, this solution has the disadvantages of being bulky and not easy to implement.

[0010] International Publication No. 2017 / 006315 describes, in order, a rigid asymmetric wing pivotably mounted to the upper end of a mast along an inclined axis substantially central to the wing, the lower part of which is mounted to a base, which in turn is pivotally mounted to a boat. Such a wing has the disadvantage of making the boat considerably unstable and being unable to withstand lateral changes.

[0011] Furthermore, as described, for example, in International Publication No. 2015 / 193617, it has also been proposed to use a deformable rigid thruster using an articulated medial profile structure that allows the thruster to transition from a first asymmetric profile to a symmetric profile and then to a second asymmetric profile.

[0012] However, all of these propulsion systems have the drawback of being complex to implement and not being able to handle all wind conditions. [Prior art documents] [Patent Documents]

[0013] [Patent Document 1] International Publication No. 2013 / 070070 [Patent Document 2] U.S. Patent Application Publication No. 2015 / 000578 [Patent Document 3] International Publication No. 2017 / 006315 [Patent Document 4] International Publication No. 2015 / 193617 [Overview of the Initiative] [Problems that the invention aims to solve]

[0014] The present invention aims to provide a rigid propulsion wing and moving medium that do not have the drawbacks of state-of-the-art technology.

[0015] The present invention aims to provide an alternative to the most advanced existing solutions.

[0016] The present invention aims to provide a rigid propulsion wing that can adapt to different wind conditions.

[0017] The present invention aims to provide an asymmetric rigid thruster wing that improves propulsion efficiency and can be used regardless of wind direction.

[0018] Furthermore, the present invention aims to provide a rigid wing that does not require a mast and whose height can be changed quickly and easily.

[0019] The present invention also aims to provide a rigid wing that minimizes the force that causes feathering and performs the action passively. [Means for solving the problem]

[0020] The present invention relates to a rigid propulsion blade for a moving medium, comprising at least one first section and one second section, a first end formed by one of the ends of the first section, and a second end formed by one of the ends of the second section, wherein the ends of the propulsion blade are each provided with attachment means for reversibly connecting to the moving medium, and the first section and the second section are movable relative to each other by articulation means such that the propulsion blade can assume an unfolded position, in which unfolded position the first section and the second section are arranged substantially perpendicularly and in mutual extension, and the first end, or respectively the second end, is reversibly connected to the moving medium by the attachment means thereof.

[0021] According to a preferred embodiment of the present invention, the propulsion blade according to the present invention comprises at least one of the following features, or any suitable combination thereof. - the propulsion blade further comprises an intermediate section disposed between the first section and the second section, and movable relative to the second section using the connecting means, - the first section, the second section and the intermediate section are movable relative to each other using articulation means such that the propulsion blade assumes and moves between a first unfolded position and a folded intermediate position, in which folded intermediate position the first section and the second section are arranged parallel to each other on opposite sides of a substantially vertical plane of symmetry, and both the first end and the second end are reversibly connected to the moving medium using the respective attachment means, - the first section, the second section, and optionally the intermediate section if present, have an asymmetric aerodynamic profile, - the articulation means comprises a connecting rod that engages two cylindrical movable rods mounted to the first section and the second section respectively, - the propulsion blade further comprises locking means for the articulation means, - the propulsion blade further comprises means for actuating the articulation means to set the parts of the propulsion blade during movement, comprising a set of pulleys over which a ballasted cable travels, with both ends of the cable connected to a winch, - The propulsion wing further comprises at least one base, which is movable relative to the mobile medium, and comprises first means and second means respectively receiving the attachment means at the first end and the attachment means at the second end of the propulsion wing, - The attachment means at the first end and the attachment means at the second end each comprise a mounting plate provided with two grooves, and the first means and the second means for receiving said attachment means comprise two studs, attached to said base, and engage with the grooves during operation, - The propulsion wing further comprises or cooperates with first and second locking means respectively blocking the attachment means at the first end and the attachment means at the second end, said locking means each comprising a spring-loaded actuator, - The propulsion wing further comprises or cooperates with means for preventing simultaneous opening of said first and second locking means, - The propulsion wing further comprises a centerboard arranged under one of the sections of the propulsion wing and / or one or more fins arranged at the first end and / or the second end, - The propulsion wing further comprises or cooperates with connecting means for means controlling the incidence of the propulsion wing relative to the wind direction and / or control means for said control means.

