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EP3939876B1 - Bateau à propulsion par énergie éolienne - Google Patents

Bateau à propulsion par énergie éolienne Download PDF

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Publication number
EP3939876B1
EP3939876B1 EP20186402.2A EP20186402A EP3939876B1 EP 3939876 B1 EP3939876 B1 EP 3939876B1 EP 20186402 A EP20186402 A EP 20186402A EP 3939876 B1 EP3939876 B1 EP 3939876B1
Authority
EP
European Patent Office
Prior art keywords
axis
drift
arm
hull
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.)
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Application number
EP20186402.2A
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German (de)
English (en)
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EP3939876A1 (fr
EP3939876C0 (fr
Inventor
Xavier LEPERCQ
Benoit Gaudiot
Mayeul Van den Broek
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Sp80 Sarl
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Sp80 Sarl
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Priority to EP20186402.2A priority Critical patent/EP3939876B1/fr
Publication of EP3939876A1 publication Critical patent/EP3939876A1/fr
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Publication of EP3939876B1 publication Critical patent/EP3939876B1/fr
Publication of EP3939876C0 publication Critical patent/EP3939876C0/fr
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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
    • B63H9/069—Kite-sails for vessels
    • B63H9/072—Control arrangements, e.g. for launching or recovery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
    • B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/242—Mounting, suspension of the foils
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/18—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydroplane type
    • B63B2001/186—Sponsons; Arrangements thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • B63B2001/281—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils movable about an axis substantially parallel to the flow direction

Definitions

  • the present invention concerns a wind-powered watercraft employing a specific arrangement of aerodynamic and hydrodynamic surfaces attached to the watercraft in order to reduce the pitch, roll, yaw moments and resulting Z force acting on the watercraft and thus enhance stability and enable greater speed of the watercraft.
  • a further major factor affecting a watercrafts performance is stability, which resides in the ability of the vessel to balance aero- and hydrodynamic forces exerted on it in order to reduce the moments along the principal axes or inertia, i.e. the roll moment along the longitudinal or X axis, the pitch moment along the transverse or Y axis and the yaw moment along the vertical or Z axis.
  • Stability is a major issue in high-performance sailing, as the pitch, roll and yaw moments of the vessel vary greatly with boat speed, boat configuration and wind conditions.
  • high-performance sailing vessels are designed for specific ranges of speed and wind conditions in order to maximise their performance within a given range.
  • they are designed to be reconfigured under changing conditions in order to reduce their power and adjust to the prevailing conditions, for example by using sails of different sizes.
  • kite does not require a mast or riggings, which allows for a considerable reduction in weight.
  • kites can fly higher than conventional sails enables kites to take advantage of stronger and steadier, higher-altitude winds. Kites are also easily maneuvered through the air, creating more apparent wind to drive the watercraft.
  • Document FR3070157 discloses a boat stabilized by two foils, one port and one starboard and a stabilizer towed by a kite.
  • the stabilizer is movably attached perpendicular to the central longitudinal axis of the boat's bow, allowing the kite to pass from port to starboard in order to carry out a counter-heel.
  • Document FR2945025 discloses a boat towed by a kite sail that is movable in rotation with respect to a mast and comprising two hydrofoils.
  • Document DE202015006950U1 discloses a trimaran-type boat towed by a kite sail, capable of high speed without a motor.
  • WO18234969 include a wind-powered watercraft in which a rolling force caused by the action of wind on, e.g. one or more sails or kites is counteracted by way of a hydrofoil.
  • Document FR2978420 discloses a wind-propelled floating apparatus, in particular by means of a kite wing attached to the end of an arm fixed rotatably with respect to the hull.
  • the vessel has a main buoyancy appendage rotatably mounted on the hull.
  • kite reduces the pitch moment in a wind-powered vessel.
  • the pitch moment poses less of an issue for kite-towed vessels.
  • the present invention achieves these objectives by providing a simple solution for a watercraft, which dynamically and passively balances aerodynamic and hydrodynamic forces exerted on the wind-powered-watercraft. According to the invention, this objective is achieved by independent claim 1 and, preferably, by the dependent claims.
  • a wind-powered watercraft comprising:
  • the rotational movements of the arm and the drift which may be a dagger board, a hydrofoil or another suitable at least partially submerged board or foil, are interconnected.
