Wing-type rigid sail propulsion system

Abstract

The invention refers to propulsion systems for vehicles and particularly, but not exclusively, for vessels, watercraft and ships which propulsion systems exploit wind energy to generate kinetic propulsion energy. In particular, the invention refers to a wind propulsion system, in which the sail consists of a wing-type rigid sail. Said system comprises a) a mast mounted on a base fixable to a body of a vehicle; b) at least one rigid wing fixed to the top of said mast. This wing is articulated to said mast so as to perform movements according to one, two or more degrees of freedom, in particular according to one or more degrees of freedom of angular movement, i.e. rotation and / or oscillation and / or swinging.

Description

[0001] “Wing-type rigid sail propulsion system

[0002] Technical field of the invention

[0003] The invention refers to propulsion systems for vehicles and particularly, but not exclusively, for vessels, watercrafts and ships which propulsion systems exploit wind energy to generate kinetic propulsion energy and more generally and approximately known as wind or sail propulsion systems.

[0004] In particular, the invention refers to a wind propulsion system, in which the sail consists of a rigid sail, so-called wing type.

[0005] Said system comprises a) a mast mounted on a base fixable to a body of a vehicle; b) at least one substantially rigid wing fixed to the top of said mast, said wing being articulated to said mast so as to perform movements according to one, two or more degrees of freedom in particular according to one or more degrees of freedom of angular movement, i.e. of rotation and / or oscillation and / or swinging.

[0006] Technical background of the Invention

[0007] Systems of the aforementioned type are known in the state of the art and are increasingly widespread. To date, however, these wind propulsion systems remain substantially confined to sports or racing boats and find little use in different types of watercrafts, from smaller boats such as dinghies, to cruise ships and ships.

[0008] The current systems are still relatively complex and have constructions and even movements that are difficult to be installed without substantially modifying the configurations of the boats to cope with the overall dimensions and movement spaces necessary for the adjustments of the current systems.

[0009] Within the framework of rigid and wing-type sails, two types are currently known, namely so-called rigid, symmetrical and asymmetrical wing sails.

[0010] The sails of modem sailboats, i.e. catamarans and other competition boats, today use symmetrical rigid sails. They work well because a lift can be created on both sides of the profile.

[0011] These profiles are suitable for drifts, the so-called foils and for aerobatic planes because the lift must be created according to situation at the intrados as well as at the extrados. These wings, used as sailboat sails, need important flaps to increase lift. These flaps, however, also cause an increase in induced resistance. In addition, they represent an additional weight with additional mechanics to move and adjust said sails. When the angle of attack of said symmetrical wing sails approaches 0°, the lift also decreases to zero, while, on the contrary, this does not happen with a wing having an asymmetrical profile or section.

[0012] To sail with symmetrical wing sails, no use is made of large angles because the efficiency decreases and the stalling behaviour (between 15° and 30°) of a symmetrical wing is more delicate, because it takes more time to recover.

[0013] Examples of vehicles with wind propulsion based on the exploitation of wing rigid sails are known in the state of the art and are visible on the web pages https: / / youtu.be / TRFRQXPtXTs, like Ecotricity Greenbird del 2009 and https: / / windwheeler.eom / en / #l / idee showing a wheeled vehicle with a wing propulsion with symmetrical sail derived from a bicycle, i.e. a quadricycle and called windweeler.

[0014] Another possibility known in the prior art forincreasing the efficiency of a sail is to use a so-called kite. A kite is an asymmetrical, non-rigid wing, held in shape with tie rods and has a circular arc shape on its wing opening.

[0015] Being a non-rigid wing, part of the wind lift is used to keep it open. Therefore, the lift is only partially used for the forward movement of the vehicle, while a part of the lift is necessary to keep the wing open. With very long chords it is possible to climb for hundreds of metres of altitude, where the wind is stronger and blows in another direction than the one near water (up to 30° difference to the right, due to the Coriolis force). This solution advantageously gives the possibility to navigate more easily in all directions. On the other hand, however, it presents considerable difficulties of practical implementation, since it is relatively difficult to have the wing ease out from the deck of the boat while the limits of the resistances of the materials are reached relatively quickly when a giant, i.e. large-sized, kite is envisaged. SP80 is the name of an experimental boat with a giant kite brought to a relatively high altitude on the water (see https: / / sp80.ch / ) and shows a practical application of what is described above.

[0016] In the state of the art, rigid wing sails with an asymmetrical profile are also known. An asymmetrical wing has a CL / CD (lift coefficient / drag coefficient) ratio in the range of 100 and nearly 180 depending on the performance being sought. These profiles make it possible to obtain an efficiency improvement ranging from 33% to 100% and also create a lift even at an angle of attack of 0° or less and therefore an improvement in the navigability of the vehicle is obtained.

[0017] Document JP2014218097A describes an asymmetrical sail designed to reverse lift and to sail in both directions without having to use two separate sails. The system provides a rotating support that allows the sail to rotate on the desired axes, reversing the lift and facilitating turning. Such a solution is not mechanically sustainable, because it is convenient to support a wing at its neutral aerodynamic point of force and not at the leading edge, nor is it advantageous to use support frames for moving the wing.

