EP3317178A1 - Système de voile du type aile - Google Patents

Système de voile du type aile

Info

Publication number
EP3317178A1
EP3317178A1 EP16820950.0A EP16820950A EP3317178A1 EP 3317178 A1 EP3317178 A1 EP 3317178A1 EP 16820950 A EP16820950 A EP 16820950A EP 3317178 A1 EP3317178 A1 EP 3317178A1
Authority
EP
European Patent Office
Prior art keywords
wing
mast assembly
control mechanism
vessel
wind
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16820950.0A
Other languages
German (de)
English (en)
Other versions
EP3317178C0 (fr
EP3317178A4 (fr
EP3317178B1 (fr
Inventor
Amnon ASSCHER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nayam Wings Ltd
Original Assignee
Nayam Wings Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nayam Wings Ltd filed Critical Nayam Wings Ltd
Publication of EP3317178A1 publication Critical patent/EP3317178A1/fr
Publication of EP3317178A4 publication Critical patent/EP3317178A4/fr
Application granted granted Critical
Publication of EP3317178C0 publication Critical patent/EP3317178C0/fr
Publication of EP3317178B1 publication Critical patent/EP3317178B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/061—Rigid sails; Aerofoil sails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/068—Sails pivotally mounted at mast tip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/0025—Bipodded masts, e.g. A-type masts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/005—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/005—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull
    • B63B2015/0058—Masts characterized by mast configuration or construction with means for varying mast position or orientation with respect to the hull comprising active mast inclination means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/061—Rigid sails; Aerofoil sails
    • B63H9/0621—Rigid sails comprising one or more pivotally supported panels
    • B63H9/0628—Rigid sails comprising one or more pivotally supported panels the panels being pivotable about horizontal axes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B63H9/061—Rigid sails; Aerofoil sails
    • B63H9/0621—Rigid sails comprising one or more pivotally supported panels
    • B63H9/0635—Rigid sails comprising one or more pivotally supported panels the panels being pivotable about vertical axes