  • the first axis R1 is in the yaw axis, which is orthogonal to the yaw (XY) plane of the hull.
  • the second axis R2 is embedded in an XY plane, which is parallel to the yaw plane of the hull but further removed from the drift than said yaw plane.
  • the drift is rotatably connected to the hull over a third axis R3 in the yaw (XY) plane of the hull and the arm is rotatably connected to the second axis R2.
  • the second axis R2 enables the arm to perform a rotational upwards and downwards movement in respect of the hull.
  • the second axis R2 may comprise a first hydraulic cylinder and the third axis R3 may comprise a second hydraulic cylinder.
  • First and second chambers of the hydraulic cylinders are hydraulically connected so that any rotational movement of the arm around the second axis R2 is linked to a rotation of the drift with respect to the hull.
  • the second axis R2 and the third axis R3 may be connected by other means capable of linking the rotational movement of the arm around the second axis R2 to a rotation of the drift with respect to the hull.
  • Rotational axis R2 is contained in a plane which is parallel to the yaw XY plane of hull, wherein axis R3 is contained in the yaw XY plane of the hull and corresponds to the longitudinal X axis of the hull. As a result, the two axes are offset with respect to each other. Since axis R2 rotates around axis R1, axis R2 may or may not be parallel to R3.
  • the extend of the rotational movements of arm and drift around their respective axis is essentially the same.
  • the angle of rotation of the arm around axis R2 is matched by the angle of rotation of the drift around axis R3.
  • the term "matched" as used herein means that the angles are identical with or without a tolerance, wherein said tolerance is preferably less than 2 degrees, less than 5 degrees, or less than 10 degrees.
  • the angle of rotation of the arm around axis R2 and the angle of rotation of the drift around axis R3 are connected in their movement to the effect that the Z forces acting on the vessel essentially compensate each other, and the resulting Z force is zero or close to zero.
  • the improved compensation of the forces furthermore enhances the control of the moments of the vessel.
  • the pull force in the cylinder is zero and the arm aligns with the aerodynamic towing device.
  • the aerodynamic towing device is preferably a kite.
  • the drift creates a hydrodynamic force F2
  • the cylinder pulls the arm downwards until an equilibrium for the position of arm and drift is found. This creates an angle between the arm and the guidelines, through which the kite is attached to the arm.
  • the aerodynamic force F1 exerted on the arm by means of the kite directs the orientation of the arm.
  • the arm is capable of performing two distinct rotational movements, one around the first rotational axis R1 and a second around the second rotational axis R2, which is perpendicular to the first rotational axis R1 to adjust for the aerodynamic pull.
  • This design facilitates a better alignment of the arm with the aerodynamic force F1.
  • the yaw moment causes a sideway skidding of the vessel, in particular of the bow section, if the aerodynamic force F1 acts on the stern section of the boat.
  • the drift at the stern section creates the main part of the counterforce, whereby the rudder at the bow section, creates less of said counterforce.
  • the rear drift may create 80% of the total hydrodynamic counterforce F2, while the front rudder creates 20%.
  • the solution provided by this invention prevents a disproportional shift of the yaw counteracting force to the front rudder of the watercraft.
  • the centre point of the aerodynamic force is closer to the centre of gravity of the watercraft compared to conventional sailing boats.
  • a control of the yaw moment is very challenging and full simultaneous control of roll, pitch and yaw has never been achieved before.
  • This yaw offset is defined as the offset distance between the pivot of the arm around the Z axis projected on the X axis and the centre of hydrodynamic pressure on the drift projected on the X axis.
  • the first axis is a longitudinal axis (X) of said watercraft, and the drift is mounted on the frame so as to rotate with the frame around the first axis (X).
  • the second axis (Z') is orthogonal to the first longitudinal axis (X).
  • the orientation of the arm is defined by the direction of the upward pulling force of the aerodynamic towing device, whereby, in this second embodiment, the orientation of the arm is limited by a the first rotational movement performed by the frame around the first longitudinal axis (X) and the second rotational movement of the arm around the second axis (Z').
  • the drift is attached to the rotating frame and thereby connected to second rotational axis (Z') of the arm.
