Sail propulsion device

Abstract

A sail propulsion device for a ship comprises: a base (100; 10) connected to the ship by a first driven rotary connection (LR1; LR10), at least one flap (200, 300; 30) connected to the base by a second driven rotary connection (LR2, LR3; LR30), a unit (1000) for controlling the orientation of the base and the flap so that the propulsion device exerts a propulsive force on the ship in response to the action of the wind, and a set of sensors (1101-1109) for capturing physical variables of the environment of the propulsion device. Securing means receive data from the sensors and make it possible, under conditions determined from said data, to bring at least one of the two rotary connections into a state selected from the following: free rotation, locked against rotation and servo-controlled as regards the orientation provided by the rotary connection on the basis of the sensor data. Under these conditions, the first rotary connection (LR1) adopts a first state selected from the following: free rotation, locked and servo-controlled, and the second rotary connection (LR2, LR3; LR30) adopts a second state, different from the first, selected from the following: free rotation, locked and servo-controlled.

Description

[0001] sailing impulse

[0002] Scope of the invention

[0003] The invention relates generally to the sail propulsion of ships, and more particularly to a propulsion device with a rigid or semi-rigid airfoil. Prior art

[0004] For several decades, sail propulsion wings with one or more flaps have been imagined, intended in particular for the propulsion of sailboats of various sizes, and also for assisting the propulsion of motor ships, in order to limit their energy consumption.

[0005] In particular, the applicant has developed a two-flap wing with airfoil profiles, NACA or similar, featuring an aerodynamic slot effect between the trailing edge of the front flap (or main flap) and the leading edge of the rear flap (or secondary flap). Reference should be made in particular to documents WO2018087649A1 and W02020115717A1. Other wings with two or more flaps exist, all of which employ one or more rotary linkages for wing control.

[0006] These propulsion systems can encounter adverse conditions, including excessive wind, mechanical problems, or power supply failures (usually electrical power). Document US2023002023A1 describes a three-flap sail propulsion system with controlled orientations, mounted on a similarly controlled base. In a safety mode (excessive wind or sailing upwind), the flaps are aligned with the wind, possibly with an elastic stabilizing return. However, this document provides no clear guidance on how this safety mode can be implemented with regard to the control of the rotating linkages.

[0007] Summary of the invention

[0008] The present invention aims to provide solutions for securing a wing with movable flaps relative to each other.

[0009] For this purpose, a sail propulsion device for a ship is proposed, characterized in that it comprises in combination: a base connected to the ship by a first piloted rotating link, at least one flap connected to the base by a second piloted rotating link, a control unit for the orientation of the base and the flap so that the propulsion device exerts a propulsive force on the ship in response to the action of the wind, a set of sensors for physical variables of the environment of the propulsion device, and safety means associated with the control unit, receiving as input data from the sensors and configured so that, under particular conditions determined from said sensor data, at least one of the two piloted rotating links is in a state chosen from among free rotation, locking against rotation and servo control of the orientation given by the rotating link on sensor data,These safety means being configured so that, under the said particular conditions, the first rotating link is in a first state chosen from among free rotation, locking against rotation and servo control of the orientation given by the rotating link based on sensor data, and the second rotating link is in a second state, different from the first state, chosen from among free rotation, locking against rotation and servo control of the orientation given by the rotating link based on sensor data.

[0010] Some preferred but not limiting aspects of this device include the following additional features, taken individually or in any combination that a person skilled in the art will perceive as being technically compatible with each other.

[0011] * The device includes a first flap mounted on the base by the second rotating link, and a second flap mounted on the base by a third rotating link.

[0012] * The safety means are configured so that, under the said particular conditions, the third rotating link is in a third state chosen from among free rotation, locking against rotation and the orientation given by the rotating link being controlled by sensor data.

[0013] * The third state is different from the first state.

[0014] * The second state and the third state are identical.

[0015] * The second state and the third state are different.

[0016] * the two panels are held in parallel longitudinal planes.

[0017] * said parallel longitudinal planes are perpendicular to a plane containing the axes of rotation of the second and third rotating links.

[0018] * said parallel longitudinal planes are oblique with respect to a plane containing the axes of rotation of the second and third rotating links.

[0019] * said parallel longitudinal planes are contained in a plane containing the axes of rotation of the second and third rotating links.

[0020] * The safety devices are capable of being configured so that the shutters are essentially aligned with the wind direction.

[0021] * the base supports a main flap, and said at least one flap constitutes a secondary flap.

[0022] * the second rotating link is capable of locking the secondary flap in an angular position where its longitudinal vertical plane is contained in a longitudinal vertical plane of the base.

[0023] * the safety means are capable of bringing the first rotating link into a state of orientation controlled by the direction of the wind and the second rotating link into a state of locking against rotation.

[0024] * the safety means are capable of bringing the first rotating link into a state of orientation controlled by the direction of the wind and the second rotating link into a state of free rotation.

[0025] * The second rotating link is planned at the level of a mast passing through the secondary flap. * The second rotating link is planned between a leading edge of the secondary flap and a trailing edge of the main flap.

[0026] * These specific conditions include the detection of a wind speed exceeding a threshold.

[0027] * The safety measures are capable of generating a first safety configuration when the wind speed is above a first threshold, and a second safety configuration when the wind speed is above a second threshold.

[0028] * These specific conditions include the crossing of a predetermined threshold by at least one sensor data point.

[0029] * These specific conditions include the detection of an anomaly in the device.

[0030] * the anomaly causes a rotating link to lock in an uncontrolled angular position, and the safety means are capable of bringing at least one other rotating link into a position determined according to said uncontrolled angular position.

