ROTOR SAIL SYSTEM

Abstract

The invention relates to a rotor sail system (RSS) for a water vessel comprising one or more rotor sails rotatably and multiaxially tiltably coupled with the water vessel which can comprise defined propelling means. The RSS can comprise a drive flange, a defined joint, an end plate, a defined fin, a thermal management system, an array of solar cells and/or two or more superposed portions. The RSS can be configured to provide more sailing regimes, to be at least partially stowable. The RSS can comprise rotor sails of defined forms which can further be coupled with defined electrocomponents and/or mechanocomponents. The RSS can provide data transmissions. The RSS can be provided in a modular system. A rotor sail driving method and a rotor sail assembly method are proposed.

Description

TECHNICAL FIELD

The invention relates to a rotor sail system for a water vessel.

BACKGROUND ART

There is a wide range of sailing rig systems using flexible, airfoil and rotor sails. There is a wide range of sailing vessels and hybrid vessels which may have an improved ecological impact and may be one of sustainable forms of offshore transportation. Many people and companies are attracted to them because they want to decrease their personal impact on the environment through transport. The rotor sails can use the Magnus effect, which is a force exerted on the rotor sail rotating in a moving air wherein the direction of the force is substantially perpendicular to both the axis of rotation and the direction of inflow. The direction of the Magnus force depends upon the speed and direction of the rotor sail rotation which also delays and reduces the separation of the fluid flow from the cylinder surface and the amount of turbulence obtained.

U.S. Pat. No. 1,674,169A (Flettner Anton [US]) 28 Jul. 1923 (1923-07-28) discloses various forms of Flettner rotors and sails to propel ships or to fabricate electricity.

KR20220093994A, 28 Dec. 2020 (2020-12-28) discloses a Flettner rotor disposed on a ship and having a cylindrical member disposed on the top of the rotor, the member providing a plurality of rotary blades with a pitch adjusting unit. The pitch can be adjusted in conjunction with a measuring unit for measuring the wind direction and wind speed.

U.S. Ser. No. 11/143,159B2 (Chung-Chi Chou [CN]) 27 Jun. 2019 (2019-06-27) discloses a Magnus rotor located in a flowing fluid and rotated by a power source. The rotor includes a main body and a blade assembly disposed at one end or both ends of a cylinder side wall of the rotor.

U.S. Pat. No. 9,567,048B2 (Folf Rohden [DE]) 16 Sep. 2020 (2020-09-16) discloses a Magnus-rotor comprising a carrier and a rotary body rotatably mounted to the carrier; a drive device drives the rotary body. The carrier has an opening connecting an internal space in the carrier with an external space in such a way that air can pass through. The invention further provides a method of cooling elements of a Magnus rotor.

The documents cited above fail to disclose a rotor sail system (RSS) for a water vessel comprising one or more multiaxially tiltable rotor sails rotatably coupled with a water vessel.

DISCLOSURE OF INVENTION

The aforementioned deficiencies are therefore solved by the features of claims 1, 18 and 20. In the dependent claims advantageous developments of the rotor sail system according to the invention are given.

The object of the present invention is to propose a rotor sail system (RSS) for a water vessel with multiaxially tiltable rotor sail.

A further object is to propose the RSS for the water vessel driven by defined propelling means.

A further object is to propose the RSS comprising a drive flange.

A further object is to propose the RSS comprising a defined joint.

A further object is to propose the RSS comprising an end plate.

A further object is to propose the RSS with a rotor sail reconfigurable into one or more sailing regimes.

A further object is to propose the RSS comprising defined fins.

A further object is to propose the RSS comprising a thermal management system.

A further object is to propose the RSS comprising an array of solar cells.

A further object is to propose the RSS configured to be stowable.

A further object is to propose the RSS comprising two or more superposed portions rotatable at different speeds and/or different directions.

A further object is to propose the RSS having a defined form.

A further object is to propose the RSS comprising a defined electrocomponent.

A further object is to propose the RSS comprising a defined mechanocomponent.

A further object is to propose the RSS providing data transmissions.

A further object is to propose the RSS provided in a modular system.

A still another object is to propose a rotor sail driving method for a water vessel based on the proposed system.

A further object is to propose the rotor sail driving method with a rotor sails having superposed rotor sail portions rotated at different speeds and/or different directions.

A still another object is to propose a rotor sail assembly method for a water vessel based on the proposed system.

In a first aspect, the invention discloses a rotor sail system for a water vessel.

In a second aspect, the invention discloses a rotor sail driving method for a water vessel.

In a third aspect, the invention discloses a rotor sail assembly method for a water vessel.

BRIEF DESCRIPTION OF DRAWINGS

The invention will now be described by way of example. Only essential elements of the invention are schematically shown and not to scale to facilitate immediate understanding, emphasis being placed upon illustrating the principles of the invention.

FIG. 1 is a schematic perspective illustration of an embodiment of a rotor sail system (RSS) for a water vessel with a driving flange and a ball joint.

FIG. 2 is a schematic perspective illustration of another embodiment of an RSS with a drive flange, a ball joint, an end plate and concentric fins.

FIG. 3 is a schematic detailed perspective illustration of a top part of an RSS comprising cooling fins.

FIG. 4 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a drive flange with a hinge.

FIG. 5 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a drive flange with a hydraulic joint.

FIG. 6 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a drive flange with two hinges.

FIG. 7 is a schematic detailed perspective illustration of an upper part of an RSS comprising a thermal management system.

FIG. 8 is a schematic side view of a modular RSS.

FIG. 9 is a schematic side view of a stowable RSS.

FIG. 10 is a schematic perspective illustration of a rotor sail driving method for a water vessel.

FIG. 11 is a schematic perspective illustration of an RSS comprising spiral fins and coupled with a water vessel.

FIG. 12 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a mechanical joint.

FIG. 13 is a schematic detailed perspective illustration of a bottom part of an RSS coupled with a counterweight.

FIG. 14 is a schematic detailed perspective illustration of an upper part of an RSS with a plurality of rotor sails.

FIG. 15 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a horizontal and a vertical pivot.

FIG. 16 is a schematic detailed perspective illustration of an upper part of an RSS comprising an array of solar cells.

FIGS. 17 to 18 are schematic detailed perspective illustrations of upper parts of RSS comprising thermal management systems and horizontal and vertical fins, respective.

FIG. 19 is a schematic detailed perspective illustration of an upper part of an RSS comprising vertical fins.

FIG. 20 is a schematic cross sectional plan view of an RSS with external and internal stabilizing components.

FIG. 21 is a schematic plan view of an RSS coupled with an airoil sail.

FIG. 22 is a schematic perspective view of an RSS coupled with a flexible sail.

FIG. 23 is a schematic perspective view of a stowable RSS.

FIG. 24 is a schematic plan view of an RSS coupled with stovable blades.

FIG. 25 is a schematic perspective view of an RSS coupled with a drive means.

FIG. 26 is a schematic perspective view of an RSS comprising a rotor sail having a truncated tapered rotating curvilinear surface form.

FIG. 27 is a schematic perspective view of an RSS comprising a rotor sail having a rotating curvilinear surface form.

FIG. 28 is a schematic perspective view of an RSS comprising a rotor sail having a composed form.

FIG. 29 is a schematic side view of another embodiment of an RSS comprising a rotor sail having a composed form.

FIG. 30 is a schematic perspective view of an RSS comprising a rotor sail rotatably and multiaxially tiltably coupled with a water vessel and with chimneys.

FIGS. 31 and 32 are schematic side views illustrating a rotor sail driving method for a water vessel.

FIG. 33 is a schematic front view of a stabilized monohull usable for the proposed system/method.

FIG. 34 is a schematic perspective view with a partial cutout of a stowable rotor sail.

FIG. 35 is a schematic front view of a dynamically stabilized monohull usable for the proposed system/method.

FIG. 36 is a schematic bow side view of a rotor sail positioned on a bow of a water vessel which can be used in the proposed system/method.

FIG. 37 is a schematic stem side view of a hull with a composed propeller/turbine which can be used in the proposed system/method.

FIG. 38 is a schematic perspective illustration of a tiltable and rotatable drive flange with a drive unit.

FIG. 39 is a schematic perspective view with a partial cutout of a “wire wheel” rotor sail.

FIGS. 40a and 40b are cross sectional plan views of RSSs comprising rotor sails coupled with flow control components.

FIG. 41 is a partial schematic side view of a median part of an RSS comprising a rotor sail and a median supported drive flange.

FIG. 42 is a partial schematic side view of a median part of an RSS comprising a stowable rotor sail with stowable and support portions.

FIG. 43 is a schematic partial perspective view of a spline coupling which can be used in the proposed system/method.

FIG. 44 is a schematic perspective illustration of a rotor sail driving method for a water vessel with a rotor sail having superposed portions.

FIG. 45 is a schematic perspective view of an RSS comprising a spindle rotor sail with three superposed portions and an end plate.

FIG. 46 is a schematic side view of another embodiment of a spindle form RSS comprising a rotor sail with a defined number of superposed portions.

FIG. 47 is a schematic side view of an RSS comprising a rotor sail reconfigurable into a rotating and various sailing modes.

FIG. 48 is a schematic partial perspective illustration of an internal stabilizing component which can be used in an RSS.

FIG. 49 is a schematic detailed perspective illustration of a top part of an RSS comprising a tiltable end plate.

FIG. 50 is a schematic perspective view of an RSS comprising an assembly of rotor sails coupled with a water vessel.