  • the frame and axis Z' perform their rotational movement around the X axis together. Therefore, as the aerodynamic force F1 exerted on the arm causes the frame to rotate around the longitudinal X axis, the drift performs the same rotational movement around the longitudinal X axis.
  • the rotational movements, respectively the rotational angles of the arm and the drift around said axis are identical.
  • the vertical forces caused by the movement of the kite is at least partially compensated by the rotational movement of the drift.
  • this second embodiment also features the yaw offset, which is the distance between the pivot of the arm around the Z axis projected on the X axis and the centre of hydrodynamic pressure on the drift projected on the X axis.
  • connection between aerodynamic towing surface and the drift is fixed in relation to their rotational movement around the first rotational axis (X), which means that the attachment point of the aerodynamic towing surface at the arm and the centre of hydrodynamic pressure of the drift perform their rotational movement around the first rotational axis (X) together.
  • This fixed rotational arrangement advantageously results in a better control of the roll moment.
  • Any residual roll moment around the first longitudinal axis (X) can advantageously be controlled by means of lateral buoyant bodies.
  • at least two buoyant bodies are positioned on either side of the vessel, preferably at the stern section.
  • one lateral buoyant body is sufficient to control the residual roll, of it is wide enough and/or positioned at a sufficiently large distance from the longitudinal (X) axis of the vessel.
  • This invention and its embodiments presented here provide the distinct advantage of an efficient combined control of roll, yaw, pitch moment and resulting Z force resulting in an increased working range of the vessel as it relates to true wind angle, true vessel angle, true wind speed and/or true vessel speed.
  • the boat can navigate in a wide range of conditions, such as true wind speed and true wind angle, through a wide range of speed, true boat speed, without losing its stability and without the need for conducting adjustments, such as removing a sail, taking a reef, adding a foil, drift and/or rudder, etc, while the vessel is in motion.
  • the pitch moment is advantageously reduced due to the position of the centre point of the aerodynamic uplift force, i.e. the attachment point.
  • this attachment point is vertically close to the centre of gravity of the vessel. Due to the short vertical distance between these two centres the pitch moment of a kite-driven vessel is significantly lower compared to conventional sailing boats.
  • the horizontal distance of the attachment point of the aerodynamic force F1 and the arm to the centre of gravity of the vessel, which is in the middle section of the vessel, changes with the direction of the aerodynamic force.
  • the attachment point is closest to the centre of gravity if the aerodynamic force is pulling forwards along the longitudinal axis of the vessel.
  • Such a forward aerodynamic forward pull causes a greater pitch moment than an aerodynamic sideways pull.
  • the pitch moment created by the aerodynamic surface is therefore not fully controlled by the rotating arm.
  • the use of a kite is considerably reducing the pitching moment compared to a standard sailing vessel, but this invention leaves a residual pitch moment that needs to be counterbalanced by the overall design of the vessel.
  • buoyant bodies such as floaters
  • Such buoyant bodies counteract the upwards movement of the rear or the front end of the vessel.
  • the different embodiments of this invention may furthermore advantageously comprise damping systems, which are known in the industry.
  • rear buoyant bodies and may also advantageously comprise further front buoyant bodies, which can be laterally attached to the bow section at a distance to the hull.
  • the arm, the longitudinal axis as well as their connecting frame and any joints, bearing and other pieces of said elements, are advantageously made from durable and robust material, capable of withstanding the significant aerodynamic and hydrodynamic forces acting on them as well as the adverse environmental conditions in an aquatic environment of fresh or salt water.
  • Such suitable material comprises, by way of example, a metal, preferably a noble metal, a metal alloy or a surface-treated metal or metal alloy, or a suitable composite material defying the corrosive effect of an aquatic environment, such as, by way of example, galvanized steel, stainless steel, platinum or titanium.
  • the submerged or partially submerged elements of the vessel have a hydrodynamic shape, whereas elements raised above the water are aerodynamically optimized.
  • the profile of the drift and/or the profile of the rudder can be sub cavitating or/and super ventilating and / or super cavitating.
  • a pilot of the vessel is seated in a closed cockpit.
  • the cockpit may be located at the bow or at the stern section of the vessel.
  • FIG. 1 depicts a first embodiment of a wind-towed watercraft according to the present invention
  • FIG. 6 depicts a second embodiment of a wind-towed watercraft according to the present invention
  • the watercraft comprises one hull 11 with a frontal bow section 11a and a stern section 11b at the rear.