[0018] Document IT202100014684A1 describes an asymmetrical wing with invertible curvature composed of several movable sections connected to a central mast. The sections can rotate by 180° to reverse the curvature or by 90° to reduce the aerodynamic load. The mast may be divided into several parts, allowing the wing sections to be oriented independently. The wing sections are divided into a front and rear part. However, the necessary complementarity of the mast with the wing section in the rotation zone between the front part and the rear part makes it difficult to use wing sections that are highly asymmetrical and therefore more efficient.

[0019] Document US2018215453A1 discloses a rigid sail system with asymmetrical profile, mounted on a pivoting mast fixed to a rotatable base, which makes it possible to control roll, yaw and, optionally, height and pitch of the sail with respect to the boat. The system uses a rigid wing with an asymmetrical aerodynamic profile to maximize lift and propulsion. However, the system is essentially unstable in the absence of wind, behaving in a manner similar to an unconstrained kite. In fact, an auxiliary mechanism is necessary in order to bring the wing into a "flying" position to generate lift. In the event of incorrect manoeuvring, the wing can fall with the risk of damaging the vessel's infrastructure, and the subsequent in-flight restoration is complex and potentially problematic.

[0020] Document RU2148524C1 describes a rigid sail system, suitable for different types of boats, which uses asymmetrical profiled sails mounted symmetrically on a rotating mast. Each sail is fixed to a common beam that allows them to rotate synchronously about a horizontal axis. The orientation of the sails and mast is controlled by hydraulic actuators and tilt mechanisms, which allow the position of the sails to be varied to adapt them to the wind direction and navigation needs.

[0021] Summary of the invention

[0022] One aspect of the present invention is therefore to realize a wind propulsion system that makes it possible to overcome the current limits of wind propellers using wing sails.

[0023] A further aspect of the present invention consists in realising propulsion systems that are adaptable to the most varied types of vehicles and in particular boats, from smaller and lighter boats such as so-called drifts to larger boats, such as ships and both merchant and passenger boats.

[0024] It should also be considered as an aspect of the present invention, that the propulsion system can also be used with land type vehicles.

[0025] The invention solves the problem of realizing a wind propulsion system improved with respect to the state of the art, with a propulsion system comprising the combination of features of independent Claim 1.

[0026] In particular, this more general embodiment consists of a rigid sail propulsion system, of the wing type comprising:

[0027] (a) a mast mounted on a base fixable to a body of a vehicle; or

[0028] (b) at least one substantially rigid wing fixed to the top of said mast, said wing being hinged to said mast with a joint allowing a rotation of said wing according to an axis parallel to the axis of said mast and according to at least one further axis perpendicular to the axis of said mast;

[0029] (c) said wing being made up of two half-wings positioned aligned along a common longitudinal axis and articulated with each other at least rotatably with respect to each other around a longitudinal axis internal to the cross section of said half-wings for executing a relative warping of said two half-wings with respect to each other;

[0030] (d) said half-wings having an asymmetrical wing profile;

[0031] (e) at least one manually-driven or motorized control mechanism for changing the position in space of said half-wings, together or separately with respect to the body of the vehicle.

[0032] The division of the wing into two half-wings allows a fixing of the wing to the joint near its own centre, leaving the opposite ends free. Such ends can then be advantageously shaped as more efficient propeller blades or wind blades.

[0033] The possibility of warping between the two half-wings makes it possible to optimize the distribution of the aerodynamic loads, modulate the lift or thrust, manage torques, thus offering greater control and adaptability than a rigid monobloc wing.

[0034] In one embodiment, said half-wings have a wing profile that is substantially identical to one another and / or symmetrically mirrored with respect to the transverse separation plane of said two half-wings.

[0035] In one embodiment the mast is rotatably mounted to the base fixable to the body of a vehicle. Alternatively, it is possible to provide a fixed mast and provide for all movements in the joint, preferably at the head of the mast.

[0036] In one embodiment, said joint allows a rotation of said wing according to said axis parallel to the axis of said mast and according to two further axes perpendicular to the axis of said mast and perpendicular to each other.

[0037] The basic concept is to build an airplane wing as a propeller, with variable pitch. The two leading edges face in the same direction as well as both two intrados respectively extrados.

[0038] Said two half-wings can be articulated with each other in such a way as to be able to perform relative movements according to different degrees of freedom.

[0039] One embodiment provides that said two half-wings can be rotatably articulated relative to each other about at least one further rotation axis, optionally two further rotation axes, which axes are oriented perpendicularly to the relative longitudinal deflection axis of said two half-wings and perpendicularly to each other.

[0040] A further embodiment that may be provided in combination with one or both of said embodiments provides that the relative common longitudinal warping axis of said two half-wings is positioned coincident with an eccentric point with respect to the cross section of said halfwings in relation to a common central axis in particular at an eccentric point of the chord of the asymmetrical profile of said half-wings.

[0041] In one embodiment, which is provided in combination with one or more of the previous embodiments, said asymmetrical half-wings have a leading edge and a trailing edge and an extrados side and an intrados side, said two half-wings being positioned with the intrados side facing the mast and / or upwind. There is also the possibility of positioning said two half-wings with the extrados side facing the mast and / or upwind. Still according to further features that may be provided in combination with one or more of the above embodiments and variants, at least one or both of said half-wings are orientable in relation to the longitudinal axis of the mast in a position in which the longitudinal axis of at least one or both of said half-wings is oriented inclined with respect to the axis of said mast and said inclination is at most equal to the horizontal position or substantially perpendicular to the axis of said mast.