FIG. 51 is a schematic oblique view of a compact and modularly scalable RSS.

FIGS. 52 and 53 are schematic plan views of RSSs comprising a rotor sail coupled with a belt-type drive means.

FIGS. 54 and 55 are schematic detailed perspective illustrations of upper parts of RSSs comprising rotor sails with forced air cooling systems.

FIG. 56 is a schematic perspective illustration of an RSS comprising a truncated conical rotor sail with concave vertical fins.

FIG. 57 is a schematic perspective illustration of a bottom part of an RSS comprising a rotor sail coupled with a ball-on-plate joint.

FIG. 58 is a schematic perspective illustration of a bottom part of an RSS comprising a rotor sail coupled with a service component.

BEST MODE FOR CARRYING OUT THE INVENTION

The following detailed description shows the best contemplated modes of exemplary embodiments. The description is made for the purpose of illustrating the general principles of the invention, and in such a detail that a skilled person in the art can recognise the advantages of the invention and can be able to make and use the invention. However, it will be apparent to one of ordinary skill in the art that these specific details need not be used to practice the present invention. Well-known structures, materials, circuits, processes and interfaces have not been shown or described in detail in order not to unnecessarily obscure the present invention. The objects and advantages of this invention may be realized and obtained as pointed out in the appended claims. Advantageous embodiments are the subject of the description, the figures and the dependent claims. Additional advantages may be learned by practice of the invention. The detailed description is not intended to limit the broad principle of the presented invention, but only to show the possibilities of it. The description and the detailed description are exemplary and explanatory only.

The terms used in the claims and the specification shall refer to their synonyms as well.

The terms in the description [e.g. “an (automatic) control system”] put into parentheses show another variant, aspect, possibility, etc., of an element, feature, component, etc., of the invention.

As used in the claims and the specification, the term “water vessel” shall preferably refer to any constructional type of an overwater (underwater) vessel at least partially propelled by rotor sails in the proposed system and shall refer to hybrid boats, shall refer to sailing ships, sailboats, passenger ships, cargo ships, combinations [e.g. ferry boats], etc. The term shall also refer to land sailing vehicles. The term shall preferably refer to the vessels/vehicles at least partially electrically driven [e.g. using electric energy to rotate and/or multiaxially tilt the rotating cylinders, to set sails, to trim sail rigs, to power an electric motor coupled with a propeller, including fuel cells, a hybrid power train, etc.] and shall also refer to the vessels/vehicles using electric energy for other systems [e.g. auxiliary, etc.].

As used in the claims and the specification, the term “propeller” shall refer to any type of propulsion means inclusive of turnable propulsion units /e.g. Z-drives, etc./, shaft lines /e.g. arranged in a centerline skeg or a gondola, provided with a V-bracket, I-bracket, a stator, etc./ and propellers, propulsion units allowing operation in ice infested waters, modular rotatable thrusters in a tiltable container, combinations, propellers with various diameters /e.g. 75%, 80%, etc., of the draft of the marine vessel/, propellers with three to six propeller blades /e.g. for efficiency and underwater noise reduction purposes/, etc. Various stem types can be provided such as a transom, a (convex or concave or straight) ducktail, etc. The propellers can be positioned under a hull, outside the hull at a given distance aft of the stem for a higher efficiency, mounted at a bow and/or a stem, etc. Various hull types can be considered [e.g. monohulls, multi-hulls, catamaran, trimaran shaped, hydrofoils, double-skin hulls, etc.]. Various sailing modes can be considered [e.g. displacement mode, planning mode, etc.]. The propellers blades can have various parameters such as pitch distribution, skew angle, blade area, propeller rotational speed and hub shape. Variable pitch propellers can be provided [e.g. variable in a range between −20° and +100° ].

As used in the claims and the specification, the term “thermal management system” shall refer to active and/or passive systems, shall refer to the systems including cooling fins, cooling slots, openings, etc., shall refer to material cooling systems based on materials with a good thermal conductivity such as metals (e.g. aluminium). The term shall refer to liquid tempering systems, gas tempering systems, tempering systems using phase change materials, tempering systems using heat pipes, etc.

The term “tempering systems using phase change materials” shall refer to systems using a pure phase change material (PCM) substance and to systems using methods for increasing the thermal conductivity (e.g. inserted fins, heat pipes; added fillers, foams, particles, nanostructures; metal/semimetal/nonmetal materials; carbon, graphite, graphene, composites), and to systems using dispersed/decentralised/microcapsule packaging.

The term “tempering systems using heat pipes” shall also refer to systems using heat sinks, heat spreaders, vapor chambers, condensers, evaporators, etc., shall refer to compound cooling, natural convection cooling, and shall refer to systems using thermal conductance materials in any shape and form (e.g. tubes, foams, fibres, etc.) to transport, spread, dissipate, etc., heat/cold.

As used in the claims and the specification, the term “sensor” shall preferably not exclusively refer to proximity, velocity, position, temperature, pression, tension, time, orientation, sun position, wind direction, wind speed sensors, waves parameters sensors, water currents sensors, water vessel position, orientation and speed sensors and the like and the term shall refer to sensing circuits which can include processors, conductors, controllers, switches, electrocomponents, etc. The term shall refer to a speed log, an echo sounder, a RPM and torque meter, a shaft sensor, a thrust meter, a rudder indicator, a stabilizer fins sensor, a wind anemometer, a GPS (or GALILEO) Global navigation satellite system (GNSS) unit, etc.

As used in the claims and the specification, the term “actuator” shall preferably not exclusively refer to mechanical, hydraulic, pneumatic, electromagnetic actuators, and the like.

As used in the claims and the specification, the term “electric motor” shall refer to any constructional type inclusive of AC, DC motors, other motors /e.g. stepper motors, brushless motors, hysteresis motors, reluctance motors, universal motors, linear motors, etc./, jet engines, turbines, etc.

As used in the claims and the specification, the term “internal combustion engine” shall refer to any constructional type inclusive of hydrogen fueled engines, hydrocarbon fuels fueled engines, etc., and shall refer to reciprocating, rotary, continuous combustion engines as well, shall refer to direct-drive diesel drive trains, diesel-electric drive trains, etc.

As used in the claims and the specification, the term “motor generator” shall preferably not exclusively refer to electric energy generating systems using an electrical generator coupled with an engine [which can be a jet engine, an engine /e.g. using preferably not exclusively hydrogen gas, (organic) hydrogen liquid, compressed natural gases, liquefied natural gases, biofuels, low sulphur fuel oils, emulsified fuels, methanol, mixtures, hydrocarbon fuels/, a gas generator, a turbine, etc.], with an electric motor, with a device able to drive the motor generator [e.g. a hydro turbine, a propeller, etc.] and shall also refer to electric devices providing a function of an electric motor and of an electricity generator, and shall also refer to electric devices providing regenerative braking, and shall also refer to electric devices coupled with (output, input) shafts, gears, transmissions, clutches, driven wheels, etc., and shall also refer to the term “power plant”, and the like, and shall also refer to mobile units, compact units, enclosed units, portable units, skid mounted units and shall also refer to thermal electric types and atomic types and shall also refer to floating and underwater types and shall also refer to power units comprising exhaust products (e.g. gases, fluids) treatments, and shall refer to alternators, alternator rectifiers, dynamos, etc. The term shall also refer to motors powered by electricity generated by the ship's waste heat recovery systems.

As used in the claims and the specification, the term “rechargeable power source”, “swappable rechargeable power source” shall preferably not exclusively refer to power sources including rechargeable batteries [e.g. strings, packs, modules, cells], capacitors [e.g. strings, packs, modules, cells], hybrid sources, energy storage elements [e.g. hydrocarbon fuel storage, mechanical (e.g. compressed air, compressed gas, flywheel, etc.), electromagnetic (e.g. using superconductors, etc.), electrochemical (e.g. flow battery, ultrabattery, etc.), thermal (e.g. phase change material, cryogenic energy storage, liquid nitrogen engine, etc.), chemical (e.g. biofuel storage, power to gas storage, power to liquid, hydrogen storage /e.g. condensed polycyclic hydrocarbons, metal hydrides, etc./, hydrogen peroxide, etc.); a number of hydrogen storage methods can be used: adsorptive, absorptive, as liquid /e.g. at very low temperatures and under high pressure/, as highly compressed gas.]. Rechargeable power sources can provide peak shaving, e.g. for optimum vessel's engine fuel consumption. The rechargeable power source can be coupled to the electrical grid of the ship, to an onshore power system, to an offshore charging station, etc.

As used in the claims and the specification, the term “rechargeable battery” shall preferably not exclusively refer to lithium-ion, lithium-ion polymer, lithium-air, lithium-sulphur, lithium-metal, lithium iron phosphate, nickel-metal hydride, nickel-iron, nickel-cadmium, lead-acid, valve regulated lead-acid, absorbed glass mat, gel [e.g. for high pressure, high temperature implementations], solid state, organic radical batteries. Rechargeable batteries may include fuel cells, piezoelectric elements, springs. A variety of arrangements of multiple rechargeable batteries may be used. Rechargeable batteries may be trickle, float charged, charged at fast, slow rates, etc.

