WO2023146775A1 - Puissance de cerf-volant à commande directionnelle pour navires - Google Patents

Puissance de cerf-volant à commande directionnelle pour navires Download PDF

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Publication number
WO2023146775A1
WO2023146775A1 PCT/US2023/010997 US2023010997W WO2023146775A1 WO 2023146775 A1 WO2023146775 A1 WO 2023146775A1 US 2023010997 W US2023010997 W US 2023010997W WO 2023146775 A1 WO2023146775 A1 WO 2023146775A1
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WO
WIPO (PCT)
Prior art keywords
kite
vessel
turning
track
cable
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PCT/US2023/010997
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English (en)
Inventor
Robert Richardson
Gregory Hall
Original Assignee
Robert Richardson
Gregory Hall
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 Robert Richardson, Gregory Hall filed Critical Robert Richardson
Publication of WO2023146775A1 publication Critical patent/WO2023146775A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H8/00—Sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing
    • B63H8/10—Kite-sails; Kite-wings; Control thereof; Safety means therefor
    • B63H8/16—Control arrangements, e.g. control bars or control lines
    • 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
    • B63H9/069—Kite-sails for vessels
    • B63H9/072—Control arrangements, e.g. for launching or recovery

Definitions

  • the disclosure generally relates to marine vessels, and more particularly to optimizing kite power with directional controls for marine vessels.
  • Air moving with respect to the vessel’s position has been used as a method of vessel (boat/ship) locomotion (hereinafter referred to as Sailing or Sail) for more than 5,000 years.
  • Sailing technology reportedly originated in or around Mesopotamia or Egypt and is now used around the world. From then until now, the sailing vessels have varied in many ways for example, size, materials of construction and number of hulls. Collectively they are all referred to as Vessels in this document.
  • the disclosure provides methods and devices for enabling a Vessel propelled by a Kite or similar devices, e.g., a balloon, to adjust its direction of travel to either side of the true wind direction without the aid of rudder(s), tillers, or similar devices.
  • the subject invention applies to wind-powered Vessels as well as hybrid vessels and vessels utilizing propeller- driven propulsion, jet propulsion and others in addition to wind power.
  • vessel direction of travel can vary to either side of the true wind direction by up to about 90 degrees.
  • a direction of travel is obtained within about +90 /-90-degree deviation from the true wind direction by moving the point of attachment between the Vessel and the surface area(s) intended to interact with Wind.
  • Kite propulsion for marine vessels has been explored and published elsewhere. All prior art involves attaching the Kite to the bow/front of the Vessel.
  • the subject invention differs from prior Kite-propelled Vessels by applying the Kite force to the Vessel in a manner that more effectively transfers the force supplied by the interaction between the Kite and wind to the Vessel as will be described herein.
  • Figure 1 illustrates an embodiment of a System Control Diagram
  • Figure 2A illustrates an embodiment of a Manual Carriage positioning device
  • Figure 2B illustrates an embodiment of a Cable-driven carriage
  • Figure 2C illustrates an embodiment of a Hydraulic actuator driven carriage
  • Figure 2D illustrates an embodiment of a Chain-driven carriage
  • Figure 3 illustrates an embodiment of the Mechanics of Kites attached to the bow of a vessel
  • Figure 4 illustrates an embodiment of Cancelling lateral effects of Kite force that is not from in front of the vessel
  • Figure 5A & 5B illustrates an embodiment of the Turning effect caused by longitudinal movement of Kite point of attachment with track mounted at the longitudinal center line of the vessel that intersects the Center of Turning;
  • Figure 6A & 6B illustrates an embodiment of the Turning effect caused by transverse movement of Kite point of attachment that intersects Center of Turning;
  • Figure 7A & 7B illustrates an embodiment of the Turning effect caused by Kite connection to Vessel at transverse point of attachment that is stem of the Center of Turning;
  • Figure 8 A & 8B illustrates an embodiment of Turning effect caused by variation in angle, O with Kite connection to Vessel at a transverse point of attachment that is stem of the Center of Turning;
  • Figure 9A & 9B illustrates an embodiment of Turning effect caused by movement of transverse track position along Vessel Y axis
  • Figure -LOA & 10B illustrates an embodiment of Transversely mounted track in front of the Center of Turning
