WO2001079059A1

WO2001079059A1 - Propelling device for a water craft

Info

Publication number: WO2001079059A1
Application number: PCT/FR2001/001203
Authority: WO
Inventors: Pierre De Terline
Original assignee: Pierre De Terline
Priority date: 2000-04-19
Filing date: 2001-04-19
Publication date: 2001-10-25
Also published as: FR2808000B1; AU2001254882A1; FR2808000A1

Abstract

The invention concerns a device for propelling a water craft, comprising means for capturing wind energy, the water craft being provided with support means in the water. The wind energy capturing means comprises a canopy (9) capable of pivoting at least along an axis horizontal relative to the craft and linking means (8) provided with at least a rigid spar (28) between the canopy and the engine.

Description

Propulsion device for a nautical vehicle.

The present invention relates to the field of propulsion of floating equipment by wind energy.

Among conventional sailing boats, monohulls are known which include a hull supporting a mast generally fixed relative to the hull and allowing the deployment of a retained sail, on the one hand, on the mast and, on the other hand, on a yard or boom. The sail has a surface which, at low wind, is substantially vertical. The result of the force of the wind on the sail is therefore a vector with a horizontal axis perpendicular to the sail and passing through the center of said sail. Thus, the force of the wind is exerted at a relatively high point relative to the hull of the boat. It follows that in strong winds, the boat takes heel under the effect of the torque exerted by the resultant of the wind force and by the reaction of water on the drift around the center of gravity of the boat. The heeling of the boat reduces the force of the wind exerted on the sail, but also reduces the speed of movement of the boat and is inconvenient for passengers.

We also know catamarans which have two parallel hulls spaced from each other, connected by one or more beams, in the middle of one of which is arranged the mast similar in principle to the mast of a monohull. Thanks to the two separate hulls, the catamaran has better stability than the monohull but can, in very strong winds, overturn.

In the case of a windsurfing board, a mast is connected to a board by a ball joint or cardan joint and the sail is stretched between the mast and a hoop-shaped yard, surrounding the sail, also called "Wishbone". The result of the wind force is applied, again, along a vector of horizontal axis, at a very high point relative to the center of gravity of the board, stabilization being obtained by means of the counterweight formed by the body of the 'user. It can therefore be seen that all of these devices have drawbacks in terms of stability of the floating object.

An object of the present invention is to provide another device for propelling ships.

An object of the present invention is to provide a propulsion device which does not have a detrimental influence on the stability of the ship.

An object of the present invention is to provide a propulsion device facilitating the planing of the ship.

The propulsion device according to the invention is intended for a nautical vehicle. The propulsion device includes means for capturing wind energy. The nautical craft is provided with a means of support in the water. The means for capturing wind energy comprises a canopy capable of pivoting with respect to the machine at least along two perpendicular axes and a connecting means provided with at least one rigid spar between the canopy and the machine. The airfoil and the connecting means are arranged so that the result of the forces exerted by the wind on the airfoil and transmitted by the connecting means applies along a straight line passing near the center of gravity of the craft. Thus, the nautical craft is driven in motion by wind energy transformed into mechanical energy by the wing. The proposed system allows precise control of the sail and proves to be competitive compared to conventional sails while ensuring great safety.

The support means can be provided to exert on the water a horizontal force perpendicular to the direction of movement of the machine and, optionally, a vertical force.

Preferably, the airfoil is held in shape by at least two wing spars arranged crossing each other, each end of the spars being fixed to the airfoil. The two wing spars can be arranged in a cross of Greek, Latin type, etc. Advantageously, the connecting means comprises a spar. In one embodiment of the invention, the connecting means comprises two spars, each provided with a joint at its lower end for connection with the craft and a joint at its upper end for connection with the wing. The connecting means may comprise a mast and a plurality of guy lines, for example four.

In one embodiment of the invention, the connecting means comprises two spars arranged in a vertical transverse plane and provided with lower ends connected to a common articulation and upper ends each connected at one end of a connecting beam , so that the triangle can pivot along a longitudinal axis perpendicular to said plane.

The sail may include a longitudinal spar and lateral ends fixed to sleeves capable of sliding along the two spars of the connecting means, the position of the sleeves being adjustable. In one embodiment of the invention, the connecting means comprises four spars, connected to the airfoil at at least two distinct points. The lower joints are arranged on the same axis located equidistant from the two edges and parallel to the longitudinal axis of the boat. Each lower joint may be common to two spars. H is also provided at least one connecting cord, for example between a rear end of the wing and a lower part of a nautical craft and another between a front end of the sail and a lower part of said craft. The connection points must be taken on the same axis as the straight line joining the two points of connection of the spars with the boat, and be located at equal distance from the two edges of the boat.

In one embodiment of the invention, the connection means further comprises at least one cord for connection between the craft and the airfoil, and adjustment of the inclination of the airfoil relative to the horizontal, this which determines the force exerted by the wind on the wing, therefore the speed of the craft due to the horizontal component and the planing due to the vertical component.

The invention also relates to a nautical vehicle comprising a propulsion device as described above.

The connecting means is capable of transmitting to said hull forces, the result of which applies near the center of gravity of the craft.