As used in the claims and the specification, the term “capacitor” shall preferably not exclusively refer to supercapacitors, ultracapacitors, double-layer capacitors (e.g. with activated carbons, carbon aerogels, carbon nanotubes, nanoporous carbon, graphene, carbid-derived carbon), pseudocapacitors (e.g. with polymers, metal oxides), hybrid capacitors (e.g. with asymmetric electrodes, lithium-ion capacitors, with composite electrodes), electrolytic capacitors (e.g. aluminium electrolytic capacitors), ceramic capacitors, mica capacitors, film capacitors, chip shape, lead shape capacitors, multilevel circuit board processed capacitors, etc.

As used in the claims and the specification, the term “sail” shall refer to any constructional type and material inclusive of flexible sails, wing sails (airfoil, aerofoil, hydrofoil, rigid, semi-rigid), rotating cylinder sails, rotor sails, sail panels, lug sails, laminar flow shape sails, circular arc sails, semi-circular arc sails, parabolic arc sails, (semi-) ellipse sails, oval forms, layered sails, multipurpose sails, multifunctional sails, etc. The term shall refer to rotating cylinder sails, circular arc sails which shall refer to substantially symmetric sails which can or cannot provide an airfoil profile and which can at least partially provide circular arc profile. The term “circular” shall also refer to curved, parabolic, elliptical, flattened, oblate, 3D/2D modelled, and the like.

As used in the claims and the specification, the term “flexible sail” shall refer to sails typically consisting of flexible and pliable sail materials, and the like, which can be provided as solitary sails or in combinations, rigs, etc.

As used in the claims and the specification, the term “airfoil sail” (or “wing sail”) shall refer to sails typically providing at least partially self-supporting, (semi-) rigid constructions [e.g. masts, spars, ribs, camber inducers /mechanical, pneumatic, etc./, panels, flaps, fins, etc.] which can provide one or more sail walls (covers, flaps, etc.) which can be soft [e.g. from flexible material /monofilm, sail cloth, etc./], (semi-) rigid [e.g. from panels, flaps, screens, etc.] materials and which can be shaped to one or more (variable) airfoil contours. The wing sails can or cannot form cavities, can have two surfaces of curvatures or a single (thin) surface. The wing sails can be pivotable, rotatable, arcuately displaceable, pliable, foldable, collapsible, reefable, wrappable, windable, retractable [e.g. into itself, into a hull, a superstructure, etc.], extendable (typically going up) and retractable (going down), telescopic, divided into subsections. The wing sails can be provided in (multi-element wing sail) rigs, arrays, combinations, etc., wherein subsections and rigs can be individually controllable. The term shall refer to aerofoil sail, airfoil sail, rigid sail, and the like. The term shall refer to longitudinally (spanwise), transversally (chordwise) symmetric and asymmetric sails and shall refer to profile sails including a sail face being at least partially an airfoil profile which can be substantially nondeformable under exposure to wind. The term shall refer to sails including one or more leading and trailing edges, panels, flaps, etc. The term shall refer to sails which can adjust its angle of attack (angle of incidence) to the wind. The sails may be surfaced with non-stick, non-wetting materials. Flexible sails and airfoils sails derive the propulsive force from the wind and the force is proportional to the area of the sail, to the square of the wind velocity and to the coefficient of the normal force derived from the angle at which the wind engages the sail. Suction means can be provided on the flexible sails and the airfoil sails to produce higher propulsive forces.

As used in the claims and the specification, the term “rotor sails” shall preferably refer to rotor sails with a rigid and/or flexible outer surface rotatable about a central longitudinal axis, shall refer to rotatable airfoil profiles, rotatable flattened profiles, rotatable elongate profiles, rotatable circular arc profiles, rotatable cylinders, etc., shall refer to airfoil, etc., profiles configurable as rotor sails and as airfoil sails for upwind or downwind sailing, shall refer to preferably hollow (cylinder) bodies of various preferably light-weight materials [e.g. (marine-grade) aluminium, steel, polymers, (light-weight) resin, composite materials /e.g. (fiber) glass, reinforced plastics, carbon fiber reinforced plastics, aramid reinforced plastics, basalt reinforced plastics, etc./, wood, fabric /e.g. woven from natural fibers, synthetic fibers/, sandwich structures, etc.] which can have closed lateral surfaces (cylinder walls), cylinder walls with (internal/external) (cooling, air propelling) (axially/radially extending) blades, fins, surface roughening means, functional (weight reduction, cooling, etc.) openings, vents, etc., shall refer to cylinders with tangencial flow, cylinders with cross-flow (transverse flow), hybrid cylinders including tangencial and cross-flow cylinders, cylinders making a fan, cylinders with (movable, controllable, vortex-generating) flaps, blades, (partially) shrouded cylinders, etc. The term shall also refer to (truncated) cones and cone segments or cylinder segments and to various rotation-symmetric shapes [inclusive of tapered, spindle, spherical, etc., shapes and shapes with variable diameters, etc.] and shall refer to oblate shapes, elliptical cylinders (e.g. having a major to minor axis ratio of 2:1), pinched-waist elliptical, etc. The term shall also refer to cylinders having or being provided with one or more end plates projecting over the cylinder surface. The term shall refer to rotating cylinders with various (variable) rpms (revolutions per minute) and (reversible) senses of a rotation. The term shall refer to rotating cylinders with an axis of rotation in an arbitrary direction [e.g. vertical, horizontal, inclined, variable]. The rotating cylinders can rotate at various speeds [e.g. up to 60 rpm, or up to 500 rpm for slim rotor sails, or up to 1500 rpm for rotor sails with flaps]. The first natural frequency of the rotor sail can be greater than the highest rotary speed to avoid resonance oscillations. The first natural frequency rises with increasing flexural stiffness and falls with increasing mass. In strong winds, the speed of rotation can be larger than in light winds to provide the same Magnus effect. The angular velocity of rotation can remain unchanged if the circumferential speed can be varied [e.g. by means of diameter regulating devices such as controllable rings, etc., provided under variable, e.g. segmented, stowable, flexible, etc., rotor outer skin]. Elastic rotor sails' skins can be designed in a way to be able to change their cross-sectional shapes in such a way that in the overpressure area a smaller radius or smaller peripheral speed arises and in the negative pressure are larger radius or greater peripheral speed arises, which can better exploit the Magnus effect. The rotating cylinders can have various height to diameter ratio (aspect ratio) [e.g. less than 5:1 or more than 5:1]. The height can be for example up to 110 feet (typically 89 feet), and the diameter for example up to 66 feet (typically 8.2, 11.5, 16.4, 18 feet, etc.). The height can be limited by vessel's possibilities [e.g. a hull height in under deck stowable rotor sails], by operating conditions [e.g. height of bridges or power lines, weather expected weather conditions, etc.]. The diameter can be designed with respect to achieving optimal surface to windflow velocity ratio within the maximum designed rotational speed range [e.g. a design for a 40 knots wind can be 200 rpm maximum rotational speed]. The rotor sails can be provided with air aspirating structures to maintain air flow around the cylinder surface. The peripheral speed can be greater than the mean wind speed [e.g. ascertained as a 10 minute mean value] by a determined factor [e.g. greater than 4, e.g. up to 10 or 20; with a high-speed factor there can be a lift coefficient of the order of magnitude of ten]. The rotor sail can be retractable telescopic, foldable, reefable, slidable, etc. The rotor sails can be retrofitted to ships that were not originally designed for their use. For such ships an in-depth engineering analysis can be required to ensure the strength of the ship's structure can transfer the newly added forces of produced by the system; additional structural reinforcing constructions can be needed. A hydrostatic analysis can be required to show the stability with the rotor sail system deployed. The thrust generated by the rotor sails increases with its diameter, length and rotation speed. The wind speed for the rotor sails can range e.g. from 13 ft/s up to 196 ft/s (hurricane). The lift force developed by the rotor sail can be calculated in according with the Kutta-Joukowski Lift Theorem of lift, Bernoulli's theorem, or other fluid and flow dynamics modeling approaches. The aerodynamic performance of the rotor sail can be expressed by the outer surface velocity to the approaching wind velocity ratio. The propulsive force developed by the system [e.g. 50 metric tons] can result in a bending moment which can exceed the force developed by a rotor sail in a hurricane force wind on condition that the rotor sail rests stationary, thus the rotating cylinder machine can be virtually stormproof. The rotating sails can produce ten times as much lift force as the airfoil for equal projected areas and wind speeds. Combinations of rotating sails and airfoil (or flexible) sails can be provided. The rotors can be designed to produce the same power as a propeller in adequate wind conditions [e.g. 43 ft/s]. The advantage of rotor sails with respect to conventional sails can be their ability to sail at sharper angles with respect to mildly opposing wind directions. The advantageous values for the rotor sails can be achieved for example with afflux flows in a range of between 30° and about 130°, preferably between 45° and 130°, with respect to the vessel's course. A certain deviation from the ideal course can be possible to make a better use of the rotor sails. The rotor sails can be fabricated by various means. The outer surfaces can be for example of coiled sheet material provided in bands which can be unwound and posed [e.g. in a spiral] on a support cage or other framework. Welding, soldering, mechanical jointing, bonding, molding, etc., processes can be used. The rotor sails can include service openings, access means, etc., which can be provided at any component of the system [e.g. an outer skin, an end plate, a central axis, etc.]. Suction and control means, pores, openings, fans, etc., can be provided on the rotor sails and/or coupled airfoils, flaps, etc., to minimize a dead air space, the Karman vortex street, and the wake size produced behind the rotor sails (on the lee side).