  • Figure 11 A & 1 IB illustrates an embodiment of Side-mounted track
  • Figure 12 illustrates an embodiment of Manual transfer of Kite cable from side to side
  • Figure 13 illustrates an embodiment of Continuous side-mounted track
  • Figure 14 illustrates an embodiment of Kite powered jibe turn with continuous side mounted track
  • Figure 15 illustrates an embodiment of Perimeter cable-driven carriage
  • Figure 17A illustrates an embodiment of Kite cable and sensor array with pilot Kite
  • Figure 17B illustrates an embodiment of Exemplary wind sensor
  • Figure 17C illustrates an embodiment of Differential pressure-based wind speed sensor assembly
  • Figure 17D illustrates an embodiment of a Cable mounted sensor with power generation
  • Figure 18 illustrates an embodiment of Tripoidal shaped Kite cable collection device & area changing system
  • Figure 19 illustrates an embodiment of Example of concept for Cable storage device
  • Figure 20 illustrates an embodiment of Examples of Kite designs
  • Figure 22 illustrates an embodiment of Adjusting Kite area by reducing the size of
  • Figure 23 illustrates an embodiment of Adjusting Kite power by changing wind flap opening
  • Figure 24 illustrates an embodiment of a Carriage with motor-driven Kite cable spools
  • Figure 25 illustrates an embodiment of a Vessel-mounted Kite cable spools for 4- cable Kite.
  • an unstable Kite is utilized with a single cable. This can result in a Kite traversing the sky in a figure-8 pattern. As the Kite travels in this pattern, the Kite force vector acting on the Vessel changes direction. In one embodiment, an automated control system adjusts carriage location to compensate for variation in the Kite force direction to maintain a desired Vessel course.
  • Kite control system requires information on the Kite orientation, altitude, and stability in order to adjust and optimize the Kite power.
  • Kite orientation can be discerned by one or more sensors (e.g., accelerometers) mounted on the Kite, measurement of tension in one or more Kite cables, and measurement of Kite control cable length.
  • Kite altitude can be discerned based on one or a combination of Kite cable length (e.g.. amount unspooled), Kite cable angle, line-mounted altitude sensors, Kite-mounted altitude sensors, optical measurement of the distance between photo targets on the kite from a mounted camera, laser, radar, or similar technology, and Kite-mounted GPS.
  • Kite power can be discerned by tension sensors in the cable, tension sensors in the Kite, load sensors in the Carriage, and/or load sensors in the track to vessel connection.
  • the connection between the Kite(s) and Vessel is via one or more cables, ropes, or similar devices hereinafter as Cables.
  • one end of the cable/rope is affixed to the Kite and the other is affixed to a movable piece of hardware (Carriage) that is mechanically connected to a track in such a way that the Carriage is restrained from leaving the surface of the track, is limited to motion along the length of the track and can be restrained at a designated point.
  • the track is typically connected to a fixed location on the vessel, however in some embodiments the track can move as well.
  • the combination of Carriage and Track assembly is referred to as the Track Assembly.
  • one end of a Cable is affixed to the Kite and the other is affixed to a piece of hardware hereinafter referred to as Coupling that is mechanically connected to two or more Cables that are affixed to the Vessel.
  • the position of the Coupling with respect to the Vessel is moved by adjusting the lengths of one or more of the Cables that connect it to the Vessel.
  • Every Vessel has a center of turning. This point is Vessel-specific and is determined by the physical characteristics of the Vessel. Variables that influence the center of turning include but are not limited to keels, center boards, hydrofoils, center of mass location, hull shape, chines, number of hulls, quantity and location of cargo, and hull shape (e.g., continuously varying curvature). Environmental factors can also influence the center of turning such as water current speed and direction, surface wind speed and direction, vessel speed, and vessel list. [0049] Large commercial Vessels that are essentially a long tube with a bow, rudder(s) and no distinguishing hull characteristics may turn on or near the Vessel center of gravity (CG).
  • CG Vessel center of gravity
  • the CG is not necessarily collocated with the center of turning for all Vessel types.
  • the Center of Turning defines the point about which the vessel turns.
  • the center of turning is the location about which a Vessel pivots when all forces and moments acting on the Vessel are considered.
  • the center of turning is not the center of an arc of travel of a Vessel, which is normally located far from the Vessel.