Definitions

  • the present invention relates to a wing-type sail system and, more particularly, to a rigid wing mid-mounted on a mast assembly configured for controlling the roll and yaw and optionally pitch and height of the wing with respect to a vessel.
  • Wing-type sails are known for use on both land and sea-type wind-powered vehicles.
  • wing-type sails are typically rigid or semi-rigid symmetrical airfoils that develop lift from the passage of wind thereupon; a wing-type sail is typically mounted vertically and is pivotable about its vertical axis.
  • Generating useful propulsive force in any given direction requires the ability to controllably align the angle of attack of the wing relative to the direction of the wind.
  • the profile of the wing has to be symmetric (around the profile centerline) - a less than optimal profile for maximizing lift forces.
  • a wing-type sail system comprising: (a) a mast assembly pivotally mounted on a swiveling base attachable to a craft; (b) a substantially rigid wing pivotally attached to a top of the mast assembly, the wing having an asymmetric profile (airfoil); and (c) a control mechanism for modifying a roll and yaw of the substantially rigid wing with respect to the craft.
  • the wing is pivotally attached to a top of the mast assembly at a central portion thereof.
  • the mast assembly forms a triangular tower.
  • the wing is oriented to wind side by rolling the wing and rotating the swiveling base.
  • a top of the triangular tower is attached to the wing through a pin-type hinge.
  • the mast assembly includes a plurality of mast poles each being separately connected to the swiveiing base and the wing.
  • control mechanism includes control wires for modifying the roll and yaw of the wing.
  • control mechanism is further capable of modifying a height or pitch of the wing.
  • a length of each of the plurality of mast poles is telescopically adjustable.
  • the wing is pivotaliy attached to the mast assembly around a center of gravity of the wing.
  • system further comprising wind speed and direction sensors mounted on the mast assembly and/or on the wing.
  • system further comprising a level angle sensor mounted on the swiveiing base.
  • system further comprising a control unit for actuating the control mechanism according to information selected from the group consisting of wind speed, wind direction, vessel longitudinal direction, a level angle of the swiveiing base, and an angle of the roll and yaw of the substantially rigid wing.
  • the wing is foldable.
  • the wing is telescopically foldable.
  • control unit is wired to the control mechanism.
  • control unit wirelessly communicates with the control mechanism.
  • wing includes a leading edge and/or a trailing edge extension.
  • the extension is shaped as a winglet having an asymmetric airfoil shape.
  • the winglet has an asymmetric profile.
  • a vessel comprising a plurality of the systems described herein.
  • the vessel is a cargo ship, a tanker, a cruise liner or a yacht.
  • the vessel further comprises a control unit for controlling each control mechanism of the plurality of systems.
  • the present invention successfully addresses the shortcomings of the presently known configurations by providing a wing-type sail system which enables a user to control the roll and yaw of a substantially rigid asymmetric profile wing having a very high lift coefficient (C mx higher than 3.0, up to about 4.5 or more) with respect to the vessel, thus enabling a user to optimize the angle of the wing with respect to the wind.
  • C mx higher than 3.0, up to about 4.5 or more
  • FIG. 1 illustrates various airfoil shapes (wing profiles).
  • FIGs. 2a-e illustrate starboard to port tacking of a prior art symmetric wing-type sail.
  • FIG. 3 illustrates one embodiment of the present wing-type sail system.
  • FIGs. 4a-e illustrate starboard to port tacking of the wing-type sail of Figure 3.
  • FIG. 5 illustrates another embodiment of the wing-type sail system of the present invention.
  • FIG. 6 illustrates the swiveling base and mast assembly of the wing-type sail system of Figure 5.
  • FIGs. 7a-b illustrate a vessel fitted with a plurality of the wing-type sail systems of Figures 3 and 5.
  • Bangle ⁇ 0 when swiveling base centerline points to starboard and Bangle > 0 when swiveling base centerline points to port side; 160 > Bangle > -160; Wangle - wing angle in vertical plane relative to base level; wangle 0 when wing is horizontal; wangle ⁇ 0 when wing is angled left side (when looking from trailing edge to leading edge) and Wangle > 0 when wing is angled right side; 90>W angle >-90.
  • FIG. 9 is an image of a model boat fitted with a prototype system constructed in accordance with the teachings of the present invention.
  • FIGs. lOa-e illustrate a prototype multi-hull vessel ( Figures lOa-b, d) fitted with a wing-type sail ( Figures lOc-d) constructed in accordance with the teachings of the present invention.
  • Figure lOe illustrates the airfoil of the prototype wing.
  • the present invention is of a wing-type sail system which can be used as a propulsion or a propulsion-assist device on land or water vehicles.
  • Rigid wing-type sails similar in structure and function to an aircraft wing are known in the prior art. Such sails provide sail-like functionality via a rigid, lift optimized structure which produces a forward 'lift' when mounted upright on a vessel, i.e. it produces a force in the forward direction on the vessel thereby propelling the vessel forward.
  • FIG. 1 at B centerline shown by dashed line
  • Figures 2a-e illustrates tacking under changing wind/movement directions in a vessel with a symmetric wing-type sail mounted on an upright mast (W - wind direction, D - vessel sailing direction).
  • symmetric wing sails (Figure 1 at B) can generate at least as much lift as an ordinary sail ( Figure 1 at A) they generate less lift than an asymmetric airfoil wing sail ( Figure 1 at D and E).
  • sail manufacturers have added a trailing edge winglet (See Figure 1 at C) which increases the maximum lift coefficient of the symmetric wing.
  • Such a configuration is substantially more efficient in harnessing the wind than an ordinary sail and has been utilized by boats racing the America's Cup.