[0042] With regard to the movement of the complete wing or of said two half-wings, it is possible to provide, in any combination or subcombination with one or more of the previous features and / or embodiments and / or embodiment variants, that the complete wing or the set of the two half-wings can be overturned around an axis perpendicular to the axis of said mast for the tack transition (turning and / or gybing), preferably a horizontal axis oriented in the direction of forward movement of the vehicle, while the adjustment of the lift in relation to the angle of the wind with respect to the bow is obtained by rotating the mast together with the complete wing or the two half-wings around its longitudinal axis and optionally further warping the two halfwings between them, that is, by rotating the two half-wings together and / or in relation to each other around the common longitudinal axis.

[0043] In a possible embodiment variant combinable with each of the embodiments described above, the mast may also have a profile, i.e. a cross-section, with a predetermined shape harmonised with that of the half-wings, such as, for example and not limited to, a preferably symmetrical profile.

[0044] Further improvements and further combinations of features that are provided in any combination or sub-combination with each other and with one or more of the forms and / or variants described above are the subject-matter of the further dependent claims and will be described with reference to some examples illustrated in the fixed figures.

[0045] With reference to a particular application of the wind propulsion system according to the present invention to merchant and / or passenger ships, it can be envisaged that two or more complete wings or pairs of half-wings can be associated to said mast, the complete wing or the half-wings of each pair being made according to one or more of the previous embodiments and / or variants thereof and being supported on a radial arm of said mast, which radial arm is articulated to said mast so as to perform a rotation at least according to an axis perpendicular to the longitudinal axis of said mast, preferably about two axes perpendicular to said mast and perpendicular to each other, preferably about three axes of which an axis parallel to said longitudinal axis of said mast.

[0046] Furthermore, the combination of the wind propulsion system according to the present invention and according to one or more of the embodiments and / or of the embodiment variants described above, in the following detailed description of the illustrated embodiment examples and / or in the claims with a vehicle, for example but not limited to a vessel and especially with a ship, may provide that said vehicle is equipped with two or more masts, each of which is associated with at least one complete wing or a pair of half-wings, and which two masts are positioned one behind the other according to a front-rear longitudinal axis of the vehicle and / or are side by side at a predetermined relative distance and positioned symmetrically with respect to said central frontrear longitudinal axis of the vehicle.

[0047] In one embodiment variant of the above embodiment, the vehicle has a row of sets each consisting of a mast and a complete wing or a pair of half-wings, which row is coincident with the front-rear central axis of the vehicle and wherein said sets are positioned according to a predetermined distribution function in particular in relation to mutual distances.

[0048] When the vehicle has two opposite longitudinal sides, or two sides, a plurality of said masts can be provided each associated with a pair of half-wings, distributed along the longitudinal extension of each of said two lateral, longitudinal edges and said sets preferably consisting of a mast and a complete wing or a pair of half-wings arranged symmetrically with respect to the longitudinal central axis of the vehicle.

[0049] Further refinements are the subject of dependent claims.

[0050] The invention also relates to a method of sail propulsion, i.e. wind power, which method provides for at least one rigid sail, with a wing profile and which method provides for generating lift by means of a complete wing or a pair of half-wings with an asymmetrical profile that is arranged with the intrados side facing upwind, and wherein the complete wing or the half-wings of said pair are rotatable together or separately from each other around a vertical axis provided at a certain distance from said intrados side, said method further providing for the relative angular rotation between said two half-wings about a common longitudinal axis and / or the rotation of said two half-wings, together, about at least one horizontal axis oriented in the direction of forward movement, optionally about two horizontal axes perpendicular to each other; said method further providing that each of said two half-wings is rotatable in relation to the other about at least one axis perpendicular to the common longitudinal axis thereof, optionally about two horizontal axes that are perpendicular to the common longitudinal axis thereof and perpendicular to each other and wherein said method provides that adjustment with respect to the wind direction takes place by rotating the mast about its vertical axis and / or rotating one or both the half-wings together or separately from each other about the common longitudinal axis, preferably oriented parallel to the vertical axis of the mast and / or with a preponderant directional component in said vertical direction, while tacking takes place by overturning the complete wing or pair of half-wings from one side to the diametrically opposite side of the mast with a rotation about a horizontal axis.

[0051] Thanks to the particular configuration of the propulsion system, this makes it possible to generate further propulsion method steps, such as, for example, according to one embodiment, said method can provide for steps of temporary lifting the front part of the vehicle by positioning the complete wing or at least one of the two half-wings and / or both said half-wings in a position with the common longitudinal axis oriented with at least one directional component parallel to the horizontal direction and / or perpendicular to the vertical axis of the mast.

[0052] Alternatively or in combination, the method provides for at least two pairs of half-wings are provided each associated with at least one mast or both placed by a common mast in radially different positions with respect to the vertical axis of said mast, which at least two pairs of wings are positioned aligned along a parallel line and / or coincident with the central longitudinal axis of a vehicle and / or are positioned aligned on the same line perpendicular to the central longitudinal axis of said vehicle, preferably at respectively one of the two opposite longitudinal sides and / or symmetrically with respect to said central longitudinal axis of said vehicle.

[0053] In case of need to increase the propulsion thrust, the method makes it possible to generate the propulsion by means of a plurality of complete wings or pairs of half-wings arranged aligned with each other along the longitudinal central axis of the vehicle.

