Sail system and sail system operating method

Abstract

A sail system for vessels with rigid sails comprises a mast with a 360° rotating device and at least two beams, each of which is provided with one or more bushings. The bushing has a motor attached thereto for rotating a shaft having a sliding support mounted thereon. The sliding support moves along the shaft and in a vertical direction, carrying a rigid sail / wing with an asymmetrical profile. The sail may be comprised of a single section or of several sections. The system has two operating states. In the first of these, the shafts are located at an angle of 130–180° to one another and the forward edges of the sails are in contact with one another forming a single straight sail; in the second state, the shafts are parallel too one another and oriented at an angle of attack to the wind and the sails are opened out with their convex surface oriented toward the bow of the vessel. The technical results are improved sea performance, reduced list and easier control of the sails on any course in relation to the wind.

Description

[0001] SAILING SYSTEM AND METHOD OF OPERATION OF THE SAILING SYSTEM.

[0002] Description.

[0003] FIELD OF TECHNOLOGY TO WHICH THE INVENTION RELATES

[0004] The group of inventions "Sailing system and method of operating a sailing system" relates to the field of shipbuilding, namely to the designs of wind propellers for watercraft of various types equipped with a system of rigid sails.

[0005] LEVEL OF TECHNOLOGY

[0006] A sailing boat is known from the prior art [US4506620A, B63H9 / 06, published 26.03.1985], comprising at least one mast, first and second pairs of main half-yards, pivotally mounted on the mast and spaced vertically from each other with the ability to rotate about the mast between a first and a second position, wherein the elements of each pair come out from the same axial location along the mast to define angles between them from 0° to 180°, respectively, and also means for installing a sail between the vertically spaced elements of each pair of main half-yards, due to which the sailing boat can be converted from a state with a straight sail rig, when the main half-yards are in the first position, to a state with an oblique sail rig, when the main half-yards are in the second position. The means for fastening the sail may include a secondary half-yard, pivotally mounted on each main half-yard with the ability to rotate about an axis parallel to the mast,wherein the secondary half-yards on the first and second pairs of main half-yards are arranged opposite each other and arranged vertically for setting a sail between them, the secondary half-yards for attaching the sail can rotate between a basic position in which they extend proportionally with the main half-yards on which they are mounted, and an angular position in which the secondary half-yards for attaching the sail form an angle from 0° to 180° with the main half-yards on which they are mounted, and the sailboat can be converted from a state with a square sail rig, when the secondary half-yards are in the basic position and the main half-yards are in the first position, to a state with a fore-and-aft rig, when either the secondary half-yards are in the basic position and the main half-yards are in the second position, or the secondary half-yards are at an angle and the main half-yards are in the first position.

[0007] The sailing system described above uses traditional fabric soft sails. A disadvantage of this well-known sailing system is its low efficiency, due to the material from which the sails are made. Traditional fabric sails require fine and constant adjustment and are short-lived. The complex design of the spars and rigging has low operational reliability and does not allow the entire sailing system to be controlled as a single sail. Furthermore, when the vessel is sailing sharply, the spars, rigging, and mast, located close to the sails, reduce the aerodynamic quality of the soft sail; they reduce propulsive (lift) force, and due to the variable convexity of the surface of such sails, it is impossible to establish the optimal angle of attack to the wind. A strong gust of wind can cause the sails to tear or the vessel to capsize.

[0008] A wing-type sailing system is known from the prior art [US2018215453A1, B63H 9 / 06, published 02.08.2018]. The present invention relates to a wing-type sailing system and, more specifically, to a rigid wing mounted in the middle of a mast assembly, configured to control roll and yaw and, if necessary, the tilt and height of the wing relative to the vessel.

[0009] Compared to traditional soft sails, wing sails are typically rigid or semi-rigid symmetrical airfoils that generate lift by deflecting the wind. A wing sail is typically mounted vertically and can pivot around its axis.

[0010] According to the present invention, a wing-type sail system is proposed, comprising: (a) a mast assembly pivotally mounted on a rotating base attached to a vessel; (b) a substantially rigid wing pivotally attached to the top of the mast, wherein the wing has an asymmetrical profile (profile); and (c) a control mechanism for changing the roll and yaw of the rigid wing relative to the aircraft. According to additional features of the preferred embodiments of the invention described below, the wing is pivotally attached to the top of the mast at its central portion.