[0022] The invention also relates to the use of a propulsion wing according to the invention for main propulsion or backup propulsion of a mobile medium.

[0023] The invention also relates to a mobile medium, whether maritime or land-based, comprising one or more propulsion wings according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] [Figure 1] It is a schematic perspective view of a first embodiment of a propulsion wing according to the present invention in a first deployed position. [Figure 2] It is a schematic bottom view of a propulsion wing according to the present invention. [Figure 3] It is a schematic perspective view of the propulsion wing according to Embodiment 1 in its retracted position. [Figure 4] This is a schematic diagram of a longitudinal cross-section of the thruster wing according to the first embodiment, which subsequently adopts a retracted position. [Figure 5] This is a schematic diagram of the upper view of the thruster wing according to the present invention, with the swept-back position adopted. [Figure 6] This is a schematic perspective view of the locking mechanisms for each part forming the propulsion wing according to the present invention, as seen in an unlocked state. [Figure 7] This is a perspective view of the locking mechanisms of each part forming the propulsion wing according to the present invention, in their locked state. [Figure 8] This is a schematic perspective view of a second embodiment of the propulsion wing according to the present invention, which employs a first retracted position. [Figure 9] This is a schematic diagram of a perspective view of the intermediate position of the thruster wing when it is retracted, according to Embodiment 2. [Figure 10] This is a schematic front view of the means implemented for retracting and deploying the propulsion wing according to Embodiment 2. [Figure 11] This is a schematic perspective view of the thruster wing according to the second embodiment, which subsequently adopts a retracted position. [Figure 12] This is a schematic perspective view of a second embodiment of the propulsion wing according to the present invention, which adopts the second retracted position. [Figure 13] This is a schematic perspective view showing how the locking mechanism for a thruster wing according to the present invention is locked to its base. [Figure 14] This is a schematic diagram of a means for locking a thruster wing, according to the present invention, to its base in a locked position. [Figure 15] This is a schematic diagram of a means for locking the thruster wing, according to the present invention, onto its base in the unlocked position. [Figure 16] This is a schematic front view of a means for preventing the simultaneous release of the locking mechanisms at the ends of the propulsion blades on a moving medium. [Figure 17] This diagram schematically shows a perspective view of a thrust wing according to the first embodiment, which constitutes an aerodynamic stabilization means. [Figure 18] This is a schematic perspective view of a second embodiment of a thrust wing according to the present invention, which has a variable aerodynamic profile. [Modes for carrying out the invention]

[0025] In this specification and the remainder of the claims, the term “length” is used to describe the largest dimension of the propeller wing 1 or its components according to the present invention, and the term “width” is used to describe the smallest dimension of the propeller wing 1 or its components according to the present invention, regardless of its shape. The terms “length” and “width” may be used interchangeably when the propeller wing 1 or its components according to the present invention have a substantially rectangular shape.

[0026] The terms "top," "bottom," "upper," "lower," "front," "rear," "vertical," or "horizontal" refer to the horizontal position of the thruster wing 1 and its components according to the present invention, as shown in Figures 1 to 18.

[0027] The propulsion wing 1 according to the present invention is a wind-based propulsion wing that utilizes the force of the wind to enable the movement of the supporting medium. Since it is not a wing for lifting the medium off the ground, it does not come into contact with the ground or water surface.

[0028] The thruster wing 1 is rigid, does not deform significantly due to wind, and does not bend under its own weight, which is why it is described as having "self-supporting" properties.

[0029] The propulsion wing 1 is said to be a "section" and comprises or consists of at least one first section 2 and one second section 3 (Figures 1-4), preferably an intermediate section 4 and positioned between the first section 2 and the second section 3 (Figures 8-12), and advantageously a number of sections, and the sections are movable relative to one another using connecting means 5.

[0030] Furthermore, when sections 2, 3, and intermediate section 4 are present, they form a structural unit. This has the advantage of not requiring the use of mast-type fixed and support structures.

[0031] Preferably, sections 2, 3, and 4 consist of or are composed of a ribbed metal skin or composite material, or a hollow housing made therefrom, and the housing can optionally form an internal reinforcing structure, which has the advantage of having weight-reducing wings.