[0054] One embodiment provides for generating the propulsion by means of a plurality of complete wings or pairs of half-wings arranged along two lines substantially parallel to each other along the corresponding opposite sides of the vehicle and with each pair of one side positioned symmetrically with respect to a pair on the opposite side.

[0055] Brief Description of the figures

[0056] Figure 1 shows a cross section of an asymmetrical rigid wing sail.

[0057] Figure 2 shows a first embodiment of an asymmetrical wing sail according to the present invention;

[0058] Figures 3.1 , 3.2 and 3.3 show different configurations of the wing sail according to the present invention, where the two half-wings have different relative positions.

[0059] Figure 4 shows the two upwind courses of a vessel provided with a wind propulsion system according to the present invention. Figures 5.1 and 5.2 show the two possible adjustments of the propulsion system according to the present invention in which the mast is also rotatable around its own central longitudinal axis and has a symmetrical wing profile cross section as a possible but non-limiting embodiment.

[0060] Figures 6.1 and 6.2 present two particular conditions for adjusting the rigid wing sail of the propulsion system according to one embodiment of the present invention.

[0061] Figures 7.1 , 7.2 and 7.3 show an application of the propulsion system according to the present invention for the realization of a wind propulsion system of a ship or the like.

[0062] Figures 8, 9 and 10 show a catamaran provided with a wind propulsion system according to an embodiment of the present invention and with the two half-wings being oriented according to different angles of rotation with respect to each other and with respect to their common longitudinal axis.

[0063] Figures 11 and 12 show different views of a wind propulsion system for a ship that is constituted by the combination of a plurality of symmetrical wing sails according to one or more of the embodiments illustrated in the previous figures.

[0064] Figure 13 shows an embodiment example of the joint with a complete wing.

[0065] Figure 14 shows an embodiment example with four half-wings.

[0066] Figure 15 shows a boat provided with two support masts of the wing-carrying arm.

[0067] Detailed description of the figures

[0068] With reference to Figure 1 , the profile of an asymmetrical rigid wing is illustrated, said wing has a leading edge indicated with 1 , and a trailing edge indicated with 2. The apex of the leading edge and the apex of the trailing edge are connected to each other by a line called chord 3 and which cuts said profile. In the embodiment, said profile has a convex side 4 called extrados side and in a diametrically opposite position a side called intrados side which in the embodiment illustrated is shown convex and is indicated with 5, but which can also have different profiles. The extrados side 4 and the intrados side 5 are not symmetrically with respect to the chord 3 and therefore the wing profile is called asymmetrical wing profile.

[0069] Figure 2 shows a first configuration of a propulsion system according to the present invention comprising a rigid sail with an asymmetrical wing profile. The sail as a whole is indicated with 10 and consists of two half-wings 11 , 12. The two half-wings 11 and 12 constitute the extension of the other in a portion aligned with each other along a common longitudinal axis indicated with Z1 .

[0070] Each of the two half-wings 11 , 12 is carried by a shaft 111 , 112 coaxial with said longitudinal axis Z1 and which is rotatable around the same independently or together with the shaft of the other half-wing. Therefore, the two half-wings 11 , 12 are rotatable around said common axis Z1 , each independently of the other and in different angular positions, obtaining a relative warping between them as for example shown in Figures 3.1 to 3.3 and in Figures 8 to 10.

[0071] The two shafts 111 and 112 are fixed radially and in a position diametrically opposite to each other to a common side arm 113 which is supported rotatable around an axis of a joint or articulation 114, said axis is indicated with Y and oriented radially with respect to the longitudinal axis Z2 of the mast 14. The joint 114 is carried on top of a mast 14, vertical.

[0072] The mast 14 can be further rotatable about its central axis Z2 or about an axis parallel to said central axis, while the side arm 113 carrying cantilevered the two half-wings 11 and 12 is in turn also rotatable about its central longitudinal axis (oriented in direction X in the figure) which in the position shown in Figure 2 is perpendicular to the axis of oscillation oriented radially with respect to the central axis of the mast 14. As is evident from Figures 3.1 , 3.2 and 3.3, the two half-wings 11 , 12 can therefore assume different positions in relation to each other and / or with respect to the mast 14.

[0073] In Figure 3.1 it is provided that the mast 14 can rotate about its central axis Z2 by about 30° or optionally by a greater angle in the two directions with respect to an orientation of the propulsion system in which the axis of oscillation of the joint 114 is substantially parallel to the front-rear axis of the vessel or of the vehicle to which the propulsion system is associated. In addition, each of the two half-wings 11 , 12 can oscillate around its longitudinal axis Z1 for example over an angle of 15° symmetrically with respect to a position in which the chord 3 of the asymmetrical wing profile of the corresponding half-wing is oriented parallel to the front-rear direction of the boat or of the vehicle with which said propulsion system is associated or over an angle that is determined by the symmetrical profile because the stall condition and the lift vary at different angles according to the shape of the profile.

[0074] Thanks to the joint 114, the two half-wings can be overturned from right to left or vice versa with respect to the mast 114 over about 180° as shown in Figure 3.2.

[0075] Obviously, the two half-wings 11 , 12 together can be oscillated by the joint 114 for any angle of oscillation even less than 180°. Assuming an intermediate angular position between that of Figure 3.1 and that of Figure 3.2. As will be described in greater detail below, an inclination of the common longitudinal axis of the two masts 11 , 12 with respect to the central axis of the mast 14 may have effects on the trim of the vessel.