The term shall also refer to tangencial flow rotor sails, cross-flow rotor sails, hybrid rotor sails, oblate rotor sails, truncated rotor sails, conical rotor sails, variable diameter rotor sails, extendable rotor sails, reefable rotor sails, stowable rotor sails, rotor sails in substantially central position between airfoil sails, rotor sails between airfoil sails, rotor sails lateral to airfoil sails, rotor sails in-line to airfoil sails, rotor sails provided at leading edges of airfoil sails, rotor sails provided at trailing edges of airfoil sails, rotor sails provided between leading and trailing edges of airfoil sails, rotor sails with fins, rotor sails with openings, rotor sails with shielding means, rotor sails having interacting airflows with sails, rotor sails having interacting airflows with airfoil sails, rotor sails pivotably coupled or couplable with sailing ships, rotor sails providing arrays of solar cells, rotor sails providing wind energy to electric energy converters, rotor sails rigs.

The term shall also refer to substantially non-rotating devices multiaxially tiltably couplable or coupled with a water vessel and producing a force when in a moving air comprising a multiaxially tiltable preferably hollow body in the shape of a tubular column, a cylinder, an airfoil, an elongated body having a rounded symmetrical profile and a leading and a trailing portion whose thicknesses increases or decreases from a respective end to a center, wherein the devices can include one or more suction means which can be comprised of orifices (holes, slots, etc.) and a sucting fan (an air turbine, etc.) to increase a fluid flow along a respective portion of the device thus producing a vacuum or reduced pressure, and wherein optionally the device can further comprise a blowing means which can be comprised of orifices (holes, grooves, slots, etc.) and a blowing fan, wherein the sucting and the blowing fan can be a single device and wherein interior spaces or zones of the pressure reduction or vacuum and overpressure can be further provided, the blowing means can be configured to decrease the fluid flow along a respective portion of the device thus producing an overpressure, the sucting and/or the blowing means can create a differential pressure to provide a resultant lift-type force on the device with more or less coincidence of the flowing fluid. A vane (a deflector, a flap, an airfoil, etc.) can be provided to further separate the fluid stream and/or to prevent the formation of parasitic eddies or turbulence. One or more end plates (convex, concave, etc., structures) can be provided to prevent vorticity at the top of the devices.

The flexible sails, wing sails and the rotator sails can generate propelling, braking, maneuvering lifting forces, etc. The sails can include various (regulatable) apertures, slots, gaps, holes, channels, vents, etc., in various proportions, sizes, quantities, patterns [e.g. row, columns, arrays, etc.] for venting on sails and providing high energy air flow from windward side through to the leeward side to maintain laminar air flow over a sail and to prevent a boundary layer air to separate from a surface. These apertures and flow providing constructions can be in the present invention constructionally coupled with provided arrays of solar cells, wind energy to electric energy converters coupled with a respective sail and redirecting air flow without inducing additional drag. [Experiments have for example shown that about ⅓ of the power extracted from a ship's wind convertor can be required to drive the rotor sails.]

As used in the claims and the specification, the term “stowable rotor sail” shall also refer to “extendable/retractable sails” and shall also refer to at least partially extendable/retractable sails, etc.

Sails can be provided in various rigs [e.g. a square rig sail can refer to flexible, semi-rigid, rigid sails provided on axes, which are perpendicular or at angle to substantially vertical spars or masts, the axes can be preferably not exclusively spars, yards, stowing axes, variable cambering axes, spinning axes, rotatable axes, the term shall refer to running rigs enabling downind sailing].

As used in the claims and the specification, the term “flow control components” shall preferably not exclusively refer to suction means, blowing means, spoilers, flaps, slats, airflow gaps, vents, airflow controls, airflow regulators, fluid permeable regions, fluid impermeable regions, fans, pumps, propellers, turbines, tangencial flow rotor sails, cross-flow rotor sails, hybrid rotor sails, airflow profiled bodies such as rounded profiles, elongated profiles, airfoil profiles, air flow conduits, end plates providing an air flow, fins providing an air flow, etc.

As used in the claims and the specification, the term “service component” shall also refer to maintenance components, overhaul components, exchanging spaces, housing spaces, etc. The term shall refer to openings, covers, doors, ladders, lifts, etc.

As used in the claims and the specification, “A/B” shall refer to A and/or B.

As used in the claims and the specification, the singular forms are intended to include the plural forms as well.

The term “to couple” and derivatives shall refer to a direct or indirect connection via another device and/or connection, such a connection can be mechanical, hydraulic, electrical, electronical, electromagnetic, pneumatic, communication, functional, etc., the term shall also refer to attach, detach, detachably attach, mount, connect, fix, join, support, link, bear, fasten, secure, tie, tether, chain, screw, weld, bond, solder, etc. Similarly as far as the term “coupling” concerned.

The terms “to comprise”, “to include”, “to contain”, “to provide” and derivatives specify the presence of an element, but do not preclude the presence or addition of one or more other elements or groups and combinations thereof.

The term “consisting of” characterises a Markush group which is by nature closed. Single members of the group are alternatively useable for the purpose of the invention. Therefore, a singular if used in the Markush group would indicate only one member of the group to be used. For that reason are the countable members listed in the plural. That means together with qualifying language after the group “or combinations thereof” that only one member of the Markush group can be chosen or any combination of the listed members in any numbers. In other words, although elements in the Markush groups may be described in the plural, the singular is contemplated as well. Furthermore, the phrase “at least one” preceding the Markush groups is to be interpreted that the group does not exclude one or more additional elements preceded by the phrase.

The invention will be described in reference to the accompanying drawings.

FIG. 1 is a schematic perspective illustration of an embodiment of a rotor sail system (RSS) for a water vessel comprising a rotor sail (101) [which can consist of a rigid body, e.g. a cylinder, which can be on a support in about ⅔ of the rotor height and driven by engine power; a drive means such as motor can be located in a drive flange (102), at the upper portion of the rotor sail (101), at an intermediate location, etc.; or the rigid outer body can be replaced by an elastic adjustable rotor providing variable rotational shapes and can change positions both in height and in inclination into various directions in according to the principle of the invention to generate the maximum of the Magnus effect at any wind force and direction relative to a water vessel's course, e.g. several elastic bands can be provided rigidly connected to a height adjustable ring] to be coupled with a water vessel (not shown) and comprising the drive flange (102) [which can include a drive unit, a transmission mechanism, a friction reducing mechanism such as bearings, etc., inertia vibration dampening means to eliminate vibration or the propagation of harmonic resonance during operation through the full working rev range, a braking means /e.g. electromagnetic, hydraulic, pneumatic, mechanical, etc./, clutches, etc.] and a ball joint (103) [ball receiving means such as a socket, a plate, etc., can be provided on a deck, a superstructure, etc., of the water vessel].

FIG. 2 is a schematic perspective illustration of an embodiment of an RSS for a water vessel comprising a rotor sail (121) to be coupled with a water vessel (not shown) and comprising a drive flange (122), a ball joint (123), an end plate (125) [which can reduce a boundary effect thereby improving the efficiency and the generated thrust] and concentric horizontal fins (128). [The end plate (125) and/or the fins (128) can be stationary or can rotate at a same or a different speed and/or direction as the rotor sail (121). Rotating end plates and middle fins can require a larger power than stationary solutions which can further provide less induced drag. The end plates, fins and/or rotor sail bodies may be circular, elliptical, flattened, oblate, airfoils, etc.; these shapes can enable the rotor sail to feather in unfavorable wind conditions, to reduce the drag [e.g. by means of parking an elliptical sail in a position where it is essentially parallel to the longitudinal axis of a vessel during unfavourable wind conditions], to sail downwind or upwind. The end plates, fins can be comprised of movable, foldable, stowable, slidable, diaphragmatically rotatable, overlapping, sideways retractable, etc., portions, segments, etc. The movable end plates, fins can be driven by motors, actuators, mechanical, electrical, hydraulic, pneumatic and/or electromagnetic systems. The end plates and fins can support arrays of solar cells; the end plates can prevent vorticity at the top of the rotor sail (121), can form a cover member, etc.]

FIG. 3 is a schematic detailed perspective illustration of a top part of an RSS comprising a rotor sail (141) comprising cooling fins (148).

FIG. 4 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a rotor sail (161) comprising a drive flange (162) hingeable around a rotatable hinge axis (163) to perform various tilting directions according to the principle of the invention. The rotor sail (161) can be tilted into various operational or inoperational positions. Various means can be provided to securely fix the rotor sail (161) to the deck, to the support construction, etc., when tilted into the inoperational position. Various lifting mechanisms can be provided to operate the hingeable rotor sail [e.g. pulleys and cables, winches, jacks, hydraulic cylinders, pneumatic actuators, etc.].

FIG. 5 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a rotor sail (181) comprising a drive flange (182) with a hydraulic joint (183) [similarly can be used mechanical actuators /e.g. linear electric motors, racks and pinions, etc./, pneumatic actuators, electromagnetic actuators, etc.; the actuators can have various settings, working angles, etc.].

FIG. 6 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a rotor sail (201) comprising a drive flange (202) with two hinges (203a, 203b) [which can be completed with various types of actuators [e.g. electric motors, linear actuators, rotary actuators, bell crank levers, balance beams, or other mechanical actuators, etc.].