[0032] Preferably, one, the other, or all of sections 2, 3, and 4 are telescopic.

[0033] The thruster wing 1 comprises a first end 6 formed by one of the ends of a first section 2 and a second end 7 formed by one of the ends of a second section 3. Each of the ends 6 and 7 of the thruster wing 1 is preferably movably provided by means 8 which are reversibly attached to a moving medium, preferably by one or more bases 9 which are connected to or linked to the moving medium, and more preferably by the ends 6 and 7 of the thruster wing 1 which comprise the base 9.

[0034] The thruster wing 1 can be deployed in the first deployment position (Figures 1, 8, 12, 17), and can be deployed in the second deployment position (Figure 12) to pick up wind from one side of the moving medium and have optimal lift, and can be deployed in the second deployment position (Figure 12) to pick up wind from the opposite side of the moving medium and have optimal lift, or vice versa. On the other hand, all intermediate positions between the first and second deployment positions can be deployed, and each extreme or intermediate position is preferably lockable and unlockable. Thus, the thruster wing 1 has the advantage of being usable regardless of the wind direction.

[0035] In these deployed positions, the first section 2, the second section 3, and the intermediate section 4, if any, are positioned substantially perpendicular to each other along an axis substantially parallel to axis Y, and the propeller blade 1 is attached to the moving medium by its first end 6 in the first deployed position and by its second end 7 in the second deployed position, preferably by the base 9.

[0036] In the first deployed position, the first section 2 is the lower section of the propulsion wing 1, and is located near the moving medium, or the lower end of the base 9 attached to the moving medium, or the base 9, with its upper end connected to the second section 3 which constitutes the upper part of the main wing 1, and is not attached to the moving medium or the base 9.

[0037] In the second deployment position, the second part 3 is the lower part of the propulsion wing 1, with one end attached to the moving medium or base 9, while the first part 2 constitutes the upper part of the wing, the part not attached to the moving medium or base 9.

[0038] When moving from one deployment position to the other, the thruster wing 1 is inclined at an angle of 180° with respect to a plane substantially parallel to the plane XY. As a result, the ends 6 and 7 alternately form the uppermost and bottommost parts of the thruster wing 1.

[0039] In embodiments in which sections 2, 3, and optionally intermediate section 4 are extendable, they may have two walls connected along their aerodynamic profiles so that the two can be folded, or consist of two walls such that one of the two walls folds against the other of the two walls relative to the moving medium, the wall of the upper section folds against the wall of the lower section, which has the advantage of having a thruster 1 that can move from one of the deployed positions to a flux position with less space requirements.

[0040] In these deployed positions, the thruster 1, and therefore its constituent sections 2, 3, and 4, have an asymmetrical general aerodynamic profile, which may vary over the length of the thruster 1. Preferably, the first section 2 and the second section 3 are symmetrical with respect to a plane of symmetry parallel to plane XZ (Figure 8), but they can also have different aerodynamic profiles with respect to each other, while still giving the thruster 1 an asymmetrical general aerodynamic profile (Figure 17).

[0041] The propulsion wing 1 comprises a leading edge 10, a trailing edge 11, and a convex surface 12 and a concave surface 13 facing the leading edge (Figure 2).

[0042] The thruster wing 1 can also adopt a retracted position (Figures 3, 11, 18) that is located midway between the two deployed positions; that is, the thruster wing 1 can adopt and move to this intermediate position during the transition between the two deployed positions.

[0043] At this 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 plane of symmetry parallel to the plane XY, the thruster blade 1 is attached to a moving medium, and the first end 6 and the second end 7 of the thruster blade 1 are both attached to the moving medium or to a base 9, or to separate bases 9.

[0044] At the intermediate position of the thruster wing 1, the first section 2 and the second section 3 have asymmetric aerodynamic profiles, but their arrangement allows the thruster wing 1 to form and adopt a substantially symmetric aerodynamic profile (Figures 3 and 11). Preferably, the aerodynamic profile is substantially identical or equivalent in general shape to a NACA type profile.