[0076] The aforementioned oscillation can take place independently of the relative angular position assumed by the two half-wings 11 , 12 between them, as also highlighted by Figure 3.3 in which the common position of the two half-wings 11 , 12 in which they are overturned on the left side of the mast, with reference to the direction of view on the drawing itself, is combined with a position of wiggling of the two halfwings 11 , 12 between them, in which the chords 3 of the asymmetrical wing profile of the two half-wings 11 , 12 are oriented transversely to each other, or perpendicularly to each other.

[0077] This wing is mounted on a mast which is evidently only slightly higher than the half-wing 12 when this is aligned with the longitudinal axis substantially parallel to the axis of the mast 14.

[0078] The combination of tie rods for retaining the mast in position can be mounted less high, i.e. less close to the upper end of the mast than is necessary with a symmetrical wing, with a smaller angle and therefore smaller forces on said tie rods, than is known.

[0079] The overturning by 180° with respect to the central axis of the mast 14 of the combination of the two half-wings 11 and 12 allows the combination of the two half-wings 11 , 12 to be moved, that is, the sail from the port side to the starboard side, thus allowing tacking the vessel.

[0080] As regards the rotation of the system around the axis Z2 of the mast and the rotation of one or both of the half-wings 11 , 12 around the common longitudinal axis Z1 , these angular variations have the effect of varying the lift of the wing sail.

[0081] Figure 4 shows the two upwind routes with respect to the direction of the wind in which said routes are so-called with starboard tack and port tack and in which the sail, i.e. the two half-wings 11 , 12 are positioned on a different side of the mast 14 always with the intrados side 5 facing the wind.

[0082] Thanks to the configuration described above, tacking and the corresponding overturning of the two half-wings 11 , 12 from one side of the mast to the opposite one as shown in Figure 4 can take place by means of the warping of the upper half-wing with respect to the lower half-wing as illustrated in Figure 3.3 and which determines a variation in the lift of the half-wings with respect to each other and therefore the rotation of the two half-wings 11 , 12 around the y-axis of the articulation 114 at the head of the mast.

[0083] The adjustment of the lift with respect to the wind can take place with an adjustment of the angular position around the axis Z2 of the mast and also with so-called trim adjustments concerning the adjustment of the angular position of the two half-wings 11 , 12, together and / or separately around the common longitudinal axis Z1 as shown in Figures 5.1 and 5.2.

[0084] With reference to a further characteristic of the present invention, shown in Figures 6.1 and 6.2, the inclination of the two half-wings 11 , 12 with respect to the vertical orientation of their common axis can determine an effect of change of structure of the hull of a vessel. By inclining the two half-wings in such a way that the upper half-wing is retracted and the lower half-wing is advanced, there is a lifting effect on the bow of the boat as shown in Figure 6.2. This lifting is also affected depending on the position of the mast along the longitudinal axis of the vessel. This effect of lift in the direction of the Z-axis, i.e. vertical, can be advantageous in order to lift the hull and help the foils that support, for example, a competitive type boat during a change of route. By tilting the two half-wings together laterally outwards with the lower half-wing more distant from the centre of the boat than the upper half-wing, as shown in Figure 6.1 , a change in the boat's lateral trim can be performed. It is obvious that the angle of inclination determines the extent of the trim change. Furthermore, the two trim change conditions shown separately in Figures 6.1 and 6.2 can be combined with each other by simultaneously modifying both the trim in the longitudinal direction and that in the lateral direction of the vessel.

[0085] Figures 7.1 to 7.3 show an embodiment variant of the present invention that is configured to be applied to large vessels, such as ships and in particular cargo ships that require the deck to be free to house the cargo, such as for example in the case of the illustrated container ship. Illustration 7.3 shows complete wings.

[0086] In this case, it is envisaged that the vessel is equipped with a plurality of rigid sails with an asymmetrical profile such as those described according to any one or more of the previous embodiments.

[0087] Advantageously the individual wings are arranged aligned in a row along one of the sides of the ship, preferably along the windward side and each wing is carried at the end of a bearing structure which can be overturned from one to the other of the two sides by an oscillation along a central longitudinal axis of the ship.

[0088] The embodiment example of figures 7.1 and 7.2 provides that the individual pairs of half-wings 11 , 12 connected to each other so as to be able to perform the relative movements described above are in turn connected with a joint similar to that provided on top of the mast in the previous embodiments to a common upper end vertex of a triangular frame 20 which is retained in an inclined position towards one of the sides which is respectively upwind and with an angle such as to protrude laterally outwards beyond the corresponding side with said common vertex. Struts or rigidening or rest uprights 21 can be provided which keep the oscillating frame 20 in the correct position.

[0089] With 20.1 the frame is shown in the port tack position, with 20.3 the frame in the starboard tack position and with 20.2 the frame in the central vertical position.

[0090] The adjustments of the individual pairs of half-wings 11 , 12 each supported by its own frame 20 take place in a substantially identical manner as described for the previous embodiments, both with regard to the trim adjustments and with regard to adjustments that allow a change in trim.

[0091] Tacking which occurs when passing through the condition of bow or stem in the wind (turning or gybing) is performed by overturning the frame 20 towards the opposite side and in the symmetrically identical position with respect to the vertical central plane of the boat with respect to the one illustrated.