FIG. 7 is a schematic detailed perspective illustration of an upper part of an RSS comprising a rotor sail (not shown) comprising a thermal management system (226) [e.g. a suction means can be provided such as fans, orifices, holes, etc.; the orifices can be provided at end plates, on an outer skin, at a bottom part, etc.; interior part of rotor sails can be provided with communicating compartments comprising suction and blow zones /e.g. divided by longitudinally extending partitions which can be pivotable to be able to react on wind and sailing directions/ which can further enhance effectivity of the rotor sails and produce higher coefficient of lift; a central manifold can be telescopically foldable, can provide openings along the manifold, spacers can be used between manifold's portions to enable suction which can be provided by a motor driving a fan, a pump, etc.].

FIG. 8 is a schematic side view of a modular RSS comprising two modules of rotor sails (241a, 241b) [which can be coupled by various means including prestressed couplings, wherein the upper module (241a) can be lighter to provide a lower center of gravity] comprising a drive flange (242) with a hydraulic joint (243) and comprising an end plate (245) [which can be provided on the top and at the bottom parts, which can provide a radial boundary layer fence and which can have various shapes, e.g. conical, convex blocks, convex strips disposed on the peripheral wall of the cylinder structure, a blade assembly including inclined blades, the inclinations can be in various directions and at various angles; the inclination angles can be regulatable /e.g. by gear rings, actuators, springs, rocker arms, cams, etc./; the inclination angles can be different on the windward and leeward side; the blades sets can be rotated independently /e.g. by an independent motor/ from the main rotor sails bodies; the blades can serve to inhale more air and to augment the Magnus force or to restrain the air circulation and reduce the Magnus effect /e.g. under a strong wind/ in according to their respective inclination angle; the blades can be suitably accompanied with fairings having an inclined plane for reducing the drag, a ring or arc shaped structure and openings as a channel for passing air from the blades; instead of the blades there can be a (variable pitch) rotary device such as an air propeller, a fan, etc., which can reduce the power required to rotate the rotor sails a lower wind speed range can thus be utilised to provide the Magnus force] and horizontal fins (248).

FIG. 9 is a schematic side view of a stowable RSS comprising two modules of rotor sails (261a, 261b) [which can be designed as shown or generally upper parts can have larger diameters than lower parts which can e.g. shield precipitation and spray water from leaking inside; the difference between the diameters of adjacent parts (261a, 261b) can be such to accommodate one cylinder within another, in case of a larger upper part a step change in the diameters can provide a significant barrier to spanwise (axial) flow from the lower to the upper cylinder; combinations can be provided; the more parts the more susceptibility to vibrations, racking and jamming; the modules can be lifted and lowered (extended and retracted) in various ways, combinations of successive lift cycles, up and down manoeuvres, etc.] comprising a drive flange (262) with a two-hinge joint (263) and comprising an end plate (265) [which can waterproof seal the system e.g. in case of under weather deck stowable embodiments].

FIG. 10 is a schematic perspective illustration of a rotor sail driving method for a water vessel (286) comprising the steps of:

providing one or more rotor sails (281) rotatably coupled with the water vessel (286) (S301); rotating at least one of said one or more rotor sails (281) to produce a (Magnus) force [because of the Magnus effect] acting on the water vessel (286) (S302);including at least one of said one or more rotor sails (281) in according to sailing parameters to provide a specific propulsive power [which can be expressed by a total forward propulsion force, a total rearward propulsion force, a total clockwise or anti-clockwise rotary moment; if the wind does not blow parallel to the water surface or if the water vessel (286) provides roll or pitch various oblique and vertical forces can arise which can be triggered by tilting the axis of rotation multiaxially accordingly to the principle of the invention], and/or sailing regime (S303) [which can include other sail types such as airfoil sails, flexible sails, and which can be hauling, reaching, running /e.g. inclusive of rotor sails providing two or more sections, manipulable surface portions, etc., which can be configured /e.g. rotated, opened, etc./ so that the rotor sail can act as an open sail catching the wind, the sections can form a multi scoop wind turbine to generate electric power/],wherein the steps can be repeated and/or reversed [and rotating and/or inclining parameters changed]. [The various angles of the rotor sails (281) can be provided as control means for (counteracting) rolling, pitching, yawing of the water vessel (286) and as propelling, braking, maneuvering means.]

FIG. 11 is a schematic perspective illustration of an RSS comprising rotor sails (321) comprising spiral fins (328)] and rotatably and multiaxially tiltably coupled with a water vessel (326) (shown from the stem side) [e.g. with a superstructure, an overhead, a hull, a deck, above the deck /e.g. on support legs, cantilevers, beams, pillars, truss constructions, etc./ such that individuals on the deck can walk underneath or constructions, machines, etc., can pass underneath, a portion of a footprint of the rotor sail (321) can be provided over an edge of the deck, superconstruction, etc.; the rotor sail (321) can be mounted not to inferfere with ship cranes, superstructures, cargo hatches, cargo, individual's movement, other sails, anchor or mooring winches, MacGregor systems or the like, chain guides, wells, towing equipment, funnels, masts, recreational and other facilities, lifeboat handling and launching mechanisms, loading or unloading the ship's cargo or other activities, bow or stem gates, towing kites, (spinnaker) sails, etc.; and the rotor sail (321) can be mounted to preferably avoid a wind shading effect from superstructures and other constructions, facilities, etc.; the rotor sails (321) can be tilted to any position and under any angle, e.g. to another working position, to a lowered position, to a completely lowered position, /e.g. not to interfere with any maneuvering of the vessel (326), etc.]. The spiral fins (328) can be oriented so that a thrust can be produced when reaching wherein the direction of thrust forces can be opposite to stabilise the ship when having been heeled by the action of the sea and swell. A thrust informing link (TIL) can be coupled with each rotor sail (321); the TIL can comprise thrust sensors, a wired and/or wireless communication link, a computing unit performing the data processing task and operating a controller controlling at least speed and direction of rotation of the rotor (321), its tilting angle and its direction; the computing unit can further obtain data from other sensors which can sense the direction and the wind speed, tilt angle of the ship, tilt angle of the rotor sail, the thrust sensors can be positioned at any part of the sail (321), e.g. at top bearings, etc. The sails (321) can be in a plan view positioned in any pattern and in one or more levels [e.g. along a starboard, a port side, along the centerline of the ship, zig-zag, in a chessboard pattern, star pattern, diagonally, transversely, at the corners, on various decks, etc.]. The sails can be spaced apart to ensure each sail receives relatively clean wind flow.

FIG. 12 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a rotor sail (not shown) [e.g. a hollow profile] with a support arrangement (342) extending into the hollow region, wherein at least one motor can be located outside the support arrangement (342) in the hollow region to drive the rotor sail [optionally the motor can be coupled via a belt, a chain, a gear, etc.]; the central axis (342) [which can have (partially) tapered shape] can be a mast, a non-rotating spindle, a rotor mounting, etc. [e.g. a tube, a truss-structure, etc., which can include a raceway on its inner surface for allowing a rolling motion of bearings, rollers, wheels, etc.; means such as springs, actuators, etc., for (automatically) adjusting a force of the contact, for providing drive or braking forces, etc., of the wheels against the raceway can be provided; the raceway can increase the resistance against wear, can comprise noise and vibration attenuating material, friction material, etc.] and can be coupled with the motor, a friction reducing means [e.g. rolling bearings with a built-in forced lubrication system, hanging (thrust) bearings providing a hanging point for the rotor sail (and laterally supporting the rotor sail), steadying bearings preventing movement in the horizontal plane (lateral direction), etc., wherein the central axis (342) can be finely machined to accept the bearings, a bearing receptacle can be provided, etc.], rollers, wheels, etc. [which can be pivotable, retractable, resiliently mounted, provided on a (pivotable) bearing arm, etc.], a braking means, a clutch, a measuring device with sensors [e.g. strain gauge positioned at right angle], a working platform, an access means such as maintenance ladder, maintenance doors, service openings, a flange connection, etc.; the rotor mounting can be extendable, e.g. telescopic, and can include sections which can each comprise its bearing and other components, e.g. similarly as the central axis, etc.]. A mechanical joint (343) can be provided to assure the multiaxial tiltability [e.g. can include a partial ring gear engaged with a propulsion means comprising at least one toothed gear provided on a horizontally rotatable receptacle, etc., a gimbal joint or other types of mechanical joining enabling multiaxial tiltability can be used instead].

FIG. 13 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a central axis (362) with a mechanical joint (363) and coupled with a counterweight (364).

FIG. 14 is a schematic detailed perspective illustration of an upper part of an RSS comprising four coupled rotor sails (381). [The illustration alternatively shows a possibility of the invention to rotate various other forms than rotational. Thus the rotor sails (381) can rotate about a common axis and/or about respective individual axes. Various other shapes such as square with round edges can be provided to rotate about an axis.]

FIG. 15 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a rotor sail (401) coupled with a horizontal pivot (403a) and a vertical pivot (403b).

FIG. 16 is a schematic detailed perspective illustration of a bottom part of an RSS comprising a rotor sail (421) and an array of solar cells (428) [which can be connected in series, in groups connected in parallel and via conductive bearings, commutators, brushes, slip rings can be coupled with DC/AC inverters and other electrocomponents] provided on a surface of the rotor sail (421) [e.g. on an end plate; providing on sidewalls can be problematic because of relatively small exposure to the solar radiation, various positionable sections, tiltable modules, stowable blades, stowable plates can improve the exposure to the solar radiation, similarly the rotor sail (421) can be tilted in according to the principle of the invention and can follow the sun to provide an optimal exposure of the solar cells (428) /e.g. panels, sheets, etc./].