[0031] * said rotating links are driven by motors, and said special conditions include the detection of a motor or motor control fault.

[0032] * The fault is a power supply failure, and a piloted rotating link, in the absence of current, is either intrinsically brought into a state of free rotation, or intrinsically brought into a state of locking against rotation.

[0033] * The device is mounted on a tipping device, and the safety means are also configured to selectively allow / prohibit a tipping operation.

[0034] * Physical variables include data on stresses, strains or accelerations to which the device is subjected, and the safety means are capable of bringing the base and / or the flap or at least one flap into a safety configuration in the event that stress and / or strain values ​​become greater than a threshold.

[0035] * The physical variables include data on stresses, strains or accelerations to which the device is subjected, and the flap or at least one flap is capable of lowering at least partially the flap or at least one flap in the event that stress and / or strain values ​​become greater than a threshold.

[0036] Brief description of the drawings

[0037] Other aspects, purposes and advantages of the present invention will become more apparent from the following description of preferred embodiments thereof, given by way of non-limiting example and made with reference to the accompanying drawings.

[0038] Regarding the drawings:

[0039] - Fig. 1 is a schematic top view of a propulsion device according to the invention, in a first operating position,

[0040] - Fig. 2 is a schematic top view of a propulsion device according to the invention, in a second operating position,

[0041] - Fig. 3 is a schematic top view of a propulsion device according to the invention, in a third operating position,

[0042] - Fig. 4 is a schematic side elevation view of the device in Fig. 1,

[0043] - Fig. 5 is a schematic perspective view of the device shown in Figs. 1 to 4,

[0044] - Fig. 6 is a schematic perspective view at an enlarged scale of the device shown in Figs. 1 to 5,

[0045] - Fig. 7 is a schematic top view of the device in a folded configuration,

[0046] - Fig. 8 is a top perspective view of one embodiment of a base for the device shown in Figs. 1 to 6,

[0047] - Fig. 9 is a perspective view from below of the base of Fig. 8,

[0048] - Fig. 10 illustrates, by means of a schematic top view, the reduction in the footprint on the deck of a ship of a device of the invention during its movements compared to a prior art device,

[0049] - Fig. 11 is a simplified block diagram of a control device for a propulsion device according to the invention,

[0050] - Fig. 12 is a schematic top view illustrating a first method of securing the device shown in Figs. 1 to 11,

[0051] - Fig. 13 is a schematic top view illustrating a second method of securing the device shown in Figs. 1 to 10, - Fig. 14 is a schematic top view illustrating a third method of securing the device shown in Figs. 1 to 10,

[0052] - Fig. 15 is a schematic top view illustrating a fourth method of securing the device shown in Figs. 1 to 10,

[0053] - Fig. 16 is a schematic top view illustrating a fifth safety mode for the device shown in Figs. 1 to 10,

[0054] - Figs. 17-1 to 17-27 are even more schematic top views illustrating all the possible ways of securing the device shown in Figs. 1 to 10,

[0055] - Fig. 18 is a schematic top view of another embodiment of a propulsion device to which a safety feature according to the invention can be applied, and

[0056] - Fig. 19 is a schematic perspective view of the device in Fig. 18. Detailed description of preferred embodiments

[0057] With reference first to Figs. 1 to 6, a ship propulsion device according to the invention comprises a base or post 100 which carries two flaps 200, 300.

[0058] The two flaps 200, 300 are preferably identical and have a symmetrical type aerodynamic profile (NACA standard profile or other), with a leading edge BA, a trailing edge BF and two sides FLG, FLD.

[0059] Alternatively, the two panels may have different mechanical and / or aerodynamic characteristics, preferably with similar properties.

[0060] The maximum thickness of the profiles is, for example, at approximately 1 / 3 of the chord length of the profile, starting from the leading edge, although this can vary considerably.

[0061] Each panel has a structure that gives it overall rigidity and the ability to stand upright relative to a base in a self-supporting manner.

[0062] For example, it could be a flap constructed from an internal mast, ribs distributed vertically along the mast, and a cover (e.g., coated fabric) stretched over the ribs, as described in document W02020115717A1. Alternatively, the cover could be a rigid envelope made, for example, of sheet metal or a synthetic or composite material. It could also be an inflatable flap, the rigidity of which is at least partially ensured by air pressure within its internal volume, or a one-piece flap, solid or hollow, with any structural and / or weight-reducing components (fiberglass, carbon fiber, internal foam).

[0063] As can be seen in particular in Figs. 4 to 6, each flap 200, 300 has a base, respectively 210, 310, ensuring a connection between the structure of the flap itself and an orientation part, respectively 220, 320, belonging to a rotating orientation link, respectively LR2, LR3, between the flap and an associated region of the base 100. This part 220 or 320, of which only the upper region is visible in the figures, includes a shaft engaged in a respective concentric opening, respectively 110, 120, made in the base, a bearing structure(s) and / or bearing(s) of adapted configuration ensuring the rotation of the flap around a respective vertical axis of rotation A2 or A3 (in the operating position) of the associated flap.

[0064] Advantageously, whether the 200, 300 shutters are identical or not, their base 210, 310 and their orientation part 220, 320 are preferentially identical.

[0065] Similarly, the openings 110, 120 of the base 100 are arranged in the same way.

[0066] Typically, but not exclusively, the position of each axis of rotation A2, A3 relative to the respective flap profile is such that the distance between the axis and the leading edge BA of the flap represents 10 to 30%, more preferably 12 to 18%, of the chord length of the flap.