  • the watercrafts presented here are town by a kite 5, which is attached to an arm 1 on the attachment point 1a by means of guidelines 6.
  • the arm 1 is rotatably connected to a frame 3, which rotates around a first axis R1 (first embodiment) respectively X (second embodiment) in respect of the hull 11 of the vessel.
  • the arm 1 rotates around a second axis R2 (first embodiment) respectively Z' (second embodiment).
  • the second axis R2, Z' is perpendicular to the first axis R1, X.
  • the watercraft furthermore comprises a rear drift 2 creating a hydrodynamic counter force F2 to the aerodynamic pull F1 of the kite 5.
  • the rear drift rotates around rotational axis R3 (first embodiment) respectively around the longitudinal axis X of the vessel (second embodiment).
  • the rotational movements of the arm 1 around the rotational axis R2 (first embodiment) respectively X axis (second embodiment) and the rotational movement of the drift 2 around the axis R3 (first embodiment) respectively X axis (second embodiment) are interconnected.
  • the angle of the rotational movement performed by the arm 1 and angle of the rotational movement performed by the drift 2 with respect to their rotational axis embedded in XY planes with respect to the watercraft are matched, i.e. identical or near identical with a tolerance of less than 2 degrees, or less than 5 degrees, but no more than 10 degrees.
  • the arm 1 and the drift 2 perform their movement around their rotational axis contained in a XY plane of the watercraft together. This arrangement has an important advantage for the control of the resulting Z force.
  • the reference coordinate system XYZ for both embodiments is attached to the hull, wherein X is the longitudinal axis of the hull, Y the transversal axis and Z perpendicular to the XY plane, i.e. vertical to the water surface when the watercraft is floating on water without any wind or waves.
  • embodiments of this invention comprise a yaw offset distance d1.
  • This yaw offset distance d1 is defined by the projections on the X axis of the pivot of the arm around the Z axis on the one end and the centre of hydrodynamic pressure on the drift on the other end is very important for the control of the yaw moment.
  • the ratio between the yaw offset d1 and the distance between the rudder and the drift d2 must fall into a suitable range for the control of the yaw moment, as this ratio influences the relative share of hydrodynamic force to be borne by rear drift and by front rudder.
  • the resulting Z force is the resultant Z-force of the aerodynamic, hydrodynamic and gravity forces exerted on the vessel. Its control is important for the navigation of the watercraft. It can be defined as a fourth stability parameter beside the roll, yaw and pitch moment. If the sum of the Z forces acting on the vessel, i.e. the resulting Z force, is positive, the vessel will be lifted out of the water and crash. If the resulting Z force is negative, the rear buoyant bodies of the vessel will compensate the downward pull. However, due to the increased downward pull these buoyant bodies will produce a lot of drag, which slows down the vessel. Ideally, the resulting Z force should be slightly negative, so as to ensure a good contact between the boat and the water. At the same time, the negative resulting Z force must not be so strong as to interfere too much with the forward movement of the watercraft.
  • This control of the resulting Z force is attained based the link between the rotational orientation and rotational movement of arm 1, which is subjected to the aerodynamic force F1, and to the rotational movement of the drift 2, which generates the hydrodynamic counterforce F2, as outlined above.
  • the rotational position of the drift 2, specifically its rake angle, which is the angle of the drift with respect to the Y axis, can be set at the beginning prior to setting sail. During sailing the rotational position of the drift 2 then dynamically adjusts in response to the aerodynamic force F1 acting upon the arm due to the connection in rotational movements between arm 1 and drift 2.
  • the Z force component of the drift 2 changes to counteract the change in magnitude of the aerodynamic Z force, thus enabling better control of the overall resulting Z force of the boat.
  • the dynamic adjustment described hereabove is a passive adjustment to the aerodynamic force F1 acting on the vessel. It is however also possible to actively adjust the rake angle. To this end, further elements suited to control the rake angle of the drift, including for example a motor, a mechanical or hydraulic element which can controlled by a user, can be added to the invention.
  • the link between arm 1 and drift 2 as outlined above introduces a coupling between the wetted hydrodynamic surface of the drift projected onto the XY plane and the angle between the guidelines of the aerodynamic surface, the kite, and the water surface.