FIGS. 17 to 18 are schematic detailed perspective illustrations of upper parts of RSSs comprising rotor sails (441, 461) and comprising thermal management systems [e.g. horizontal vents (447) and vertical vents (467)]. Ventilation apertures and/or ventilation blades can generally enable a natural upward or forced downward movement of air for ventilating and cooling drive means, power devices, electronics, rechargeable power sources situated inside rotor sails, charging systems, etc. The ventilation arrangements can be provided on the top, at the bottom, on an outer skin, on end plates, in grooves, on fins, etc., and can enable various airflows in various directions [e.g. cross-flows, etc.]. The ventilation arrangements can be controllable [e.g. retractable, sealable, provided with blades being able to change a position accordingly to the sense of rotation of rotor sails, etc.]. The rotor sail (461) can comprise concentric horizontal fins (468)

FIG. 19 is a schematic detailed perspective illustration of an upper part of an RSS comprising a rotor sail (481) comprising vertical fins (488).

FIG. 20 is a schematic cross sectional plan view of an RSS comprising a rotor sail (501) [which can be comprised of concentric internal and external stabilizing components /e.g. arms and sheets/].

FIG. 21 is a schematic plan view of an RSS comprising a rotor sail (521) coupled with an airoil sail (528) [various shapes and airfoil similar structures can be used inclusive of double sails provided from both sides of the rotor sail (521), aerodynamic fences, wedges, air shields, panels, slidable panels, flaps with typically a flap chord between 20% and 90% of a rotor diameter, flat-plates, hollow vanes, elongated shapes, thick profiles, profiles producing aspiration to produce high vacuum or pressure reduction, etc.; the structures can act as a weathervane; the position of the airfoil sails or other structures can be adjusted with reference to the longitudinal center line; the cited structures can substantially increase lift of the rotor sail (521), therefore allowing for a smaller, slimmer, etc., design while generating the same propulsive force; the cited structures can improve the functionality of the RSS during unfavorable wind directions and at low wind speeds [e.g. under fifty knots]; the structures can increase a lift-to-drag ratio; the cited structures can provide (active or passive) cambering means which can further increase the lift generated by the rotor; various distances can be provided between the cited structures and the rotor sails; the cited structures can typically provide rotational freedom with respect to the rotor sail, typically the cited structures can be mounted on bearings, guided by various means such as wheels on tracks, etc.; the cited structures can be typically positioned that the chord can be at an angle between 30° and 60° from the apparent wind; various trailing edge angles can be provided, typically maximally to 150°; winglets, flaps, slats, slots, spoilers, deflectors, tabs, vanes, etc., which can be straight, curved, made of rigid, semi-rigid or flexible materials, etc., can be provided on the cited structures and can effectively increase the coefficient of lift of the above cited structures which can analogically increase the coefficient of lift of the RSS; these constructions can effectively separate the two fluid streams on the two sides of the outer surface of the rotor sail; these additional constructions can be extendable, retractable, positioned at various angles relative to the longitudinal center line, e.g. 45° to 60° and the cited structures can have various shapes, e.g. flat-plates, hollow-vanes, wedge shapes, round shapes, etc.; the RSS can be optimized by proper positioning of the flap at a specific angle and at a specific distance from the rotor sails; suction and control means can be provided on these constructions; in the RSS central processing units can be provided with information from instruments detecting wind direction, velocity to operate a motor to revolve the rotor sail (521) and/or actuators to set air shields, wedges, etc., into an appropriate position]. A plurality of rotor sails can be alternatively used with one or more airfoil profiles wherein the rotor sails can be positioned at a leading edge, at a trailing edge, on an upper surface, on a lower surface. The airfoils, wedges, etc., can lower a turbulent wake existing downstream from the rotor sails reducing thus induced drag. The airfoils can support the rotor sails at the lower, middle, and/or upper ends, thus reducing gyroscopic, structural and/or aerodynamic problems of rotor sails without an external support, the airfoil sails can be higher than rotor sails, can be provided above rotor sails, etc. The airfoils can be twisted, tapered, comprised of sections, providing cambering means. The airfoils can provide a non-rotating end plate or (horizontal) fins which can be positioned at any level. End plates can typically reduce marginal eddies or turbulence. The airfoils can be automatically balanced for an optimal angle of attack [e.g. by a balanced pairs of centrifugal masses producing nose-up (clockwise, positive) centrifugal moment and a nose-down (counterclockwise, negative) centrifugal moment. Various concentric drive systems can be provided to rotate the airfoils and the rotor sails, e.g. at least two motors can be connected to inner and outer rings which can be connected by a bearing, the motors can be connected via transmission devices and controlled by the (automatic) control systems; wind direction and wind speed sensing systems /e.g. GPS sensors/ can be provided to transmit the signals to the control system to provide the control; the rotor sail (521) can be made e.g. of aluminium, the airfoil sail (528) of canvas, etc.; airfoils can be used for downwind and upwind sailing]. The airfoils (528) and the other coupled constructions can be locked into positions by suitable retaining means, controlled by suitable control means and driven by suitable drive means. The rotors (511) and the airfoils (528) can be mounted on a rotatable and tiltable platform or other structure mounted on a bearing and secured to the deck or other constructions. The platform can have gear teeth about its periphery which can be driven by a worm gear which can be rotated by a motor.

FIG. 22 is a schematic perspective view of an RSS comprising a rotor sail (541) coupled with a flexible sail (548).

FIG. 23 is a schematic perspective view of a stowable RSS comprising a rotor sail (561) coupled with a water vessel (566) [which can be stowable into, under, etc., a hull, a deck, a superstructure, an overhead, a casing, a housing, a skid mounted unit, a cargo compartment, a space between an inner and an outer wall of the hull, a silo, a receiving chamber, a well, a protecting construction from the ingress of sea water, a sealed-off chamber, a dedicated storage space, an integral exchangeable unit, between two cargo compartments, etc.; the housing can enable maintenance, inspection, observation, service routine, overhaul routine and/or can provide an installation or exchanging space; the housings can be attached to various ship's constructions for example a keel floor, a weather deck, a transverse bulkhead, etc., the housings can be designed to transfer thrust form the sails (561) into to structure of the vessel (566) to propel the vessel (566) and it can have various forms and shapes, e.g. a heavily built sided tube, rolled steel corner pieces, reinforced constructions, etc.; the rotor sail (561) can be stowable into any level above a bottom, in relation with a base line, a centerline, etc.]. Any kind of a partial or a full stowability (reefability) of any rotor sail [e.g. by means of tilting it into a horizontal position, telescopic stowing, stowing under a deck, etc.] can improve stability of a water vessel in severe wind conditions with strong winds and high waves when the rotor sail can otherwise provide additional instability to the vessel due to the raised centre of gravity. The stowability can make it possible for the vessel to pass under a bridge, a power line, etc., it can put the rotor sail (561) out of the way of cargo handling operations, reduce aerodynamic drag, e.g. when sailing against the wind, etc. [Drag is not so significant in marine applications where resistance of a hull to movement through water greatly overshadows any air drag on the rotor sails.]

FIG. 24 is a schematic perspective view of an RSS comprising a rotor sail (581) coupled with stovable blades (588a) [which can have various diameters up to a diameter of the rotor sail (581) and which can be distributed round the surface in various parameters, have various widths, numbers, patterns, etc., and which can guide the flow of air] and stowable plates (588b) [which can further include various structures such as conical protrusions. When the wind hits the rotor sail (581), one side can go with and the other against the wind, the first with little friction and the other with much friction. Various structures can be used to enhance the friction difference resulting in air pressure difference which can generate forward thrust to move a water vessel. Alternatively the rotor sail (581) can be formed of two or more vertically oriented shell structures which can be rotatably configured to rotate round a vertical axis and which can transform the rotor sail (581) into a sail structure enabling running of the water vessel in tail winds or various Savonius rotors (not shown) /which can generate electric power when the water vessel is e.g. in port/ with different scoop numbers wind turbines. Various driving, fixing or anchoring means can be used to manipulate the structures. Rotational axis of the sections, structures, plates, etc., can be positioned in various section parts, e.g. in the middle of the curved portion of the sections, offset from the middle, at the end, etc. The rotor sails (581) can be coupled with an electric motor/motor generator controlled by a controller. Other energy conversion forms such as sunlight, wind motion, water motion can be provided as energy generating devices for power supply of the water vessel. The energy can be inputted into a motor/transmission device of the water vessel /e.g. having a continuously variable speed output/, into auxiliary energy devices, into (swappable) rechargeable power sources, into transported electric vehicles, into swappable rechargeable power sources of the transported electric vehicles, etc. The rotor sail (581) can be provided as a primary or a secondary propulsion system /e.g. for sail-powered water vessels, internal combustion engine or electrical motor powered water vessels, etc. The water vessel can comprise various electrical recharging systems, electric energy storing systems, regenerative systems /inclusive of joined charging/regenerative feedback control systems; electric generators coupled with drive trains harnessing energy from the wind indirectly via the rotation of a propeller/, etc. Various control architectures inclusive of cloud, fog and edge computing systems can be provided to control the water vessel, a fleet, etc., energy providing systems. External energy sources generating electric energy /inclusive of air/water movement regenerative systems/, which can have separate controllers coupled with a water vessel's controller, and electrical input sources such as port power sources, land power sources, offshore (charging station) power sources, etc., can be coupled with charging circuits which can be coupled with water vessel's rechargeable power sources /including monitoring and switching circuitry/ which can be coupled with various control circuits /inclusive of microprocessor-controlled circuits/ coupled with power systems /inclusive of rotor sails' direction and speed control systems and main or auxiliary propulsion systems/, auxiliary vessel's systems, control and monitoring systems including control interfaces, user interfaces, local/distant wired/wireless communication interfaces, etc.; the external energy sources generating electric energy can be mechanically /e.g. by means of various mechanical/motive connections/, electrically /e.g. by means of power circuits/, electronically /e.g. by means of control, monitoring, sensing circuits/, hydraulically /e.g. by hydraulic connections and systems/, pneumatically, electromagnetically, etc., coupled with the energy system of the water vessel; various controller, power and communication circuit topologies can be used as known in the art].