[0011] According to other features of the described preferred embodiments, the wing is oriented toward the windward side by rotating the wing and rotating the rotating base. According to other features of the described preferred embodiments, the control mechanism includes control cables for changing the roll and yaw of the wing. According to still other features of the described preferred embodiments, the system further comprises wind speed and direction sensors mounted on the mast assembly and / or on the wing. According to other features of the described preferred embodiments, the winglet has an asymmetrical profile. According to other features of the described preferred embodiments, the vessel further comprises a control unit for each mechanism of the plurality of systems.

[0012] In the sailing system described above, the propulsion system is a rigid sail-wing couple, secured to the deck via a turntable capable of rotation around a vertical axis and 180° around a horizontal axis for wing reversibility. Additionally, the ability to compensate for the vessel's roll on a sharp course is provided by forcibly deflecting the sail-wing from the vertical. A disadvantage of this known sailing system is the sail attachment—it is impossible to fine-tune the sailing system depending on changing wind conditions, since the sails are fixed to the deck and cannot be moved. This also reduces the efficiency of wind energy utilization, and consequently, the vessel's performance. Fine-tuning the sailing system depending on changing wind conditions is impossible, since the sails are fixed to the deck and cannot be moved.For this reason, wind energy efficiency is also reduced, and therefore the vessel's performance is impaired. The yaw system used to reduce the vessel's roll is forced, which complicates the entire system and does not provide protection against capsizing in gusts. Furthermore, the two masts supporting the wing sail create vortices ahead and behind the sail, which negatively impacts the sail's performance, reducing the propulsive (lift) force generated. Such a sail system is difficult to scale vertically, and folding the sails in this design is also challenging. The placement of the sails on the deck prevents the significant deck area from being used for cargo or for passenger use.

[0013] The closest to the claimed invention is a sail system with rigid sails, each of which has an asymmetrical aerodynamic profile [RU2148524, B63N9 / 00, B63N9 / 06, B63N9 / 06, published 10.05.2000 - prototype]. The curved side surfaces of the opposite sails of each pair are located in parallel. These sails are connected by a common yard. It is mounted on a mast that can rotate around a vertical axis. The central section of the yard is equipped with a rotating drive element. The rotation drive of the common yard can be implemented in the form of a reversible double-sided hydraulic cylinder. It contains a piston with a toothed surface that is in mesh with a gear in the central area of ​​the yard. Its rotation drive can also be implemented in the form of a cable system with an asterisk. It can be attached in the central area of ​​the yard and connected via a cable to a winch with a reversible electric motor for its drive.The sail system includes a mechanism for raising and lowering rigid sails and is designed as a mechanism for tilting the mast or its upper part together with the sails.

[0014] A disadvantage of the known sailing system is its low efficiency, due to the fact that, when the vessel is sailing at full speed, the wing sails do not work together as a single square sail, significantly reducing the efficiency of wind energy utilization. When the vessel is sailing at full speed, when the wind is directed aft, the windward wing sail blocks the second sail located behind it from the wind, resulting in only one of the two wing sails performing useful work. Considering that during operation, a sailing vessel moves at both full and close speeds for approximately equal amounts of time, this reduces the overall efficiency of sailing vessels equipped with this sailing system. When sailing at full speed, a disadvantage of the known sailing system is the inability to adjust the position of the vessel's center of sail, since the sails are rigidly attached to the yard and cannot be moved relative to each other or relative to the mast and hull.This prevents precise adjustment of the sailing system depending on changing wind conditions, which also reduces the efficiency of wind energy utilization. These shortcomings of known sailing systems reduce the performance and seaworthiness of a sailing vessel.

[0015] The objective of this group of inventions is to increase the efficiency of using wind energy by rigid sails.

[0016] DISCLOSURE OF THE ESSENCE OF THE INVENTION

[0017] The technical results are an increase in the vessel's performance and seaworthiness, a reduction in the vessel's roll, and a simplification of the sail control system on all courses relative to the wind.

