EP0853576B1 - Boat powered by means of a kite via a hinged arm - Google Patents

Description

The present invention relates to a ship using for move the traction of a kite.

Traditionally, wind powered ships use sails, which generally generates, on the one hand a roll torque due to height of center of thrust vélique and to the direction of this thrust on the other hand a couple of variable yaw due to the displacement of the velical center of thrust in depending on the speed of the ship.

The object of the ship according to the invention is to reduce the roll and yaw couples, using a kite at the places sails and an articulated arm as rigging, tilting and by orienting the articulated arm so as to approach the center of drift of the ship, the line representing geometrically the traction of the kite.

For this purpose, the vessel towed by kite includes a arm articulated by a first end with the ship, the point of traction of the connecting wires between the kite and the ship constituting the second end of the arm, the kite not being connected to the ship only by connecting wires comprising means for controlling the inclination of the arm allowing its lowering in relation to the direction of the wires liaison, characterized in that it comprises a means for controlling the azimuthal orientation of the arm by relation to the direction of the connecting wires, the connecting wires all passing through the single point of traction which constitutes the second end of the arm.

According to particular embodiments, the ship can also have other characteristics separately or in combination.

Preferably, the articulation of the arm is constituted by a rigid intermediate piece comprising two axes of rotation perpendicular, the first axis, vertical, serving as a link with the ship, the bound end of the arm adapting to the second axis, the arm and the vertical axis of rotation being coplanar. In this case, the means control arm tilting favorably includes a rope adjustable length connecting a point on the arm to a point on the workpiece intermediate or at a mobile point on the ship, or it includes a jack connecting a point of the arm to a point of the intermediate piece or at a mobile point on the ship.

In another embodiment, the control means of the arm in orientation includes two ropes of adjustable lengths, the first line connecting the arm to a point on the ship located in front of the articulated end of the arm, the second cord connecting the arm indifferently to a point on the ship located aft left of the articulated end of the arm or at a point at the rear right of the articulated end of the arm.

In yet another embodiment, the control means of the azimuthal orientation of the arm is a means acting directly on the intermediate part to rotate it around its axis vertical.

Preferably, the vessel includes a float located at the free end of the arm.

Preferably also, the kite is controlled by its three connecting wires, the first two allowing to rotate the kite, the third wire acting on the incidence of the kite.

A pulley is favorably attached to the arm, pulley by which passes a wire whose two strands on either side of the pulley constitute the first two wires, as well as a mechanism located on the arm to adjust the length of the third wire. In this case, the vessel may favorably include a system presenting three winding hubs, one for each of the three connecting wires, this system being provided with three functions which can be activated independently each other, the first function allowing to wind or simultaneously unwind the three wires of the same variable length, the second function allowing to unwind (respectively to wrap) the first wire and to wind (respectively to unwind) simultaneously the second wire of the same variable length, the third function to unwind or wrap the third wire of variable length.

According to one embodiment, the ship includes a device from which all the connecting wires come and go out the same direction, this device being able to slide in the direction corresponding and being subjected to the pull of a rope in the direction opposite the connecting wires, this cable being connected to the arm so that raising the arm causes the rope to pull.

According to another embodiment, the ship includes a device articulated at the second end of the arm and profiled way to create an upward force when this second end of the arm is submerged, the ship under way.

The vessel may also include ballast capable of alternately be filled with the water surrounding the vessel or emptied, the ship under way.

According to yet another embodiment, the arm is adjustable in length.

La Figure 1 représente le navire selon l'invention, en vue d'ensemble;

La Figure 2 représente le navire selon l'invention en vue de devant, comme illustration de son comportement en roulis ;

La Figure 3 représente le navire selon l'invention en vue de dessus, comme illustration de son comportement en lacet ;

Les Figures 4 à 10 illustrent différentes caractéristiques du navire selon l'invention; les Figures 4 à 8 sont des vues en contreplongée sur lesquelles seuls le bras et son articulation sont représentés; les Figures 9 et 10 sont des vues d'ensemble sur lesquelles seule la partie de ses fils de liaison du cerf-volant partant du navire via le bras articulé est représentée ;

La Figure 11 illustre un autre mode de réalisation et représente une pièce d'articulation, en vue de côté ;

La Figure 12 illustre un autre mode de réalisation et représente un bras, en vue de dessus ;

La Figure 13 illustre un autre mode de réalisation et représente un bras muni d'un système de commande des fils de liaison, en vue de dessus ;

La Figure 14 illustre un autre mode de réalisation et représente le bras muni d'un filin d'équilibrage de la traction du cerf-volant, en vue de côté ;

La Figure 15 illustre un autre mode de réalisation et représente la deuxième extrémité du bras munie d'un dispositif profilé, en vue de côté ;

La Figure 16 illustre un autre mode de réalisation et représente le navire muni d'un ballast dans sa coque, celle-ci étant vue en transparence pour laisser apparaítre le ballast ; et

La Figure 17 illustre un autre mode de réalisation et représente, en vue de côté, un bras télescopique muni d'un vérin, la base du bras étant vue en transparence sur la Figure pour laisser apparaítre le vérin.