  • the Track Assembly is attached to the Vessel. There are several possible orientations of the Track Assembly with respect to the Vessels hull(s) long axis. In a first embodiment, the Track Assembly is parallel with the longitudinal axis of the Vessel. In one application of the first embodiment, the Track Assembly intersects the Vessels Center of Turning and continues for some direction either side of the point of intersection.
  • the Track Assembly is perpendicular to the longitudinal axis of the Vessel (i.e. transversely mounted).
  • the Track Assembly intersects the Center of Turning and continues beyond it in both directions.
  • the Track Assembly does not intersect the Vessel’s Center of Turning but is a small percentage of the Vessels length away from the Center of Turning (fore or aft of the center of turning) and continues for some distance either side (port & starboard) of the proximity to the Center of Turning.
  • a first Track Assembly attaches to a second Track Assembly with a translating degree of freedom.
  • the two Track Assemblies are orthogonal and effectively create a Cartesian coordinate system with X and Y degrees of freedom.
  • the Track Assembly can be rotated about a vertical (Z) axis of the Vessel to enable the Track Assembly to be oriented in angles from 0° to 180° with respect to the longitudinal axis of the Vessel.
  • the Carriage location for Kite attachment follows a polar coordinate system whereby the Track Assembly angle and Carriage translational location (radius) defines the attachment location with respect to the Vessel reference frame.
  • the track sweep angle is from 0° to 360°.
  • an assembly of Cables and pulleys are used to locate and secure the location of the Coupling for Kite attachment.
  • the Cables are attached along the longitudinal axis of the Vessel in order to move the Kite attachment point fore and aft with respect to the center of turning.
  • the Cables are attached transversely across the width of the Vessel.
  • Cables connect a Coupling to three or more locations on the Vessel, enabling X, Y, and Z motion of the Kite connection point with respect to the Center of Turning.
  • the Coupling location with respect to the Vessel is controlled by adjusting the length of one or more of the three or more Cables.
  • the Cables that attach the Coupling are attached coiled on motor-driven reels that are attached to posts that are affixed to the Vessel.
  • a gear box is utilized to provide mechanical advantage to the reel motor and to mitigate against back-driving of the motor when it is de-powered.
  • Other embodiments utilizes clutches and/or brakes on the reel to control reel rotational motion.
  • a Cable that affixes the Kite to the Vessel via an attachment to the Carriage or Coupling can be adjusted in length via a winch assembly.
  • Unused cable is housed in a Cable storage device.
  • the cable storage device e.g., a reel or drum
  • the cable storage device is located on the carriage in some embodiments and remotely in other embodiments. When the cable storage device is independent of the carriage, coordinated motion between the reel and carriage is required to permit independent motion while maintaining a target length extended to the Kite.
  • the Cable length can be hundreds or thousands of feet in length. Greater Cable length affords the opportunity for the Kite to reach different elevations above sea level and thereby gain access to different Wind speeds and directions relative to the Wind at the water surface.
  • the Cable winch assembly can be in any location on the Vessel provided the Cable is routed through a pulley, block or other device that facilitates connection between the winch and Cable storage device and the Carriage or Coupling.
  • Cable(s) used to affix the Kite to the Vessel can include electrical conductors and/or circuitry for power and control appurtenances associated with the Kite and/or devices such as sensors placed along the length of the Cable.
  • power is provided through conductors for wind speed sensors, direction sensors, temperature sensors, and/or pressure sensors and other conductors are used to convey telemetry from the sensors affixed to the Kite(s) or Cable to a Kite operational control center on the Vessel.
  • power is provided through conductors in or on the Cable for actuators or motors affixed to or near to the Kite(s) to adjust physical characteristics of the Kite(s) and other conductors are used to convey sensor data, and commands to and from sensors/ equipment that evaluate a change to the Kite’s physical characteristics.
  • the telemetry is sent to a Kite’s operational control center on the Vessel and the commands come from the Kite’s operational control center.
  • the telemetry to and from devices placed along the length of the Cable or affixed to the Kite(s) can be transmitted via device that utilizes radio, microwave, or other frequency (wireless) means of transmission.
  • Devices on the Kite(s) or cable can be powered by energy from, for example, a battery, solar or wind turbine.
  • the position of the Carriage or Kite Connection with respect to the Vessel frame of reference can be identified at any position using automatic or manual devices.
  • the location of the Carriage on the track can be determined manually by visually comparing an identifiable mark on the Carriage to a numeric or other scale scribed on the track.
