WO2010099971A2 - Voile haute performance flexible - Google Patents

Voile haute performance flexible Download PDF

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Publication number
WO2010099971A2
WO2010099971A2 PCT/EP2010/001378 EP2010001378W WO2010099971A2 WO 2010099971 A2 WO2010099971 A2 WO 2010099971A2 EP 2010001378 W EP2010001378 W EP 2010001378W WO 2010099971 A2 WO2010099971 A2 WO 2010099971A2
Authority
WO
WIPO (PCT)
Prior art keywords
winglet
sail
performance sail
flexible
performance
Prior art date
Application number
PCT/EP2010/001378
Other languages
German (de)
English (en)
Other versions
WO2010099971A3 (fr
Inventor
Thomas Gartner
Original Assignee
Settele, Wilhelm
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 Settele, Wilhelm filed Critical Settele, Wilhelm
Publication of WO2010099971A2 publication Critical patent/WO2010099971A2/fr
Publication of WO2010099971A3 publication Critical patent/WO2010099971A3/fr

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
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B2035/009—Wind propelled vessels comprising arrangements, installations or devices specially adapted therefor, other than wind propulsion arrangements, installations, or devices, such as sails, running rigging, or the like, and other than sailboards or the like or related equipment

Definitions

  • the invention relates to a flexible high-performance sail with the features of the preamble of claim 1 and a wind-driven vehicle or boat having the features of the preamble of claim 14.
  • Flexible high-performance sails are used, for example, on fast racing yachts, as supplementary propulsion on freight or passenger ships, or more generally on sailing-powered vehicles.
  • the leech and luff at the top of the high performance sail do not converge on high performance sails, but end up in an upper edge of the sail, which due to the arrangement also Oberliek could be called.
  • the advantage of such a high performance sail is that it has a significantly larger sail area and thereby produces a much greater propulsion force. This greater propulsive power is of interest to racing yachts for increased speed and on cargo or passenger ships to reduce fuel consumption.
  • flexible sails are designed so that they can change their bulge or curvature when pivoting. This is e.g. through the use of a flexible canvas.
  • the propulsion force generated by the high-performance sail is generated according to the principle of the impulse when the wind comes from the rear or obliquely behind, or according to the principle of lift when the wind comes from an angle. In any case, the propulsion system
  • BE3T ⁇ TIGUNQSKOPIE force is the result of a difference between the pressure applied to the LEE and LUV sides of the sail, caused by the momentum or lift.
  • a disadvantage of such high-performance sailing is that the pressure difference on the sail can lead to a compensating flow at the free directed in the direction of flow sail edge, which is directed transversely to the flow and thereby reduces the efficiency.
  • This compensating flow reduces the propulsive force and is also called induced resistance in the flow mechanics.
  • the direction of the compensating flow on the sail side can change depending on the position of the sail.
  • the wing grid should have the same total lift per unit length as the main part of the wing, and the wings of the wing grid are preferably formed torsion-free, it is to be assumed that the wing grid itself also formed rigid should be like the main part of the grand piano.
  • the wing grid is designed for only one direction of the compensation flow, and when changing the direction of the compensation flow, this can even increase.
  • the reduction of the induced resistance of a flexible high-performance sail has completely different aspects to consider than is the case with a fixed wing of an aircraft. To solve these problems, the font is nothing to be found.
  • the object of the invention is to provide a flexible high-performance sail and a wind-powered vehicle or boat with a flexible high-performance sail with a reduced induced resistance and an increased propulsion force with the same sail area.
  • an edge of the sail running in the direction of flow should be understood as meaning any edge on which, due to its orientation at a given flow, a pressure difference can arise between the different sides, which can cause the compensating flow described and thus an induced resistance.
  • the winglet is arranged via a flexible connection at the edge of the high performance sail.
  • the flexible connection between the winglet and the high-performance sail ensures that the high-performance sail is not impaired by its freedom of movement through the winglet.
  • the winglet may be connected at its front side and at its rear side in each case via a connection point with the high-performance sail, wherein the high-performance sail between the connection points should be transversely movable relative to the direction of flow relative to the winglet.
  • This can e.g. be achieved by the high-performance sail between the joints is not connected to the winglet, or at least connected only so flexible that the sail can change the bulge, without that the winglet must change its position or shape.
  • connection between the sail and the winglet is windproof.
  • the high performance sail has shape stabilizing battens
  • the winglet is connected to the high performance sail via at least one batten.
  • the shape stabilizing battens provide a simple and stable connection point for the winglet to connect to the high performance sail.
  • the battens can additionally tension the winglet or, when using a rigid winglet, can also stretch the battens. Since the battens span the sail in its surface and with its ends the leech or at least close to the leech, this additionally provides the advantage that the winglet in the sense of a stable attachment to a point of the high-performance sail as far as possible from the mast connected is.