Preferably, the connecting means is capable of transmitting to said shell forces the result of which applies substantially at the same point as the result of the forces exerted on the support means in the water. Advantageously, the machine comprises a mast or equivalent device for hoisting the wing. The mast can be tubular. The mast can be bipod with a lower end fixed on one side of the boat and the other lower end fixed on the other side, for example on each hull of a catamaran. Thus, one of the two axes of the wing called the primary axis is subject to the top of two triangles whose bases connected to the deck of the boat are combined, and arranged along the longitudinal axis of the boat. The top of these triangles is connected to the primary axis of the airfoil either directly by means of rings in which the primary axis of the airfoil has been threaded, or indirectly. in which case rings were put on the spacer connecting the top of the triangles. The primary axis of the wing has, in this case, been welded or connected to an appendage secured to these rings. This mode of connection by means of wing rings at the top of the triangles allows the primary axis of the sail to rotate around the longitudinal axis of the boat in a plane perpendicular to it and on the other hand to the secondary axis to rotate around the primary axis in a plane which remains constantly perpendicular to the primary axis even when the latter pivots around the longitudinal axis of the boat. Thanks to the invention, there is a self-propelling wind energy propulsion system, that is to say capable of exerting on the boat a propelling force without overturning torque, which avoids the taking of heel or the capsizing. Thanks to the rigid connection between the airfoil and the machine itself, it is possible to precisely control the airfoil, hence easy steering and great operational safety.

The present invention will be better understood on studying the detailed description of some embodiments taken by way of nonlimiting examples and illustrated by the appended drawings, in which: - Figure 1 is a top view of a ship equipped with a propulsion device, according to a first embodiment of the invention;

- Figure 2 is a front elevational view of the ship of Figure

1; Figure 3 is a side elevation view of the ship of Figure

1;

- Figure 4 is a view similar to Figure 1 according to a second embodiment;

- Figure 5 is a view similar to Figure 2; - Figure 6 is a view similar to Figure 2 according to a third embodiment;

- Figure 7 is a view similar to Figure 1 according to a fourth embodiment;

- Figure 8 is a view similar to Figure 1 according to a fifth embodiment; sixth

- Figure 9 is a view similar to Figure 2 according to a sixth embodiment;

- Figure 10 is a schematic cross-sectional view of a ship equipped with a propulsion system, according to the third embodiment of the invention;

- Figure 11 is a variant of Figure 10; and

- Figure 12 is a view similar to Figure 3 according to a seventh embodiment; and

- Figure 13 is a front view of the seventh embodiment. In practice, it is proposed to collect both a lift force intended in part to level the boat, and a traction force whose direction can be deviated with respect to the bed of the wind.

As can be seen in Figures 1 to 3, the catamaran type vessel comprises two parallel hulls 1 and 2, of elongated shape, connected together by a cross member 3 which extends substantially over the entire length of said hulls 1 and 2 Of course, one could also provide a plurality of separate crosspieces, perpendicular to the shells, or arranged diagonally and intersecting.

At the rear of each hull 1, 2, a rudder 4, 5 is provided for steering the ship. Rudders 4 and 5 are coupled so that they remain mutually parallel. The coupling can be ensured by a chain 6 arranged over the width of the ship from one hull to another. A central control wheel 7 can be coupled to the chain 6 to steer the ship from a rear central part of the cross member 7. Alternatively, provision could be made to steer the ship from one or both hulls 1 and

2.

Above the ship 1, there is a connecting means referenced 8 as a whole, intended to support a wing 9.

The connecting means 8 comprises a front rail 10 extending transversely to the hulls 1 and 2 over the entire width of the ship, and a rear rail 11 similar to the front rail 10. On the front rail 10 is fixed an articulation member 12 and on the rear rail 11, an articulation member 14 is fixed. Each articulation member 12, 14 supports two spars, respectively 16 to 19. The expression “spar” is understood here to mean an elongated element able to take up the forces tensile and also able to take up compression forces. A spar or beam must therefore have sufficient rigidity. Unlike a conventional mast, a spar used according to the present invention does not necessarily have to take up bending forces. The spars 16 and 18, arranged on the side of the shell 1, are connected at their upper ends to a common upper articulation member 20. Similarly, the spars 17 and 19 located on the side of the shell 2, are connected at their upper ends, opposite the articulation members 12, 14, to a common upper articulation member 21. The connecting means 8 further comprises a mast 22 of low height, reinforced by four guy wires 23 two of which are fixed to the shell 1 and two to the shell 2. The function of the mast 22 will be explained below.

The connecting means also comprises a cord 24 extending between the shell 1 and a central part of the spar 17, and a cord 25 extending between the shell 2 and a central part of the spar 16. It is understood here by "cording", any flexible connection means capable of taking up only the tensile forces, such as chain, metal, synthetic cable or even natural fibers.

The connecting means 8 also comprises a spacer 26, shown here in a substantially horizontal position, transverse to the shells 1 and 2 and connecting the upper ends of the spars 16 to 19 while being connected to the upper articulation members 20 and 21.