[0067] According to a preferred characteristic, and as illustrated in Figs. 1 to 3, each flap has a center of pressure (CP) in cross-section located behind its pivot axis in a front-to-back direction between a leading edge and a trailing edge. It should be recalled here that the center of pressure of an airfoil is the point on its chord around which the moment resulting from the aerodynamic forces applied to the airfoil is zero. This characteristic derives part of its technical significance from a safety operating mode that will be described later.

[0068] It is understood that, to ensure good parallelism between the pivot axes A2 and A3 of the flaps, it suffices to create coplanar reference surfaces with appropriate precision at the rotating orientation joints. Mounting a flap with rotational freedom around the respective axis A2 or A3 can be achieved, for example, by bolting a retaining flange onto a corresponding reference surface. This flange would then enclose the axis of the associated flap and retain the bearings / blocks that provide the rotating connection, in a conventional manner.

[0069] If necessary, a stiffening or joining piece can be provided in the upper part to connect the two upper parts.

[0070] Each shutter can be rotated, preferably through 360° and without a stop, using one or more motors, typically electric motors of appropriate power. Not shown in the illustration, the motor(s) include an output pinion that meshes with a toothed ring fixed to part 220, 320, respectively, of the shutter in question.

[0071] We observe in the figures that the structure of the base 100 has a symmetry with respect to a transverse vertical plane extending between the openings 110, 120, as well as with respect to a longitudinal vertical plane perpendicular to the previous one.

[0072] The base 100 is mounted pivotally on the ship's structure around an axis A1 parallel to axes A2 and A3 and located midway between them.

[0073] For this purpose, the base 100 has a generally cylindrical shaft 130 extending downwards and open downwards, defining the axis A1, which cooperates with a corresponding supporting structure, not shown, fixed for example on the deck of the ship, using a mounting flange 140. An arrangement of bearings / bearings ensures freedom of rotation around the axis A1 to form a rotating link LR1 and, in the same way as for the flaps 200 and 300, one or more motors control the rotation of the base 100 relative to the ship for example using a pinion(s) / ring gear link.

[0074] Advantageously, the parts used for controlling the rotation of the flaps 200, 300 and for controlling the rotation of the base 100 can be at least partly identical, thus allowing standardization of the manufacture and assembly of the device.

[0075] Figures 8 and 9 show one embodiment of the base 100. It comprises two parallel plates 151, 152 connected internally by peripheral members 153 and, if necessary, by internal members, which are not visible. Also shown is the shaft 130 for rotating the base on the ship, extending between the two plates 151, 152 and projecting downwards, as well as its flange 140.

[0076] Two circular openings 110 and 120 pass through the two plates, defined on the one hand by circular cutouts aligned in the two plates and on the other by a skirt, 111 and 121 respectively, attached to the two plates near these cutouts. The coplanar reference surfaces 101 and 102 are formed on the top of the upper plate 151. These arrangements define the two axes A2 and A3.

[0077] The shaft 130, intended for the rotational mounting of the base on the ship, is integral with the two plates 151 and 152 and extends downwards to the flange 140, defining a reference bearing surface extending in a plane parallel to the plane containing the surfaces 101 and 102 intended for the flaps. These arrangements define the axis A1.

[0078] The base, for example, is made by welding together cut steel pieces. In a lighter version, aluminum alloys or composite materials can be used.

[0079] It should be noted that by making the shutters in the form of light and sufficiently rigid structures, by one of the techniques mentioned above, it is not always necessary to secure the pivot axes of the shutters at their upper ends, thus significantly lightening the whole structure and limiting its moment of inertia, which helps to limit the forces within the structure and the rotating links.

[0080] This also allows, if the device is intended to be folded down onto the ship's deck by tilting, to limit the torque required at the tilting system.

[0081] The propulsion device according to the present invention offers numerous advantages:

[0082] - despite a simplified structure, propulsive performance equivalent to that obtained with a device as described in document W02020115717A1 can be achieved,

[0083] - When the flaps are of identical design, the complexity of the structure and assembly operations can be reduced, as well as the number of different parts and therefore the costs; - Similarly, using two identical flaps with a symmetrical base limits the forces transmitted through the rotating link of the base and reduces the power required for its rotation, as the center of gravity of the rotating assembly is substantially located on the axis of rotation A1 of said base.

[0084] - The independent mounting of the two flaps on the base prevents the structure of one flap from having to support the other, as is the case in some known approaches,

[0085] - the possibility of rotating the base and each of the two flaps through 360°, preferably without a stop, allows the orientation possibilities to be varied in the widest possible way, whether to optimize performance in navigation, to bring the device to safety in case of a storm or to limit the bulk of the device (especially during handling on the deck) or if the device has to be retracted, or even to balance the forces.

[0086] We will now describe a number of possible configurations for the propulsion device described above.

[0087] It should be noted here that throughout the description, the term "wind" generally refers to apparent wind.

[0088] First, in Fig. 1, the device is in propulsion mode, with wind direction indicated by V. The orientations of the two flaps as shown create an overall camber with its concave side facing the wind. Furthermore, the relative angle between the two flaps creates a slot F through which some of the air will pass to create a suction effect on the leeward side of the rear flap (here, flap 300).

[0089] The orientations of the 100 base and each of the flaps are dynamically controlled based on measured data, primarily wind speed and direction, and the ship's heading. It should be noted that when the wind direction changes, flaps 200 and 300 can remain in the same position relative to the 100 base, and the latter's orientation is simply adjusted to optimize the angle of attack.

[0090] Thus, in Fig. 2, the base 100 has been rotated by a certain angle around its axis A1 to adapt the device to a wind that has turned slightly clockwise.