  • a further preferred embodiment of the invention can be seen in that the winglet is curved in such a way that the winglet exerts a buoyancy force on the high-performance sail when it flows.
  • the generated buoyancy force which counteracts the weight of the vehicle or the boat, the water displacement and in the case of sliding, the wetted surface can be reduced, so that the weight losses are reduced and the speed of the vehicle or boat are further increased at the same driving force can.
  • the winglet is pivotally connected to the high-performance sail around an axis parallel to the free edge or extending in the free edge.
  • the winglet can be aligned even at a Krlinden of the boat or vehicle so that this occupies a predetermined angle to the high performance sail.
  • that caused by the winglet Buoyancy can be used by the orientation of the pivoting angle of the winglet also for erecting the boat, so that the heeling angle is reduced in certain driving situations.
  • a reduced heel has the general advantage that the vehicle or the boat with a smaller heel has less resistance in the water and also has better straight-line running characteristics.
  • the winglet protrudes exclusively to one side of the high-level sail, and by the pivoting pivoting of the winglet is allowed to the other side.
  • the winglet can be aligned with the high-performance sail regardless of the direction of the crest so that the winglet is always directed to the crested side of the high-performance sail, that is, to LUV, at a crest of the boat or vehicle.
  • the winglet is pivotable in a position extending the high performance sail.
  • the winglet can be used to increase the sail area, especially in weak winds, where the difference in the pressure applied to the different sides of the sail is not so great. This is justifiable insofar as in weak winds the pressure difference on the sail is smaller, and thus the induced resistance is also lower, so that the winglet should be better used in this case as an additional sail area.
  • means should be provided for adjusting the pivot angle, so that the angle can be actively adjusted.
  • the means for adjusting the swivel angle can be achieved by separate adjustment means or by using the luffing harrow, also known as "Cunningham”. knows, be realized.
  • the winglet is curved in such a way that the winglet exerts a buoyancy force on the high-performance sail when it flows, and the curvature of the winglet is changed or changeable as a function of the swivel angle.
  • This offers the advantage that the buoyancy force caused by the winglet can be adapted to the tilt angle of the winglet. This is particularly useful when the winglet is pivoted from one side of the high performance sail to the other side of the high performance sail.
  • the curvature of the winglet should also change in its sign, so that the winglet, when aligned with both the one side of the high-performance sail and when aligned with the other side, respectively generates a buoyancy force directed counter to the weight force.
  • the width of the winglet increases in the direction of flow. Since the difference between the applied pressure on both sides of the high-performance sail in the direction of flow increases along the free edge of the sail, a greater separation of the two sides is caused by the increasing width of the winglet, so the flow separation of the two sides with a minimum area of the Winglets along the entire edge of the high performance sail is given. In addition, the fluidic resistance of the winglet itself is thereby reduced. Furthermore, a wind-driven vehicle or boat is proposed with a high performance sail according to the invention.
  • the high-performance sail is held by a mast on the vehicle or boat, and the winglet is connected to the mast.
  • a conventional high-performance sail can be used, which is initially produced without the winglet, so it is stowed away and mounted and only then comes to rest on or is connected to the winglet arranged on the mast during or after fitting.
  • the winglet In order for the winglet to be able to align itself accordingly with the high-performance sail, it is further proposed that the winglet is pivotally connected to the mast.
  • Fig.l High performance sail with fixed winglet
  • Fig.2 High performance sail with fixed winglet in view from above
  • Fig.3 High performance sail with foldable double-sided winglet
  • Fig.4 High performance sail with hinged double-sided winglet in a pivoted position
  • Fig.5 High performance sail with one-sided winglet in the the high performance sail extending position
  • Fig.6 cooking power sail with one-sided winglet in a first pivoting angle position
  • Fig.7 High performance sail with one-sided winglet in a second SchwenkwinkelStellung
  • Fig.8 Rigging boat with high-performance sail and winglet pivoted to a first side
  • Fig.9 Rigging boat with high-performance sail and winglet pivoted to a second side
  • Fig. 10 Heeling boat with identical orientation as in Fig. 9, but with a larger heel angle
  • a first embodiment of the invention with a high-performance sail 7, a mast 1 and a winglet 6 can be seen.
  • the high-performance sail 7 is limited by a luff 2 held on the mast 1 and a leech 3.
  • the forehead 2 and the leech 3 open upwards into the free edge 70 directed in the direction of flow W, which could also be called upper luff.
  • the edge 70 is covered by a via a front connection point 9 with the mast 1 and a rear connection point 10 with the batten 4 and thus with the high performance sail 7 connected winglet 6.
  • the winglet 6 itself is stiff and can, for example, first on the batten 4 are connected to the high performance sail 7 and then snap when pulling the high-performance sail 7 in the front connection point 9 on the mast 1.
  • the winglet 6 can also be connected directly to the high performance sail 7 at the front connection point 9. to be bound. It makes sense that, in the event that the winglet 6 is held on the mast 1, the connection to the mast 1 is designed to be pivotable. However, the effect according to the invention occurs even in the case of a winglet fixedly connected to the mast.