FIG. 25 is a schematic perspective view of an RSS comprising a rotor sail (601) coupled with a drive means (608) [which can comprise a drive member, a transmission device and a drive member placed at a distance, a detachable coupling, etc., i.e. which can include a motor, a belt (as shown) /which can be in various other configurations in which the belt bears against at least part of an outer periphery of the rotor sail (601) /e.g. over an arcuate extent of π/2, 2π/3 or even π/ and entrains it by friction/, a chain, a gear, a shaft, a joint, a friction wheel, etc.; various guide arrangements can be further provided inclusive of (automatic) tensioning rollers, drive rollers, direction changing rollers, guide rollers, etc.; various (segmented) cover means can be provided. The rotor sail main body can be made, e.g. of aluminium and the driven portion of steel.]

FIG. 26 is a schematic perspective view of an RSS comprising a rotor sail (621) having a defined form [which can be a truncated tapered rotating curvilinear surface form].

FIG. 27 is a schematic perspective view of an RSS comprising a rotor sail (641) having a defined form [which can be a rotating curvilinear surface form].

FIG. 28 is a schematic perspective view of an RSS comprising a rotor sail (661) having a defined form [which can be a composed disc, spherical and convex form].

FIG. 29 is a schematic perspective view of an RSS comprising a rotor sail (681) having a defined form [which can be a composed convex, cylindrical and tapered form].

FIG. 30 is a schematic perspective view of an RSS comprising rotor sails (701) rotatably and multiaxially tiltably coupled with a water vessel (706) and with chimneys (funnels) (708) [e.g. on the chimney outer peripheral surface which can have any form /e.g. oval, rectangular, etc./; e.g. by means of a tubular stator and rotor with various friction reducing members such as bearings, slip rings, magnetic levitation elements, rollers riding on a circular track, etc., and power transmitting members such as electric motors and various power transmission mechanocomponets such as toothed wheels, sprockets, shafts, (planetary) gears, belts, etc.; the power transmission members can be installed at any level of the rotor sails (701) such as base level, median level, upper level, etc., the system can be controlled electrically, electromagnetically, electronically, mechanically, hydraulically, pneumatically, etc.; the chimneys (708) can have various height /e.g. 50 ft/ and diameter /e.g. 10 ft/; the rotor sail (701) can be provided as a rotating belt assembly mounted on rotary shafts around a squared chimney, etc., various extensions, flaps and friction controlling means can be provided on the rotating belt surface].

FIGS. 31 and 32 are a schematic side view and a schematic rear view of a rotor sail driving method for a water vessel (726) comprising the steps of:

providing one or more rotor sails (721) rotatably coupled with the water vessel (726);rotating at least one of said one or more rotor sails (721) to produce a force acting on the water vessel (726) [which can be horizontal forces (724a, 724b)];including at least one of said one or more rotor sails (721) according to sailing parameters to provide a specific propulsive power [e.g. to ensure that the forces (724a, 724b) will be horizontal to maximize the effectivity of the rotor sails] and/or sailing regime [e.g. to take into account other propelling and/or maneuvering means such as sails, thrusters, (hydraulically operated central and/or further) rudder units /eventually mounted on a Costa pear, provided as twisted rudders/, etc.],wherein the steps can be repeated and/or reversed [and rotating and/or inclining parameters changed]. [The various angles of the rotor sails (721) can be provided as control means for rolling, pitching, yawing of the water vessel (726) and as propelling, braking, maneuvering means to optimize the Magnus effect force]. The waves may not always run exactly in the wind direction. Surface currents, local winds, squalls, gusts, friction effect on approaching a shore or a shallow water can influence the direction of waves with respect to the direction of the wind. Similarly the water vessel can be deflected by the forces of waves and wind from its desired direction, can be displaced in the direction of the waves and the wind. Those sea and wind influences (forces) can be taken into consideration in navigation so that a pure forward or rearward movement or a real forward or rearward movement can occur. In that case the rotor sails (721) can be inclined in the directions of both longitudinal (roll), transverse (pitch) and/or vertical (yaw) axes of the ship to produce a specific propulsive power having a horizontal force vector or a horizontal force vector in the sailing regime; the sea and wind forces acting upon the ship, the Magnus force and other propelling and/or maneuvering forces [e.g. rudder, thrust rudder, sails forces] can be (computer) calculated in a complex mathematical model resulting in a vector for the total force in a direction of travel and/or maneuver; the water vessel can thus provide similar sailing and maneuvering effectivity when upright and when tilted. Various sensors such as inclinometers, pitot tubes, anemometers, pressure sensors, radars, lasers, maritime logs, global positioning system (GPS) driven devices, etc., can be used to provide an information upon sea and wind influences and an actual ship's position, motion, point of sail and sailing regime.

FIG. 33 is a schematic front view of a stabilized monohull (746) which can be conveniently used in the proposed system/method and which can include static stabilizers (747) [e.g. narrow longitudinally oriented sponsons].

FIG. 34 is a schematic perspective view with a partial cutout of a stowable rotor sail (761) which can be conveniently used in the proposed system/method. The rotor sail (761) can include a central stator (762), a stowable mechanism (763) and a rotor (764).

FIG. 35 is a schematic front view of a dynamically stabilized monohull (786) which can be conveniently used in the proposed system/method and which can include dynamic stabilizers (787) [e.g. tiltable buoyancy modules, fins in various directions, etc.].

FIG. 36 is a schematic bow side view of a rotor sail (801) coupled with a water vessel (806) which can be used in the proposed system/method. The illustration shows a possibility of a tiltable rotor sail (801) positioned at the bow end of the vessel (806) [e.g. on the deck, forecastle, etc.] to create lifting forces from the sea, the vessel (806) in a displacement mode can thus be capable of planning, thereby developing higher speeds under the rotor sail (801). [The vessel (806) can be designed for an early breakaway of the water from the hull. The stern portion can hang over the surface of the water and the bow can be cut sharply over a relatively long distance.

The hull can be designed for maximum load-carrying capacity and minimum aerodynamic and hydrodynamic resistance. Similarly the design of superstructures (not shown) such as a bridge, a deckhouse, etc., can be aerodynamically shaped. The rotors can be positioned to provide a largest possible continuous area remaining free.] Analogically a pair of rotor sails can be tilted inwards or outwards when running before wind or sailing against the wind. The rotation can be arranged so that an upward lifting force be provided for downwind sailing advantageously reducing the draft depth of the vessel (806) and on the contrary when sailing against the wind the rotor sails can be tilted inwards and conveniently rotated to produce downward lifting force improving vessel's maneuverability and stability. Still analogically rotor sails provided at a stern can be tilted to produce upward or downward forces cooperating with other rotor sails situated at a center, towards the bow, etc., to increase or reduce the draft and/or vessel's sailing position as required.

FIG. 37 is a schematic stem side view of a hull (826) with a composed propeller (827) [which can be optionally enclosed by a ring and include three concentric shafts—bearing—propeller systems and which can rotate the propellers in different speeds and in opposite directions of rotation and which can form a contra-rotating propeller] which can be conveniently used in the proposed system/method. [Other components such as guide vanes of a Costa pear (not shown) can be also enclosed by the ring to improve conversion of the power supplied by the propeller (827). Propeller blades can be provided with one or two edge arcs (which can be of an elliptical shape to improve a flow detachment) bending off to one side or both sides (not shown).

FIG. 38 is a schematic perspective illustration of a tiltable and rotatable drive flange (842) [e.g. in a form of a swingable shell panel which can be provided with lashing eyes, eye-bolts, etc. (not shown) for an easy installation [e.g. by means of a crane] and which can include a bearing /e.g. with another bearing provided at a defined level such as three-quarter of the height of the a stator (852)/, a brake disc, a drive pulley, etc.] which can include a structure for the stator (852), a structure for a rotor (854) and a drive unit (855). [A water vessel (not shown) can include on-board cranes, portal cranes, etc., which can be used for components of wind power installations.]

FIG. 39 is a schematic perspective view with a partial cutout of a rotor sail (861) which can be conveniently used in the proposed system/method. The rotor sail (861) can include a central hub (862) [which can include a shaft coupled with an electric gear motor, an axle, a hub tube, hub rings, concentric (telescopic, narrowing, etc.) sections, bearings, etc.], a stabilizing component (863) [e.g. a tension-spacer construction which can be a spoked, wired or trussed construction, preferably at least three regularly spaced radial arms, or other types of internal stabilizing components in various patterns including horizontal, vertical, diagonal members, etc.] and an outer surface (864) [e.g. from aluminium, copper, polymers, steel, marine grade metals, composites, fiberglass, carbon fiber, canvas, plastics, materials with high strength-to-weight ratios, etc., which can reduce cyclic loads, vibration and stress; and including other construction /e.g. from galvanized steel, alloys, carbon fiber tubular poles, etc./ such as hoop frames, intermittent diagonals, structural frameworks, etc., producing desired torque resistance]. A flange and an end plate can be comprised (not shown).