  • This coupling creates a passive regulation of the resulting Z force of the boat.
  • the arm1 rotates upwards around axis R2 (first embodiment) respectively around the X axis (second embodiment). Since the arm 1 is pivotally interconnected with the drift 2, this rotational movement of the arm 1 will cause the drift 2 to rotate upwards the X axis of the hull.
  • the projected surface in the XY plane will therefore increase.
  • Aerodynamic upward force F1 and hydrodynamic down pull F2 are dynamically and passively adjusted in respect to each other due to the interconnected movement of arm 1 and drift 2.
  • Interconnected means that said movements of arm 1 and drift2 are either hydraulically (first embodiment) coupled or mechanically linked through the frame 3 (second embodiment).
  • the resulting Z force is kept under control.
  • Under control means that the resulting Z force is kept at a value which can be easily compensated by the buoyant bodies without significantly affecting the forward movement of the boat.
  • the watercraft is a monohull.
  • a monohull is defined as a watercraft with a single hull.
  • a monohull may have laterally attached buoyant bodies of varies shapes or sizes. The frame, drift and arm are however attached to the hull.
  • the watercraft may also be a catamaran. Alternatively, the watercraft may be a trimaran.
  • the watercraft comprises a steering element, preferably one or more rudders 8, which is shorter than the one or multiple drifts 2 and is used to control the movement of the watercraft.
  • the watercraft may furthermore comprise buoyant bodies 7 connected to the stern section 11b of the hull.
  • Those buoyant bodies 7 may for example be floats or outriggers, which are laterally attached at a distance to the hull 11.
  • the lateral distance between said buoyant bodies 7, or one buoyant body 7 and the hull 11, increases the width of the watercraft, which contributes to the control of the roll moment.
  • the watercraft may comprise further one or multiple buoyant bodies attached to stern section of the hull.
  • the watercraft may comprise one or multiple additional buoyant bodies 10 located at the bow section 11a of the hull. Said surfaces 10 provide further uplift for the watercraft
  • the watercraft can navigate in both directions with respect to the wind.
  • the watercraft may employ a straight drift.
  • the drift has a curved shape and the watercraft is more adapted to navigate in one preferred direction.
  • one or multiple at least partially submerged foils can optionally be attached to the bow section 11a of the hull 11.
  • the control of the pitch moment increases with the distance between said foil and the rear buoyant body 7, which is ideally sufficiently long to efficiently control the pitch.
  • the chosen shape of the one or multiple front foil can also be designed in such a way as to provide better stability and control the pitch.
  • the foil may have and inverted T shape, straight shape, L shape, J shape, U shape and other shapes.
  • the watercraft is a closed hull vessel with a cockpit 12 from which one or more pilots can control the vessel.
  • the movement of the watercraft is controlled by adjusting the orientation of one or more rudders 8, which are preferably positioned at the bow section 11a of the vessel.
  • a first preferred embodiment of the invention is schematically presented in Figures 1 to 3 .
  • the drift 2 is connected to a hydraulic cylinder 14 damping the rotational movement of the drift 2 around a further rotational axis R3, which is in the yaw (XY) plane of the watercraft.
  • axis R3 is aligned with the length of the vessel.
  • the hydraulic cylinder 14 of the drift 2 is hydraulically connected to a second hydraulic cylinder (not shown), which dampens the rotation of the arm 1 around the second R2 axis.
  • Figure 2a shows details of the frame 3, which is attached to the hull 11 and rotates around the first rotational axis R1.
  • the arm 1 which performs the rotational movement around axis R1 together with the frame 3, to which it is rotatably attached.
  • the arm 1 pivots around the second axis R2.
  • the arm's movement around axis R2 is hydraulically linked to hydraulic cylinder 14, which dampens the rotational movement of the drift 2 around a third axis R3.
  • the offset between the second axis R2 and third axis R3, which is the roll offset dr is zero.
  • the roll offset dr is the orthogonal distance between the pivot of the arm around axis R1 and the longitudinal X axis of the hull. If the roll offset dr equals zero, the roll moment is also reduced to zero. However, in this first preferred embodiment, the roll offset is not entirely zero but is kept as small as possible. However, since this roll offset is not too significant, the remaining residual roll moment does not pose a problem for navigation of the vessel. The residual roll moment can easily be counteracted by lateral buoyant bodies.