For a better understanding of the present invention, as well as other objects, advantages and possibilities thereof, reference is made to the following description given without limitation and to the appended claims, in combination with the drawings described below on which ones :

Figure 1 shows the ship according to the invention, in overview;

Figure 2 shows the ship according to the invention in front view, as an illustration of its roll behavior;

Figure 3 shows the ship according to the invention in top view, as an illustration of its yaw behavior;

Figures 4 to 10 illustrate different characteristics of the ship according to the invention; Figures 4 to 8 are counter-diving views in which only the arm and its articulation are shown; Figures 9 and 10 are general views on which only the part of its connecting son of the kite leaving the ship via the articulated arm is shown;

Figure 11 illustrates another embodiment and shows a hinge part, in side view;

Figure 12 illustrates another embodiment and shows an arm, seen from above;

Figure 13 illustrates another embodiment and shows an arm provided with a control system for connecting wires, seen from above;

FIG. 14 illustrates another embodiment and represents the arm provided with a rope for balancing the traction of the kite, in side view;

Figure 15 illustrates another embodiment and shows the second end of the arm provided with a profiled device, in side view;

Figure 16 illustrates another embodiment and shows the ship with a ballast in its hull, the latter being seen in transparency to reveal the ballast; and

Figure 17 illustrates another embodiment and shows, in side view, a telescopic arm provided with a jack, the base of the arm being seen in transparency in the Figure to reveal the jack.

Referring now to Figure 1, the vessel towed by according to the present invention, a kite comprises a means of control of the inclination 3 of the arm 1 allowing its lowering by relative to the direction 10 of the connecting wires 6, a control means the azimuthal orientation 4 of the arm 1 relative to the direction 10 connecting wires 6, the connecting wires 6 all passing through the single traction point which constitutes the second end 5 of the arm 1. Throughout the description, the arm 1 is, from the geometric point of view, assimilated to the segment formed by its first end 2, called end linked, and its second end 5, called the free end. Thereby, the free end 5 corresponds to the point of traction. Point of traction 5 can be materialized, for example, by a pulley multiple, articulated on arm 1, through which the wires of link 6 towards the kite. Direction 10 of the sons of link 6 is understood as the mean direction of the link wires 6, but also as the line of the same direction passing through the point of traction 5. In this sense, it is here assimilated to the traction line kite, and these two names are used interchangeably : indeed, taking into account the fact that each of the connecting wires 6 exerts on the traction point 5 a force which is, by definition characteristic physics of a wire, directed in the axis of the wire considered and still tractor, on the one hand the kite's straight line, which is the result of the elementary forces exerted by each of the connecting wires 6 passes through the traction point 5, on the other hand, this same traction line is oriented inside the bundle of connecting wires 6 in the direction of the kite, beam which has for its point the point of traction 5. By noticing that the angle at the top of this beam is small, of the order of a few degrees taking into account the distance of the kite, the approximation which consists in assimilating the line of traction of the kite to the direction 10 of the connecting wires 6 is therefore justified.

The vertical of the ship being identified by axis 9, the inclination 3 of the arm 1 is the angle between this axis 9 and the arm 1. The longitudinal axis 7 and the transverse axis 8 of the ship being defined and both horizontal, the orientation 4 of the arm 1 is the angle between the projection of the arm 1 on the horizontal plane, and the longitudinal axis 7. Note that the three axes 7, 8, 9 are considered to be vectors, not lines of physical space. Tilt 3 and the orientation 4 of the arm 1 are controlled by means of any system adapted, non-limiting examples of which are presented below.

Figure 2 illustrates the value of the the inclination 3 of the arm 1. Indeed, this command allows, in tilting the arm 1, to lower its free end 5 which constitutes the point of traction of the kite, and therefore also the line of traction 10 of the kite. Sufficient lowering of the traction point 5, as in Figure 2, then allows to pass the right of traction 10 near the center of drift 11 of the projecting vessel on a vertical plane transverse to the ship, therefore to reduce or even to cancel the roll torque on the ship.

The general interest of a low roll torque is reduce the stability requirement of the ship: with a ship according to the invention, multiple hull systems, various keels or weights are no longer necessarily required for roll stability for upwind gaits.