[0045] The intermediate position of the thruster wing 1 has the advantage of reducing the surface area of ​​the wind surface, decreasing lift for a symmetric aerodynamic profile, and therefore significantly reducing the thrust of the thruster wing 1. Nevertheless, thrust can be generated in both wind directions as needed, for example, due to the need for maneuverability. This allows for reduced space requirements, particularly a reduction in height, and reduced dunnage of the moving medium.

[0046] Thus, the propulsion wing 1 can employ different aerodynamic profiles and can easily move from one profile to another, allowing the medium carrying it to have more responsive behavior, while also having the advantage of being able to respond to different wind conditions and directions during the movement or maneuvering of the transport medium carrying it.

[0047] The movement of the thruster wing 1 between different deployed and retracted positions is preferably performed by a connecting means 5, which is a hinge-forming means.

[0048] In an embodiment in which the thruster 1 is composed of two sections 2 and 3 (Figure 1), the latter are substantially the same length so as not to destabilize the moving medium when the thruster 1 moves from one position to another. The connecting means 5 is preferably positioned along the middle of the thruster 1 and can pivot each section 2, 3 at an angle of 180° relative to each other, allowing the thruster 1 to be tilted from one side to the other of the propulsion device or base 9.

[0049] Preferably, the connecting means 5 can allow the rotation of the two sections 2 and 3 in a plane substantially parallel to plane XZ, which has the advantage of allowing the incidence of the thruster 1 to be varied over its length.

[0050] Preferably, the connecting means 5 consists of or is mounted of two connecting parts 14, 15 connected by a spacer 16 positioned substantially at the center of the connecting parts 14, 15, the spacer 16 receiving and rotatable with respect to a pivot axis 17, the latter engaging at a lower pivot point 19, preferably with the end of a triangular connecting rod 18. The connecting rod 18 further comprises two upper pivot points 20, 21, with the ends of the movable rods 22, 23 of two cylinders 24, 25 respectively attached, each of which passes through openings 26, 27 formed in each of the connecting parts 14, 15. Each cylinder 24, 25 is mounted inside each section 2, 3, and is mounted on its convex side, preferably by a support or frame (Figures 3 to 5).

[0051] By operating one or more cylinders 24, 25, one connection part 14 or 15 can be brought closer to the other connection part 14 or 15, and one part 2 or 3 can be tilted relative to the other part 2 or 3, thereby aligning them.

[0052] Preferably, in these deployed positions, the thruster 1 is configured or implemented to lock the position using locking means 28.

[0053] Preferably, as shown in Figures 6 and 7, these locking means 28 consist of, for example, electromechanical or hydraulic push pieces 29 or one or more spacers 30, 31 that engage with the orifices of one or more fastening tabs, respectively, located at the ends of each section 2, 3, preferably at the ends of the connecting sections 14, 15. The fastening tabs or spacers 30, 31 of each connecting section 14, 15 are positioned relative to each other to align the orifices, preferably interposed between them (Figure 7).

[0054] In embodiments where the thruster 1 comprises a first section 2, a second section 3, and an intermediate section 4 (Figures 9 to 13), the intermediate section 4 is preferably positioned to be substantially approximately mid-length of the thruster 1.

[0055] In the stowed position of the thruster wing 1, the intermediate section 4 is positioned substantially horizontally in a plane parallel to plane XZ.

[0056] The intermediate section 4 has an appropriate width, and because the first section 2 and the second section 3 are arranged on both sides of a plane of symmetry parallel to the plane XY, the thruster 1 can form and adopt a substantially symmetric aerodynamic profile, preferably one that is substantially identical or equivalent to a NACA type profile in its general shape.

[0057] The connecting means 5 is positioned between the intermediate section 4 and the first section 2 on the one hand, and between the second section 3 on the other hand. These are any suitable means, or consist of them, for forming hinges to tilt sections 2, 3, and 4 at angles up to 90° with respect to a rotation axis substantially parallel to axis X.

[0058] For example, it may include a series of yokes on the concave surfaces of adjacent sections 2, 3, or 4, and an axis passing through each yoke.