  • the Carriage position on the track is sensed by an instrument.
  • the Kite operational control center gathers data provided by sensors and human machine interface (HMI) devices, retains, and evaluates the data, then processes it with programs and/or algorithms to generate display information on an HMI(s) and transmit commands to devices that are integral to the Kite(s), Cable, or other devices on the Vessel.
  • HMI human machine interface
  • Figure 1 depicts a block diagram of a Kite propulsion control system.
  • the central controller receives a course, trajectory, vessel loading scheme and/or destination from a user or external tracking program.
  • the Controller receives information from the Vessel related to Vessel systems (e.g., thrust, rudder position, list sensor, orientation to the Earth’s magnetic field, accelerometers).
  • the Controller also receives information from the Kite system (e.g., carriage location, Kite cable length(s), cable tension, carriage motor torque, kite cable direction, carriage motor position).
  • the Kite also receives information from external sources (e.g., radio, satellite data, GPS, weather, wind speeds).
  • the Controller utilizes information received to determine a Kite’s location relative to the Vessel. These data are used to locate the Kite force vector with respect to the Vessel coordinate frame. In some embodiments, the controller utilizes the Kite(s) and/or sensors along the Kite cables(s) to understand wind conditions and determine a preferred Kite elevation and orientation.
  • the Controller manipulates the position of the Carriage and affixed Kite relative to the Vessel’s CT to steer the Vessel.
  • the Controller can change the configuration of the Kite to manipulate the elevation of the Kite to utilize favorable winds.
  • the Controller can also change the configuration of the Kite to modulate the Kites tensile force generated by Kite-Wind interaction.
  • the Controller modulates one or more of the Vessel propulsion system(s) and rudder(s) to optimize energy expenditure and smooth Vessel motion.
  • the Carriage can be moved to a designated position on the track and maintained in that position manually or with the aid of mechanical devices.
  • the Carriage position can manually be adjusted and maintained in a specific position using Cables or ropes that are pulled through a series of pulleys or blocks (e.g., with pinch block devices) as shown in Figure 2A.
  • Figure 2A is an example of a manually operated Track Assembly.
  • the Carriage can be moved and maintained by a mechanical device.
  • the first application of the second embodiment includes but is not limited to hydraulic cylinder(s), pneumatic cylinder(s) and electromagnetic actuators.
  • the second application of the second embodiment is an electrical, hydraulic, or pneumatic motor or other device affixed to one or more Carriage and the Vessel.
  • Figure 2B depicts an embodiment where the carriage translates on a Track.
  • the Track is rigidly connected to the Vessel.
  • At one end of the Track is a motor with pulley.
  • On the other end of the Track is an idler pulley.
  • a cable is wrapped around both pulleys and connected to the carriage. As the motor rotates, it moves the cable right and left thereby moving the carriage.
  • a hydraulic actuator is utilized to translate the carriage right and left on a track.
  • the hydraulic actuator extends with hydraulics and returns with spring motion.
  • the actuator is hydraulically actuated in both directions.
  • Figure 2D depicts a carriage with motor and chain.
  • a chain, or other device is fastened to the Vessel on both ends, parallel to the track.
  • a power cord for the motor extends below the motor and flexes to accommodate the carriage travel.
  • the motor or other device is equipped with a circular gear that engages with a linear gear or slotted material atached to the track, analogous to a rack and pinion.
  • Relative motion between Carriage and Track can be accomplished by any number of means, including but not limited to sliding and/or rolling on bearings or wheels.
  • Kites are affixed via a Cable to a specific location on the Vessel, generally at or near the bow of the Vessel.
  • the point of connection for the Cable that links the Kite to the Vessel is generally a rigid pole or similar device.
  • the Kite connection at or near the bow will only provide maximum energy in the direction of desired travel when the direction of desired travel is coincident with wind direction.
  • Atachment of an external force, for example a Kite to the bow of a ship delivers a portion of the Kite’s tensile force to enhance the ship’s direction of travel and part of the Kite’s tensile force is used to pull the bow of the ship toward the direction of the Kite.
  • the ship will require a force induced by a rudder, or similar device to offset the Vessels turning moment induced by the Kit’s point of connection to the Vessel’s bow area.
  • Rudder positions other than neutral introduce drag to the vessel, resulting in lost velocity and/or greater fuel expenditure.