Regarding the adjustment range of the control the inclination 3 of the arm 1, when the kite is inclined so to create a horizontal component of traction on the ship, the point tension 5 must be capable of being lowered sufficiently to, as saw it previously, pass the traction line 10 close enough of the center of drift 11 so as to cause only a couple of rolls weak or even zero. The required tilt 3 depends on parameters like the kite site, arm length 1, kinematics of the articulation of arm 1, the relative positions of the end articulated 2 of the arm 1 and of the center of drift 11. On the other hand, it is advised to be able to raise arm 1 enough so that when the kite is in an almost vertical position, in order to move little the ship, the vertical pull of the kite does not excessively contravening the vessel and also does not result in too much stress in arm 1 and sound control tilt 3.

Note that if the tilt 3 command arm 1 must, of course, be dimensioned structurally to allow lowering of arm 1 despite pulling in opposite direction exerted by the kite on the free end 5, on the other hand it the arm 3 tilt control 3 does not have to be designed also to raise arm 1. Indeed, we saw that it was the lowering of the free end 5 of the arm 1 which was the condition reduction or even cancellation of the roll torque. In these conditions, ropes pulling arm 1 down may be used to set a minimum tilt 3, as this is carried out in certain preferred embodiments indicated below. However, a tilt 3 control allowing the raising of the arm 1, such as a jack, can be useful if you want to use the arm 1 to straighten the vessel, if it has capsized, using an optionally removable or inflatable float provided, for example, at the free end 5.

Regarding the length of arm 1, we can go counts, in Figure 2, that an arm 1 which would be shorter while keeping its free end 5 on the pull line 10 to create the same substantially zero roll torque in the case of FIG. 2, would have this free end 5 located lower on this same straight line 10: an arm 1 shorter at its free end 5 closer to the water. A longer arm 1 undergoes greater stresses and presents higher inertia.

Figure 3 illustrates the value of the orientation 4 of arm 1. Indeed, this command makes it possible to make negligible, if not zero, the yaw torque exerted by the kite on the ship, whatever the speed of the latter, simply by orienting arm 1 so that line 10 is in the same plane vertical as the center of drift 11, as in Figure 3. A additional use of the orientation control 4 can consist in modifying the orientation 4 of the arm 1 from the value which cancels the yaw couple, so as to create a yaw couple, negative or positive, which could cause the vessel to turn, which can be particularly interesting for tacking upwind. he it is interesting to position, as much as possible, the center of drift 11 vertically from the arm rotation point in orientation 4; in this case, when the arm 1 naturally aligns with the direction 10, the ship is neutral in yaw: this reduces manual efforts or those from an energy source to exercise to the control in orientation 4 of the arm 1.

Regarding the adjustment range of the control orientation 4 of arm 1, it is advisable to allow arm 1 to sweep a field of at least 160 degrees, distributed symmetrically to left and right of the ship's longitudinal axis 7 on the bow, so to be able to use kite traction in most paces of a ship, from close close to the large drop; more amplitude important orientation 4 of arm 1 beyond 80 degrees to the left and to the right can, however, facilitate tacking upwind. The having, in accordance with the invention, a single point of traction 5 (this can be achieved in practice by a multiple pulley as we saw above) is very important, the example of the case of a kite controlled by its two connecting wires which can illustrate it; for this type of kite, in fact, the traction on one or the other wires to rotate the kite: so we use these two wires to direct the kite. A ship being constantly subject to oscillations in all directions: pitch, roll, yaw, if, unlike the invention, the two wires started from two points different from the ship to join the kite, (as in the document DE-U-87 02 480 according to which the wires leave from each end of a bar hinged in the middle at the end of a sort of arm), it is clear that, the general orientation of the segment constituted by these two points varying with that of the ship, that would be equivalent to pulling on one of the wires and releasing the other: we would have therefore a parasitic command, all the more important as the segment is tall ; corrective actions should then be carried out permanent on the control system, for example by modifying constantly orienting the segment relative to the ship so that it remains constant in space (therefore opposite to oscillations of the ship), or by winding / unwinding the two wires. On the other hand, when, according to the present invention, the wires leave all the ship via the free end 5 of the arm 1 and so sufficiently close together, which actually corresponds to a segment of almost zero length and can be assimilated to a single point at look at the distance of the kite, this phenomenon no longer exists: the control of the kite is then, all other things being equal elsewhere, much more stable.