The wing 9 comprises a sail 27 in the form of a quadrilateral, having an axis of symmetry connecting two opposite vertices. Here, we see that the axis of symmetry is longitudinal. The wing 9 also comprises a transverse spar 28 and a longitudinal spar 29. The transverse spar 28 makes it possible to tension the sail 27 between its two transverse vertices and the longitudinal spar 29 disposed on the transverse spar 28 makes it possible to tension said sail 27 between its two longitudinal vertices. The spars 28 and 29 intersect at right angles, substantially at the center of the transverse spar 28 and are fixed to each other, for example by means of a lockable articulation, not shown.

Under the transverse spar 28, are arranged, on either side of the spar 29, two connection elements 30 and 31 extending downward and each connected to a ring 32, 33 surrounding the spacer 26. The position of the rings 32, 33 on the spacer 26 is defined by stops 34 formed on said spacer 26. The spacer 26 is of circular section and the stops 34 are of outside diameter greater than the bore of the rings 32 which is substantially equal to the outside diameter of the spacer 26, so that said rings 32, 33 are able to pivot around the spacer 26, but without moving in the direction of the length of said spacer 26.

The upper articulation members 20 and 21 comprise a swiveling link or here with a cardan joint, to allow movement of the spacer 26 relative to each of the spars 16 and 17 along several pivot axes. Likewise, the lower articulation members 12 and 14 are fitted with a swivel or universal joint.

It can therefore be seen that the airfoil 9 is able to pivot about the transverse axis formed by the spacer 26, this axis being horizontal in the position illustrated in FIGS. 1 to 3, and to pivot relative to a horizontal axis parallel to the shells 1 and 2 and passing through the lower articulation members 12 and 14, the spacer 26 and the cross member 3 connecting the two shells 1 and 2. The adjustment of this inclination is ensured by the ropes 24 and 25 respectively connecting the shells 1 and 2 at opposite spars 17 and 16. To further facilitate the maneuvering of the wing 9, in particular in a position where it is very inclined, there is provided the mast 22 from the top of which comes out a rope 35 connected substantially in the middle of the spacer 26 and which can be pulled by actuating said rope 35 from the base of the mast 22, for example by means of a winch or "winch", not shown. For an even finer adjustment of the position of the wing 9 relative to the rest of the ship, that is to say to the hulls 1 and 2 and to the cross-member 3, the lower articulation members 12 and 14 can be moved. along their rails 10 and 11. The joining of a lower articulation member 12 and 14 on its rail 10, 11, can be ensured either by tightening by means of a threaded element or a jaw not shown, either by providing a fixing stud passing through two aligned holes, one formed in a lower articulation member and the other in the corresponding rail, or by a worm screw or mechanical actuator with individual or group control. Preferably, the lower articulation members 12 and 14 will be equipped with means for moving in the same direction, at the same speed.

It may be advantageous, in particular for large ships, to motorize the movement of a lower articulation member on its corresponding rail. To this end, a winch or an electric or hydraulic jack may be provided capable of moving a lower articulation member with respect to its rail or more generally with respect to the cross-member 3.

Advantageously, provision will also be made for some or all of the spars 16 to 19 to be of variable length, in other words telescopic, which makes it possible to further increase the possibilities of adjusting the position of the wing 9 relative to the rest of the ship. The length of the telescopic spars can be adjusted either by placing a stud in the corresponding holes of two spar parts, or by providing a threading system, or even an actuator. As seen more particularly in FIG. 3, the angular position of the airfoil 9 relative to the cross member 26 and to the connecting means 8 is determined by two front ropes 36 and rear 37. The front rope 36 is connected to one end before 29a of the longitudinal spar 29, passes through a deflection pulley 38 fixed on the cross-member 3 and is wound around a winch 39. Similarly, the rope 37 is fixed to the rear end 29b of the longitudinal spar 29, passes through a deflection pulley 40 fixed on the cross-member 3 and is wound around a winch 41. To make it easier to understand the operation of the airfoil 9, two are shown. arrows in FIG. 3, one at each end of the longitudinal spar 29 and which shows the effect of winding the rope 37 around the winch 41 while simultaneously unwinding the rope 36.

Each shell 1, 2 is equipped with a movable fin 42, 43 forming a means of support in the water. In FIG. 2, the fin 42 is shown in the active position in contact with the water and the fin 43 is shown in the inactive, raised position. Advantageously, the drift located on the upstream side of the wind will be put in the active position and the other drift in the raised position, which makes it possible to reduce the hydrodynamic drag of the ship.

The upper end of the spars 16 to 19 may be flattened and bent relative to the rest of the spar for cooperation with the crosspiece 26. The angle of the elbow must be such that, after assembly, the end of the spar always remains perpendicular to the crosspiece 26 with which it is in contact.

The upper articulation members 20 and 21 can also be formed by a simple cube or parallelepiped provided with the necessary holes and cylindrical protuberances and on which the head of the spars 16 to 19 is fixed.

By moving the bases of the leeward triangle away from the longitudinal axis and bringing the base of the other triangle closer to this same axis, we will make the leeward float more level and the lowered drift side where the wind comes from will see its enhanced efficiency.