  • the arm 1 and the drift 2 dynamically adjust the counterbalance to the aerodynamic force F1 exerted on the attachment point 1a of the aerodynamic surface 5 on the arm 1 with the hydrodynamic counter force F2 generated by the drift 2.
  • Figure 3 shows frontal and top views of the vessel adjusting for different aerodynamic conditions.
  • the arm 1 is positioned at an angle of 15° with respect to the roll (YZ) plane, and both, arm 1 and drift 2 are positioned at a 45° angle with respect to their basic position.
  • the basic position corresponds to the position arm 1 and drift 2 are taking, when the vessel is waterborne and no other force but gravity is acting on the arm 1 or the drift 2.
  • the arm 1 is positioned at an angle of 60° with respect to the roll (YZ) plane, and both, arm 1 and drift 2 are in their basic position.
  • the aerodynamic sideway pull F1 is counteracted by the hydrodynamic counter forces created by drift F2.1 at the stern section and rudder F2.2 at the bow section.
  • the sideways pull exerted on the vessel of Figure 3a is larger than the sideways pull acting on vessel of Figure 3b , which experiences a greater forward pull.
  • An increased sideway pull would result in an increased yaw moment.
  • a significant increase of the yaw moment is avoided through the rotational upwards movement of the arm 1, as visible in Figure 3c , which shows the vessel under the same condition.
  • a second embodiment of the invention is schematically presented in Figures 4 to 6 .
  • the watercraft has a frame 3 is rotatably mounted on the hull 11, so that it can rotate around the longitudinal central axis X of the hull (roll axis).
  • One drift 2 is attached to this frame 3.
  • the drift 2 is arranged for being at least partially submerged when the watercraft is in use.
  • the frame is fixed relative to the hull 11.
  • An aerodynamic towing surface 5 such as a kite-type sail is attached to the frame 3.
  • a distal end of an arm 1 is rotatably mounted on the frame, so that it can rotate around a rotational axis Z' orthogonal to the roll axis X.
  • the rotational Z' axis performs a rotational movement around the X axis together with the frame 3.
  • the arm is fixed relative to the frame 3.
  • the arm 1 extends in a direction orthogonal to Z'.
  • the aerodynamic towing surface 5 is pivotally attached to the distal end of the arm 1 at the attachment point 1a by traction lines 6.
  • the arm 1, drift 2, frame 3 and a connector 4, which attaches the arm 1 to the frame 3 and facilitates its rotational movement around the Z' axis, are located in the stern section of the hull 11b.
  • the embodiment presented in Figures 4 to 6 features a bilateral symmetry, wherein the central longitudinal axis is part of the sagittal plane dividing the watercraft into mirrored left and right half.
  • both buoyant bodies 7 can be arranged for floating simultaneously in the water, irrespective of the speed of the watercraft.
  • a first coordinate system XYZ is fixed relative to the hull and comprises the roll axis X along the longitudinal axis of the hull, a pitch axis Y horizontal and orthogonal to X, and a yaw axis Z vertical and orthogonal to X and to Y.
  • a second coordinate system X'Y'Z' is fixed relative to the frame and comprises an axis X' identical to X, an Y' inclined relative to Y by an angle corresponding to the rotation of the frame relative to the hull, and an axis Z' inclined relative to Z by the same angle. The origin of both coordinate systems is identical.
  • the residual roll moment is further reduced, preferably eliminated, by the addition of the rear buoyant bodies 7, which furnish the vessel with greater width.
  • Figure 6 shows frontal views of the vessel adjusting for different aerodynamic conditions.
  • the arm 1 is positioned at an angle of 15° with respect to the roll (YZ) plane.
  • the arm 1 is positioned at an angle of 60° with respect to the roll (YZ) plane.
  • the aerodynamic sideway pull F1 is counteracted by the hydrodynamic counter forces created by drift F2.1 at the stern section and rudder F2.2 at the bow section.
  • the sideways pull exerted on the vessel of Figure 6a is larger than the sideways pull acting on vessel of Figure 6b , which experiences a greater forward pull.
  • An increased sideway pull would results in an increased hydrodynamic counter forces F2.1 and F2.2 in Figure 6a in comparison to Figure 6b .