Regarding the articulated end 2 of the arm 1, the articulation between the latter and the ship can be carried out various ways: for example and without limitation, flexible by means of ropes or chain links, or of the type mechanical with defined axes of rotation. The joint must be dimensioned to withstand the forces resulting from the traction of the kite on the free end 5 of the arm 1, efforts also dependent the tilt control means 3 of the arm 1. It is advisable, for a simple reason of symmetry, to position the articulation of the arm 1 so that it can move so symmetrical on the left and the right of the ship. Because the traction exerted by the kite on the ship presents a vertical component, it is recommended to position the joint of arm 1 with respect to the center of gravity of the ship, so that the action of the kite tends to lift the front of the ship and not the back. For the ship's course stability, it can be interesting to locate the center of drift 11 of the ship approximately at the same longitudinal dimension as the articulation of the arm 1.

Referring now to Figure 4, the vessel, according to the present invention, comprises as an articulation of the arm 1, a part rigid intermediate 12 comprising two axes of rotation 13, 14 perpendicular, the first axis 13, vertical, serving as a connection with the ship, the linked end 2 of the arm 1 adapting to the second axis 14, the arm 1 and the vertical axis of rotation 13 being coplanar. This characteristic is a nonlimiting example of the joint existing between the end 2 of arm 1 and the ship. Although driven by the rotation of the intermediate piece 12 around the axis 13, the second axis 14, being perpendicular to the first axis 13 which is vertical, therefore remains horizontal. The additional condition of coplanarity between the vertical axis 13 and the arm 1 allows better balance the forces in arm 1 and part 12. Figure 4 gives a nonlimiting example of making such a joint : the linked end 2 of arm 1 has a fork appearance with two coaxial cylindrical recesses. Axes 13 and 14 are each materialized by a cylindrical recess in part 12: the first recess, corresponding to axis 13, is vertical and receives the vertical cylinder 15 which is fixed on the ship, which achieves the articulation making it possible to vary the orientation 4 of the arm 1. The second cylindrical recess is horizontal; he receives the rod 16 after positioning, in alignment at its two ends, of the two cylindrical recesses of the end 2 of the arm 1, which achieves the joint making it possible to vary the inclination 3 of the arm 1. Note that, as illustrated in Figure 4, the horizontal axis 14 does not necessarily cut the vertical axis 13: it can, in fact, be interesting to deport end 2 for reasons structural or bulk.

Other variations can be made. For example, the vertical axis 13 may not be materialized by an actual axis, metallic or other: the intermediate piece 12 can be widened and have carts on its edges, at least three, preferably traveling on a circular guide (or only a portion of a circle) horizontal and fixed on the ship, like carriages traveling on a listening rail; in this case, it is the axis of the circular guide which constitutes the vertical axis 13. FIG. 11 illustrates an embodiment of this guy.

Figure 5 shows that the vessel may include as a means control arm 1 in inclination 3, a rope 17 of length adjustable connecting point 18 of arm 1 to point 19 of the workpiece intermediate 12. Point 19 being integral with the part intermediate 12 and not of the ship itself, the traction of the rope 17 intended to tilt the arm 1 has a neutral effect on its orientation 4. Point 19 must be located under arm 1 to lower it when you reduce the length of rope 17, filling thus the role of controlling the tilt 3 of the arm 1. It is advisable to position the points 18, 19 in the plane defined by the arm 1 and the vertical axis of rotation 13, and also so that the rope 17 works at a sufficient distance from the horizontal axis of rotation 14 so as not to cause undue stress in the line 17 and in room 12, when the kite is exercising traction. Of course, the rope can, conventionally, be multiplied by means of multiple pulleys.

In Figure 6, the ship has as control means of arm 1 in inclination 3, a jack 20 connecting a point 21 of arm 1 at a point 22 of the intermediate piece 12. This means does not differ from the precedent only by the use of a jack instead of a rope adjustable length, which also allows control of the bearing arm 1.

Figure 7 illustrates another embodiment of the means arm control. The ship has here as a means of controlling the arm 1 in inclination 3, a cord 23 of adjustable length connecting a point 24 of arm 1 to a point 25 mobile on the ship. The difference resides in the fact that the attachment point 25 of the rope 23 is on the ship itself and not on intermediate piece 12. As nonlimiting example, if, as in Figure 7, this point 25 is a mobile carriage symbolized by a point on a rail type guide 26 sheet (symbolized by a line, Figure 7) fixed to the ship, shaped `of a circle centered on the vertical axis of rotation 13 of the joint, the rope 23 does not exert a vertical axis moment on the arm 1: the pulling the rope 23 intended to tilt the arm 1 a, in this case also, a neutral effect on its orientation 4.