For weighted dinghies and keelboats for which it is strongly recommended to use two articulated triangles joined by their base, this system actuated by worms will be of great use. It has the advantage of requiring only one electric motor per slide. It will both reduce the heel, improve the work of the fin, and allow a significant decrease in the mass of the ballast, all of which must contribute to improved performance and comfort.

Figures 10 and 11 are intended to show what effect can have on the heel of a keel boat such a device. For a side wind represented by an arrow in FIG. 10, what could be the angle of heel of the boat was shown in the form of a dotted line.

In FIG. 11, the same boat subjected to the same lateral wind sees its list, represented by a dotted line, reduced thanks to the lateral displacement of the lower articulation members which has been operated.

The control by electric motor and worm could be replaced on the small units by cables and pulleys of return connected to two winches or winches and to cleats. The spars must be rigid enough to support the canopy without deforming which should be easy to satisfy since under the effect of the wind they will be stressed mainly in traction. This is to be compared to the conventional mast subjected laterally in bending and undergoing very large forces which can cause it in the worst case to break. The spars must be light and may have a tubular shape by being made of metal, wood or synthetic material such as fiber-reinforced resin, for example glass or carbon.

The end of the spars 16 to 19 intended to be connected to the bridge by means of a gimbal or a ball joint will have the shape best suited to this kind of connection. The other end will be of flat shape provided with a perforation and will include an elbow when the connection is made by means of a ring or a beam.

The length of the spars influences the inclination of the sail and the behavior of the boat. It will therefore be advantageous to have spare spars which will be chosen and assembled before setting sail.

In any event, their rigidity is essential and care will be taken, to ensure safety, not to exaggerate their length.

It is used essentially two types of rings:

1) The rings, generally mounted on the spacer and providing an indirect connection between the base of the triangles and the primary axis. These rings have the shape of a cylinder open at its two ends, of a large thickness so as not to deform, and are made of material hard enough not to wear out quickly. These rings externally comprise a protrusion or finger in the form of a rectangular parallelepiped welded to them in a vertical position. At this finger will be either welded or fixed by means of rods and pins, the primary axis. In the latter case twice two fingers will have been welded to the primary axis between which will be inserted the finger of the ring and the connection will be ensured by two rods and pins. 2) The rings directly connected to the spars and intended to be mounted on the primary axis will have the shape of a cube or a rectangular parallelepiped pierced lengthwise. They will include on two opposite faces an axis integral with these rings on which will thread the head of a spar before being secured by means of a washer and a pin.

All these rings may include a roller or ball bearing, and / or a lubrication system to reduce friction with the axis which carries them.

By rotation of the connecting means around the axis passing through the lower joints, and this by means of the halyard, the inclination of the sail and its transverse axis is adjusted relative to the horizontal. By rotation of the sail relative to its transverse axis, and this by means of the sheet, the inclination of the sail is adjusted relative to the bed of the wind.

Consider a boat made up of a rectangular plan (deck) resting on two parallel catamaran type floats which seems very suitable for this use.

The ends of four spars are fixed at four points on the surface of the boat and together forming a rectangle arranged at equal distance from the two edges, by means of Cardan systems (double axis) or ball joints. The two spars located at the front are of the same dimension and those located at the rear also of the same dimension but preferably longer than those arranged at the front.

The two spars located on the same side of the boat are connected to each other by their upper end by means of a bolt. Thus were formed two triangular assemblies movable around the line joining their connection points with the bridge and having the shape of triangles. Their top formed by the connecting bolt can describe above and on either side of the boat a semicircle in a plane perpendicular to the plane of the boat. On this axis were previously strung two or more rings and shoulders welded to the axis on either side of them will prevent their displacement on the axis.

These rings will include an appendage secured to the ring, an appendage which will be applied to the primary axis and will be welded or fixed therewith by pins.

The effect of this device is to allow the sail to oscillate around two axes always perpendicular to each other, namely:

- on the one hand the primary axis of the sail will be able to oscillate in a plane perpendicular to the longitudinal axis of the boat around the points of connection of the spars with the deck of the boat.

- on the other hand, the secondary axis of the sail may, thanks to the rings to which it is indirectly connected to the spacer (the primary axis of which it is integral is connected by rings to the spacer) rotate around the spacer arranged between the heads of the two triangles formed by spars. The spacer, thanks to the rings which connect it to the primary axis, is constantly parallel to it.

The sail can therefore by this means be oriented in all directions, this making the most of the wind.

In the absence of wind, such a device will tend under the effect of its weight increased by that of the sail to tilt by pivoting to the right or to the left of the boat.

To prevent the sail from touching the water, a hollow mast 22 will therefore be erected on the deck of the boat midway between the two edges on the line formed by the intersection of the plane traversed by the vertices of the triangles with The bridge of the boat.

The hollow mast, of a height lower than the height reached by the spacer when the latter is in horizontal position above the boat, will be fixed to the deck of the boat by means of four shrouds.

A halyard will pass from bottom to top of the mast which can be fitted with grooved wheels to avoid wear of the halyard, and will be struck in the middle of the axis serving as support (the spacer).

This halyard will be securely connected by its other end to a fixed point located near the base of the mast and its length will be adjusted so that the sail can in no case descend below a certain threshold and touch the water. The halyard will have two additional functions:

- by pulling on the halyard and fixing it to the cleat, it will be possible to adjust the height below which the sail should not descend.