[0018] The said problem is solved and the technical result is achieved by the fact that a sailing system is proposed, including a mast and rigid sails, characterized in that the mast is provided with a device for rotating at least two beams by 360° in a horizontal plane, and with each beam at least one axle box is structurally connected, to one plane of which a motor for rotating a shaft is connected, and on the other side a shaft is mounted in it on bearings with the possibility of rotation, on which at least one support is fixed, made with the possibility of translational movement along the shaft, as well as up and down relative to the axis of the shaft, having structural elements for hanging on it at least one rigid wing sail, having an asymmetrical transverse profile, and the wing sail consists of one support section or several sections, one of which is a support,wherein the sail system is designed with the possibility of transition from the first operating state, in which the shafts are located between the mast and the bow of the vessel symmetrically relative to the centerline plane of the vessel at an angle of 130° to 180° to each other, the wing sails are brought into contact with each other with their leading edges, forming one straight sail, and the convex surfaces of the wing sails are facing the bow of the vessel, to the second operating state in which the shafts are located parallel to each other, in the direction of the wind at a given angle of attack, the wing sails are directed with their leading edges towards the wind at a given angle of attack, and their convex surface is facing the bow of the vessel.

[0019] There is a variant in which the axle box is connected to the beam by installing the axle box in the rotating part of the slider, which contains a sliding element for placing the slider on the beam.

[0020] There is an option in which two axle boxes are structurally connected to each beam.

[0021] There is a variant in which the wing sail consists of three or more sections, with the total number of sections being an odd number, and the sections being designed with the possibility of telescopic folding and unfolding.

[0022] There is a variant in which more than one sail-wing is hung on the support.

[0023] There is an option in which more than one support is fixed on the shaft.

[0024] There is a variant in which the wing-sail has a convex-concave transverse profile.

[0025] There is a version in which the mast and shaft are made telescopic.

[0026] BRIEF DESCRIPTION OF DRAWINGS

[0027] Fig. 1a shows a diagram of the sail system (for clarity, only one sail-wing is shown) in a particular embodiment of the invention, in which the sail-wing consists of one section

[0028] Fig. 16 shows a diagram of a sail system in a particular embodiment of the invention, in which the wing sail consists of five sections, one of which is a support section. Fig. 1c shows a diagram of a sail system in a particular embodiment, in which two axle boxes, each with a shaft installed, are structurally connected to the beam by means of a slider.

[0029] Fig. 2a shows a diagram of a slider with one axle box.

[0030] Fig. 26 shows a diagram of a slider with two axle boxes.

[0031] Fig. 2c shows a diagram of the slider.

[0032] Fig. 2g shows a diagram of a device for rotating beams.

[0033] Fig. 2d shows a diagram of various shaft sections with working surfaces.

[0034] Fig. 3 shows a diagram of the surface of a wing sail in a particular embodiment of the invention.

[0035] Fig. 3 shows a diagram of a wing sail with an asymmetric transverse profile.

[0036] Fig. 36 shows the angle (φ) and the center of sail area.

[0037] Fig. Зв shows a diagram of the support.

[0038] Fig. 4a shows a diagram of the sailing system operation when the vessel is sailing at full speed (first operating state).

[0039] Fig. 46 shows a diagram of the sailing system operation when the vessel is sailing on sharp courses (second operating condition).

[0040] Fig. 5 shows a diagram of the sailing system operation when the vessel switches from a full to a sharp course.

[0041] Fig. 6 shows a diagram of the sail system operation when changing tack on a sharp course. Fig. 7a shows a diagram of the sail system operation for making sharper turns of the vessel on a full course.

[0042] Fig. 76 shows a diagram of the operation of a sailing system for effective slowing (“braking”) of a vessel.