In Figure 8, the ship according to the invention comprises as control means of the arm 1 in inclination 3, a jack 27 connecting a point 28 of arm 1 to a point 29 movable on the ship. It does differ from the above only by the use of a jack instead of a rope adjustable length, which also allows you to control the raising the arm 1. However, it may be necessary to prevent inadvertent sliding of the movable point 29, during efforts in extension of the jack 27 to raise the arm 1. As illustrated in the Figure 8, by way of nonlimiting example, the mobile painted 29 being as before, a carriage which can slide on a guide 30 in circle shape centered on the vertical axis of rotation 13 of the joint, part 31 of the intermediate piece 12 is secured to the carriage (movable point 29): the position of point 29 on the guide 30 is linked to the orientation 4 of the arm 1 and cannot be modify on its own when controlling the extension of the jack 27.

Figure 9 illustrates a ship according to the invention comprising as control means of the arm 1 in orientation 4, two ropes 32, 33 of adjustable lengths, the first rope 32 connecting the arm 1 to a point 34 of the ship located in front of the articulated end 2 of the arm 1, the second rope 33 connecting arm 1 indifferently to a point 35 of the ship located aft left of the hinged end 2 of arm 1 or at a point 36 located at the rear right of the end articulated 2 of the arm 1. The coordinated traction of the two ropes 32, 33 on arm 1 in substantially opposite directions has the effect to impose on the arm 1 a given orientation 4. The use of single rope 32 limits the orientation 4 of arm 1 to a value maximum, in order to prevent arm 1 from moving backwards if touch the water when the ship is moving, or hold arm 1 to prevent it from possibly hitting the ship's superstructures during a close tack, the kite passing from one side to the other of the ship on the stern of the latter, thereby drawing arm 1 backwards. Point 35, respectively point 36, is used to attach rope 33 to the ship, depending on whether arm 1 is oriented on the left (respectively on the right) of the ship: the work of the rope 33 is thus improved, in particular when this rope 33 is short.

In Figure 10, the ship has a float 37 located at the free end 5 of the arm 1. The function of this float 37 is increase the stability of the stationary vessel, arm 1 being oriented across the ship and its free end 5 lowered to the level of the water. As the ship advances, float 37 can touch the water under varied angles because orientation 4 of arm 1 is itself variable: it may be necessary that the connection between the float 37 and the arm 1 is articulated, in particular if the float 37 is profiled. A second function of this float can be, if the control of the inclination 3 of the arm 1 allows it to be raised, for example if a cylinder is used, to participate in the recovery of the ship if it capsized: if arm 1 is raised (when the ship is returned, this consists, in fact, of lowering arm 1 in the water), the float 37 then exerts a righting torque on the ship. This float 37 can also be removable, or inflatable.

Figure 11 represents a ship which comprises as a means for controlling the azimuthal orientation 4 of the arm 1 an acting means directly on the intermediate piece 12 to rotate it around its vertical axis 13; in the embodiment illustrated on the Figure 11, the intermediate part 12 has a part 38 which is can call orientation lever. A second room, called a guide 39 and attached to the ship, is shown schematically as a circular part, in fact focused on the vertical axis of rotation 13 of the intermediate piece 12, and has a groove 40 on its part external; when the orientation 4 of the arm 1 changes, the end of the orientation lever 38 follows the orientation guide 39: to guide the rotation of part 12, three carriages of guide, of the type of carriage 60 (the only one of the three shown on the Figure 11), distributed on the orientation guide 39 and integral with the intermediate piece 12, could be used. In Figure 11, a electric motor 41 drives a hub 42 of vertical axis, located at the end of the orientation lever 38, which coils on one side and the other unwinds a belt 43, located in the groove 40 of the guide orientation 39; this belt 43 can go around several times of guide 39 to ensure good adhesion thereon, or to be notched. The rotation in one direction or the other of the hub 42 controls thus the displacement of the orientation lever 38 along the guide of orientation 39 therefore, finally, controls the azimuthal orientation 4 of arm 1. This example has no limiting character, in particular on the motorization of the control, which could be manual, a cable tied in the middle at the end of the lever orientation 38 replacing the belt 43 and sliding in the groove 40, the control in orientation 4 then consisting in pulling on this cable by its ends or use another type of motorization, or still use a meshing system such as a meshing pinion directly on the orientation guide.

When the kite used is of the type ordered by connecting wires 6, which is a very common case, the control can be located on arm 1 itself, which simplifies the path of the wires 6 to the free end 5 of the arm. Below two examples of such a control system are given in the case where the kite is of the three-wire type, the first two wires 44, 45 allowing the kite to turn left or right, the third wire 46 acting on the incidence of the kite and allowing to modulate its traction. Figure 12 thus illustrates a first system another kite, more sophisticated.