- when tacking, pulling the halyard as far as possible will cause the sail to rise in a horizontal position above the hollow mast.

Two additional maneuvers will be planned by means of two ropes struck respectively at mid-height of the front spars. They will slide in a pulley connected to the bridge on the opposite edge before going to fix themselves at a point located near the base of the mast. They will have a length calculated so that the spar to which they are attached cannot oscillate to the point of causing the sail to touch the water. This function is identical to that of the halyard and constitutes a double security.

Finally, when tacking, by pulling on one of these two ropes, we will help the wing to pass from one edge to the other. Thanks to the invention, there is a self-stable wind energy propulsion system, that is to say capable of exerting on the boat a propulsion force without overturning torque, which avoids taking heel or capsizing.

Thanks to the rigid connection between the airfoil and the machine itself, it is possible to precisely control the airfoil, hence easy steering and great operational safety.

We have so far described a sail made up of two axes intersecting at right angles in the middle.

In practice, it may be different. The primary axis will be fixed in the middle to the secondary axis and with which it forms a right angle. On the other hand, the secondary axis will be fixed to the primary axis not in its middle but in such a way that it is divided into two unequal segments, the shortest of which will be facing the front of the boat and the longest towards the front. 'back.

At the end of the longest segment of the secondary axis will be struck a sheet connected itself to the bridge, via a pulley, before going to attach to a cleat within reach of the skipper.

From this asymmetry, it follows that if the wind is exerted on the sail while the sheet is relaxed, the sail will automatically tend to disappear in the wind. With a side wind, i.e. hitting the boat at an angle right, by pulling on the sheet, it will be possible to bring the secondary axis to become parallel to the longitudinal axis of the boat. If the drift on the side where the wind comes from has been lowered, the catamaran will slowly slip sideways. Now, from this position, if the sheet is gently relaxed, the plane of the sail will gradually move forward. We will then have a pulling force which, with the help of the rudder and the rudder rudder, allows the choice of sailing with small drifts, upwind or close. We will also benefit from a certain lift which by making the boat level will improve its performance. Figures 1 to 3 are illustrations of one of the ways in which can be built the mast intended to permanently control the position and its orientation relative to the wind.

There are of course other ways to build this mast and to keep the advantages. Referring to Figure 4, we see that the vertices of the four spars are applied on either side of a beam at two equidistant points from the middle of this beam. The spars have their heads bent and flattened and the angle of the elbow is calculated so that the surface of the head of the spars when connected to the beam is always perpendicular to the longitudinal axis of the boat. The spars-beam connection is ensured by a non-threaded bolt and a washer held by a pin.

The two ends of the beam are cut in the form of axes, which allows the introduction of the two rings which will be connected to the primary axis. Thanks to the mast fitted with a halyard, we can keep the sail in the air and give it a certain inclination relative to the wind.

Under these conditions, the force created by the wind on the back of the sail will be directed upwards creating a lift and it will be possible by modifying the inclination of the sail to have a traction force suitably oriented at the same time as of a certain lift.

We therefore find all the advantages of sailing subject to two triangles articulated on separate and parallel bases. Here the bases are always articulated but confused at the point of junction of the spars with the poiit. The performance of this mature system associated with sailing should be excellent since it will allow for a given length of spars to obtain the maximum clearance of the sail.

This solution, without excluding cataramans, will be particularly interesting for dinghies, weighted dinghies, keelboats and windsurfers since the weight of the keel or the ballast and of the skipper or windsurfer in the case of dinghies and windsurfers should allow easily to keep the sail in the air.

It will even become possible to reduce the weight of the ballast since under the effect of the wind the boat will tend to take off and the pulling force exerted at very low height the boat will have very little tendency to heel. The performance of the boats will be improved and so will the comfort.

The realization of the mature with common bases for the two triangles may include variants, but in principle, we can have two triangles articulated on common bases aligned on the longitudinal axis of the boat and supporting directly or indirectly by their top the primary axis of the sail by means of rings. Some illustrations of these variants are shown below:

1) use of four spars connected directly or indirectly to the primary axis, see Figures 5 and 6. a) the four spars are connected to a beam 26 at two points equidistant from its center. The head of the spars is bent and flattened and the angle of this elbow is calculated so that the head of the spars remains constantly perpendicular to the longitudinal axis of the boat. The spars-beam connection is ensured by two screws and a nut preceded by a washer. The two ends of the beam 26 are cut in the form of axes.

Two rings threaded on these axes and held in place by buttresses are connected to the primary axis of the sail. b) two rings have been previously threaded on the primary axis. They are in the form of cubes provided with holes and comprising on two opposite faces a protrusion in the form of an axis integral with the ring. Each ring will be inserted between the heads of two spars located on the same side of the boat. The head of each spar of flattened and angled shape as we have already seen previously will come thanks to the orifice with which it is fitted thread on this axis and will be held in position by a pin preceded by a washer. 2) only two spars are used, see FIGS. 7 and 8. a) In the embodiment of FIG. 7, there is provided a single front spar 48 and a single rear spar 49 each connected to a lower articulation member 44 and 45. These two spars 48, 49 are also connected by their other end to the center of the two opposite faces 26a, 26b of the same beam 26 acting as a spacer. The connection is made by means of a rod 50 passing through the beam at its center and the flat, bent end of each of the two spars 48, 49. Two washers and pins ensure the fixing of the heads of the spars 48, 49 to the beam 26 while leaving some play.