[0043] The sail system includes a mast 1 (Fig. 1a-1b, Fig. 2g), equipped with a device 2 (Fig. 1a-1b, Fig. 2a) for turning 360° in a horizontal plane, structurally connected to it by fixing the root ends of two beams 3 (Fig. 1a-1b, Fig. 2a, Fig. 2b, Fig. 2g), and a box 4 (Fig. 2a - 2b) is structurally connected to each beam 3. To one plane of the axle box 4, a motor 5 (Fig. 2a, Fig. 26) is connected for rotating the shaft 6 (Fig. 1a-1c, Fig. 2a, Fig. 26, Fig. 36, Fig. 3b), and on the other side, a shaft 6 is mounted in the axle box 4 on bearings with the possibility of rotation. The shaft 6 has parallel working surfaces 7 (Fig. 2d), on which a support 9 (Fig. 1a-1c, Fig. 2d, Fig. 36, Fig. 3b) is fixed by means of sliding faces 8 (Fig. 2d, Fig. 3b) with the possibility, with the help of a device 10 (Fig. 3b), of moving progressively along the shaft 6, as well as up and down in the vertical direction relative to the axis of the shaft 6. The support 9 has structural elements, in particular, stops 11 (Fig.Зв) for hanging on it a rigid wing sail having an asymmetrical transverse profile, consisting of one support section 12 (Fig. 1a-1c, Fig. 3a-3c) or several sections 12' (Fig. 1b, Fig. 1c), one of which is support 12.

[0044] In a particular embodiment of the invention, the wing sail has a convex surface 13 (Fig. 3a, 3a'), a concave surface 14 (Fig. 3a), a trailing edge 15 (Fig. 3a) and a leading edge 16 (Fig. 3a).

[0045] In a particular embodiment of the invention (Fig. 2a), the axle box 4 is connected to the beam 3 by installing the axle box 4 in the rotating part 17 (Fig. 2c) of the slider 18 (Fig. 2a-2c), which contains a sliding element 19 (Fig. 2c) for placing the slider 18 on the beam 3. In a particular embodiment (Fig. 2b), two axle boxes 4 with shafts 6 installed in them are connected to the beam 3 by installing the axle boxes 4 in the rotating part 17 of the slider 18.

[0046] Angle (φ) (Fig. 36) is the angle of deviation of the sail-wing from the vertical. The center of sail area 20 (Fig. 36) is the point of application of the resultant aerodynamic forces of the wind acting on the sail-wing.

[0047] IMPLEMENTATION OF THE INVENTION

[0048] Mast 1, a link in the sail system, structurally connects all elements and blocks of the sail system to the vessel's hull to transmit wind energy, propelling the vessel on a given course. The rotating device 2 of the beams 3 of the sail system is attached to mast 1.

[0049] Rotating device 2 is designed to structurally connect mast 1 to beams 3 of the sail system. Rotating device 2 allows beams 3 to rotate horizontally around the mast's vertical axis by 360°, both independently and, if necessary, together, adjusting the position of the wing sails to suit wind direction and the vessel's course.

[0050] Beams 3 serve to hold the remaining elements (units, blocks) of the sail system at the required angles and positions depending on the vessel's course relative to the wind. Beams 3 are structurally connected to mast 1 by securing one end of beam 3 to a rotating device 2 mounted in a specific manner on mast 1. Each beam 3 is structurally connected to axlebox 4, which houses shaft 6.

[0051] Axlebox 4 is a component of the sail system, connecting beam 3 and shaft 6 with support 9 mounted thereon, upon which the wing sails are suspended. Motor 5, which rotates shaft 6, is attached to one plane of axlebox 4, while shaft 6 is mounted on bearings in axlebox 4 on the other side, allowing rotation. Axlebox 4 can be installed directly on the end of beam 3 or secured to rotating element 17 of slider 18.

[0052] In a particular embodiment of the invention, the slider 18 is a sail system unit capable of translational movement along the beam 3 and of rotating the axlebox 4 and, consequently, the shaft 6 installed in the axlebox in the horizontal plane at the required angle relative to the beam 3. The slider 18 consists of two structural components: a sliding element 19, which allows for translational movement along the beam 3, and a rotating portion 17 with an axlebox 4 installed therein, wherein there may be two axleboxes 4 installed. The devices for moving the sliding element 19 and rotating the rotating portion 17 of the slider 18 may be rack-and-pinion, screw-type, electric, or pneumatic.