[0091] Figure 3 illustrates the adaptation of the device's configuration when switching from starboard tack navigation (as shown in Figures 1 and 2) to port tack navigation. To achieve this configuration, it is possible either to rotate the entire propulsion system around axis A1, while simultaneously adjusting the orientation of the flaps relative to the base around axes A2 and A3, or to primarily adjust the orientation of the two flaps, minimizing the rotation of base 100. In the situation illustrated in Figure 3, the control device rotated flaps 200 and 300 through an angle of approximately 180°, with flap 300 becoming the forward flap and flap 200 becoming the aft flap.

[0092] Depending on the navigation conditions and the energy required to orient the device, either the first approach or the second approach, as illustrated in Fig. 3, can be preferred.

[0093] It should be noted here that the independent motorization for the angular adjustment of each flap allows for real-time control of the wing camber and, consequently, the width of the gap F between the trailing edge of the upwind flap (relative to the wind direction) and the leading edge of the downwind flap. This camber control, as well as the control of the overall orientation of the flaps relative to the base 100 and the base relative to the vessel, advantageously takes into account, during navigation, at least one of the following parameters:

[0094] - the wind direction relative to the ship's heading,

[0095] - the force of the wind,

[0096] - wind stability,

[0097] - the position of the device on the ship in relation to other sail propulsion devices arranged on the ship.

[0098] According to another possible configuration, as illustrated in Fig. 7, the two flaps 200 and 300 are moved by the drive system until they are folded against each other, leaving a gap between them if necessary, in order to limit the overall size of the propulsion system. This configuration can be useful, for example, during handling operations on the ship's deck, leaving more room for the movement of port cranes. It can also be useful when the propulsion system is mounted on a structure that allows it to be retracted. Typically, this retraction can be achieved either (as mentioned above) by tilting so that the flaps extend horizontally along the ship's deck, or obliquely, or by vertical translation within a cage designed for this purpose in the ship's structure. Referring now to Fig.Figure 10 illustrates, on the left, the total deflection (projected onto a horizontal plane) of a prior art wing, for example, one manufactured according to the principles described in document W02020115717A1, and on the right, the total deflection (also projected onto a horizontal plane) of a propulsion device according to the invention. In the left-hand section, V1 designates the forward flap or main flap, and V2 designates the rear flap or secondary flap, hinged around an axis located behind the trailing edge of the forward flap. The assembly pivots about a main axis AP, which coincides with the pivot axis of the forward flap V1. The space occupied by the wing during its movements is a circle of diameter D1.

[0099] It can be observed that with the present invention, thanks in particular to a main axis A1 located between the pivot axes A2 and A3 of the two flaps (and preferably midway between them), and to the use of two wings with identical or nearly identical chord lengths, the diameter D2 of the turning circle (for the same overall propulsion area) is much smaller. This results in a significant reduction in size, particularly in the footprint on the ship's deck.

[0100] The device settings on the ship's deck thus take up less space and, particularly in the case of cargo transport, the space available for loading / unloading operations and for storage on / in the ship is greater.

[0101] With reference to Fig. 11, a control device 1000 is schematically represented, which receives input data from a set of sensors 1101-1109 located on board the ship. These sensors can either be part of the ship or part of the propulsion system.

[0102] A suitable interface 1200 with the ship's SN digital control system allows the signals from the sensors (here 1106-1109) equipping the ship to be routed to the control device 1000.

[0103] The control device 1000 is connected to a human-machine interface 1300 allowing users to view information relating to the state of the system, and to provide control instructions.

[0104] The control device 1000 is also connected via an output interface 1400 to the various actuators that allow the device to be physically controlled. These actuators include, in particular, the electric motors 1501, 1502, and 1503, which control the rotating links LR1, LR2, and LR3 described above.

[0105] As mentioned, each rotating link can include either a single motor, or a set of lower power motors each engaging with the toothed ring of the link in question and controlled synchronously.

[0106] It should also be noted that the control of electric motors can be chosen at the design stage to:

[0107] - bring the rotating link in question into a setpoint position, if necessary dynamically according to the signals provided by the sensors,

[0108] - to block or release the rotating link in the absence of a control signal and / or power supply.

[0109] In the case above, the rotating link can be locked or unlocked depending on other parameters (for example, at the dock or at sea, which can be determined for example by a positioning unit), in order to ensure the best security depending on the context.

[0110] Alternatively, the release of a rotating link with a motor blocked in the absence of current can be achieved with a clutch / disengagement mechanism, for example of mechanical or electromagnetic type.

[0111] With reference to Figs. 12 to 16, five specific possibilities for securing the device described above have been illustrated.

[0112] This safety measure can be implemented in particular, as will be detailed below:

[0113] - in case of excessive or unstable wind,

[0114] - in the event of a failure (mechanical, electrical, electronic, etc.) of one of the components enabling the control of the device,

[0115] - in the event of a power outage affecting the electric motors belonging to these actuators,

[0116] - in the event that forces within one or more components of the device, measured for example using strain gauges, exceed certain thresholds,

[0117] - in the event of movements, speeds or accelerations of one or more components of the device,

[0118] - etc.

[0119] With reference first to Fig. 12, a safety mode has been represented where the motor 1501 of the rotating link LR1 between the base 100 and the ship is dynamically controlled to control the position of the base on the direction V of the wind as illustrated, and where the orientations of the two flaps 200, 300 are controlled, at the level of the motors 1502, 1503, to lock the latter in positions where their respective median planes are aligned with the longitudinal median plane of the base.

[0120] This control can be achieved, for example, using a signal from a wind sensor providing a real-time wind direction.

[0121] In a variation of this safety mode, one of the flaps can be locked in a given orientation, and the orientation of the other flap can be controlled according to the orientation of the base and the wind direction.