  • Configurations utilizing mid-mounted pivoting wing-type sails are also known.
  • One example of such a sail system is the Aeroskimmer (www.dcss.org/speedweek/aeroskimmer.html).
  • An asymmetric wing (asymmetric around the profile center line) generates more lift than a symmetric wing since it maximizes the difference in the speed of air flowing over the top side (convex/cambered) and the bottom side (flat or concave). This in turn maximizes the static pressure difference between the top and bottom surfaces of the wing and the lift force pointing from the concave side to the cambered side (per Bernoulli's law).
  • a wing-type sail refers to a substantially rigid sail that has wing functionality, i.e. it can generate lift from air flowing over its surface.
  • substantially rigid refers to a wing structure that has a rigid cover, i.e. a cover that maintains its shape and is not dependent on wind for shaping.
  • the wing-type sail of the present invention can include a wing-like frame (spars and profiles) covered with a stretched fabric, a polymer or a composite (fiberglass, carbon fiber).
  • the wing-type sail of the present invention can be a solid structure composed of a lightweight foam core that is covered with a composite.
  • the present system includes a mast assembly pivolally mounted on a swiveling base attachable to a water craft/vessel (e.g. yacht, racing boat, ship and the like) or a land craft/vehicle (e.g. land yacht).
  • the swiveling base can be attached to the deck or to a structure mounted on the deck or hull.
  • the present system further includes a substantially rigid wing pivotally attached to a top of the mast assembly, preferably at the mid wing point (e.g. center of gravity) such that it balances on top of the mast assembly.
  • the wing sail of the present invention has an asymmetric airfoil (profile) in order to maximize lift.
  • An asymmetric profile is exemplified by D and E in Figure 1.
  • Table 1 below lists the maximum lift coefficients of various wing profiles.
  • An asymmetric airfoil has a maximum lift coefficient that can be 30-40% higher than that of an ordinary sail ( Figure 1 at A) and a symmetric profile wing ( Figure 1 at B).
  • An asymmetric airfoil with a leading slat and trailing winglet can generate a maximum lift coefficient of 4.5, three times the lift per m" of surface of an ordinary sail.
  • the wing sail of the present invention can also include leading and/or trailing edge elements shaped as asymmetric (or symmetric) slats or winglets (Figure I at F and G) in order to further increase lift. As is shown in table 1 above, addition of such elements can increase the maximum lift coefficient by a factor of 2 - 3.
  • the wing sail of the present invention is mounted on a mast assembly that both rotates and flips the wing sail when tacked (i.e. controls both roll and yaw of the wing).
  • the mast assembly can include one or more masts (e.g. 1, 2, 4, 8 masts) that are attached to a swiveling base (turret) which is attached to the vessel.
  • the top of the masts are attached to a mid portion (around or at the center of gravity) of the wing sail via a hinge assembly which can include an axle/shaft/rod/pin fitted within friction/roller bearings.
  • the hinge assembly enables the wing sail to roll around the hinge axis from an upright position (vertical or nearly vertical) on one side of the mast assembly to an upright position on an opposite side of the mast assembly (see description related to Figures 4a-e below for further detail).
  • the swiveling base can rotate the wing assembly such that the leading edge of the wing sail is correctly angled with respect to the wind to provide lift.
  • the mast assembly can alternatively include telescoping masts that can be selectively actuated to roll the wing sail by lifting one side and lowering the other.
  • the present system also includes a control mechanism for modifying a height, pitch, roll and yaw of the wing with respect to the craft as well as a wing span thereof.
  • the control mechanism can include winch motors, hydraulic pumps, mechanical or electric transmission, or the like for angling the mast assembly and for raising or lowering each of the masts.
  • the control mechanism preferably includes winch motors and pulleys which are attached via rigging (e.g. steel, Kevlar wires) to the top of the mast assembly and to the wing tips.
  • the control mechanism can be integrated or attached to the swiveling base or it can be positioned below deck with wires running through the deck to the mast assembly.
  • the present system further includes a control unit for enabling an operator (e.g. ship captain) to control actuation of the mast assembly and angle of the wing attached thereto via the control mechanism.
  • a control unit for enabling an operator (e.g. ship captain) to control actuation of the mast assembly and angle of the wing attached thereto via the control mechanism.
  • Figures 3-4e illustrate one configuration of the wing-type sail system of the present invention which is referred to herein as system 10.
  • System 10 includes a mast assembly 12 which in this embodiment includes 2 masts 14 attached via hinges or ball joints 16 to a base 18.
  • Base 18 can be circular (as shown in Figure 3) or any other suitable shape (square, rectangular, star, cross, and the like).
  • Base 18 can be fabricated from galvanized plate steel or any other alloy (aluminum alloy), while masts 14 can be fabricated from aluminum, carbon fiber or a combination thereof.
  • Base 18 can be mounted to a vessel 19 on a circular track/rail with rollers and a motor for rotating base 18 within the track.
  • Masts 14 can be telescopic to extend or retract to adjust a height and pitch of an attached wing 20.
  • Masts 14 can include a spring mechanism (coil spring or an air piston) which is compressible when masts 14 are pulled down and retracted. When a pulling force is partially or fully released, the compressed spring mechanism extends masts 14.
  • Hinge 22 includes a pin running through center section 21 of wing 20 between masts 14. The pin can rotate within center section 21 or it can be fixed thereto and rotate against bearings in masts 14. Hinge 22 allows wing 20 to roll from one side ( Figure 4a) of mast assembly 12 to the opposite side ( Figure 4e).