  • the increased sideways pull F1 is not compensated by a rotational upwards movement of the arm 1.
  • the rear drift 2 of the embodiment presented in Figure 6a generates therefore a greater hydrodynamic force F2.1 to counteract the aerodynamic pull force F1.
  • the frame 3 comprises a longitudinal axis 13 that can rotate in bearings fixed to the hull.
  • a damping arrangement exerts a counter-moment on the axis 13 in order to bring the frame 13 into a fixed position when there is no wind, for example a position in which the arm 1 is horizontal.
  • the damping arrangement comprises a gear mounted on the axis 13 that cooperate with a teethed linear element whose displacement are restricted by a linear damper.
  • the rotational movement of the arm 1 relative to the frame 3 is preferably controlled.
  • the arm 1 is mounted onto an arbor that can rotate in a bearing fixed to the frame.
  • a damping arrangement exerts a counter-moment on the arbor in order to bring the arm 1 into a fixed position when there is no wind. Due to the fixed arrangement of arm 1, frame 3, longitudinal central axis 13 and drift 2, the distance between the rotation axis Z' and the centre of pressure on the drift is constant along X axis at all rotational positions of the arm 1 around the Z' axis.
  • the frame 3 of this second embodiment is subject to strong forces and may break. Therefore, the frame 3 needs to be made of a strong and resistant material, such as, preferably, metal or composites
  • the frame 3 and its connected elements, such as the connector 4, the longitudinal central axis 13 and the arm 1 are made of rigid and durable material which is resistant to adverse environmental forces, in particular the corrosive effects of the aquatic environment, which may be fresh of salt water dependent on the use of the watercraft, as well as the significant aerodynamic and hydrodynamic forces acting on said frame and elements.
  • suitable material may be, by way of example, without being limited to, a non-corrosive metal, preferably a noble metal, or a surface treated metal, including, without limitation, galvanised steel, stainless steel, platinum or titanium. Further suitable metals or other materials are thinkable.
  • the first preferred embodiment of this invention has the distinct advantages that it - is structurally extremely robust and therefore suited also for heavy loads. Robustness and reliable design make it scalable. It is therefore suited also for bigger boats. Compared to the second embodiment, it has a better pitch control. In addition, this preferred embodiment avoids that the arm touches the hull when making tacks and gybes.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Claims (10)

  1. Un bateau à propulsion éolienne comprenant
    - une coque (11),
    - au moins un corps flottant fixé latéralement à une certaine distance de la section arrière (11b) de la coque ;
    - un châssis (3) relié de manière rotative à ladite coque (11) sur un premier axe (R1) ;
    - un bras (1) raccordé de manière rotative audit châssis (3) sur un deuxième axe (R2) ;
    - une dérive (2) reliée de manière rotative à ladite coque (11) ;
    - une surface de tractage aérodynamique (5), qui est fixée à un point d'attache (1a) à l'extrémité distale dudit bras,
    dans lequel
    ledit premier axe (R1) est orthogonal au plan de lacet (XY) de la coque et ledit deuxième axe (R2) est orthogonal audit premier axe , et
    dans lequel la dérive (2) est reliée de manière rotative à la coque (11) sur un troisième axe (R3) dans le plan de lacet (XY) de la coque (11),
    caractérisé
    - en ce que le deuxième axe R2 et le troisième axe R3 sont reliés par des moyens capables de lier le mouvement de rotation du bras autour du deuxième axe R2 à une rotation de la dérive autour de l'axe R3 par rapport à la coque, et
    - en ce que la projection sur le plan de lacet (XY) du pivot du bras autour de l'axe Z et la projection sur le plan de lacet (XY) du centre de pression hydrodynamique sur la dérive sont décalées.
  2. Le bateau à propulsion éolienne selon la revendication 1, dans lequel le deuxième axe (R2) comprend un premier vérin hydraulique, dans lequel le troisième axe (R3) comprend un deuxième vérin hydraulique (14), et dans lequel le premier et le deuxième vérin hydraulique sont reliés hydrauliquement.
  3. Le bateau à propulsion éolienne selon la revendication 1 ou 2, dans lequel le deuxième axe (R2) est dans un plan parallèle au plan de lacet (XY) de la coque (11).