[0122] Referring now to Fig. 13, a second safety mode is shown where the base 100 is locked in a given angular position, potentially arbitrary, and where the control of motors 1502, 1503 is slaved to the wind direction so that the median planes of the flaps 200, 300 are parallel to the wind direction. Here again, this slaveing ​​can be achieved, for example, with the signal from a sensor dynamically providing the wind direction and / or a force sensor at the level of the rotating links LR2, LR3.

[0123] In a variant of this second mode, one of the two flaps 200, 300 can be provided for to be free to rotate, to orient itself spontaneously in the direction of the wind, in weathervane mode, and that the orientation of the other flap is controlled by the direction of the first.

[0124] In another variant of this second mode, one of the two flaps 200, 300 can be provided for to be free to rotate, to orient itself spontaneously in the direction of the wind, in weathervane mode, and that the orientation of the other flap is controlled by the direction of the wind.

[0125] Such a safety configuration can be implemented for example in the presence of a mechanical or electrical failure at the level of the rotating link LR1, which can cause the base 100 to become stuck in any orientation.

[0126] Referring now to Fig. 14, a third safety mode is shown where the two flaps 200 and 300 are locked, by appropriate control of the respective motors 1502 and 1503, in an orientation where their median plane is perpendicular to the longitudinal median plane of the base 100, and where the rotating link LR1 is free. In this case, the base 100 and the flaps 200 and 300 together form a wind vane that orients itself so that the two flaps adopt an orientation parallel to the wind.

[0127] In a variation of this third safety mode, the orientation of the 100 base is dynamically controlled in a servo-controlled manner, linked to the wind direction, so that the 200 and 300 flaps follow the wind direction. An advantage of this safety mode is that it minimizes the risk of collision between the two flaps, resulting in very stable behavior. It is also possible to switch from the third mode to the variant described above, and vice versa, depending on the wind conditions.

[0128] Referring now to Fig. 15, we have represented a fourth safety mode where the flaps 200, 300 are locked in the same orientation, which is arbitrary with respect to the base 100, and where the orientation of the base is controlled to be slaved to the direction of the wind and to keep the median planes of the two flaps aligned with the wind.

[0129] Such a configuration can be implemented, for example, in the event of a mechanical or electrical failure of one of the rotating links LR2 or LR3, causing the corresponding flap to become stuck in a potentially arbitrary orientation. In this case, the control system operates to:

[0130] - bring the non-faulty flap into an orientation parallel to the faulty flap, and lock it in that position.

[0131] - control the orientation of base 100 at the LR1 link to align the flaps with the wind.

[0132] We will now describe, with reference to Fig. 16, a fifth safety mode. In this mode, the base 100 is dynamically controlled to the wind direction V, while the rear flap 300 (it could be flap 200) in a reversed configuration of the propulsion device) is locked in an orientation where its median plane is aligned with the longitudinal median plane of the base 100.

[0133] The front flap 200, in its first variant, is free to rotate (weather vane mode). In a second variant, it is, like the rear flap, locked to align with the base 100 and with the rear flap.

[0134] Now, with reference to Figs. 17-1 to 17-27, the different safety options have been schematically represented. In these figures, the letter L indicates that the rotating link is free, the letter A indicates that the rotating link is dynamically controlled, typically based on the measured wind direction, and the letter B indicates that the link is blocked or locked in a given angular position, either deliberately or because some failure has caused the rotating link in question to become blocked in that position.

[0135] Figs. 17-1 to 17-4 cover the case where the device comprises a base 100 and a single flap 200, with a rotating link LR1 between the base and the ship and a rotating link LR2 between the base 100 and the flap 200.

[0136] In Fig. 17-1, the safety mechanism consists of freeing the rotating link LR1 while locking the rotating link LR2. This locking is achieved either deliberately (the flap 200 being then preferably oriented along the axis of the base 100), or due to a fault, in which case the flap can adopt any uncontrolled orientation relative to the base. The behavior is then of the weathervane type.

[0137] In Fig. 17-2, the LR2 link is blocked as before, but the rotating link LR1 is controlled so that the orientation of the flap 200 is aligned with the direction of the wind (so-called "neutral" mode).

[0138] Referring to Fig. 17-3, the safety mechanism involves freeing the LR2 rotating link while locking the LR1 rotating link. This locking occurs either deliberately or due to a fault, allowing the flap to adopt an uncontrolled orientation relative to the base. The free movement of the LR2 link ensures a weathervane-like behavior.

[0139] In Fig. 17-4, the LR1 link is blocked as before, but the rotating link LR2 is controlled so that the orientation of the flap 200 is aligned with the direction of the wind (mode “neutral”).

[0140] From Fig. 17-5, we have illustrated safety modes for a device comprising a base 100 mounted on the ship by a rotating link LR1, and two flaps 200, 300 mounted on the base by two rotating links LR2, LR3, essentially as described with reference to Figs. 1 to 6.

[0141] Fig. 17-5 corresponds to the safety locking method of Fig. 17-1, but for two shutters. In the case of a deliberate blocking of the two shutters, they are brought into a parallel relationship with each other, with an orientation relative to the longitudinal axis of the base that can vary as will be seen in detail later.

[0142] Conversely, if one of the flaps accidentally jams, the system then controls the other flap, bringing it into parallel alignment with the first. It's clear that the orientation of the flaps relative to the base is not controlled in this case. The behavior is that of a double wind vane with a single axis.

[0143] Fig. 17-6 corresponds to the safety mode of Fig. 17-2, but for two shutters, therefore here again in neutral mode.

[0144] Fig. 17-7 corresponds to the safety mode of Fig. 17-3, but for two shutters. The behavior is then that of two weather vanes with distant and parallel axes.

