JPH02162191A - Wing sail craft and wing sail - Google Patents

Abstract

PURPOSE: To guarantee the fitting of a wing sail by making a wing sail assembly rotatable around the erect bearing axis, and balancing the assembly around the bearing axis with a balance member fitted to a boom extended from the assembly and rotatable in the lateral direction. CONSTITUTION: A rear sail 12 is hinged to a front sail 11 along the axis 13, the whole sail device is fitted to a ship along the nearly vertical axis 14 passing through the front sail 11, and the sail device is trimmed against wind around the axis 14. The sail device is balanced around the axis 14 by a member 15 provided on a boom 16 rotatably fitted to the tip of the front sail 11 at a turning point 17. A streamlined structure having two fins is firmly fixed to the base of the front sail 11. When the rear sail 12 is moved to generate a warp against the front sail 11, i.e., when it is rotated CW on the plan view, a wire 23 pulls a balance weight to a proper position to maintain balance. An opposite action generates CCW rotation.

Description

DETAILED DESCRIPTION OF THE INVENTION This invention relates to wing sailcraft, and more particularly to wing sail attachment, construction and balancing.

It is known to construct craft, typically ships, with so-called wing sails, which are formed as wings of such rigidity as sails, similar to those in aircraft wings. Such systems typically involve mounting the sail on a vessel about a substantially vertical pivot axis. This pivot axis usually constitutes a single low bearing around which the wing sail rotates to adjust the trim angle of the sail relative to the wind.

In either wing sails that are rotated under automatic control or tail trimmed, it is desirable to minimize the trimming work required. For this purpose, the axis of the trim bearing is usually adjusted to pass through a narrow zone in which the center of pressure of the sail is found within the normal operating range. However, for maximum bow and high thrust sections, this zone is located about 35% down from the tip, while even in symmetrical sections it is about 25% down from the tip. Its vertical position is approximately half height for wing sails of straight design, whereas simple geometric structures usually position the zone vertically for wing sails of conical or oval shape. used to make

The strongest part of the wing sail, and therefore the best part to mate with the vertical bearing assembly, is usually the tip, which is probably 20% of the total chord.
occupies only

In the case of a two-element wing sail, the tip element is usually assumed to be a fairly strong member.

Many wing sail propulsion devices require careful balancing around a vertical or near-vertical axis of rotation to enable optimal control of the starting angle of motion to be achieved.

Composite wing sails are constructed from two or more elements that are hinged or otherwise connected, resulting in three distinct configurations. namely, a symmetrical and all-aligned configuration, a cambered configuration for port course navigation, and a cambered configuration for starboard course navigation.

Such an apparatus is balanced about a vertical or nearly vertical axis by a member mounted on the sail spar and pivotably mounted on the forward tip.

In the actual construction of a wing sail, or of the various elements of a composite element wing sail, weight and strength are of great importance. The invention therefore also relates to the actual configuration of the wing sail and the actual configuration of the elements that make up the composite wing sail.

In a wing sail of symmetrical single-element design with a region of considerable strength (typically at its tip),
According to one aspect of the invention in a wing sail having two or more elements, one of which includes a region of significant strength, the bearing axis passes through the center of the pressure zone. The shape and/or form and/or angle of inclination of the wingsail is selected to convey an area of significant strength directly on the bearing assembly that is adjusted to the wing sail and attaches the wing sail to the craft. The sail is therefore attached to the bearing assembly at its point of greatest strength.

Using this aspect of the invention, a strong and secure attachment to the wing sail is ensured.

According to another aspect of the invention, in a wing sail propulsion craft in which the counterbalance member is provided on a sail spar attached to the wing sail assembly, opposite sides of the counterbalance member are provided for locating the counterbalance member in a substantially horizontal plane. Positioning means are provided which act on the surface.

The positioning means may include a pair of wire struts, mechanical linkages using push-pull rods, or hydraulic means, with the final balance position being determined by a fixed or manually adjustable ratio system. Alternatively, it is secured by a servo loop containing the calculated link. If a computer is integrated, the servo loop is given information about sailing conditions and the craft, thereby allowing the computer to calculate the optimal balance position.

According to yet another aspect of the invention, for a wind-propelled vessel constructed in a conventional manner using, in the wing, in particular a mast and ribs defining the wing section and widely located in the direction of the air flow. In wing sails, the ribs are constructed from shaped glass reinforced plastic material (GRB).

Preferably, each rib includes at least one transverse flange, which transverse flange has an angle of 90° or more to the remainder of the rib over a portion of its length, thereby forming a The angle of the rib and the said section are chosen so as to correspond to the angle of inclination of this end with which the flange angle cooperates.

Preferably, the flange angle is reduced to 90°, where it is attached to a mast or the like.

The invention will now be described by way of example with reference to the drawings.

FIG. 1 shows a sailing craft A having a wing sail B pivotably mounted on a bearing assembly C for rotation about an axis.

In FIG. 2, two wing sail assemblies are shown superimposed, both having the same pressure zone center 2. In the figures, one wing sail assembly 1 is shown in dash-dotted lines as a simple rectangle, and the other wing sail assembly 1 is shown in solid lines as a parallelogram. The two sail assemblies have the same height, area and center of pressure location.