[0092] As shown with 10’ the overturning of the triangular frames 20 from one to the other of the sides can take place by bringing the pairs of half-wings 11 , 12 progressively from the vertical position to the horizontal position when the frame 20’ is in the vertical position aligned with the central axis of the ship and then progressively back to the substantially vertical position.

[0093] It should be noted that during this transition, the lift of the wings 10 can be exploited to also operate a lifting of the ship and therefore make tacking easier. As shown in Figure 7.3 it is also possible to replace the rigid frame 20 with tie rods indicated at 20" and provide an oscillating and extendable mast 14’, for example telescopically as indicated with 14’ in Figure 7.3 and thanks to which in combination with the movements described above it is possible for the wing 10’ to surpass the load at the time of tacking. This solution requires a certain manoeuvring space for overturning the triangular frame 20. It is possible to overcome this by providing that each side is provided with a row of pairs of half-wings positioned symmetrically with respect to each other in relation to the vertical central plane of the ship, or by using an alternative support structure for said half-wings, such as that shown in Figures 11 and 12.

[0094] With reference to these figures, the individual pairs of half-wings are arranged in a row along the central, longitudinal axis of the ship and are brought to a certain height above the upper deck. In Figure 7.3 the distance D is larger than a container. Referring to Figure 11 , the individual wings 10 are each carried by a mast 14. The masts 14 are aligned along the longitudinal central axis of the ship and are provided at a predetermined distance from each other. The masts are held in place by a pyramidal framing consisting of three inclined uprights 214 one of which is provided in a rear position and preferably coincident with the vertical, central longitudinal plane, while the further two inclined uprights are aligned with their base along a transverse axis of the ship 514. A further transom 314 is connected at the mast head and reinforces the structure against loads on the wings 10.

[0095] In Figure 12, instead, the individual wings 10 are carried by a longitudinal central framing 30. This comprises a horizontal longitudinal beam 31 which is brought to said predetermined height by a series of vertical uprights 32. The vertical uprights 32 are possibly further retained in the vertical position by inclined struts and / or by rigging and stay systems which are indicated, respectively, globally with 33 and 34.

[0096] The individual pairs of wings 11 , 12 are fixed to the horizontal beam at predetermined points and at distances such as not to interfere with each other, by means of joints that allow relative angular rotation and / or joint rotation of the two half-wings 11 , 12 to perform reciprocal deflections and / or to perform trim adjustments and / or that allow common oscillations according to at least one axis parallel to the axis of the horizontal beam 31 and / or according to a horizontal axis that is perpendicular to said longitudinal axis of the horizontal beam 31.

[0097] The horizontal, longitudinal beam 31 is retained at a predetermined height and such that the lower half-wings 12 do not interfere with the upper level of the load and can move freely above it, as shown in the figures with the containers stacked on the ship's deck.

[0098] With reference still to a further feature in the embodiment of Figure 11 and / or in that of Figure 12, the pyramidal frame comprises a rear inclined upright which is coincident with the central, vertical, longitudinal plane of the ship and which is indicated with 414, while the other two inclined uprights indicated with 514 are provided coincident in the same vertical, transverse plane containing the vertical axis of the mast 14 or of a similar vertical element.

[0099] It is understood that the two embodiments shown above can be extensively modified with regard to the configuration of the bearing structure for the pairs of half-wings and that said illustrated embodiments constitute only a few embodiment examples since the person skilled in the art is able to define a bearing structure that meets desired specifications by drawing on the basic cultural background and without requiring any activity that goes beyond the mere application of basic engineering knowledge. This also applies to the further specific solutions shown by way of example in the figures.

[0100] With reference to Figures 8 to 10, these show an application of a propulsion system according to the present invention and more specifically as described in Figures 1 to 6.2 to a sailing vessel consisting of a catamaran.

[0101] Figure 8 shows the catamaran in a perspective view, while Figure 9 shows a top view and Figure 10 shows an enlarged detail of the connection area of the two half-wings 11 , 12 between them and at the head of the mast 14. Analogously to that described above, the mast 14 has a symmetrical wing shape as already described above and is rotatable about its vertical central axis Z2.

[0102] The two half-wings are fixed together with the head of the mast 14 by means of a joint that allows them to be overturned around a horizontal axis perpendicular to the vertical longitudinal axis of the mast 14. In addition, each of the two half-wings 11 , 12 is rotatable about the common longitudinal axis Z1 and this can take place either with a joint rotation of the two half-wings 11 , 12 or with a separate and relative rotation of the two half-wings with respect to each other. Figures 8 to 10 show the two half-wings 11 , 12 which are positioned in two different angular positions in relation to each other, i.e. in a warped condition with respect to each other.

[0103] As is evident from Figures 8 to 10, between the two half-wings, in a substantially central position there is a further aileron 40 that is made with a symmetrical wing profile as shown in the figures.

[0104] In Figure 10, the arrow F1 shows the rotation about the common longitudinal axis of the two half-wings 11 , 12, the arrow F2 shows the overturning rotation about the oscillation axis perpendicular to the axis of the mast 14, while with the numbers 45 and 46 the stern / bow stays of the mast 14 respectively of port and starboard are shown.

[0105] Figure 13 shows a detail in perspective of a support and connection system for a complete asymmetrical wing 10, highlighting in particular the joining and support mechanism that allows the orientation and overturning of the complete wing 10.