In Figure 12, the ship has a pulley 47 attached to the arm 1 and through which a wire passes, the two strands of both on the other side of the pulley 47, constitute the two steering wires 44, 45 of the kite, as well as a mechanism 48 (a simple blocker on the Figure 12) located on arm 1 and used to adjust the length of the bearing wire 46. This kite control system is suitable small vessels. Two handles 49, 50 can be attached on the steering wires 44, 45, thus allowing a team member to command the direction of the kite; it is then interesting to locate the pulley 47 far from the traction point 5, which consists, by example, in a triple pulley articulated on arm 1 to provide maximum amplitude of movement of these handles 49, 50 and, if the kinematics of arm 1 allows it, it is practical for the team member concerned, that the handles 49, 50 are, in the middle position, close of the axis of the boat. Blocker 48 can be replaced by a system winding.

A safety system, if the ship's pilot falls to the sea, can be achieved by acting automatically due to the distance of the pilot, on the third wire 46; if a pull on this reduces the incidence of the kite, we can connect the pilot at the end of the third wire 46, which will be pulled when the ship will move away from the fallen pilot. If on the contrary the elongation of the third wire 46 which decreases the incidence, one can providing a system for unlocking or releasing the third wire 46, controlled by the remoteness of the pilot (a line connecting the latter to release system, one carabiner with opening under load, by example).

Figure 13 illustrates a ship with a system having three winding hubs 51, 52, 53, one for each of three connecting wires 44, 45, 46, this system being provided with three functions can be activated independently of each other, the first function allowing the three to be rolled up or unrolled simultaneously wires 44, 45, 46 of the same variable length, the second function allowing the first wire 44 to be unwound or wound respectively and to wind, respectively to unwind, simultaneously the second wire 45 of the same variable length, the third function allowing unwinding or winding the third wire 46 of variable length. In Figure 13, the three hubs 51, 52, 53 are located on the arm 1: the hub 51 controls the first steering wire 44, the hub 52 the second steering wire 45, and the hub 53 the bearing wire 46. The three requested functions can be performed, for example, at by means of three electric motors driving the hubs 51 52, 53 (one motor for each hub). Each motor must be slaved to the winding speed or the winding length of the wire it ordered ; to this end, it is advisable to plan, at the exit of winding hubs 51, 52, 53, speed sensors or length, because in practice the same rotation of two hubs, as those 51, 52 of the direction wires 44, 45, does not wind (does not unwind) necessarily the same length of wire, this being due both to variations in the actual winding on the hubs, tension of the wires, this problem being all the more present as the wire lengths are important. With these sensors, the three motors are synchronized for the first function, so that ensure identical winding speeds; for the second function, the first two motors operate to ensure opposite winding speeds, the third motor being stopped; for the third function, only the third motor is used. A particular interest of such a motorization lies in the possibility of rapidly winding all the connecting wires 44, 45, 46 in case of kite winding due to an error as well to a sudden and momentary drop in wind: the rapid winding of the connecting wires 6 allows, like the kite-flyer backing up, recreating relative wind and continuing to control the kite. Also, it is easy, with such control system, to adjust the overall length of the connecting wires 44, 45, 46 to adapt to sailing conditions: lengthening in case of irregular wind to then have a margin of shortening, search for better conditions at altitude (the wind being more sustained and more regular in height).

In Figure 14, the ship has a device 54 from which all the connecting wires 6 come from and come out in the same sense, this device 54 being able to slide in the direction corresponding and being subjected to the traction of a rope 55 in the opposite direction to the connecting wires 6, this rope 55 being connected to the arm 1 so that raising the arm 1 causes traction on the rope 55. The advantage of this embodiment is to provide assistance to the means for controlling the inclination 3 of the arm 1, proportional to the kite pulling. In fact, the more the kite pulls via its connecting wires 6, plus the effort to be provided by the control means of the inclination 3 to lower the arm 1 is important. We use this tensile force of the connecting wires 6 to help lowering of the arm 1. In general, the device 54 comprises, where appropriate, the control system for connecting wires 6; for example, in the case illustrated in Figure 12, it could be a chassis, supporting both the pulley 47 and the blocker 48, sliding along the arm 1. In the case illustrated in Figure 13, it could be the system of control itself sliding along arm 1. In the example illustrated in Figure 14, the center of drift 11 is located vertically under the linked end 2 of arm 1, and the wires of link 6 exit the device 54 towards the free end 5 of arm 1; the device 54 therefore slides along the arm 1. Via appropriate pulleys, the rope 55 passes through the linked end 2 of the arm 1, bypasses point 56 located at the third of the segment [end linked 2 - center of drift 11], and joins point 57 located at the third of the segment [tied end 2 - pull point 5], after doing a round trip between points 56 and 57: the line 55 is tripled between points 56 and 57 using, for example, a double pulley at point 56 and a becket pulley at point 57. The triangle (linked end 2 - drift center 11 - traction point 5) and the triangle (linked end 2 - point 56 - point 57) being similar and of ratio 3, it can be seen that, when the arm 1 is inclined so that the traction line 10 passes through the center of drift 11, the moment exerted by the connecting wires 6 relative to the linked end 2 is compensated by the moment exerted by the rope 55, since the latter receives, via the device 54, the same traction of the connecting wires 6, and triple it between points 56 and 57. So when the arm is in an a priori balanced position, the traction line 10 passing through the drift center 11, the control means for the inclination 3 of the arm 1 is completely relieved; this therefore allows small variations in tilt adjustment 3 around this position with low energy expenditure. In order to ensure pretension rope 55, we can provide a reminder system, a bungee cord, for example pulling the device 54 in the same direction as the wires of connection 6. On the other hand, the amplitude of the sliding of the device 54 must be provided on arm 1: in the case of Figure 14, if the arm 1 must be able to be tilted between the horizontal and the vertical, this amplitude is worth approximately 40% of the length of the arm 1 (segment linked end 2 - pull point 5).