[0053] Shaft 6 is designed to secure support 9 to which wing sails are suspended. Shaft 6 transmits horizontally directed lift from the wing sail through beam 3 and mast 1 to the hull of the vessel for its movement. In particular, the shaft can be made cylindrical with double-sided parallel chamfers that form working surfaces 7. Shaft 6 can also have a different cross-sectional profile with working surfaces 7 formed. Working surfaces 7 of shaft 6 are used to maintain support 9 in the required spatial position. In the initial working position of shaft 6, the planes of working surfaces 7 are installed vertically. More than one wing sail can be suspended from support 9, if necessary. Shaft 6 can, if necessary, be made telescopic, consisting of two or more independent parts, since said parts are designed with the ability to rotate independently of each other.The support 9 is an element of the sail system, connecting the wing-sail to the shaft 6. The support 9 is structurally connected, in particular by means of stops 11, to the supporting section 12 of the wing-sail. The support 9 can be made in the form of a hollow parallelepiped. The support 9 is structurally connected to the shaft 6 in such a way that the largest opposite faces, the sliding faces 8, of the internal cavity of the support 9 tightly embrace the working surfaces 7 of the shaft 6, allowing the support 9 to move progressively along the shaft 6, as well as up and down, relative to the axis of the shaft 6. Such a connection allows, when the shaft 6 is rotated by the engine 5, to rotate the support 9 and, accordingly, the wing-sail, by 180° around the axis of the shaft 6, making the wing reversible.The support 9, in interaction with the shaft 6 and the sail-wing, allows the sail system to automatically regulate the amount of compensation for the vessel's roll by changing the value of the angle (φ) in the range from 0° to 90°, set either by the lifting force, the value of which depends on the wind speed at a certain point in time, or by force by rotating the motor 5 of the shaft 6.

[0054] The support 9 has a device 10 for longitudinal movement along the shaft 6. In a particular embodiment of the invention, more than one support 9 can be installed on the shaft 6.

[0055] When an airflow passes over a wing sail with an asymmetrical transverse profile, lift is generated on the convex surface 13 of the wing sail (Fig. 3a). Consequently, the operating position of the wing sail is generally determined to be vertical, with its convex surface 13 facing the bow of the vessel, which ensures adequate thrust in the direction of the vessel's travel.

[0056] The reversibility of the wing-sail is achieved by rotating it 180° around its horizontal axis, thereby reversing the direction of the lift generated by the wing-sail. The wing-sail is made of modern polymer composite materials, as these materials, while being lightweight, are highly durable, corrosion-resistant, and fatigue-resistant.

[0057] The transverse profile of a rigid wing sail (as well as its planform) is selected depending on the type and purpose of the vessel. A particular embodiment of the invention may utilize a wing with a convex-concave transverse profile, which provides the highest lift coefficient.

[0058] The claimed sail system is used in the following sail system operation method. The sail system can operate in two main operating states: the sail system operates like "classic" square sails when the vessel is sailing full course; the sail system operates like "classic" fore-and-aft sails when the vessel is sailing close course.

[0059] When the vessel is sailing at full speed (Fig. 4a), the sailing system makes it possible to utilize the advantages of "classic" square sails, creating a larger effective sail area for "filling" them with wind. As a result, the wing sails are used as a single sail, which is more effective than their separate use. When the vessel is sailing at full speed (the first operating condition), beams 3, rotating around the vertical axis of mast 1, position shafts 6 between the mast and the bow of the vessel, arranging them symmetrically relative to the vessel's centerline, at an angle of 130° to 180° to one another. Accordingly, the wing sails hung on supports 9 are also positioned symmetrically relative to the vessel's centerline. The leading edges 16 of the wing sails are joined together, forming a single square sail, and the convex surfaces 13 of the wing sails face the bow of the vessel. The required orientation of the wing sail surfaces is established by rotating shaft 6.In this way, a single sail surface is created from individual sails - wings, as shown in Fig. 4a.

[0060] When sailing upwind, the sail system allows for tacking, offering the advantages of a rigid wing over traditional soft fore-and-aft sails. The rigid structure allows for better airflow control, resulting in higher speed and maneuverability. Wing sails offer greater stability in various wind conditions, allowing the vessel to better maintain course and maintain stability even in strong winds. Wing sails are more effective in light winds, as they maintain a stable shape, allowing even light winds to propel the vessel.