The ends of the spacer 26 have the form of axes on which two rings have been threaded, themselves subject to the primary axis of the sail. Four shrouds 51 to 54 are fixed on the one hand to the two ends of the spacer 26, on the other hand at two points situated respectively at the front and at the rear of the boat and forming an alignment with the two members of '' lower articulation 44, 45.

The purpose of these shrouds 51 to 54 is to ensure the perpendicularity of the spacer 26 with respect to the triangle formed by the two spars 48, 49. b) FIG. 8 is a variant of FIG. 7.

Here, the spacer has been replaced with a ring 55 of cubic or parallelepiped shape pierced with a through hole transverse to the longitudinal axis of the ship and in which the primary axis 28 of the sail has been installed.

The heads of the two spars 48, 49, of flattened and angled shape, are inserted in a pin-shaped protuberance with which two of the opposite faces of the ring 55 are provided and are subjected thereto by means of washers and pins. A special feature is to note: the secondary axis 29 of the sail comprises two branches 29a, 29b which are connected to the primary axis 28 on either side of the ring 55. This arrangement allows the rotation of the axis primary 28 in the ring 55 and the drive of the secondary axis 29 in this movement. As in the case of FIG. 7, four shrouds 51 to 54 are required. Here they are subject on the one hand to rings mounted at the ends of the primary axis 28 of the sail, on the other hand to two points of the boat located at the front and at the rear and forming an alignment with the members lower articulation 44, 45. The shrouds 51 to 54, in both cases, may include turnbuckles (tensioners) intended to ensure the correct tension and the perpendicularity of the spacer or of the primary axis of the sail with respect to the plane of the triangle formed by the two spars 48, 49.

In the two cases of FIGS. 7 and 8, each of the two triangles on which the primary axis 28 of the sail rests indirectly or directly, is constituted by the following three points: the two connecting points of the shrouds 51 to 54 with the bridge and their connection with each of the two ends, either of the beam in the first case, or of the primary axis of the sail in the second case. The connecting means 8 between the wing 9 and the ship's hull (s) are completed by a mast and its shrouds.

This mast comprises a halyard which will be struck in the center of the spacer 26 in the case of FIG. 7, in the center of the ring supporting the primary axis of the sail in the case of FIG. 8. Two maneuvers 68, 69 struck approximately in the center of the single front spar 48 slide each in a pulley 70, 71 connected to one of the two sides of the boat before going to wind up on one of the two winches 72, 73 arranged near the mast and to be fixed to the cleat 74, 75 (Figure 7). The aim of these maneuvers is, on the one hand, to maintain the sail at the desired height above the water, on the other hand to help, during tacking, the passage of the sail from one edge on the other over the mast.

It is therefore understood that the connecting means 8 and the airfoil 9 can pivot relative to the central longitudinal axis. The angle of this pivoting can be adjusted by means of the rope capable of sliding along or inside the mast 22 and which is connected near the hull to a winch. Thus, when the wind blows in one direction, the wing 9 is tilted on the opposite side. However, the wind will have the effect of giving the ship a certain list, a lower list than with a conventional sail for a wind given that we estimated at an angle equal to that of the dotted line 67 with respect to the horizontal, see Figures 10 and 11.

To reduce this list, we will preferably use lower articulation members movable transversely and which we will then shift to the side of the hull 65 opposite to the wind as we can see in Figure 11. In doing so, we bring the line closer defined by the vector of the force exerted by the wind on the wing 9, on the one hand from the center of gravity of the ship and, on the other hand, from the point of action of the forces exerted on the keel 66 due displacement of the vessel relative to the water. We can thus reduce or completely cancel the list.

Of course, the embodiment illustrated in FIG. 11 is perfectly compatible with the use of spars of adjustable length and allowing finer adjustment of the airfoil.

3) Only one spar or mast 57 can be used, the base of which is secured to the bridge by cardan joint or ball joint 58 at a point in the hull 56 situated on the longitudinal axis and preferably chosen closer to the front than from the rear of the watercraft, see Figure 9.

This mast 57 is connected by its top to a spacer 26 provided, at its ends cut in the form of axes, with rings to which the primary axis 28 of the sail will be connected.

Alternatively, the mast can be connected by its top to a ring in which the primary axis of the sail will be directly inserted.

In both cases, four shrouds, of which only two are visible 59, 60, will maintain the perpendicularity of the primary axis 28 relative to the mast 57. The shrouds will be secured on the one hand at two points of the hull located at the front and at the rear on the longitudinal axis, on the other hand, as the case may be, at the two ends of the spacer 26 or else directly at the ends of the primary axis of the sail. Unlike the other forms of mast construction described above, there is no room here for a fixed mast under the sail. This solution will be perfect for windsurfing boards since in this case the windsurfer replaces the fixed mast and its halyard, see Figure 9. As all windsurfers do, it will use its weight and its position on the board to keep the sail above the water.