  • Figure 3 depicts the effects of Kite attachment to the bow of a Vessel.
  • the coordinate frame of the Vessel consists of a Y axis in the longitudinal direction and an X axis in the transverse direction.
  • the Kite is pulling at an angle O with respect to the Y axis.
  • the Kite force vector can be broken into longitudinal and transverse components as Fk cos(O) and Fk sin(O). respectively.
  • the transverse force vector is pointed to the right, applying a clockwise (CW) moment about the Center of Turning, making the Vessel steer towards the Kite.
  • the magnitude of the turning moment can be calculated as Fk*R, where Fk is the Kite force in the XY plane and R is the length of a vector from the center of turning to the Kite line of action that is orthogonal with the Kite line of action.
  • the Z (upwards) component of the Kite force can also affect the Vessel.
  • the transverse, moment-generating component of the Kite force can be very large, depending on the angle, O.
  • Table 1 presents the lateral force applied to a Vessel by a Kite at varying angle, O. The larger the angle, the larger the lateral force applied to the bow of a Vessel. This results in larger turning moment and the need for greater rudder or tiller input to counter act the Kite- induced turning moment.
  • Table 1 Lateral force generated by a 1000 lb Kite force vector
  • Figure 4 depicts a scenario with a longitudinal -mounted track centered over the Center of turning.
  • the point of contact between the Kite and the Vessel i.e. the Carriage
  • the Kite force does not directly impart a turning moment on the Vessel.
  • Kite attachment point can be achieved that enables a Vessel to travel on a course that is not pointed at the Kite without rudder input. This is an important feature of the novel process because it allows a Vessel to optimally use wind energy without the penalty of drag from a rudder or tiller.
  • Figures 5 A and 5B depict the effects of Carriage motion to the system depicted in Figure 4.
  • the desired direction of Vessel travel is not aligned with the direction of the Wind, and the Wind direction relative to the Vessel’s direction is forward of the center (beam) of the Vessel (i.e. on the forward horizon, 0 ⁇ 85 °)
  • the direction and magnitude of the moment applied by the Kite to the Vessel depends on the location of the Kite force vector with respect to the center of turning.
  • a counterclockwise (CCW) moment occurs when the Kite is attached to a location between the CT and the stem of the Vessel.
  • Figure 5B depicts how a CW moment occurs when the Kite is attached to a location between the CT and the bow of the Vessel.
  • This fore-aft movement of the Carriage can also adjust for variations in Vessel trajectory and water drag caused by vessel heeling.
  • Figure 6A & 6B illustrate an embodiment of the Turning effect caused by transverse movement of the Kite attachment point that intersects the Center of Turning.
  • Figure 6A shows how the Vessel will turn counterclockwise when an extension of the Kite force Fk line (shown in dashed line) intersects the “Y” axis (marked with a circle) to the stem of the Vessels CT and
  • Figure 6B shows how the vessel will turn clockwise when the Kite force Fk line intersects the “Y” axis (shown with a circle) toward the bow of the Vessels CT.
  • the ability to maintain or change a vessel’s course to port or starboard is a function of the direction and magnitude of the turning moment created by the Kite force about the Center of Turning. As the Carriage position moves away from the Center of Turning, the amount of leverage to create a turning moment increases. When the line of force from the Kite (or an extension thereof) crosses the center of turning, no turning moment is applied to the vessel directly by the Kite.
  • Kite connection to the Vessel provides an ability to maintain a course and change course without the added friction caused by using a rudder or tiller.
  • Figure 7A depicts a Carriage on the right side of the track.
  • Figure 7B depicts the Carriage on the left side of the track.
  • the Kite force is the same in both images, however the distance R from the line of action of the Kite force to the center of turning varies.
  • the larger R value in Figure 7A creates a larger CCW turning moment for the Vessel in the left (port) direction than the Carriage position shown in Figure 7B for the same kite force.
  • Figures 8A and 8B depict the effect a change in angle, 6 has on the applied turning moment.
  • the Kite force is applied in the generally starboard direction.
  • the carriage is located at the port end of the Track and a CCW moment is applied to the vessel because the external force Fk crosses the Vessels “Y” axis to the aft of the CT.
  • the Kite force is applied in a generally forward direction.
  • the Kite line has crossed the center of turning toward the bow and generates a CW moment about the center of turning to make the Vessel turn towards starboard.