[0059] Preferably, these connecting means 5 include means for acting on the movement of sections 2, 3, and 4, and in conjunction with or implementing, advantageously including a set of pulleys 32, or one or more hoists having 3 to 6 strands, for example, located in the intermediate section 4 to receive and transport the cable 33, and in each section 2 and 3, the cable 33, where the first end of the cable 33 is connected to a first winch 34 located near or inside the first section 2, and the other end of the cable 33 is connected to a second winch 35 located near or inside the second section 3 or base 9. The cable 33 can be set to be actuated by the first and / or second winches 34, 35. Preferably, the cable 33 is kept under tension using one or more weights 36, such as lead wires, fixed to the cable 33, and advantageously, is arranged to move within sections 2 and 3 until it becomes jammed in a constriction 37 formed in the cable passage 33 formed in sections 2 and 3, thereby providing greater cable tension 33 on the side of the winch 34 or 35 that winds up the cable, making it possible to pull up section 2 or 3 (see Figure 10).

[0060] In addition to the deployed and retracted positions, the thruster 1 can also employ an additional intermediate position, as shown in Figure 9, where one of sections 2 or 3 is positioned substantially vertically, while the other sections 2 or 3 and the intermediate section 4 are positioned substantially horizontally, on their respective extensions. This reduces the space requirements of the thruster 1 and allows for a wind surface that is neither completely reduced nor completely increased.

[0061] Regardless of the embodiment of the thruster wing 1 and the position in which it is employed, the thruster wing 1 is always attached by at least one of its ends 6 and / or 7 to a moving medium, preferably a base 9, or to the base 9 by ends 6 and 7.

[0062] The moving medium comprises means for reversibly receiving a base 9 or platform 9 at its end, and mounting means 8 for attaching the thruster 1 to the moving medium. These means receive a first means 38, which in operation reversibly receives the mounting means 8 for attaching the first end 6 of the thruster 1 (Figure 13), and a second means 39, which also reversibly attaches the second end 7 of the thruster 1. The first and second mounting means 38, 39 are positioned at a distance from each other, offset horizontally, in a plane substantially parallel to plane XZ.

[0063] In one particular embodiment, the first and second means 38, 39 for reversibly receiving the mounting means 8 of the thruster wing 1 are provided or provided in the base 9 by any suitable means, and grooves 42, preferably two grooves 42, 43 formed on or inside the mounting means 8 for mounting to the end 6, and the thruster wing 1 is preferably provided with a mounting plate 44 and 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 sections 2 and 3, and therefore relative movement with respect to the moving medium, when the base 9 is present.

[0064] Preferably, the studs 40, 41 constitute means 45 that form a stop portion with respect to the bottom of the grooves 42, 43, and can also optionally be means that provide damping and / or disengage the studs 40, 41 from the grooves 42, 43 against the compressing spring force when they come into contact with the bottom of the grooves 42, 43.

[0065] Preferably, the means 38, 39 for reversibly receiving the mounting means 8 for the thruster wing 1 further comprises studs 46, preferably consisting of stop forming means 47, 48, the studs 46 being attached to the base 9 by any suitable means at a suitable distance from the studs 40, 41 so as to engage with grooves 49 formed in the edge of the plate 44 when the studs 40, 41 engage with grooves 42, 43 or when they abut at the bottom of grooves 42, 43.

[0066] Preferably, the stud 46 stop forming means 47, 48 may optionally also provide damping and / or means for disengaging the stud 46 from the groove 49 against the spring force that compresses when the stud 46 contacts the bottom of the groove 49.

[0067] Preferably, the first and second means 38, 39 for receiving the mounting means 8 of the thruster 1 consist of, or cooperate with, means for facilitating the sliding of the mounting means 8 of the ends 6, 7, particularly the plate 44, on the moving medium, the base 9, or on the base 9. These means preferably consist of at least one sliding strip 62, advantageously a first sliding strip 62 positioned adjacent to the studs 40, 41 and a second sliding strip 62 positioned adjacent to the stop forming means 47, 48.

[0068] Preferably, the first and second means 38, 39 for receiving the mounting means 8 of the thruster 1 cooperate with two sets of locking means 50 of sections 2, 3 on the propulsion unit or base 9, with one set of means 50 provided for each section 2, 3 of the thruster 1.

[0069] These locking means 50 are preferably located within the moving medium or base 9, and are movable on an axis substantially parallel to axis X, movable against the force of the spring 53, and are capable of moving from a locked position (Figure 14) to an unlocked or partially unlocked position (Figure 15) and vice versa, and employing all intermediate positions between these two positions, such as a spring-loaded actuator 51, or comprising therefrom.