  • the high performance sail 7 is shown with the upper edge 70, the winglet 6 and the mast 1 from above.
  • the high performance sail 7 is flowed by the wind in the direction of flow W.
  • the wind from the direction of flow W is composed of the true wind and the wind and is referred to in sailing as the relative (or even apparent) wind.
  • the force "F” would cause the boat to tilt as it is known to sail, while the propulsion force V drives the boat so that the higher pressure at the first side 70a and the lower pressure at the second side 70b can not be compensated by a flow around the edge 70.
  • the at least reduced compensating flow also reduces the induced resistance caused thereby at least so that the acting ones can be compensated Forces are increased including the propulsive force "V".
  • the width B of the winglet 6 increases in the direction of flow W, so that the winglet 6 has a triangular surface with the halves 6a and 6b.
  • the increasing width B makes sense, to a flow around the edge 70, even at a higher pressure difference in the upstream direction of the high performance sail 7 prevent.
  • the winglet 6 is a very simple embodiment of the invention and may e.g. be formed by a rigid plastic or light metal plate or by a fabric covered with a canvas frame construction.
  • the winglet 6 is connected at the front connection point 9 with the sail head of the high performance sail 7, that it always occupies a vertical position to this.
  • the winglet 6 is connected to the batten 4 and biases it in such a way that the batten 4 predetermines the curvature of the high-performance sail 70 in the top.
  • the winglet 6 is used with its rigidity in addition to the tension of the batten 4.
  • the high-performance sail 7 is held transversely movable with respect to the winglet 6, so that the high performance sail 7 can take both a curved position to one side and a curved position to the other side.
  • the edge 70 should be opposite the winglet 6, e.g. be sealed by a device with a flexible cloth or with a flexible sealing lip.
  • FIG. 3 shows an alternative embodiment of the invention, in which at the upper edge 70 of the high-performance separator. gels 7 a T-shaped winglet 60 with the extending to the sides of the high performance sail 7 halves 61 and 62 can be seen.
  • the winglet 60 is itself curved, so that a buoyancy force A is generated by the flow in the direction of flow W, which is directed opposite to the weight of the boat or the vehicle with a corresponding position of the winglet 60.
  • the weight of the vehicle or of the boat is reduced and the speed of the boat or of the vehicle increases with the same driving force.
  • the winglet 60 is pivotally mounted about an axis X lying approximately parallel to the free edge or in the free edge 70 on the high-performance sail 70, wherein the pivoting angle can be changed via a means 8, such as a pull line.
  • a means 8 such as a pull line.
  • the winglet 60 can be seen in a pivoted position in which the buoyancy force A against the high-performance sail 7 is also pivoted.
  • the buoyant force can be vectorially divided into a buoyancy force AA directed counter to the weight and a force AL directed in the LUV direction. The effect of the forces will be explained in more detail later with reference to FIGS. 8 and 9.
  • FIGS. 5 to 7 show a further embodiment of the invention in which the winglet 600 protrudes from the high-performance sail 7 on one side.
  • the winglet 600 can be seen in an upright position in which the winglet 600 extends the high-performance sail 7 and thereby increases the sail area as a whole.
  • the winglet 600 is curved in this position with a curvature K2 and the high performance sail 7 with a curvature Kl.
  • the curvatures K 1 and K 2 are identical, so that the overall result is a homogeneous sail surface.
  • the winglet 600 is connected to the high performance sail 7 via a flexible connection 601.
  • the winglet 600 is swiveled in each case in the pivoting direction "S" to a swivel angle S1 and S2 relative to the high-performance sail 7.
  • the winglet 600 can be designed such that the course of curvature changes or is variable as a function of the swivel angle is such that, for example, it assumes a curvature course K200 for a swivel angle S1 and a curvature curve K20 for a swivel angle S2.
  • the buoyancy generated by the curvature also changes to a lift A1 or A2.
  • FIGS. 8, 9 and 10 a boat with a high-performance sail 7 and a winglet 600 projecting on one side according to the exemplary embodiment shown in FIGS. 5 to 7 can be seen.
  • the viewing direction is from the front.
  • the boat drifts in the direction of travel to the right side and in the position shown in FIG. 9 to the left side.
  • the high-performance sail 7 has a curvature course K3 and the winglet 600 has an oppositely directed curvature course K4.
  • the angle D1 of the winglet 600 to the high-performance sail 7 in Fig. 8 is greater than 90 degrees and can be individually adjusted by the boat's or the vehicle's driver so as to produce a buoyant force A optimal for the driving conditions.
  • the buoyancy force A should be directed as vertically upwards as possible in order not to produce a force component which is too great against the force of the sail.
  • About the depending on the heeling of the vehicle or boat more or less large lever arm H a righting moment is generated, which counteract the heeling moment acts.
  • the buoyancy force A also acts against the weight of the vehicle or boat.
  • the lever arm H becomes larger with the heel, as shown in Fig. 9 and 10.
  • H3 is greater than H2 and thus the righting moment as well.
  • the angle Dl can be changed manually, eg pulling lines or the existing Cunningham can be used.
  • the wind pressure at each page change during pivoting of the winglet 600 can assist or automatically fold the winglet 600 to the other side.