  • Figures 8A and 8B provide additional examples of how a Vessel can turn away from or into the wind without the aid of rudder/tiller.
  • Figures 9A and 9B are a continuation of the story told in Figures 8A and 8B. This figure clearly shows how changes in placement of the track on the Vessel create different turning forces for Vessels with the same 6 value and Carriage position on the track.
  • the Fk Kite force vector shown in Figure 9B is on the portion of the Y axis that is forward of the CT, therefore the turning moment will direct the Vessel to the right (into the Wind).
  • the Vessel depicted in Figure 8A with the same angle has the Fk Kite force vector that crosses the Y axis to the aft of the CT position so the turning moment will force the vessel to turn to the left.
  • Figures 10A and 10B depicts the mechanics of a transverse-mounted track located in front of the center of turning.
  • Figure 10A depicts the carriage at the port end of the track so that the Kite force vector crosses the longitudinal axis (Y axis) of the Vessel in front of the Center of Turning, resulting in a clockwise moment.
  • Figure 9B depicts the carriage at the starboard end of the track so that the Kite force crosses the longitudinal axis behind the Center of Turning resulting in a counterclockwise moment.
  • the track is not aligned with the center of turning.
  • Figures 11 A and 1 IB depict an embodiment where the track is located along the deck railing of a Vessel.
  • fore-aft adjustment of the Carriage provides CW and CCW moments about the Center of Turning, respectively.
  • This location provides a low Kite attachment point for reduced tilting moment.
  • Side-mounted track also minimizes interference between the Kite system and equipment and freight located on the Vessel deck.
  • a side mounted Track can be as long as the Vessel in some applications.
  • the sides of a Vessel hull are typically very strong and can accommodate the loads applied from a track.
  • the hull is reinforced to accommodate the track, Carriage and Kite loads.
  • the elevation of the side-mounted track is at the deck railing.
  • the elevation of the track is below the deck railing, along the side of the vessel. Lower attachment points result in less tilting moment applied to the vessel from the Kite.
  • the track is not located at or near the water line due to the potential for salt-water contamination of Kite system components.
  • the side-mounted track in Figure 10 functions well for a Kite on the starboard side. Typically, an equivalent track is utilized on the port side for port side Kite loads.
  • Figure 12 depicts a Vessel with Tracks along each side. The Kite cable is managed with a spool at the Bow. The Kite cable is guided through pulleys at the bow and on the Carriage to locate the Kite connection point to the Vessel. Coordinated motion is required between the spool and Carriage to maintain a particular Kite altitude. Multiple solutions exist for translating the Carriage along the track, including but not limited to additional cables, or a carriagemounted motor.
  • the Carriage is powered by electrical power rails in the Track. Transfer from port to starboard (or vice versa) involves transferring the Kite cable from the Carriage on side of the Vessel to a Carriage on the other side of the Vessel.
  • Figure 13 depicts an embodiment with continuous track from the port side to the starboard side of the Vessel. This embodiment enables continuous operation of the Kite system and automated compensation when the Kite force crosses the centerline of the Vessel.
  • the Kite cable spool is located on the Carriage.
  • the Kite cable is managed with pulleys from a Vessel -mounted spool.
  • the Kite is depowered as the Carriage nears the bow or crosses the center line to minimize disruption to the Vessel and rudder input.
  • Figure 14 depicts a Kite-powered Vessel executing a jibe turn, (when the ship stem crosses through the wind).
  • the Vessel is traveling in direction Y with Fk applying a moment to steer the ship towards Port.
  • the Carriage is moved forward on Starboard side to turn the ship towards the Kite with a CW moment.
  • the Vessel rotates across the Kite direction.
  • the Carriage is passively dragged around the curved track at the front of the Vessel.
  • the Carriage is actively driven around the curved track.
  • the Carriage travels down port side to steer the ship.
  • Figure 15 depicts an embodiment that utilizes a continuous cable guided by pulleys that circumscribes all or part of the Vessel hull.
  • the carriage is connected to a location on the cable and travels with the cable as it is moved.
  • the track is continuous around the bow of the Vessel.
  • the cable is moved by a pulley mounted in the bow of the Vessel, however the drive pulley could be located at any point along the cable.
  • Figure 16 presents an example of the moments applied to a Vessel from water pushing on the hull (tilt steering moment) and from the Kite steering moment.