The rigid tip member 3, shown by cross-hatching, is adjusted by proper advancement angle selection so that its lower end is placed precisely over the location of the bearing assembly 4.

On the other hand, the axis 5 of the bearing 4 remains at the center 2 of the pressure zone.
pass through. The rigid tip member is provided with a flange or other device for mating with the shaft or other rotating element of the bearing assembly.

In wing sails of composite element design, the second or other element of the wing preferably includes a rigid mast member. FIG. 3 shows a double element in the form of such a wing sail. Here, the front element 1a has its main strength due to the hinge assembly 3a, the rear element 2
It is hinged to a. The center of the pressure zone of this composite assembly is at reference numeral 4a, and the substantially vertical axis 5a of the bearing 6a is adjusted to pass through this zone in order to minimize trimming work as described above.

In this case, the main strength member of the wing sail is the tip 7a of the aft element 2a, indicated by crosshatching.
It is. This is now adjusted by tilting the entire assembly towards the stern as shown so that its lower end is in the best possible relationship to firmly and reliably mate with the bearing assembly.

The design is made as follows. That is, we start with a rectilinear design, position the center of the pressure zone on the bearing axis, and then replace the rectangle with a parallelogram of the same height and area. In this case, the angle of this parallelogram is such that the base of the main mast is conveniently placed on the bearing.

Although this aspect of the invention has been briefly described with reference to a parallel, constant chord wingsail, it is not limited thereto and is applicable to wingsails with a conical or curved profile. be.

Figures 4 to 6 show a twin section sail arrangement, in which reference numeral 11 is the foresail and reference numeral 12 is the hindsail. The rear sail 12 is hinged to the front sail 11 along an axis 13. The entire sail device in this case consists of element 1
1 and attached to the ship with a vertical or nearly vertical axis 14. The sail is trimmed against the wind about axis 14.

If everything is lined up, the sail system will move to the pivot point 17.
It is balanced around the axis 14 by a member 15 provided on a sail spar 16 rotatably attached to the tip of the front sail 11.

For port course navigation, a new balance is achieved by rotating the weight 15 clockwise until balance is again maintained, as shown in FIG.

Figure 6 shows the case of opposite course navigation.

According to a second aspect of the invention, the position of the counterweight in a substantially horizontal plane is as shown in FIG.
This is accomplished by a pair of wire struts.

For this purpose, a streamlined structure with two fins 18, 19 is rigidly fixed to the base of the foresail 11 of the sail system. A pair of pulleys 20.21 are supported by fins,
Wires 23 and 24 are wrapped around this boob. The wires are connected to the aftersail 12 at ears 25 and 26 and to the counterweight sail spar at ears 27 and 28. Wire spring elements 29 and 30 maintain tension on the wire. The dotted line 22 indicates the fully offset rear sail 12.

As the rear sail 12 moves to create a bow relative to the front sail 11, ie rotates clockwise in plan view, the wire 23 pulls the counterweight into position to maintain balance. In this case, wire 24 remains in tension. Opposite motion causes counterclockwise rotation.

FIG. 8 shows a modification of the ears 25 and 26. Reference number 3
The modified ears, designated 1 and 32, are provided with grooves, thereby allowing fine adjustment of the balancing effect.

In some wing sail designs, the aftersail 12
is mounted on the ship by a pivot 14 and the foresail 11 is then hinged to the aftersail 12. FIG. 9 shows such a case. Here, the end plate structure 33 is
The balanced weight sail spar pivot shaft 17 is broadly supported on the same principle as the structures 18 and 19 in FIG.

The pivot axis 13 between the foresail 11 and the aft sail 12 can also be mounted on an end plate structure 33, but in terms of bending moments, it is most preferably mounted on a separate hinge arm 34; It acts through the gap groove in the front sail 12. Wires 35 and 36 are now connected at one end to the counterweight sail at ears 27 and 28 and at the other end to the foresail 11.
Connected to upper adjustment ears 31 and 32. The wire adjusts the position of the counterweight to maintain balance.

Although tension wires such as reference numerals 23, 24, 35 and 36 are illustrated, the same action of extensive horizontal movement of the counterweight could be accomplished by linkage using push-pull rods, or by hydraulic or other means. where the proper final balance is ensured by a fixed or manually adjustable ratio system or by a servo loop integrating computer link.

Figure 10 shows a simple molded article configuration contemplated by the third aspect of the invention, in which the oven tray configuration is such that the sides 39 and 40 of the tray form rib flanges. For ease of removal from a single simple mold, such molded parts are preferably prepared with a punching angle of 0a or greater, as shown in FIG. Such angles make it difficult to secure the wing skin to the ribs.

However, if the airfoil is parallelogram shaped as shown in FIGS. 12 and 13, the extraction angle is effectively utilized.

FIG. 14 is a centerline section passing through the sloped forward pile element as shown in FIG. 12, where the forward end member 41. The main mast 42 and aft end section 43 are connected by a typical forward end rib 44 and a typical aft end rib 45.