  4. Le bateau à propulsion éolienne selon l'une des revendications 1 à 3, comprenant des moyens d'amortissement pour amortir le mouvement de rotation dudit châssis (3) par rapport à ladite coque (11).
  5. Le bateau à propulsion éolienne selon l'une des revendications 1 à 4, dans lequel les angles de rotation du bras (1) et de la dérive (2) autour de leurs axes de rotation respectifs contenus dans un plan (XY) par rapport au bateau, sont identiques ou appariés.
  6. Le bateau à propulsion éolienne selon l'une des revendications 1 à 5, dans lequel les forces verticales exercées sur le bateau par la surface de tractage aérodynamique (5) sont au moins partiellement compensées par le mouvement de rotation de la dérive (2).
  7. Le bateau à propulsion éolienne selon l'une des revendications 1 à 6, dans laquelle ladite surface de tractage aérodynamique (5) comprend une voile de type cerf-volant, qui est reliée au bras (1).
  8. Le bateau à propulsion éolienne selon l'une des revendications 1 à 7, dans lequel ledit châssis (3) est fixé par rotation à la section arrière (11b) de la coque ou y est encastré.
  9. Le bateau à propulsion éolienne selon l'une des revendications 1 à 8 comprenant un gouvernail (8) pour diriger le bateau, ledit gouvernail étant plus court que la dérive (2).
  10. Le bateau à propulsion éolienne selon l'une des revendications 1 à 9, dans laquelle le bateau est un véhicule flottant à coque fermée avec un cockpit.
EP20186402.2A 2020-07-17 2020-07-17 Bateau à propulsion par énergie éolienne Active EP3939876B1 (fr)

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EP3939876B1 true EP3939876B1 (fr) 2024-09-04
EP3939876C0 EP3939876C0 (fr) 2024-09-04

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Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2431710A1 (de) * 1974-07-02 1976-01-22 Wolfgang Ing Grad Bartholly Selbsttaetig einstellende vor- und auftriebsflaeche fuer wasserfahrzeuge
FR2707588A1 (fr) * 1993-06-28 1995-01-20 Costes Didier Planeur aquatique comportant un flotteur.
FR2740427B1 (fr) * 1995-10-26 1998-01-02 Chatelain Pierre Jean Luc Navire tracte par cerf-volant via un bras articule
US6732670B2 (en) * 2000-06-13 2004-05-11 William Richards Rayner Sailing craft
NL1023770C2 (nl) * 2002-12-09 2003-12-11 Donald Hendricus Jac Goudriaan Stabiel en zich optimaal snel verplaatsend door wind bewegend voertuig, respectievelijk vaartuig. Deltasurfen/Spailboot is de naamdrager.
US6789489B1 (en) 2003-06-11 2004-09-14 Jeffrey S. Phipps Sailboat with gimbaled mast and keel
NL2001758C2 (nl) * 2008-07-04 2010-01-05 Zwijnenberg Evert Hendrik Will Hulpinrichting voor plaatsing tussen een trek- of duwkracht verschaffend eerste object en een tweede object waarop de trek- of duwkracht wordt uitgeoefend.
FR2945025B1 (fr) 2009-04-30 2013-03-08 Herve Bailly Dispositif de bateau leger motorise a faible consommation energetique sustente par une aile de traction aerienne horizontale et deux ailes sous-marines ou hydrofoils
WO2011076270A1 (fr) * 2009-12-22 2011-06-30 Philippe Dubois Mécanismes de commande de stabilisation et d'orientation pour ailes ou voiles de traction comprenant une aile
FR2978420B1 (fr) 2011-07-29 2015-03-06 Ocea Engin flottant rapide a propulsion eolienne
DE202015006950U1 (de) 2015-10-06 2015-10-26 Christian Sturm Lenkdrachen Tragflügel Trimaran
GB201709844D0 (en) 2017-06-20 2017-08-02 Repin Dmitry Method of controlling a watercraft and a watercraft
FR3070157A1 (fr) 2017-08-18 2019-02-22 Simon Yves Emmanuel Vanagt Embarcation a foil tractees par un cerf volant

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Publication number Publication date
EP3939876A1 (fr) 2022-01-19
EP3939876C0 (fr) 2024-09-04

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