[0145] Fig. 17-8 corresponds to the safety mode of Fig. 17-4, but for two shutters. It is therefore a "two neutral positions" mode where the orientation of each shutter is dynamically controlled by the wind direction.

[0146] The two configurations above are particularly useful in the event of a failure leading to the blocking of the LR1 link. In this case, the orientation of the flaps adapts to variations in the ship's orientation and / or wind direction.

[0147] Figure 17-9 illustrates a hybrid safety configuration, where link LR1 is free, one of the flap links (here LR2) is locked, and the other flap link (here LR3) is controlled by the wind direction. In practice, the device will tend to align flap 200 with the wind direction, due to the free movement of link LR1 and the locking of link LR2, and the rotating link LR3 of flap 300 is controlled to be locked by the wind direction, taking into account the instantaneous orientation of the base 100.

[0148] Fig. 17-10 illustrates another hybrid safety configuration, which differs from that of Fig. 17-9 simply in that the LR1 link is slaved to the wind direction rather than being free.

[0149] Fig. 17-11 illustrates a third hybrid safety configuration, where the LR1 link is blocked, either deliberately or due to a failure. One of the flap rotating links (here LR2) is released, while the other flap rotating link (here LR3) is controlled so that the orientation of flap 300 is slaved either directly to the wind direction or to the instantaneous orientation of the other flap, here flap 200. This configuration is typically useful in the event of a failure in one of the LR2 or LR3 links, requiring the release of the faulty link.

[0150] Fig. 17-12 illustrates a situation of the configuration of Fig. 17-5 where the blocking of one of the rotating links LR2, LR3 has occurred, and where the orientation of the blocked flap is oblique to the longitudinal plane of the base 100, and where the other flap is either blocked in the same orientation, or not blocked but to be locked in a position where its orientation is parallel to that of the blocked flap.

[0151] Fig. 17-13 illustrates a situation of the configuration of Fig. 17-5 where the two rotating links LR2, LR3 are deliberately blocked with an orientation of the flaps perpendicular to the longitudinal plane of the base 100. In this situation, the device adapts to the direction of the wind by the rotating link LR1, the horizontal distance transverse to the wind between the two flaps being maximized to limit turbulence.

[0152] Figure 17-14 illustrates a situation similar to the configuration in Figure 17-5 where one of the rotating links LR2, LR3 has been blocked, and the blocked flap is oriented parallel to the longitudinal plane of the base 100. The other flap is either blocked in the same orientation or not blocked but controlled to lock in a position parallel to that of the blocked flap. This configuration can also be deliberately chosen by controlling both flaps and locking them in the positions shown. Note that this figure also illustrates a neutral position of the device, with left-right lateral symmetry of the assembly formed by the flaps and the base.

[0153] Fig. 17-15 illustrates a situation of the configuration of Fig. 17-6 where the orientation of the blocked flaps is oblique to the longitudinal plane of the base 100. In a variant, the blocking of one of the rotating links LR2, LR3 has been carried out, and the other flap is either blocked in the same orientation, or not blocked but piloted to be locked in a position where its orientation is parallel to that of the blocked flap.

[0154] Fig. 17-16 illustrates a situation of the configuration of Fig. 17-6 where the orientation of the blocked flaps is perpendicular to the longitudinal plane of the base 100. In a variant, the blocking of one of the rotating links LR2, LR3 has been carried out, and the other flap is either blocked in the same orientation, or not blocked but piloted to be locked in a position where its orientation is parallel to that of the blocked flap.

[0155] Fig. 17-17 illustrates a situation of the configuration of Fig. 17-6 where the orientation of the blocked flaps is aligned with the longitudinal plane of the base 100. In a variant, the blocking of one of the rotating links LR2, LR3 has been carried out, and the other flap is either blocked in the same orientation, or not blocked but piloted to be locked in a position where its orientation is parallel to that of the blocked flap.

[0156] Fig. 17-18 illustrates the safety mode of Fig. 17-7, where the rotating link LR1 was blocked, the flaps 200, 300 freely an orientation aligned with the wind, here oblique to the longitudinal plane of the base 100.

[0157] Fig. 17-19 illustrates the safety mode of Fig. 17-8, where the rotating link LR1 was blocked, the orientation of the flaps 200, 300 being controlled so that they align with the wind, here obliquely with respect to the longitudinal plane of the base 100.

[0158] Fig. 17-20 illustrates the behavior of the device put into safety according to the principle of Fig. 17-12, in the presence of a wind direction V.

[0159] Fig. 17-21 illustrates the behavior of the device put into safety according to the principle of Fig. 17-13, in the presence of a wind direction V.

[0160] Fig. 17-22 illustrates the behavior of the device put into safety according to the principle of Fig. 17-14, in the presence of a wind direction V.

[0161] Fig. 17-23 illustrates the behavior of the device put into safety according to the principle of Fig. 17-15, in the presence of a wind direction V.

[0162] Fig. 17-24 illustrates the behavior of the device put into safety according to the principle of Fig. 17-16, in the presence of a wind direction V.

[0163] It should be noted that these safety modes, particularly the one shown in Fig. 17-16, allow the device to align itself with the wind without being affected by positional variations due to the ship's movements. These modes are, for example, preferable when exceeding the wind speed threshold of approximately 37 to 43 knots (see also below regarding these thresholds).

[0164] Fig. 17-25 illustrates the behavior of the device put into safety according to the principle of Fig. 17-17, in the presence of a wind direction V.