  • a control mechanism 32 which includes motors and cables/chains/belts can be positioned within center section 21 and/or within masts 14 to control roll of wing 20.
  • an external rigging of cables attached to wing 20 (at tips or inward) and to pulleys and motors can also provide the roll function.
  • Control mechanism 32 also controls rotation (swivel) of base 18 with respect to the vessel by controlling one or more motors within base 18.
  • the skeleton (spars and profiles) of wing 20 is fabricated from an alloy, a polymer, carbon fiber or wood and is covered with rigid or semi-rigid panels (alloy, polymer, carbon fiber or cloth).
  • Wing 20 can be constructed from several foldable or telescopic segments (which can be retracted/expanded via control mechanism) similar to wing 120 shown in Figure 5.
  • Wing 20 can be fabricated with a variety of dimensions depending on the craft and purpose. Typical dimensions for wing 20 can be selected from a range of 5 m in length, 1 m in width for small catamarans, trimarans or sailing boats, up to 50 m in length and 20 m in width for large super or mega yachts (single hull, catamarans or trimarans), or small, medium, large ships. Wing 20 can be a single foil (as shown in the Figures) or a multi-foil configuration (2, 3 or 4 sections) with the main wing attached to leading edge and/or trailing edge winglets (e.g. slats, flaperons or ailerons).
  • leading edge and/or trailing edge winglets e.g. slats, flaperons or ailerons.
  • multi-foil configurations generate a high lift coefficient (CLmax > 3) and are preferred in all sea wind velocities.
  • Figures 4a-e illustrate repositioning (tacking) of system 10 in order to change sailing direction (D) under a steady wind (wind direction - D).
  • Figures 4a-e illustrate a change of 70° in route direction in 14° increments.
  • the vessel is turned 70° clockwise causing the wind direction to rotate 70° anti clockwise from front right to front left.
  • wing 20 is rolled clockwise from -80° to +80° while base 18 is rotated 34° counterclockwise [from +35° - 18 (angle of attack) to -35 + 18° (angle of attack)] relative to the vessel's longitudinal centerline.
  • Such roll and yaw of wing 20 as affected through hinge 22 and mast assembly 12 can be used to reposition wing 20 to maximize lift under any change in wind direction or vessel route.
  • the wing repositioning approach used by the present invention which separates the roll and yaw function to two different mechanisms, allows for a stable and robust attachment between wing 20 and mast assembly 12, thus making the present invention suitable for use under any wind condition and with any size vessel and wing.
  • FIG. 5-7b illustrates another configuration of the wing-type sail system of the present invention which is referred to herein as system 100.
  • System 100 includes a mast assembly 102 which in this embodiment includes 4 masts 104 attached via hinges or ball joints 106 to a base 108.
  • Base 108 can be circular (as shown in Figures 5-6) or any other suitable shape (square, rectangular, star, cross, and the like).
  • Base 108 can be fabricated from galvanized plate steel or any other alloy (aluminum alloy), while masts 104 can be fabricated from aluminum, carbon fiber or a combination thereof.
  • Masts 104 are preferably telescopic and include 2 or more segments (three shown) that can telescopically extend or retract to adjust a height, pitch yaw or roll of an attached wing 120.
  • Masts 104 can include a spring mechanism (coil spring or an air piston) which is compressible when masts 104 are pulled down and retracted. When a pulling force is partially or fully released, the compressed spring mechanism extends masts 104.
  • a substantially rigid asymmetric wing 120 is attached on top of mast assembly 102 through hinged/ball joints 22; wing 120 is preferably separately connected to each mast 104 through a dedicated hinge/ball joint 122.
  • Wing 120 can be constructed from several foldable or telescopic segments 124 (which can be retracted / expanded via control mechanism). In the embodiment shown in Figure 5, wing 120 includes 7 interconnected segments 124; with segments 126 and 128 being telescopically retractable into segment 130 (using mechanical or hydraulic mechanisms).
  • Wing 120 can be fabricated with a variety of dimensions depending on the craft and purpose and can be a single foil (as is shown in the Figures) or a multi-foil configuration.
  • System 100 also includes a control mechanism 132 which includes motors 134 with attached pulleys 136 (shown in detail in Figure 6). Braided steel or aramid cables (guy wires) 138 (four shown) are spooled over pulleys 136. Thus, motors 134 and attached pulleys 136 function as winches for pulling or releasing cables 138. Each pulley 136 functions independently to spool a cable 138 attached thereto. As is shown in Figures 5-6, a pair 140 of cables 138 is preferably connected to each pulley 136 (cables 138 can be a single cable looped over pulley 136). Each cable 136 of the pair is connected to a different portion of wing 120.
  • one cable 136 is connected to end of wing 120, while the other is connected to a midsection of wing 120 at or near joint 122.
  • Such a cabling configuration is important for ensuring that lift forces on wing 120 do not deflect it from its set position and that lift forces transferred to the swiveling base and to the vessel by the wires are distributed.
  • Cables 138 enable control mechanism 132 to tilt wing 120 through pitch, roll and yaw while maintaining wing 120 stable at any angle with respect to any axis. By pulling on one or more cables 138, control mechanism can tilt wing 120 in any direction. Releasing (unspooling) cable 138 enables mast 114 (retracted by pull of cable 138) to extend out via the spring or hydraulic mechanism described above to any set height and wing 120 angle. In order to tack wing 120, control mechanism pulls cables 138 to swing wing 120 from an upright position on one side of mast assembly 102 to the opposite side while mast assembly 102 swivels to correctly align wing 120 to the desired angle of attack with respect to the wind. This roll and yaw movement is similar to that described above for system 10.