It should be noted that all the other solutions described above using two triangles with common bases could perfectly ensure the propulsion of a board. An additional accessory is provided in the case of windsurfing boards. These are two floats 61, 62 taking the form of a round balloon and mounted at the ends of the primary axis of the sail.

When the windsurfer losing his balance falls into the water, one of the two balloons will allow the sail to float above the water. The sail is no longer held by the windsurfer by means of a semi-rigid belt 63 in the form of a circle axis connected to the front and to the rear of the secondary axis 29 of the sail and acting of wishbone, will fade in the wind.

Thanks to its drift, the board will drift sideways at reduced speed and if the windsurfer has taken the precaution to connect to it by means of a tip, it will be easy for him to go back up on the board to start again.

If the windsurf board uses a single mast, it will be necessary to have two semi-rigid belts 63, 64 connected to the front and to the rear of the secondary axis of the sail and acting as wishbone. The windsurfer will always use the one located on the same side as him in relation to the mast.

In all other cases, a single wishbone belt will be sufficient.

Windsurfing boards using this type of mast for their propulsion should provide athletes with sensations unknown to them when using conventional boards. In particular, in the case of jumps initiated while passing over waves at high speed, instead of performing an acrobatic looping ending most often in a fall, they should be able to continue their jump in gliding flight. Flying would become the objective sought by athletes.

The spars must be rigid enough to support the airfoil without deforming, which is easy to satisfy since under the effect of the wind they will be stressed mainly in traction. This is to be compared to a conventional mast subjected laterally in bending and undergoing very large forces which can cause it in the worst case to break. The spars must be light and may have a tubular shape by being made of metal, wood or synthetic material such as fiber-reinforced resin, for example glass or carbon. A lubrication system for the lower and upper articulation members and the rings 32 and 33 may be provided to limit their wear. The wing can be used as follows.

In FIG. 12, the connecting means comprises two spars 16 and 17 arranged in a transverse vertical plane and provided with lower ends connected to a common articulation 44 and upper ends each connected at one end of a connecting beam 80 forming the base of a triangle whose apex is at the bottom. Guy lines 51 to 54 similar to those of FIG. 7 are provided, so that the triangle can pivot along a longitudinal axis perpendicular to said transverse vertical plane. The sail 9 comprises a longitudinal blade spar 29 and lateral ends fixed to sleeves 81 able to slide along the two spars 16 and 17. The position of the sleeves 81 is adjustable by a cord arranged in a loop. In the low position of the sleeves 81, the sail 9 is folded. In the upper position of the sleeves, the sail 9 is deployed. Only a sleeve 81 is visible in the high position in FIG. 12. A sheet 82 has a lower end connected to the shell (s) and upper end connected to the wing spar 29 behind the beam 80 to control the inclination of the sail with respect to a transverse axis. The inclination of the sail relative to a longitudinal axis is controlled by the relative positions of the sliding sleeves 81. A spacer 83 is arranged parallel to the beam 80 and connects the two spars 16 and 17 near the top of the triangle, id est de the articulation 44.

If the spars 16 and 17 have sufficient bending strength, the beam 80 can be omitted, the spacer 83 alone ensuring the maintenance of the angle between the spars 16 and 17.

We will reason here on a catamaran which, unlike most other nautical vehicles, has two daggerboards. The only difference compared to the other machines (not provided with two keels or daggerboards) in the use of this propulsion system will reside in the fact that with the catamaran one uses alternatively one or the other drift (this which is a factor of efficiency) whereas for the other machines, the choice does not arise. The single keel or fin is constantly used.

1) How to sail like a large drop, drop, crosswind, small drop, good full and close? The boat is supposed at the start to receive the side wind, that is to say 90 ° with respect to the longitudinal axis of the boat.

We start by going down the drift located on the side where the wind comes from. The other drift has risen. The skipper places himself on the float located on the side from which the wind comes. The mast is tilted on the opposite side. For boats, including catamarans, the two triangles of which have common bases, the wing cannot rise by itself under the effect of the wind.

Initially, we will therefore adjust the height at which we wish to work the sail. We know that the tensile force is greater the closer the sail is to water. However, if you want to have a significant lift to level the boat, it would be better to raise the level of the mast by pulling on the halyard and fixing it to the cleat.

From then on, by loosening the listening more or less, we will be able to set off at the desired pace, from the large drop to the near good full or upwind.

The leeward catamaran float will tend to take off, which decreases the drag resistance. The skipper will not have to play the balancing act to thwart the wind which, on monohulls or classic sailing catamarans, tends to make them lie down or pour. The weight of the skipper on the float placed on the side from which the wind comes ensures optimum performance of the drift.

The only important thing to watch out for on a catamaran: do not let the boat level up to the point of losing contact with the water. The rudder and rudder rudder must always remain submerged. To ensure this, there are several possible actions: relax the sheet, reduce the canvas if the sail has this possibility, reduce the distance between the bases of the two triangles if the catamaran is fitted with this type of mast. The bringing together of the bases has the effect of modifying downward the direction of the tensile force created by the wind. 2) Transfers When you want to reach a point located in the direction from which the wind comes, the boat not being able to go up enough you will have to pull edges.