[0070] In the locked position, the blocking section 52 extends perpendicularly from and over the upper surface of the moving medium or base 9, along an axis substantially parallel to axis X, from the end 6 of the first section 2 or from the end 7 of the second section 3 of the thruster blade 1, to block all lateral movement. In this position, the spring 53 is relaxed.

[0071] In one of the unlocked positions, the blocking portion 52 does not extend vertically. It extends diagonally above the moving medium or base 9, extends substantially horizontally so as to be coplanar with the upper surface of the moving medium or base 9, or extends inside the moving body or base 9. In these positions, the spring 53 is compressed.

[0072] Preferably, the shutoff section 52 has a substantially triangular cross-section in a plane substantially parallel to the plane YZ, and the end 6 or 7 of section 2 or 3 has an oblique wall facing toward the propulsion medium by approaching means 38, 39 for reversibly receiving the mounting means 8 of the thruster wing 1. The end 6 or 7 contacts this oblique wall, causing the shutoff section 52 to rotate and compress the spring 53 so that it lies substantially and substantially horizontally, and once the end 6 or 7 has passed through it, the spring 53 is released and it rises automatically, thus shutting off the end 6 or 7 with means 38, 39 for reversibly receiving the mounting means 8 of the thruster wing 1.

[0073] Preferably, two sets of locking means 50 in sections 2, 3 on the propulsion unit or base 9 constitute or cooperate with means 54 for controlling the locking of the locking means 50. For example, an opening actuator is located on one end 6 or 7 of the propulsion blade 1 and is electrically controlled by a pulse switch 55 located on the other end 6 or 7. Thus, if one end 6 or 7 engages with means 38 or 39 for receiving the mounting means 8 of the propulsion blade 1, a push piece is pressed in, powering the opening mechanism of the other end 6 or 7; otherwise, if one end 6 or 7 does not engage with means 38 or 39 for receiving the mounting means 8, the push piece is not pressed in and the pulse switch 55 is open, preventing accidental unlocking of the other end 6 or 7.

[0074] Preferably, the two sets of locking means 50 in sections 2 and 3 include, or cooperate with, means 56 on the propulsion unit or on the base 9 for preventing the simultaneous opening of the two locking means 50. These means 56 include, for example, a connecting rod 57 having a through hole 58, preferably a rectangular through hole 58, which engages with pins fixed to the two actuators 51. The length of the connecting rod and the length of the rectangular hole allow for regeneration corresponding to the opening of only one actuator 51 at a time, but not to openings simultaneously.

[0075] Regardless of the embodiment of the thruster wing 1, the latter preferably includes means for controlling whether the thruster wing 1 is incident on the wind, its orientation, and whether it is deployed or retracted. The thruster wing 1 is mounted movably on the moving medium on which it is mounted, preferably movable in all three dimensions, and advantageously rotatably in a plane substantially parallel to plane XZ and / or tilted and movable in a plane substantially parallel to plane YZ.

[0076] Such means of controlling injection have the advantage of optimizing the position of the thruster 1 when the thruster 1 adopts one or the other of these deployed positions, but also have the advantage of allowing them to be freely positioned relative to the wind, and thus optimizing the thrust of the moving medium while limiting structural forces.

[0077] Preferably, these means for controlling the injection are or comprise a base(s) 9 mounted to the propulsion medium so as to be rotatable in all three dimensions, advantageously in a plane substantially parallel to plane XZ, and / or inclined and movable in a plane substantially parallel to plane YZ.

[0078] Preferably, the rotation of the base 9 is performed along an axis of rotation that follows the tilting motion of the base 9 with respect to the moving medium. Thus, depending on whether the base 9 is tilted with respect to the upper surface of the propulsion device, it can be substantially parallel to axis Y or substantially oblique to axis Y.

[0079] Preferably, the rotation axis of the base 9 is located between the means 38 and 39 that receive the mounting means 8 for the ends 6 and 7 of the thruster blade 1. Advantageously, the rotation axis R of the base 9 is positioned offset from the profile of the thruster blade, so that the latter can stabilize the feather itself in a position that generates less force.