Since this is a forward view, it will be appreciated that the forward end rib 44 is attached to the flange upwardly, while the aft end rib 45 is attached downwardly to the flange. The mold angle is made equal to the desired forward slope angle of the forward and aft ends, but is gradually reduced to zero so that the flange of each rib is at 90° to the web immediately proximal to the main mast 42. .

By varying the draw angle along each rib in this way, the rib flange is generally flush with the skin for easier attachment to the skin, and - the blade shape and forming technique It will be easy and reliable.

Then, in the case of an aft-sloping wing sail as shown in Figure 13, the forward end rib element is attached to the flange downwardly and the aft end rib element is attached upwardly to the flange.

In the case of composite element wings, where each element has its own extensive wing shape and main mast, the ribs
It is attached as described above in individual elements as if it were an integral wing.

[Brief explanation of the drawing]

Figure 1 shows a wing sailcraft. Figures 2 and 3 show the construction of a wing sail embodying the first aspect of the invention. Figures 4 to 6 show twin element sail systems in three different configurations. Figures 7 and 8 show positioning means according to the second aspect of the invention as applied to a sail arrangement. Figure 9 shows this aspect of the invention applied to a sail system, with the foresail hinged to the aftsail. Figure 10 shows a perspective view of the oven tray, the sides of which form the flanges of the ribs for the wing sail. FIG. 11 is a side detail of the rib of FIG. 10. Figures 12 and 13 illustrate a parallelogram wing employing the third aspect of the invention. FIG. 14 shows the centerline of a forward sloping pile element employing this aspect of the invention. In the diagram, A is a sailing craft, B is a wing sail,
C is the bearing assembly, D is the axis, 1 is the wing sail assembly, 1a is the forward element, 2 is the center of the pressure zone, 2
a is the rear element, 3 is the front end member, 3a is the hinge assembly, 4 is the bearing assembly, 4a is the center of the pressure zone, 5
is the axis, 5a is the axis, 6a is the bearing, 7a is the front end, 11
12 is a front sail, 12 is a rear sail, 13 is an axis, 14 is an axis, 15 is a balance member, 16 is a sail spar, 17 is a pivot axis, 18 and 19
fins, 20 and 21 are pulleys, 23 and 24 are wires, 25.26.27 and 28 are ears, 29 and 3
0 is a spring element, 31 and 32 are ears, 33 is an end plate structure, 34 is a hinge arm, 35 and 36 are wires, 39
40 is a side surface of the tray, 41 is a front end member, 42 is a main mast, 43 is a rear end member, 44 is a front end rib, and 45 is a rear end rib.

Claims (1)

Claims: (1) A wing sail assembly comprising a front element (1, 11) and an aft element (2, 12) pivotable relative to each other in a cambered configuration, comprising: The assembly is made rotatable about the upright bearing axes (5, 14) and is rotated about the bearing axes by means of a counterbalancing member (15) attached to a boom (16) extending from the assembly and capable of laterally pivoting. and coupling the pivoting movement of the boom with the pivoting motion of the rear section such that the boom rotates in the same manner as the rear section, thereby reducing the mass about the bearing axis. A wing sail assembly provided with positioning means to maintain ballast. (2) said positioning means comprises a pair of wire struts (23, 24) tensioned by spring elements (29, 30);
) The wing sail assembly of claim 1, comprising: (3) said wire struts (23, 24) can be trimmed and adjusted against the wind; elements (1, 2; 11) of the assembly;
, 12). (4) The wire struts have adjustment ears (21, 22; 31,
Wing sail assembly according to claim 3, connected to the trimmable element via 32). 5. The wing sail assembly of claim 3, wherein the wire struts pass around pulleys supported by other elements of the assembly that are not trimmed. 6. The wing sail assembly of claim 1, wherein said positioning means comprises a mechanical linkage integrating a push-pull rod. (7) The wing sail assembly according to claim 1, wherein the positioning means comprises hydraulic means. 8. The wing sail assembly of claim 1, wherein the boom movement is effected by a fixed or manually adjustable ratio system. (9) The wing sail assembly according to claim 1, wherein the movement of the boom is performed by a servo mechanism. (10) The servo mechanism includes a calculated link.
A wing sail assembly according to claim 9. (11) one of the front and rear elements has a reinforced zone at its front edge, the edge comprising:
Claim 1, wherein at least a portion of the reinforcement zone is inclined from the vertical so as to intersect the bearing axis.
The wing sail assembly according to any one of items 1 to 10. (12) A wing sail craft having a wing sail assembly attached thereto, comprising a front element (1, 11) and a rear element (2, 12) which are pivotable relative to each other so as to form an upturned configuration, The assembly is made rotatable about the upright bearing axes (5, 14) and is rotated about the bearing axes by means of a counterbalancing member (15) attached to a boom (16) extending from the assembly and capable of laterally pivoting. and coupling the pivoting movement of the boom with the pivoting motion of the rear section such that the boom rotates in the same manner as the rear section, thereby reducing the mass about the bearing axis. Wing sailcraft equipped with positioning means to maintain balance.