[0106] In the central area of the wing 10, and preferably near the point of the resultant of the lift forces, which is according to the profile and its angle of attack between 25% and 33% of the profile chord, a niche is obtained in which the shafts 111 and 112 are housed, which constitute the support points of the wing 10. The wing 10 can rotate about the axis Z1 passing through the two shafts 111 and 112.

[0107] The shafts 111 , 112 are fixed to the side arm 113, which serves as a connecting structural element between the wing 10 and the mast 14. The connection between the side arm 113 and the mast 14 consists of the joint 114, configured to allow the overturning of the wing 10 up to 180° around the axis X, the rotation of the wing 10 around the axis Y, i.e. the axis through the side arm 113, and the rotation around the axis Z2, i.e. the longitudinal axis of the mast 14.

[0108] Figure 14 shows a perspective view of a two-wing system 10, wherein each wing 10 is divided into two half-wings 11 and 12. Each pair of masts 11 , 12 is supported by a respective side arm 113, constrained to a first end to the joint 114, arranged at the head of the mast 14, and at the end opposite to the masts 11 , 12 by means of two shafts 111 and 112.

[0109] The two side arms 113 depart from the joint 114 in opposite directions, lying on a same axis Y, orthogonal to the longitudinal axis Z2 of the mast 14. In this configuration, the system allows a rotation (constrained or independent) of each side arm 113 (and therefore of each pair of half-wings 11 , 12) around the axis Y, allowing a variation of the inclination of each wing, preferably in an autonomous way. Furthermore, each half-wing 11 can rotate about the axis Z1 defined by the shafts 111 and 112, thus allowing a controlled deflection with respect to the respective half-wing 12. Finally, the entire assembly can rotate around the axis Z2, i.e. the longitudinal axis of the mast 14, either by rotation of the entire mast 14, or through an autonomous rotation of the joint 114 alone placed at the head of the mast 14. For a change of route, it is necessary to rotate the assembly by 180° around the axis Y and possibly around the axis Z2 to adjust the position.

[0110] The advantage in this case is given by a balanced distribution of the loads, for a lower stress of the mast 14, the joint 114 and the other components. In particular, the side arm 113 in this case does not constitute a problematic lever arm for the forces in play, and need not be kept as small as possible.

[0111] Figure 15 illustrates a further configuration that allows a balanced distribution of the loads and allows not to design the lever arm constituted by the side arm 113 as small as possible. This embodiment provides for two masts 14, which in the example in the figure are constrained to the hull of a boat by means of tie rods or stays, connected to each other by a single side arm 113 rotatable around the axis Y, i.e. around its own axis. Two joints 114 for connecting the side arm 113 respectively to the two masts 14 are provided. The shafts 111 and 112 for supporting respectively the half-wings 11 and 12 are fixed to the side arm 113. The half-wings 11 and 12 are rotatable about the axis Z1 , i.e. about the axis passing through the shafts 111 and 112. To change route it is sufficient to rotate the side arm 113 by 180° and then adjust the orientation of the two half-wings 11 and 12 according to the wind direction and the desired route. This configuration is also very advantageous because the tie rods or stabilization stays of the masts 14, in addition to being very simple to install and adjust, are in a position of complete non-interference with the movements of the wing.

[0112] It is worth remembering here that although the present invention has been described and illustrated with reference to the embodiment example relative to watercrafts both small vessels and ships, the propulsion system described and illustrated can also be applied to other types of vehicles, such as for example to particular land vehicles that move essentially on wheels.

Claims

CLAIMS1. Wing type rigid sail propulsion system comprising:(a) a mast mounted on a base fixable to a body of a vehicle;(b) at least one substantially rigid wing fixed to the top of said mast, said wing being hinged to said mast with a joint allowing a rotation of said wing according to an axis parallel to the axis of said mast and according to at least one further axis perpendicular to the axis of said mast;(c) said wing being made up of two half-wings positioned aligned along a common longitudinal axis and articulated with each other at least rotatably with respect to each other around a longitudinal axis internal to the cross section of said half-wings for executing a relative warping of said two half-wings with respect to each other;(d) said half-wings having an asymmetrical wing profile;(e) at least one manually-driven or motorized control mechanism for changing the position in space of said half-wings, together or separately with respect to the body of the vehicle.

2. System according to Claim 1 , wherein said half-wings have a wing profile that is substantially identical to one another and / or symmetrically mirrored with respect to the transverse plane of separation of said two half-wings from each other.

3. System according to Claim 1 or 2, wherein the mast is rotatably mounted on said base.

4. System according to one or more of the preceding claims, wherein said joint allows a rotation of said wing according to said axis parallel to the axis of said mast and according to two further axes perpendicular to the axis of said mast and perpendicular to each other.

5. System according to one or more of the preceding claims, wherein the common longitudinal axis of relative warping of said two half-wings is positioned coincident with an eccentric point with respect to the cross section of said half-wings in relation to a common central axis in particular at an eccentric point of the chord of the asymmetrical profile of said half-wings.

6. System according to one or more of the preceding claims, wherein said asymmetrical half-wings have a leading edge and a trailing edge and an extrados side and an intrados side, said two half-wings being positioned with the intrados side facing upwind.

7. System according to one or more of the preceding claims, wherein at least one or both of said half-wings is orientable in relation to the longitudinal axis of the mast in a position in which the longitudinal axis of at least one or both of said half-wings is oriented inclined with respect to the axis of said mast and said inclination is at most equal to the horizontal position or substantially perpendicular to the axis of said mast.