[0080] When the thruster 1 adopts its retracted position, the rotation axis R of the base 9 is offset forward of the axis formed by the means 38, 39 (Figure 11) for receiving the mounting means 8 of the thruster 1, and lies within the plane of symmetry between the two sections 2, 3, preferably at the 20th or 30th position of the code. Since the means 38, 39 are located on both sides of the plane of symmetry between the two sections 2, 3, this offset of the rotation axis R toward the concave side has the advantage of improving the feathering behavior of the thruster 1 in the fully extended position.

[0081] Preferably, the means for controlling the injection of the thruster blades consist of, or cooperate with, means for unlocking the movement of the thruster blades 1 or the base 9.

[0082] Regardless of the embodiment of the thruster wing 1, the latter may further comprise additional aerodynamic means, aerodynamic attachments, located on these parts 2, 3 and / or 4, or their ends 6, 7.

[0083] For example, the thruster wing 1 may preferably constitute a center board 59 (Figure 17) located in the intermediate section 4, which has the advantage of generating a submersion moment and promoting the stabilization of the thruster wing 1 in either the deployed or retracted position.

[0084] The thruster wing 1 may consist of one or more fins 60, 61 positioned on one or the other or both of its ends 6, 7.

[0085] Regardless of the embodiment of the thruster wing 1, the latter may further include suction means or blowing means to modify its aerodynamic characteristics.

[0086] For example, the suction or blowing means may consist of at least one fan positioned near or inside the thruster 1, the blowing or suction axis of which is parallel to the longitudinal axis of the thruster 1, and which draws air inward towards the thruster 1 along its entire length and discharges it toward the end 6 or 7 not attached to the moving medium or base 9. Alternatively, air may be drawn in through one or more orifices located on the convex side of the thruster 1 and discharged through the orifice located on the convex side or trailing edge, thereby modifying the lift and drag of the aerodynamic profile, particularly by acting on the boundary layer of airflow on the profile, and thus modifying the lift / drag curve of the thruster wing by increasing the angle at which stall occurs.

[0087] Regardless of the embodiment of the thruster wing 1, the latter can be configured with or cooperate with the following: - Control means 38, 39 for receiving mounting means 8 and / or locking means 50 of sections 2, 3 on the propulsion unit or base 9 or on base 9 for mounting means 8 of the propulsion wing 1, and / or - Control means for the deployment or retraction of the thruster 1 in one or the other of these extreme or intermediate positions, and thus control of the connecting means 5 or the actuation assembly, and / or - Means for controlling the incidence of the thruster 1 relative to the wind direction, and / or locking means for the movement of the thruster 1 or the base 9 or the base 9, These various control means preferably take into account the force and direction of the wind, and advantageously, the position of the moving medium relative to the moving surface. Advantageously, these different control means are combined into a single control means.

[0088] Preferably, these control means are implemented and managed by software and hardware means, conventionally by a computer, and preferably consist of a memory storing one or more pre-programmed procedures for switching the thruster blades 1 according to the present invention.

[0089] The propulsion blade 1 according to the present invention can be used for recreational, athletic, or commercial purposes as the primary or secondary propulsion of land-based mobile vehicles such as sun sailers and wind skates, or for use as the primary or secondary propulsion of seaboats and vessels.

[0090] Furthermore, the present invention relates to a moving medium comprising at least one, preferably a number of, propulsion blades 1 according to the present invention.

[0091] The mode of transport is preferably one that can move on land, ice, or water, and may include boats, sailboards, inner tubes, or skateboards. [Explanation of Symbols]

[0092] 1. Rigid thrust wings for mobile vehicles 2 Section 1 3 Section 2 4. Intermediate Section 5 Connection means 6. First end 7. Second end 8. Mounting means 9 Base 18 connecting rods 22, 23 Movable rods 24, 25 cylinders 28 Locking mechanism 33 Ballast Cable 34, 35 Winches 40, 41 studs 42, 43 groove 44 Mounting plate 50 First and second locking means