  • Manipulation of the Kite attachment point provides the ability to direct the vessel in multiple directions independent of the tilt moment.
  • Kites described in this document provide features and benefits not available to sailing Vessels that support sails from fixed masts.
  • Conventional sails attached to masts do not have the ability to be influenced by Wind force and direction at elevations significantly above sea level, for example hundreds or thousands of feet above sea level, but Kites do.
  • Kites Two types are applicable to Vessel propulsion: Stable and unstable. Unstable Kites conventionally used on Vessels are limited to altitudes of a few hundred feet above sea level. Furthermore, unstable Kites result in a continuously changing Kite force vector. For large, heavy vessels where the Kite force makes up a small fraction of the vessel propulsion, this variance in Kite force vector is trivial. However, for smaller craft relying significantly or solely on Kite propulsion, this variation in Kite force vector results in inefficiency and complexity. In embodiments of a Kite/carriage system where unstable Kites are used, carriage location can be adjusted in real time to compensate for variations in Kite force vector direction to keep a vessel on course.
  • Kite(s) and Cable(s) enable Kite(s) and Cable(s) to accommodate instruments and control technology that sense weather and air conditions at different elevations and then change the Kite(s) elevation as required to provide the Vessel with additional Kite powered directions and rates of travel.
  • Figures 17A, 17B, 17C, and 17D describe some of the possible instrumentation that can be used to gather weather, air, and wind data.
  • Kite(s) lifts the Cable or other device that connects it to a Vessel.
  • the mass of the Cable provides a practical elevation limit.
  • Polymeric Cables made from materials like Dyneema or Spectra provide sufficient strength with low weight. These features allow more available Cable length to reach higher elevations with the propensity to have different Wind properties and therefore more options to access Kite force that can be utilized for Vessel propulsion.
  • the elevation of the Kite is adjusted up and down to characterize the gradient of the wind speed and direction, then the Kite elevation is adjusted in the direction that provides greater Kite force or a component thereof in the direction of Vessel travel.
  • Kite elevations are swept (i.e. evaluated) periodically to determine the optimum Kite elevation.
  • sensors are mounted along the length of the main Kite Cable to measure one or more of Wind speed, Wind direction, temperature, and pressure.
  • sensors are placed on a Cable that extends to a pilot chute for data collection at elevations above the Kite.
  • a weather sensing device with wireless communication travels up and down a Kite Cable, collecting data as it travels. The information from the weather sensing device is transmitted to the main Kite control system either continuously or in packets. Information from these sensor systems is used to determine the optimal elevation of the Kite. The optimal elevation can vary real time, requiring continuous adjustment.
  • an automated system collects Kite sensor data and adjusts Kite elevation and/or Kite attachment location in real time.
  • Figure 17A depicts a Vessel with a transversely mounted Track.
  • the Kite Cable extends from the carriage up to a Lift Kite and a Pilot Kite.
  • Discrete sensors are located along the length of the Kite Cable for data collection.
  • Figure 17B depicts an example of aKite Line-mounted sensor capable of measuring wind direction, pressure, temperature, and wind speed.
  • Kite line sensors are removably attached and include a mechanism to scale (i.e. traverse) the line.
  • Kite users attach a Kite sensor to the Kite cable and the sensor climbs the cable is extended, collecting data as it ascends and descends.
  • Figure 17D depicts another embodiment of a Kite Cable-mounted sensor that includes a weathervane, mini generator, and propeller.
  • Wind directs the weathervane to be parallel to the wind and the plane of the propeller to be orthogonal to the wind direction.
  • the wind turns the propeller at a rate proportional to wind speed, turning a generator that generates an electrical signal proportional to wind speed.
  • the wind speed is determined by the rotational rate of a propeller, as measured by an optical device, or equivalent means.
  • the amount of power generated by the generator is utilized as a proxy for wind speed.
  • the Kite there are many ways to store Cable used to connect the Kite to the Carriage.
  • it can be wound around a drum with motorized release and retrieval and with layering mechanism similar to that used on a fishing reel.
  • the drum assembly also includes an ability to release and retract Cable at varying rates.
  • the drum assembly can be located in any area that is convenient. For example, it can be located near the Track Assembly or at any location on the Vessel, and then Cable is routed with pullies or other devices to the Carriage affixed to the Track Assembly.