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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 une voile haute performance flexible (7) pour un véhicule ou un bateau mû par le vent, comportant au moins un bord (70) s'étendant dans le sens d'attaque (W). Selon l'invention, une ailette de bout de voile (6, 60, 600) est disposée sur le bord (70) s'étendant dans le sens d'attaque (W).
PCT/EP2010/001378 2009-03-06 2010-03-05 Voile haute performance flexible WO2010099971A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009011480.7 2009-03-06
DE102009011480A DE102009011480A1 (de) 2009-03-06 2009-03-06 Flexibles Hochleistungssegel

Publications (2)

Publication Number Publication Date
WO2010099971A2 true WO2010099971A2 (fr) 2010-09-10
WO2010099971A3 WO2010099971A3 (fr) 2011-08-11

Family

ID=42136224

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/001378 WO2010099971A2 (fr) 2009-03-06 2010-03-05 Voile haute performance flexible

Country Status (2)

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DE (1) DE102009011480A1 (fr)
WO (1) WO2010099971A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113998087A (zh) * 2021-11-19 2022-02-01 武汉理工大学 一种船舶翼形抗横倾装置

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201800005855A1 (it) * 2018-05-30 2019-11-30 Diego Morani Winglet di ottimizzazione della portanza di una vela di una barca a vela
EP4023546B1 (fr) * 2020-12-29 2024-06-19 Boards & More GmbH Gréement aile
FR3121424B1 (fr) * 2021-04-01 2023-12-22 Gallic Michel Le Dispositif aerien pour optimiser les engins a voiles

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0642440B1 (fr) 1993-04-05 1997-03-12 LA ROCHE, Ulrich Aile comportant une grille comme section terminale

Family Cites Families (8)

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Publication number Priority date Publication date Assignee Title
NL8304441A (nl) * 1983-12-27 1985-07-16 Garrick Sarkissian Sailing wing.
IT1216477B (it) * 1988-02-29 1990-03-08 Luigi Greppi Albero per barche a vela.
US5038699A (en) * 1990-03-26 1991-08-13 Cochran Steven M Sail shaping arrangement for a sailing craft
CH681073A5 (en) * 1990-09-25 1993-01-15 Marc Deriaz Sailing craft - has upper mast boom and upper mast guide, fastened pivoted about mainmast top
DE19616068A1 (de) * 1996-04-23 1997-10-30 Rolf Hatlapa Winglet für Segelfahrzeuge
DE19926832B4 (de) * 1999-06-12 2005-09-15 Airbus Deutschland Gmbh Unterschallflugzeug vorzugsweise mit gepfeilten Tragflügeln
SE516927C2 (sv) * 1999-06-28 2002-03-26 Pontus Bergmark Segelfarkost
US7278366B2 (en) * 2005-03-11 2007-10-09 Cooper Stephanie N Method and apparatus for increasing sail efficiency

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0642440B1 (fr) 1993-04-05 1997-03-12 LA ROCHE, Ulrich Aile comportant une grille comme section terminale

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113998087A (zh) * 2021-11-19 2022-02-01 武汉理工大学 一种船舶翼形抗横倾装置
CN113998087B (zh) * 2021-11-19 2023-02-24 武汉理工大学 一种船舶翼形抗横倾装置

Also Published As

Publication number Publication date
WO2010099971A3 (fr) 2011-08-11
DE102009011480A1 (de) 2010-09-09

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