  • Systems 10 and 100 can also include any number of sensors for providing an operator with information relating to the position of wing 12 or 120, the vessel, as well as environmental information.
  • Table 2 below describes sensors that can be used with the present invention and their location in systems 10 or 100.
  • Such sensors enable an operator to correctly position wing 12 or 120 with respect to the wind and thus maximize a propulsive force obtained from wing 12 or 120 with respect to a moving direction of the craft.
  • Systems 10 and 100 further include a control unit (not shown), preferably positioned in the cockpit on the bridge.
  • the control unit includes a user interface for controlling control mechanism 32 or 132 and for obtaining information related to a state of wing 20 or 120 (e.g. from above describe sensors), masts 14 or 114, swiveling base 18 or 118 and any other component of system 10 or 100.
  • the control unit is wired to control mechanism 32 or 132 or is wirelessly connected thereto via an RF communication module.
  • the control unit can operate in an open loop mode, in which case relevant information (from the sensors) is displayed to an operator which then modifies wing 20 or 120 position accordingly, or it can operate in a closed loop mode (auto-pilot) in which case, the computer of the control unit will make decision based on sensor data and course plotted.
  • the closed loop mode the operator can override computer control at any point in time.
  • Figure 8 illustrates closed loop control over wing 20 or 120 and base 18 or 118 based on sensor data.
  • the control unit can include a touch screen display (e.g. a capacitive display) for providing an operator with graphic or textual information relating to wing 20 or 120 (position, angles etc) and the angle of base 18 or 118 with respect to the wind and sailing direction.
  • a touch screen display e.g. a capacitive display
  • system 10 assemblies can be used on a craft.
  • a large water craft such as a tanker ( Figures 7a-b) can utilize several system 10 or 100 assemblies (9 shown), each having a dedicated control mechanism 32 or 132.
  • one or more control mechanism 32 or 132 can be used to control several mast/wing assemblies.
  • control mechanism(s) 32 or 132 are preferably each controlled via a single control unit which can also retrieve and display to an operator sensor reading from each mast/wing assembly.
  • a wing having 600 m can provide, in case of CLmax 4.5 and apparent wind velocity of 10 m/s (19.4 Knot) from a beam and air temperature 10°, a propulsive force of 169,000 Newton (N).
  • N a propulsive force
  • Swiveling base 18 or 118 includes a ring which that is mounted on bearings connected to the deck through rods (welded or bolted to deck). The ring diameter equals the swiveling base 18 or 118 diameter. Motors located on base 18 or 118 rotate a gearwheel engaged to the ring or deck.
  • a small maritime vessel e.g. yacht
  • one wing type sail system 10 or 100 will be mounted at around 30% of its length towards bow.
  • systems 10 or 100 can be mounted along longitudinal center line, in one or more parallel longitudinal rows. For example system 10 or 100 with 500m wing 20 or 120 area will be mounted for each 20K tons of a big ship in 2 parallel longitudinal rows with 100% (or more) of wing span clearance between each system 10 or 100 ( Figures 7a-b respectively).
  • system 10 or 100 When used in large see going freighters or tankers, the operation of system 10 or 100 can be synchronized with the propulsion system of the ship and with weather conditions while considering costs, voyage timeline and on-time arrival at harbors.
  • the perfect angle of the wings relative to the wind is automatically and continuously controlled by a control unit of the present invention (receiving input from sensors - wind direction and speed, vessel's sailing direction) and produce output to activate electro mechanical units that maneuver the wings.
  • Any voyage is planned in advance according to weather conditions along the planned route at the planned dates, and the amount of fuel needed (or saved) is calculated automatically computationally.
  • Figure 9 is an image of a model boat fitted with a prototype system 100.
  • the model is a 1 meter mono hull built from Styrofoam reinforced with aluminum bars.
  • the model has a large hydrodynamic keel made of iron and is covered by a smooth sheet of stainless steel and includes a rudder made of aluminum pole and stainless steel sheet.
  • the prototype wing sail system includes 2 parallel masts built from welded aluminum poles.
  • the mast assembly can rotate 180° clockwise or counterclockwise around the center mast which is inserted into the hull.
  • the wing span is 1.45 meters, and has an aspect ratio of 10; it is fabricated from condensed Styrofoam laminated with fiberglass.
  • the wing is connected to the masts by horizontal axis allowing it to rotate 180° clockwise or anti clockwise. Rudder, masts assembly rotation and wing angles (via ailerons) are all remote controlled.
  • a 4 hull catamaran fitted with system 10 was designed (Figure 10a) and constructed.
  • a fifth hull (arrow in Figure 10b) was added to the prototype during construction in order to better support the weight of the mast assembly and wing.
  • the hulls were fabricated from fiberglass and reinforced aluminum struts and assembled to form a catamaran that is 4.4 meters wide and 7.2 meters long (Figure lOd).
  • a 1.9 m swiveling base was fabricated from stainless steel; the base swivels on 8 pairs of bearings.
  • the mast assembly was constructed from stainless steel struts connected via pins and hinges to 6 points on the swiveling base.
  • the mast assembly is 1.86 meters in diameter and 4.20 meters in height.
  • the wing-type sail (Figure lOc-d) includes a main airfoil element and a trailing edge winglet ( Figure lOe).
  • the wing was fabricated from 40 airfoil sections of aluminum and birch 'sandwiches'. The overall length of the wing is 7.96 meter and the width is 1.32 meter.
  • the prototype catamaran was tested successfully in a 7 knot wind (Figure lOd).