In FIG. 15, the ship includes a device 58, articulated at the second end 5 of the arm 1 and shaped so as to create an upward force when this second end 5 of the arm 1 is submerged, the ship under way. When the ship does road, arm 1 is generally oriented generally towards the front of the ship; if for any reason, excessive lodging or higher wave for example, the tip 5 of arm 1 meets water, it is possible, depending on its shape, that it tends to want sinking deeper into the water, which can potentially unbalance vessel. To remedy this, we can either profile the arm 1 so as not to create this downward force, so therefore add at its end 5 a profiled device 58, for example as in Figure 15, a simple inclined plane which will create hydrodynamically an upward force in the event of immersion. This device 58 must ability to orient themselves in line with ship, regardless of orientation 4 clean of arm 1, so it is articulated. As in Figure 15, the articulation can be a simple axis 59, vertical for the inclination 3 current of the arm 1 the inclination 3 current is horizontal on Figure 15, or it can be a ball joint. This device can also be combined with a float 37 as described above.

Figure 16 illustrates a ship with ballast 60 can be alternately filled with the surrounding water ship or emptied, the ship under way. The interest of this comes from the use of a kite to tow a ship. Indeed, traction of the kite on the ship determines a vertical component ascending, for example 50% of its value, when the kite is 30 degrees on the horizon; this vertical component has an effect positive on the ship since it lightens it, thus reducing its apparent weight; however, above a certain wind speed, the apparent weight of the vessel may become too low: the vessel may then temporarily come out of the water, which cancels the work of its anti-drift plans, thus harming the ship's course and its overall speed. To remedy this, we can therefore use a ballast 60 which is filled with water, for example by means of the pump reversible 61, when the ship picks up speed and, therefore, the relative wind increases, so as to keep a sufficient apparent weight : the ship can thus go faster, because the anti-drift plans operate effectively. Conversely, when the ship loses speed, voluntarily or when the real wind decreases, we empty the ballast 60 so as to lighten the ship, for example by means of the reversible pump 61. Unlike monohull ballasts conventional, designed to move water from side to side of the ship, ballast 60 must be well balanced laterally so as not to not create a parasitic deposit on the ship, which does not prevent however to design it in several volumes.

In Figure 17, the ship has its arm adjustable in length. We saw above about the embodiment shown in Figure 2, the influence of the length of the arm 1. A longer arm long allows to obtain the same position of the traction line 10, therefore the same balance in heel of the ship, with a traction point 5 located higher, which is an advantage. Conversely one more arm short is certainly more resistant. The advantage of being able to settle the arm 1 in length is able, by lengthening it, to locate the point of traction 5 higher: this allows, for example, to adapt to a bigger seas so as to avoid arm 1 touching too often the water. If the length of the arm 1 can be adjusted in progress navigation, as Figure 17 illustrates with an arm 1 telescopic in two parts 62 and 63 respectively supporting its linked end 2 and its free end 5, a jack 64 located at the inside of part 62 allowing the part 63 to slide compared to part 62 it is possible to some extent depending on the possible amplitude of the variation in length of the arm 1 to control the balance in heel of arm 1 with this adjustment in length, and leaving the inclination 3 of the arm 1 fixed: in fact, the arm length variation 1 changes the position of the traction 5, therefore from traction line 10, which allows adapt to different sites of the kite (i.e. different inclinations of the straight line 10).

The ship according to the invention is therefore particularly intended for rapid movement thanks to the wind.

Although we have represented and described what we currently considers to be the preferred embodiments of the present invention, it is obvious that the skilled person can make various changes and modifications without departing from the framework of the present invention as defined by the claims attached.