We will operate a bit like on a boat with a classic sail, but instead of the boom passing from one edge to the other and likewise the jib or the genoa, the mast with the sail will pivot by above the boat from one edge to the other.

Taking advantage of the boat's error, we start by giving a helm which will cause the boat to present to the wind the edge which was previously downwind.

During this maneuver, the halyard is pulled to bring the sail horizontally above the boat. Normally as soon as you have tacked, the sail, under the effect of the wind, should of itself pass from the other edge. If it were not the case, to facilitate this passage, one will be able to pull on the maneuver connected to the front spar now placed on the side from where the wind comes.

It will be ensured that the passage of the blade from one edge to the other is carried out smoothly by controlling its movement thanks to the halyard which is constantly kept under tension either manually or thanks to the winch which is associated with it .

From then on, we will be able to tighten the halyard to the cleat then adjust the sheet and also fix it to the cleat to resume a close-hauled route which must allow us to reach the final objective located in the direction from which the wind comes. 3) By tail wind

The sail will be placed horizontally exactly above the boat with the help of the halyard. The two maneuver ropes connected to the front spars will be stiffened and fixed to the cleat to maintain the wing in the high position. With the help of a second sheet which will have been struck at the front of the secondary axis of the sail, we will make sure that the sail is lifted from the rear by the wind, ensuring by there even a lift and a propelling force.

The sheet hit on the back of the secondary axis will be released enough for the sail to work with an impact important compared to the horizontal.

We can also have a classic spinnaker.

It has been specified above that the blade should be carried by two axes intersecting at right angles and integral with each other. Of course, nothing would prevent having two or more secondary axes, parallel to each other and cutting at right angles to the primary axis with which they are integral.

The main thing is that by the play of the load-bearing triangles articulated on their base and the rings allowing to rotate the secondary axis or axes perpendicular to the primary axis, we have the ability to orient the sail in all directions or almost .

This sail may advantageously include a means of reducing the canvas, for example by dividing the canvas into two triangles which can each be wound around an axis parallel and contiguous to the secondary axis.

It will also be interesting to be able to reduce the space occupied by the mast in order to limit the congestion in the ports. One solution would be to bring the head of the triangles closer by causing the sail to fold in two at the level of the secondary axis, like a butterfly that closes its wings.

Thanks to the invention, the risk of the boat overturning is reduced, which, in the case of a monohull, results in the possibility of reducing the mass of the keel, all the more so as the mass of the wing. and the connecting means according to the invention will be less than that of a conventional rigging.

A vessel so equipped will be less likely to heel and will offer better performance than conventional boats. However, it will be possible to mount a conventional sail on the mast which is, however, of low height, a sail which will improve performance, particularly at close gaits.

Claims

1. Propulsion device of a nautical machine, comprising a means for capturing wind energy, the nautical machine being provided with a means of support in the water, characterized in that the means for capturing the wind energy comprises a wing (9) able to pivot relative to the machine at least along two perpendicular axes and a connecting means

(8) provided with at least one rigid spar (16) between the airfoil and the craft, the airfoil and the connecting means being arranged so that the result of the forces exerted by the wind on the airfoil applies according to a straight passing through or near the center of gravity of the craft. 2. Device according to claim 1, characterized in that the connecting means comprises a spar (57).

3. Device according to claim 1, characterized in that the connecting means comprises two spars (48, 49), each provided with a joint at its lower end for connection with the machine and a joint at its end upper for connection with the wing.

4. Device according to claim 1, characterized in that the connecting means comprises two spars arranged in a transverse vertical plane and provided with lower ends connected to a common articulation and upper ends each connected at one end of a connecting beam, so that the triangle can pivot along a longitudinal axis perpendicular to said plane.

5. Device according to claim 4, characterized in that the sail comprises a longitudinal spar and lateral ends fixed to sleeves capable of sliding along the two spars of the connecting means, the position of the sleeves being adjustable.

6. Device according to claim 1, characterized in that the connecting means comprises at least three spars, each provided with a joint at its lower end for connection with the machine and a joint at its upper end for connection with the wing. 7. Device according to claim 6, characterized in that the connecting means comprises four spars (16, 17, 18, 19), connected to the airfoil at at least two distinct points, the lower joints being common to two spars.

8. Device according to any one of the preceding claims, characterized in that the connection means further comprises at least one rope (35) for connection between the craft and the airfoil.

9. Device according to any one of the preceding claims, characterized in that at least one spar comprises a mechanism for adjusting its length.

10. Nautical craft comprising at least one hull (1, 2), a means of support in the water (42) and a propulsion device according to any one of the preceding claims. H. Nautical craft according to claim 10, characterized in that the connecting means is capable of transmitting to said hull forces the result of which applies to a level close to, equal to or lower than that of the center of gravity of the machine.

12. Nautical craft according to claim 10, characterized in that the connecting means is capable of transmitting to the hull forces, the result of which applies substantially at the same point as the result of the forces exerted on the support means in the water.

13. Nautical craft according to claim 10, 11 or 12, characterized in that it comprises a mast (22) for hoisting the wing.