[0165] Fig. 17-26 illustrates the behavior of the device put into safe mode according to the principle of Fig. 17-18, in the presence of a wind direction V. Fig. 17-27 illustrates the behavior of the device put into safe mode according to the principle of Fig. 17-19, in the presence of a wind direction V.

[0166] It should be noted that the safety modes where the base is locked and the flaps are free, or vice versa, are particularly stable because the pressure centers CP of the flaps (actually the vertical linear development of these pressure centers) are located substantially behind the pivot points of the flaps, which notably prevents any undesirable oscillation of the flaps in this flag mode.

[0167] As mentioned above, the device can be made safe in the presence of excessive wind.

[0168] Advantageously, this safety measure can be implemented using the following methods:

[0169] - up to a first wind threshold (for example around 25 to 30 knots of wind speed), normal operation of the device, with dynamic control of the orientation of the base 100 and the orientations of the flaps 200, 300 to maximize the propulsive force,

[0170] - between this first threshold and a second threshold, for example in the range of 37 to 43 knots of wind speed, the system is controlled to limit the constraints; this could involve, for example:

[0171] * a reduction in the angle of the flaps relative to the wind, by controlling the LR2, LR3 and / or LR1 links, and / or

[0172] * of a partial lowering of one or both shutters (with all possible variations: one shutter partially lowered (lashing) and the other fully lowered or not lowered, one shutter fully lowered and the other not lowered, both shutters partially lowered (double lashing), at identical or different heights).

[0173] Furthermore, in the case where the propulsion device is mounted on a tilting support allowing it to be erected or lowered along the deck of the ship (see for example document WO2023119245A1), it can be foreseen that the erection or lowering operation can only be carried out below a certain wind speed limit.

[0174] Furthermore, the control system implementing the safety mechanism can be programmed to manage different levels of safety depending on the different values ​​of variables related to the device's environment, as well as the presence of faults, and in particular: - in a non-operational mode:

[0175] * A manual control mode or various actions (hoisting / lowering or erecting / folding, but also angular control of rotating links) are possible,

[0176] * a neutral mode where the device is forced into a neutral position (in one of the modes described above),

[0177] * an emergency mode where only certain selected actions (e.g., lowering or folding) are possible,

[0178] - in an operational mode:

[0179] * an automatic navigation mode, where lowering and folding are not possible,

[0180] * a neutral mode where the device is forced into a neutral position (in one of the modes described above),

[0181] * a "weather vane" or "flag" mode where at least one of the rotating links, in one of the modes described above, is free,

[0182] * a locked mode where changes in the orientation of the 100 base and the flaps are not possible,

[0183] * a loading / unloading mode where only the erection and folding of the device are possible.

[0184] More specific characteristics of the control system are advantageously the following:

[0185] - during a safety shutdown involving the control of the rotating link LR1, the different movements can be carried out simultaneously in order to reduce the time required for the safety shutdown;

[0186] - during a safety procedure involving the release of the rotating link LR1, this release is preferentially carried out only when the second and third rotating links LR2 and LR3 have reached their controlled safety position, or have approached it sufficiently, so as to avoid putting the device in an unstable weathervane situation (generating oscillations or vibrations);

[0187] - Regardless of the mode, the control of the rotating links LR2 and LR3 is carried out in such a way as to avoid (with a safety margin typically of a few degrees of angle) any risk of collision between the two flaps 200 and 300, and in particular: during an automatic command to reach a setpoint state,

[0188] * in the event of loss of control of one of the rotating links LR2 or LR3, in which case the other link is brought into a position where the risk of collision is avoided;

[0189] - the control of the rotating links is carried out by taking into account information provided by angular position sensors provided for each rotating link; these sensors make it possible in particular to ensure that a target configuration (safety configuration, or folding) is indeed reached;

[0190] - In manual piloting mode, a human-machine interface with visual and / or audible indicators allows the operator to be notified that a certain desired configuration is reached, that a risk (in particular risk of collision between the flaps) or that a fault appears, etc. When the device is lowered along the deck of a ship, the rotating links can continue to be piloted, for example, to facilitate inspection and maintenance operations.

[0191] We will now describe, with reference to Figures 18 and 19, other safety methods applied to a propulsion device of the type described, for example, in document W02020115717A1. Recall that this type of device comprises a frame 10 including two masts 11 and 12, a terminal 13, and a horn 14, and two flaps that can rotate about two parallel vertical axes of rotation defined by the two masts. In this known device, the forward flap 20, or main flap, can pivot relative to the frame within a limited angular range, for example, on the order of ±5° to ±10°, while the orientation of the rear flap 30 relative to the frame is controlled by a motorized rotary link LR30.

[0192] Referring to Fig. 18, one safety method involves aligning the median plane of the rear flap 30 with the longitudinal median plane of the frame 10, and leaving the rotating link LR10 between the frame and the vessel free. In this configuration, the device behaves in wind vane mode thanks to the rear flap 20, while the front flap 10, free within its angular range, behaves in a "semi-wind vane" mode where it will tend to align with the rear flap, although with limited angular offset possibilities relative to the rear flap 30 and the frame 10. In a first variant, the orientation of the frame 10 can be controlled by the wind direction V, as described above.

[0193] In a second variant, both the LR30 rotating link between the frame 10 and the rear flap 30, and the LR10 rotating link between the frame 30 and the ship are left free, the device then operating in a "double wind vane" mode.

[0194] It should be noted that this safety mechanism applies both when the rear flap pivots on a dedicated mast located behind the front flap and when the rear flap pivots directly on the rear of the front flap, using a suitable pivoting linkage. The control system specifications described above for the first embodiment of the device remain applicable here, mutatis mutandis.