Claims (16)

1. Boat pulled along by a kite comprising an arm (1) which is articulated via a first end (2) to the boat, the point through which the kite strings (6) connecting the kite to the boat pull constituting the second end (5) of the arm (1), the kite being connected to the boat only by the said kite strings (6), comprising a means of controlling the inclination (3) of the arm (1) allowing the latter to be lowered with respect to the direction (10) of the said kite strings (6), characterized in that it includes a means of controlling the orientation (4) in terms of azimuth of the said arm (1) with respect to the direction (10) of the kite strings (6), the said kite strings (6) all passing through the single pulling point which constitutes the second end (5) of the said arm (1).
2. Boat according to Claim 1, characterized in that the articulation of the said arm (1) consists of a rigid intermediate component (12) which has two perpendicular axes of rotation (13, 14), the first axis (13), which is vertical, serving as a connection with the boat, the connected end (2) of the arm (1) being attached to the second axis (14), the said arm (1) and the vertical axis of rotation (13) being coplanar.
3. Boat according to Claim 2, characterized in that the said means of controlling the said arm (1) in terms of inclination (3) comprises a line (17) of adjustable length connecting a point (18) on the said arm (1) to a point (19) on the said intermediate component (12).
4. Boat according to Claim 2, characterized in that the said means of controlling the said arm (1) in terms of inclination (3) comprises a ram (20) connecting a point (21) on the said arm (1) to a point (22) on the said intermediate component (12).
5. Boat according to Claim 2, characterized in that the said means of controlling the said arm (1) in terms of inclination (3) comprises an adjustable-length line (23) connecting a point (24) on the said arm (1) to a moving point (25) on the boat.
6. Boat according to Claim 2, characterized in that the said means of controlling the said arm (1) in terms of inclination (3) comprises a ram (27) connecting a point (28) on the said arm (1) to a moving point (29) on the boat.
7. Boat according to any one of the preceding claims, characterized in that the said means of controlling the said arm (1) in terms of orientation (4) comprises two adjustable-length lines (32, 33), the first line (32) connecting the arm (1) to a point (34) on the boat situated forward of the articulated end (2) of the arm (1), the second line (33) connecting the arm (1) either to a point (35) on the boat which is aft and left of the articulated end (2) of the arm (1) or to a point (36) which is aft and to the right of the articulated end (2) of the said arm (1).
8. Boat according to any one of the preceding claims, characterized in that it comprises a float (37) situated at the free end (5) of the said arm (1).
9. Boat according to Claim 2, characterized in that the means of controlling the orientation in terms of azimuth (4) of the said arm (1) is a means which acts directly on the said intermediate component (12) to make it turn about its vertical axis (13).
10. Boat according to any one of the preceding claims, characterized in that the said kite used is controlled by kite strings (6), of which there are at least three, two first strings (44, 45) allowing the said kite to be made to turn, and a third string (46) acting on the angle of incidence of the said kite.
11. Boat according to Claim 10, characterized in that it comprises a pulley (47) fixed to the said arm (1) and over which there passes a string, of which the two strands, one on either side of the pulley (47), constitute the said two strings (44, 45), and a mechanism (48) situated on the arm (1) allowing the length of the string (46) to be adjusted.
12. Boat according to Claim 10, characterized in that it comprises a system which has at least three winders (51, 52, 53), one for each of the strings (44, 45, 46), this system being fitted with three functions that can be activated independently of one another, the first function allowing the said strings (44, 45, 46) to be wound up or unwound simultaneously by the same variable length, the second function allowing the first string (44) to be unwound (or wound in) and at the same time the second string (45) to be wound in (or wound out) by the same variable length, the third function allowing the third string (46) to be unwound or wound in by a variable length.
13. Boat according to any one of the preceding claims, characterized in that it comprises a device (54) from which all the kite strings (6) originate and which they all leave in the same direction, it being possible for this device (54) to slide in the corresponding direction, the device being subject to the action of a rope (55) pulling in the opposite direction to the kite strings (6), this rope (55) being connected to the said arm (1) in such a way that raising the arm (1) leads to pulling on the rope (55).
14. Boat according to any one of the preceding claims, characterized in that it comprises a device (58), articulated to the second end (5) of the said arm (1) and shaped in such a way as to create an upwards force when the said second end (5) of the said arm (1) is immersed, when the boat is making way.
15. Boat according to any one of the preceding claims, characterized in that it comprises a ballast which can be either filled with the water surrounding the boat or emptied while the ship is making way.
16. Boat according to any one of the preceding claims, characterized in that the said arm (1) is of adjustable length.

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