Claims

1. A rigid thrust wing (1) for a moving medium, comprising at least one first section (2) and one second section (3), a leading edge (10), a trailing edge (11) formed by at least the edges of the first section (2) and the second section (3), a first end (6) of the rigid thrust wing (1) formed by one of the ends of the first section (2), and a second end (7) of the rigid thrust wing (1) formed by one of the ends of the second section (3), wherein the first end (6) of the rigid thrust wing (1) is provided with a first attachment means (8) for reversibly connecting to the moving medium, and the second end (7) is provided with a second attachment means (8) for reversibly connecting to the moving medium, and the first section (2) and the second section (3) are connected to a connecting means (5) as assumed by the rigid thrust wing (1). A rigid thruster (1) for a moving medium that is more movable relative to each other, and moves from at least a first deployed position to a second deployed position, or vice versa, wherein in a first deployed position, the first section (2) is positioned vertically on the extension of the second section (3), the first end (6) of the rigid thruster (1) forms the longitudinal lower end of the rigid thruster (1), and is reversibly connected to the moving medium directly or using a base (9) by the first mounting means (8), and in a second deployed position, the second section (3) is positioned vertically on the extension of the first section (2), the second end (7) of the rigid thruster (1) forms the longitudinal lower end of the rigid thruster (1), and is reversibly connected to the moving medium directly or using a base (9) by the second mounting means (8).

2. The rigid thrust wing (1) according to claim 1, further comprising an intermediate section (4) positioned between the first section (2) and the second section (3) and movable relative to the first section (2) and the second section (3) by means of connecting means (5).

3. The rigid thruster (1) according to claim 1 or 2, wherein the first section (2), the second section (3), and any intermediate section are movable relative to each other using connecting means (5), and both the first end (6) and the second end (7) are reversibly connected to a moving medium using mounting means (8) on either side of a substantially vertical plane of symmetry, assuming and passing through an intermediate position between the first and second deployed positions in which the first section (2) and the second section (3) are substantially parallel.

4. A rigid thrust wing (1) according to any one of claims 1 to 3, characterized in that the first section (2), the second section (3), and the intermediate section (4), if optionally present, have an asymmetric aerodynamic profile.

5. The rigid propulsion wing (1) according to any one of claims 1 to 4, wherein the connecting means (5) consists of a connecting rod (18) that engages with the movable rods (22, 23) of two cylinders (24, 25) attached to the first section (2) and the second section (3), respectively.

6. The rigid propulsion wing (1) according to any one of claims 1 to 5, further comprising a locking means (28) for the connecting means (5).

7. The rigid propulsion wing (1) according to any one of claims 1 to 6, further comprising means for operating the connecting means (5) to move the sections (2, 3, 4) of the rigid propulsion wing (1), and comprising a set of pulleys (32) on which a ballast cable (33) runs, each end of which is connected to winches (34, 35).

8. The rigid thrust wing (1) according to any one of claims 1 to 7, wherein the base (9) is movable with respect to a moving medium and comprises a first means (38) and a second means (39) for receiving the mounting means (8) of the first end (6) and the mounting means (8) of the second end (7) of the thrust wing (1), respectively.

9. The rigid thrust wing (1) according to claim 8, wherein the mounting means (8) of the first end (6) and the mounting means (8) of the second end (7) each consist of a mounting plate (44) having two grooves (42, 43), and the first and second means (38, 39) for receiving the mounting means (8) are attached to the base (9) and consist of two studs (40, 41) intended to engage with the grooves (42, 43) during operation.

10. The rigid thrust wing (1) according to any one of claims 1 to 9, further comprising first and second locking means (50) for blocking the mounting means (8) of the first end (6) and the second end (7), respectively, wherein each of the locking means (50) comprises a spring-loaded actuator (51).

11. The rigid thrust wing (1) according to claim 10, further comprising, or cooperating with, means (56) for preventing the simultaneous release of the first and second locking means (50).

12. The rigid thruster (1) according to any one of claims 1 to 11, further comprising a centerboard (59) positioned below one of the sections (2, 3, 4) of the rigid thruster (1), and / or one or more fins (60, 61) positioned at the first end (6) and / or the second end (7).

13. The rigid thruster (1) according to any one of claims 1 to 3, further comprising control means for the connecting means (5) and / or control means for controlling the incidence of the rigid thruster (1) with respect to the wind direction.

14. A method of using a rigid propulsion wing (1) according to any one of claims 1 to 13 as the primary or secondary propulsion of a moving medium.

15. A mobile medium for use on land or at sea, comprising one or more rigid propulsion wings as described in any one of claims 1 to 13.

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