[0061] When the vessel is sailing against the wind (Fig. 4b), the proposed sail system is adjusted as follows (second operating mode). Beams 3, rotating around the vertical axis of mast 1, are adjusted such that shafts 6 are positioned facing the wind, parallel to each other, at the desired angle of attack to the wind direction. The leading edges of the wing sails 16 are also pointed at the desired angle of attack to the wind, and the convex surfaces 13 of the wing sails face the bow of the vessel, ensuring adequate propulsion in the direction of the vessel's travel.

[0062] When the vessel switches from full to sharp courses (Fig. 5), the sail system switches to its second operating mode as follows. The sections of the "windward" wing-sails are folded (Fig. 5, and 2) with the shaft 6 supporting them rotating by 180° (Fig. 5 and 3 - item 4), which carries along and rotates the support 9 around the horizontal axis, changing the position of the "windward" sails to the operating one (wing reversibility). Then the beams 3, rotating around the vertical axis of the mast 1, set the shafts 6 in the direction of the wind, parallel to each other, at the required angle of attack to the direction of the wind. In this case, the leading edges 16 of the wing-sails are also directed towards the wind at the required angle of attack, and the convex surfaces 13 of the wing-sails are facing the bow of the vessel, which ensures the proper thrust in the direction of the vessel's travel.

[0063] The transition to a new working position is completed by unfolding sections 12' of the wing sail (Fig. 5, item 5)

[0064] When changing the tack (Fig. 6) from left to right or from right to left, the wing sails fold sections 12' (Fig. 6, i. 1) and change their position to the working position (wing reversibility) by rotating shaft 6 by 180° (Fig. 6, i.

[0065] 2). Both beams 3 rotate around the vertical axis of the mast 1, bringing the shafts 6 of the sail system to the wind at the required angle of attack (Fig. 6, and.

[0066] 3), while the wing sails with their leading edges 16 are also directed towards the wind at the required angle of attack, and the convex surfaces 13 of the wing sails are facing the bow of the vessel, which ensures the proper thrust in the direction of the vessel’s movement, and then the wing sails unfold the sections 12’, bringing the system into working position taking into account the vessel’s course and the wind direction (Fig. 6, and 5)

[0067] The proposed sailing system, when the vessel is moving on a sharp course, allows for a reduction in the vessel's roll caused by the sail lift (Fig. 36). This property of the sailing system is due to the design of the wing-sail support 9, which moves freely up and down the shaft 6 and, under the influence of gravity, always occupies the lowest possible position in the operating state, thereby forming a lift arm between the center of the sail area 20 of the wing-sail and the axis of the shaft 6, which rotates the wing-sail together with the shaft 6 at a certain angle from the vertical. In this case, the horizontal component of the lift force Fy (Fig. 36), the roll force Bkr (Fig. 36), decreases, which leads to an increase in the vessel's speed, since the resistance force to the vessel's movement is reduced due to a decrease in the area of ​​"wetting" of the vessel's side.This design feature of the sailing system also prevents the vessel from capsizing during a sudden, strong gust of wind (a squall), since the stronger the wind, the greater the lift generated on the sail and, accordingly, the greater the deflection moment Motk, which increases the angle (φ) of the wing-sail's deviation from the vertical position. Consequently, the lift generated on the sail is directed increasingly upward, thereby proportionally reducing the heel force (Pkr), preventing the vessel from "rolling" over. The angle (φ) of the wing-sail's deviation under normal wind conditions is set directly by the lift generated by the wind, or can be forcibly set by rotating the engine 5 of the shaft 6. Optimal performance of the sailing system is achieved either by adjusting the height of the support 9 to a specific wing-sail, or by rotating the shaft 6 to a predetermined angle using the engine 5.

[0068] When the vessel is sailing at full speed, the deviation of the sails from the vertical under the influence of the wind load allows the vessel to “dig” its bow into the water to a lesser extent, which also improves the vessel’s performance.