  • the Cable can be stored in a toroidal shaped container with rectangular or other shape. The shape stores and removes cable from an opening on the inner radius or other location as shown in Figure 19.
  • the toroidal shape is ideally motorized to deploy or retrieve the Cable at variable rates and can be oriented horizontally, vertically, or at any other angle.
  • a maneuverable (less stable) Kite can be controlled at a stable point when sufficient cables are utilized.
  • the use of a maneuverable Kite with sufficient control cables enables a User or automated system to place and hold the Kite in an orientation with respect to the wind that generates maximum cable tension for maximum Vessel pulling force.
  • An example of a maneuverable Kite is a parafoil design with four control cables, as shown in Figure 21.
  • the foil Kite is controlled by left and right control cables and left and right brake cables.
  • Kite with inflatable leading edge is utilized as shown in Figure 18. This design facilitates recovery after the Kite touches down on water.
  • open cell foils are utilized.
  • Kite drag forces and lift forces are the sources of Kite force applied to a Vessel.
  • Kite area includes: Presence/absence/size of a Kite tail.
  • a tail provides drag (pulling force) and keeps Kite oriented against the wind; and Presence/absence/size of a pilot chute.
  • Figure 23 depicts another embodiment of a Kite that achieves adjustable lift via adjustable flaps on its surface that allow varying amount of air to escape from the Kite.
  • flaps are adjusted from the Vessel by means of Cables.
  • motors on the Kite adjust the opening size via sliding panels.
  • the opening is covered by a mechanism resembling a motor-driven roll-up window shade with return springs that shut the shade in the absence of force from the motor.
  • Figure 24 depicts a Carriage design with four independent motor-driven spools for controlling Kite control and brake cables.
  • cable length is adjusted by each spool independently as the Carriage moves to maintain Kite position and stability.
  • the Kite is released to higher elevations by unwinding all spools simultaneously.
  • the Kite is depowered by turning the brake spools to reel in cable.
  • the spools of cable and motors are located on the Carriage.
  • Figure 25 depicts a Carriage that manages Kite cable with pulleys.
  • the length of each Kite cable is controlled by spools that are attached to the Vessel.
  • the spools are manually turned.
  • the spools are turned by motor.
  • motors are controlled by an automated Kite control system.
  • the motor-driven spools collect and release Kite line to maintain a constant altitude and attitude of the Kite when so desired.
  • the bracket that connects the pulleys to the carriage are hinged about an axis parallel to the track.

Abstract

La divulgation concerne des procédés et des dispositifs pour permettre à un navire propulsé par un cerf-volant ou des dispositifs similaires, par exemple un ballon, de régler sa direction de déplacement de part et d'autre de la véritable direction du vent sans l'aide de gouvernail(s), de barre(s) d'inclinaison ou de dispositifs similaires. La présente invention s'applique aux navires éoliens ainsi qu'aux navires et navires hybrides utilisant la propulsion à hélice, la propulsion par jet et autres en plus de l'énergie éolienne.
PCT/US2023/010997 2021-01-19 2023-01-18 Puissance de cerf-volant à commande directionnelle pour navires WO2023146775A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US202163138858P 2021-01-19 2021-01-19
US17/578,906 US20220227468A1 (en) 2021-01-19 2022-01-19 Kite power with directional control for marine vessels
US17/578,906 2022-01-19

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WO2023146775A1 true WO2023146775A1 (fr) 2023-08-03

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2740427A1 (fr) * 1995-10-26 1997-04-30 Chatelain Pierre Jean Luc Navire tracte par cerf-volant via un bras articule
US20160375981A1 (en) * 2014-01-14 2016-12-29 Advanced Product Development, Llc Asymmetric aircraft and their launch and recovery systems from small ships
US20220389904A1 (en) * 2019-11-13 2022-12-08 Oceanergy Ag Kite driven watercraft power generating system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2740427A1 (fr) * 1995-10-26 1997-04-30 Chatelain Pierre Jean Luc Navire tracte par cerf-volant via un bras articule
US20160375981A1 (en) * 2014-01-14 2016-12-29 Advanced Product Development, Llc Asymmetric aircraft and their launch and recovery systems from small ships
US20220389904A1 (en) * 2019-11-13 2022-12-08 Oceanergy Ag Kite driven watercraft power generating system

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