8. System according to one or more of the preceding claims, wherein the set of two half-wings is overturned around an axis perpendicular to the axis of said mast for the tack transition (turning and / or gybing), preferably a horizontal axis oriented in the direction of forward movement of the vehicle, while the adjustment of the lift in relation to the angle of the wind with respect to the bow is obtained by rotating the mast together with the two half-wings around its longitudinal axis and optionally further warping the two half-wings between them, that is, by rotating the two half-wings together and / or in relation to each other around the common longitudinal axis.

9. System according to one or more of the preceding claims wherein the mast also has a wing profile, preferably symmetrical.

10. System according to one or more of the preceding claims, wherein at least some or all of the rotations according to the provided axes of the mast and / or of the complete wing or of the half-wings with respect to the mast and / or of the complete wing or of the half-wings in relation to each other are controlled by motorised actuators, there being provided a control unit comprising manual commands for activating said motorised actuators and / or automatic commands for activating / deactivating said actuators based on the set route and / or the wind direction and / or the vehicle trim, there being provided an automatic control program in which instructions are provided for calculating thecommand signals of the different actuators corresponding to the set route and / or the wind direction and / or the vehicle trim and which modify said command signals upon variations in the set route and / or the wind direction and / or the vehicle trim.11 . System according to one or more of the preceding claims, wherein said vehicle can be a road vehicle and / or a vessel such as a pleasure boat and / or a sports vessel and / or a ferry and / or a ship.

12. System according to one or more of the preceding claims, wherein said system further comprises speed sensors.

13. System according to one or more of the preceding claims, wherein two or more pairs of half-wings can be associated with said mast, the half-wings of each pair being made according to one or more of the preceding claims and being supported on a radial arm of said mast, which radial arm is articulated to said mast so as to perform a rotation at least according to an axis perpendicular to the longitudinal axis of said mast, preferably around two axes perpendicular to said mast and perpendicular to each other, preferably around three axes of which an axis parallel to said longitudinal axis of said mast.

14. System according to one or more of the preceding claims, wherein the vehicle may comprise two masts, each of which is associated with at least one pair of half-wings, and which two masts are positioned one behind the other according to a front-rear longitudinal axis of the vehicle and / or are side by side at a predetermined relative distance and positioned symmetrically with respect to said central frontrear longitudinal axis of the vehicle.

15. System according to Claim 14, wherein the vehicle has a row of sets each consisting of a mast and a pair of half-wings, which row is coincident with the front-rear central axis of the vehicle and wherein said sets are positioned according to a predetermined distribution function in particular in relation to mutual distances.

16. System according to Claim 14, wherein the vehicle has two opposite longitudinal sides with a plurality of said masts each being associated with a pair of half-wings, distributed along the longitudinalextension of each of said two lateral, longitudinal edges and with said sets being preferably constituted by a mast and a pair of half-wings arranged symmetrically with respect to the longitudinal central axis of the vehicle.

17. rigid sail propulsion method with wing profile, which method provides for generating the lift by means of a pair of asymmetrical profile half-wings that is arranged with the intrados side facing upwind, and wherein the half-wings of said pair are rotatable together or separately from each other around a vertical axis provided at a certain distance from said intrados side, which vertical axis is between intrados and extrados, said method further providing for the relative angular rotation between said two half-wings about a common longitudinal axis and / or the rotation of said two half-wings, together, about at least one horizontal axis oriented in the direction of forward movement, optionally about two horizontal axes perpendicular to each other; said method further providing that each of said two half-wings is rotatable in relation to the other about at least one axis perpendicular to the common longitudinal axis thereof, optionally about two horizontal axes that are perpendicular to the common longitudinal axis thereof and perpendicular to each other and wherein said method provides that adjustment with respect to the wind direction takes place by rotating the mast about its vertical axis and / or rotating one or both the half-wings together or separately from each other about the common longitudinal axis, preferably oriented parallel to the vertical axis of the mast and / or with a preponderant directional component in said vertical direction, while tacking takes place by overturning the pair of half-wings from one side to the diametrically opposite side of the mast with a rotation about a horizontal axis.

18. Method according to Claim 17, which method provides for steps of temporary lifting the front part of the vehicle by positioning at least one of the two half-wings and / or both said half-wings in a position with the common longitudinal axis oriented with at least one directionalcomponent parallel to the horizontal direction and / or perpendicular to the vertical axis of the mast.

19. Method according to Claim 17 or 18, wherein at least two pairs of half-wings are provided each associated with at least one mast or both placed by a common mast in radially different positions with respect to the vertical axis of said mast, which at least two pairs of wings are positioned aligned along a parallel line and / or coincident with the central longitudinal axis of a vehicle and / or are positioned aligned on the same line perpendicular to the central longitudinal axis of said vehicle, preferably at respectively one of the two opposite longitudinal sides and / or symmetrically with respect to said central longitudinal axis of said vehicle.

20. Method according to Claim 19, wherein it is provided for generating the propulsion by means of a plurality of pairs of half-wings arranged aligned with each other along the longitudinal central axis of the vehicle.

21. Method according to Claim 19, wherein it is provided for generating the propulsion by means of a plurality of pairs of half-wings arranged along two lines substantially parallel to each other along the corresponding opposite sides of the vehicle and with each pair of one side positioned symmetrically with respect to a pair on the opposite side.

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