[0069] The sail area center 20 is the point of application of the resultant aerodynamic forces of the wind acting on the sail-wing.

[0070] The moment of force deflecting the sail-wing from the vertical:

[0071] Мотк = Fy L, where FY is the lifting force, L is the lever arm;

[0072] Fy= CypV2S / 2, where Fy is the lifting force, Cy is the lift coefficient, p is the air density, V is the wind speed, S is the projected area

[0073] Since the wing sails on sharp courses are installed by the sail system to the wind in front of the mast 1 and other elements of the sail system, this makes it possible to eliminate the negative influence of the mast 1, beams 3, shafts 4 on the aerodynamic characteristics of the wing sails, which also increases the efficiency of using the sail system.

[0074] The proposed sailing system, used in a certain way, increases the maneuverability of the vessel without the use of auxiliary means, if necessary allowing the vessel to move in reverse, to make sharper turns of the vessel on full courses (Fig. 7a), up to a turn “on the spot”, and on sharp courses (Fig. 76) - effective slowing (“braking”) of the vessel, which has a positive effect on the safety of navigation.

[0075] To control the thrust vector, the center of sail area, and the angle of attack of the sails - wings, i.e., to generally increase the efficiency of the sail system, the following is used: rotation of beams 3 around the vertical axis of mast 1, longitudinal movement and rotation of sliders 18 along the beams, as well as longitudinal sliding along the shaft of supports 9.

[0076] Depending on the displacement, one or more sail systems are installed on the vessel.

[0077] The proposed sail system can also be scaled: vertically by increasing the sail system's tiers with telescopic topmasts with beams that slide up and down (for folding the masts); horizontally by installing additional masts.

[0078] Y1

Claims

CLAUSES OF THE INVENTION 1. A sailing system comprising a mast and rigid sails, characterized in that the mast is provided with a device for rotating at least two beams by 360° in a horizontal plane, with at least one axle box structurally connected to each beam, to one plane of which a motor for rotating a shaft is connected, and on the other side of it a shaft is mounted on bearings with the possibility of rotation, on which at least one support is fixed, made with the possibility of translational movement along the shaft, as well as up and down relative to the axis of the shaft, having structural elements for hanging on it at least one rigid wing sail having an asymmetrical transverse profile, and the wing sail consists of one support section or several sections, one of which is a support section, while the sailing system is made with the possibility of transition from the first working state,in which the shafts are located between the mast and the bow of the vessel at an angle of 130° to 180° to each other, the wing sails are brought into contact with each other with their leading edges, forming one straight sail, while the convex surfaces of the wing sails are facing the bow of the vessel, in the second working state in which the wing sails are directed towards the wind at a given angle of attack, and their convex surface is facing the bow of the vessel.

2. A sailing system according to claim 1, characterized in that the axle box is connected to the beam by installing the axle box in the rotating part of the slider, which contains a sliding element for placing the slider on the beam.

3. The sail system according to paragraph 1, characterized in that two axle boxes are structurally connected to each beam.

4. The sail system according to paragraph 1, characterized in that the wing sail consists of three or more sections, and the total number of sections is odd. number, and the sections are designed with the possibility of telescopic folding and unfolding.

5. The sail system according to paragraph 1, characterized in that more than one sail-wing is hung on the support.

6. The sail system according to paragraph 1, characterized in that more than one support is attached to the shaft.

7. The sail system according to claim 1, characterized in that the sail-wing has a convex-concave transverse profile.

8. The sail system according to paragraph 1, characterized in that the mast and shaft are made telescopic.

9. A method for operating a sailing system using a sailing system according to I. 1, including the following steps: - rotation of beams in a horizontal plane using a rotation device to orient the sails-wings relative to the direction of the wind; - movement of supports along the shafts and up and down relative to the axis of the shafts to adjust the position of the sails-wings; - a reversible transition of the sail system from the first operating state, in which the wing sails are installed with their leading edges end-to-end at an angle of 130-180° to each other, with their convex surface located in the bow of the vessel, to the second operating state, in which the wing sails are located with their leading edges in the direction of the wind at a given angle of attack, and their convex surface is installed in the bow of the vessel

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