[0195] Of course, the present invention is in no way limited to the embodiments described and represented, but a person skilled in the art may make many other variations or modifications to it.

Claims

Demands 1. Sail propulsion device for a ship, characterized in that it comprises in combination: a base (100; 10) connected to the ship by a first piloted rotating link (LR1; LR10), at least one flap (200, 300; 30) connected to the base by a second piloted rotating link (LR2, LR3; LR30), a control unit (1000) for the orientation of the base and the flap so that the propulsion device exerts a propulsive force on the ship in response to the action of the wind, a set of sensors (1101-1109) for physical variables of the environment of the propulsion device, and safety means associated with the control unit, receiving as input data from the sensors and configured so that, under particular conditions determined from said sensor data, at least one of the two piloted rotating links is in a state chosen from free rotation,the locking against rotation and the control of the orientation given by the rotating link based on sensor data, these safety means being configured so that, under the said particular conditions, the first rotating link (LR1) is in a first state chosen from free rotation, locking against rotation and control of the orientation given by the rotating link based on sensor data, and the second rotating link (LR2, LR3; LR30) is in a second state, different from the first state, chosen from free rotation, locking against rotation and control of the orientation given by the rotating link based on sensor data.

2. Device according to claim 1, which includes a first flap (200; 30) mounted on the base by the second rotating link (LR2; LR30), and a second flap (300, 20) mounted on the base by a third rotating link (LR3: LR20).

3. Device according to claim 2, wherein the safety means are configured so that, under said particular conditions, the third link rotating (LR3) is in a third state chosen from free rotation, locking against rotation and orientation control given by the rotating link on sensor data.

4. Device according to claim 3, wherein the third state is different from the first state.

5. Device according to claim 4, wherein the second state and the third state are identical.

6. Device according to claim 4, wherein the second state and the third state are different.

7. Device according to claim 5 or 6, wherein the two flaps (200, 300) are held in parallel longitudinal planes.

8. Device according to claim 7, wherein said parallel longitudinal planes are perpendicular to a plane containing the axes of rotation (A2, A3) of the second and third rotating links (LR2, LR3).

9. Device according to claim 7, wherein said parallel longitudinal planes are oblique with respect to a plane containing the axes of rotation (A2, A3) of the second and third rotating links (LR2, LR3).

10. Device according to claim 7, wherein said parallel longitudinal planes are contained in a plane containing the axes of rotation (A2, A3) of the second and third rotating links (LR2, LR3).

11. Device according to any one of claims 2 to 10, wherein the safety means are configured so that the flaps (200, 300) are essentially aligned with the wind direction (V).

12. Device according to claim 1, wherein the base (10) supports a main flap (20), and wherein said at least one flap (30) constitutes a secondary flap.

13. Device according to claim 12, wherein the second rotating link (LR30) is able to lock the secondary flap (30) in an angular position where its longitudinal vertical plane is contained in a longitudinal vertical plane of the base (10).

14. Device according to claim 12 or 13, wherein the safety means are capable of bringing the first rotating link (LR10) into a state of orientation controlled by the direction of the wind and the second rotating link (LR30) into a state of locking against rotation.

15. Device according to claim 12, wherein the safety means are capable of bringing the first rotating link (LR10) into a state of orientation controlled by the direction of the wind and the second rotating link (LR30) into a state of free rotation.

16. Device according to any one of claims 12 to 15, wherein the second rotating link (LR30) is provided at the level of a mast (12) passing through the secondary flap.

17. Device according to any one of claims 12 to 15, wherein the second rotating link is provided between an attack region of the secondary flap and a trailing region of the main flap. 18 Device according to any one of the preceding claims, wherein said particular conditions include the detection of a wind speed exceeding a threshold.

19. Device according to claim 18, wherein the safety means are capable of generating a first safety configuration when the wind speed is greater than a first threshold, and a second safety configuration when the wind speed is greater than a second threshold.

20. Device according to any one of the preceding claims, wherein said particular conditions include the crossing of a predetermined threshold by at least one sensor data point.

21. Device according to any one of the preceding claims, wherein said particular conditions include the detection of an anomaly in the device.

22. Device according to claim 21, wherein the anomaly causes a rotating link to lock in an uncontrolled angular position, wherein the safety means are capable of bringing at least one other rotating link into a determined position as a function of said uncontrolled angular position.

23. Device according to any one of the preceding claims, wherein said rotating links are driven by motors, and wherein said particular conditions include the detection of a motor or motor control fault.

24. Device according to claim 23, wherein the fault is a power supply failure, and wherein a piloted rotating link, in the absence of current, is either intrinsically brought into a state of free rotation, or intrinsically brought into a state of locking against rotation.

25. Device according to any one of claims 1 to 24, which is mounted on a tilting device, and wherein the safety means are also configured to selectively permit / prohibit a tilting operation.

26. Device according to any one of claims 1 to 25, wherein the physical variables include stress, strain or acceleration data to which the device is subjected, and wherein the safety means are capable of bringing the base and / or the flap or at least one flap into a safety configuration in the event that stress and / or strain values ​​become greater than a threshold.

27. Device according to any one of claims 1 to 26, wherein the physical variables include stress, strain or acceleration data to which the device is subjected, and wherein the flap or at least one flap is lowerable, and wherein the safety means are capable of lowering at least partially the flap or at least one flap in the event that stress and / or strain values ​​become greater than a threshold.

28. Device according to any one of the preceding claims, wherein the safety means are configured to coordinate the movements of the rotating links so as to minimize mechanical stresses on the device and / or parasitic movements of the device.

29. Device according to any one of the preceding claims, wherein the safety means are configured to prohibit movement of the rotating links inducing a risk of collision between the flaps.

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