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)

Abstract

L'invention concerne un système de voile du type aile. Le système comprend un ensemble mât monté pivotant sur une base orientable pouvant être fixée à une embarcation et une aile asymétrique à multiples éléments sensiblement rigide fixée pivotante à une partie supérieure de l'ensemble mât. Le système comprend en outre un mécanisme de commande permettant de modifier le roulis et le lacet de l'aile sensiblement rigide par rapport à l'embarcation.
EP16820950.0A 2015-07-05 2016-07-05 Système de voile du type aile Active EP3317178B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201562188667P 2015-07-05 2015-07-05
PCT/IL2016/050716 WO2017006315A1 (fr) 2015-07-05 2016-07-05 Système de voile du type aile

Publications (4)

Publication Number Publication Date
EP3317178A1 true EP3317178A1 (fr) 2018-05-09
EP3317178A4 EP3317178A4 (fr) 2019-01-23
EP3317178C0 EP3317178C0 (fr) 2023-12-27
EP3317178B1 EP3317178B1 (fr) 2023-12-27

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US11780547B1 (en) 2018-12-07 2023-10-10 Cross Wing Technology Holdings, LLC Sailing vessel
US10556641B1 (en) 2018-12-07 2020-02-11 Cross Wing Technology Holdings, LLC Sailing vessel
FR3103781B1 (fr) 2019-11-28 2022-06-03 Cws Morel Aile de propulsion d’un engin de déplacement, et engin de déplacement comprenant une telle aile de propulsion.
EP3960619A1 (fr) * 2020-09-01 2022-03-02 BSB Artificial Intelligence GmbH Module de gestion pour bateau à voile
IT202100014684A1 (it) * 2021-06-07 2022-12-07 Giorgio Cubeddu Ala asimmetrica sezionale a curvatura invertibile

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GB1181914A (en) * 1967-05-22 1970-02-18 Monsanto Co Preparation of Aromatic Amines
AU7484281A (en) * 1980-09-11 1982-03-18 Stephen Francis Deratz Sail & mast arrangement to minimise heeling
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WO2017006315A1 (fr) 2017-01-12
US20180215453A1 (en) 2018-08-02
EP3317178C0 (fr) 2023-12-27
EP3317178A4 (fr) 2019-01-23
EP3317178B1 (fr) 2023-12-27

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