FIG. 40a is a cross sectional plan view of an RSS comprising a rotor sail (881a) coupled with flow control components [which can be airfoil profiles and a tangencial flow rotor sail or cross-flow rotor sail, e.g. with controllable blades, etc.].

FIG. 40b is a cross sectional plan view of an RSS comprising a rotor sail (881b) coupled with flow control components [which can be airflow gaps, vents, a fan, etc.].

FIG. 41 is a partial schematic side view of a median part of an RSS comprising a rotor sail (901) [which can be composed of two or more rotating cylinders or other shapes] comprising a drive flange (902) [which can be provided between two adjacent parts] which can be coupled with a support construction (908) [which can be an arm, a support leg, a truss construction, etc., and which can perform various functions such as tilting, stabilizing, controlling, manipulating, etc.; various other constructions such as stays, lifting devices, winches, cables and pulleys, spreader beams, support tubes, cradles, guy wires, mechanical, electrical, pneumatic, hydraulic, servo-driven systems, etc., may be used to move into, hold, stabilize, etc., rotor sails in desired tilted positions; analogically above described structures can be used in stowable, foldable, telescopic, etc., rotor sails for extending or retracting the rotor sails, end plates, fins].

The illustration shows a possibility to support (and optionally drive) the rotor sail (901) not only at its bottom part but also at various levels [inclusive of the top level]. Such an arrangement can improve static and dynamic stability and facilitate tilting and other functions. [A water vessel can optionally be equipped with running and standing rigging so that rotor sails can act as conventional sails.]

FIG. 42 is a partial schematic side view of a median part of an RSS comprising a stowable rotor sail (921) which can be composed of flexible portions (921a) [which can be of various flexible material, e.g. similarly as flexible sails; which can be inflatable (similarly as an eventually coupled airfoil sail, a flap, etc.) with typically a single or double wall, etc.] and support portions (921b) [which can define a diameter of the rotor sail (921) and which can be guided by various means, e.g. a hollow mast, a central tube, a central axle, lateral vertical beams, rails, telescopic members, etc., so that the rotor sail (921) can be reefable, stowable, etc., and which can be lifted by various means such as mechanical (multistage) lifting devices, jacks, pulleys, cables, counterweights, screws, levers, cranks, etc., pneumatic and hydraulic systems /a hydraulic ram/, electromagnetic actuators and motors, etc.; similarly as in other stowable systems, locking devices can be provided such as (shot) pins, clamps, dogging means, locks, etc., to lock the system in operational and inoperational positions].

FIG. 43 is a schematic partial perspective view of a spline coupling (948) [which can include a shaft (948a) and a flange (948b) which can be coupled with spokes (not shown) with an outer ring, a hoop, a rail, a segmented construction /e.g. steel plates/, etc. (not shown) which can form a support portion /e.g. as shown in FIG. 42/ or can be used in the embodiment shown in FIG. 44] which can be conveniently used in the proposed system/method.

FIG. 44 is a schematic perspective illustration of a rotor sail driving method for a water vessel (966), the method comprising the steps of:

providing one or more rotor sails (961) rotatably coupled with the water vessel (966) (S1001);rotating at least one of the one or more rotor sails (961) to produce a force acting on the water vessel (966) wherein the one or more rotor sails have two or more superposed portions (961a, 961b, 961c) rotated at different speeds and/or different directions (S1002);including at least one of the one or more rotor sails (961) in according to sailing parameters to provide a specific propulsive power and/or sailing regime (S1003),wherein the steps can be repeated and/or reversed.

Optionally middle fins (rings) (not shown) having a diameter large than the rotor sail portions (961a, 961b, 961c) can be provided between the sail portions (961a, 961b, 961c). The middle fins can also be rotated at different speeds. Optionally the rotor sail portions (961a, 961b, 961c) can have a defined form /which can be a tapered form/ can be stowable, reefable, etc. Optionally the rotor sail (961) can rotate or the rotor sail portions (961a, 961b, 961c) can be provided with a rotating skin moving in a defined direction. The skin can be provided with blades, fins, surface roughening means, etc. Various rollers, movers, skin guiding means can be provided. Various means can be used to change a profile of the rotor sail portions (961a, 961b, 961c) similarly to a variable airfoil profile. The rotating skin can be provided in a form of rotating sheets, (endless) bands, segments, etc. The skin can be made of flexible metal, fabric, polymers, etc. Accordingly to Anton Flettner the skin can be advantageously moved on a low pressure side to effectively provide a Magnus force whereas on a high pressure side the skin can be preferably covered. A vacuum region may be obtained by regulating the ratio of skin velocity to current. Sailing obliquely against the wind or before wind and shifting low and high pressure ranges can be obtained by changing rotor sail or skin velocity with respect to the apparent wind velocity. [Apparent or relative wind which is different from the “real” or true or absolute wind can be found with the speed triangle.] If the wind blows from an opposite side, the rotary direction should be changed. Due to less surface friction, the wind is stronger aloft than at the surface (wind gradient). This phenomenon (which necessitate the sail twist) can lead to installations wherein more rotor sails are superposed and each is rotated at different speed (direction) to provide an optimal propulsion forces arrangement [or if upper parts (modules) of a rotor sail have a greater diameter than lower parts, such an arrangement can assure a higher peripheral velocity at the upper part of a rotor sail than at the lower part, thus a more constant ratio of the peripheral velocity to the wind velocity can be obtained].

FIG. 45 is a schematic perspective view of an RSS comprising a rotor sail (981) comprising an end plate (985) having a diameter greater than the rotor sail (981) [which can have a spindle form] and comprising three superposed portions (981a, 981b, 981c) [which can be rotated at different speeds and directions of rotation according to the proposed method].

FIG. 46 is a schematic side view of another embodiment of a spindle form RSS comprising a rotor sail (1021) comprising a multiple superposed portions (1021a to 1021n) [which can be rotated at different speeds and directions of rotation in according to the proposed method].

FIG. 47 is a schematic side view of an RSS comprising a rotor sail (1041) comprising adjacent portions (1041a, 1041b) [which can be rotated and/or inclined at various combinations to provide a specific propulsive power /e.g. by means of a Magnus force/ or sailing regime /e.g. in an opened configuration as shown for a downwind or upwind sailing/ various other (airfoils, circular arc, etc.) forms can be provided in various relative positions. A fulcrum (1042) can be positioned on an rotational axis at a different place.

FIG. 48 is a schematic partial perspective illustration of an internal stabilizing component (1068) [which can be composed of a support member (1068a) and a rotatable member (1068b)] which can be comprised inside a rotor sail (not shown) and coupled with another support member positioned along the longitudinal axis of the rotor sail and which can run along the inner circumference of the rotor sail [e.g. a rigid sheet, a round rail, a ring, etc.]. The additional rigidity provided by such or analogical constructions can improve the mechanical reliability of the structure and reduce vibrations. The support members can form various two- or three dimensional structures which can include radial, diagonal, tangencial, star, asterisk, members, trusses, network structures, etc. The rotatable members such as wheels, rollers, etc., can be with or without a drive of various types. The wheel can have a friction material, teeth, an elastic covering [e.g. a hard rubber mixture, plastics, composite, etc.] to reduce the generation of noise, etc., on its rim. The wheel can be used as a transmission means and as a braking means. The wheel can be vibration-damped in various ways /e.g. by means of rubber dampers/.

FIG. 49 is a schematic detailed perspective illustration of a top part of an RSS comprising a rotor sail (1081) comprising an end plate (1085) [which can be rotatably mounted or otherwise arranged to provide tilt according to the principle of the invention].

FIG. 50 is a schematic perspective view of an RSS comprising rotor sails (1101), a drive flange (1102) [which can be common for the rotor sails (1101)] and an end plate (1105) [which can be common for the rotor sails (1101) and which can provide a common boundary layer fence] rotatably and multiaxially tiltably coupled with a water vessel (1106) [e.g. with a deckhouse, a bridge, a superstructure, a dedicated structure, etc.]. The system can be controlled electrically, electromagnetically, electronically, mechanically, hydraulically, pneumatically, etc. The system can be provided as a rotating assembly and/or the rotor sails (1101) can be individually controllable, rotatable, tiltable, etc.

FIG. 51 is a schematic oblique view of a compact and modularly scalable RSS comprising rotor sails (1121a, 1121b, 1121c) which can be configured to be multiaxially tiltable [and which can comprise a propelling mean, a drive flange, a joint, etc., in according to the present invention].

FIG. 52 is a schematic plan view of an RSS comprising a rotor sail (1141) coupled with a drive means (1148) [which can comprise a drive belt or chain and a driver roller, a tensioning roller, a guide roller, etc., in various drive combinations]. The rotor sail (1141) can comprise on its upper, lower and/or intermediate part a pulley rigidly connected [e.g. via a spline or a key] to an input shaft of the rotor sail (1141) and associated to a support plate, a drive flange, a support mast or tower, or other support arrangement which can be multiaxially tiltably joined [e.g. rotatably hinged] according to the principle of the invention, etc. A motor can comprise another pulley rigidly connected to a drive shaft.

FIG. 53 is a schematic plan view of an RSS comprising a rotor sail (1161) coupled with a drive means (1168) [which can comprise a drive belt or chain and a driver roller, a tensioning roller, a guide roller, etc.]. Various other belt or chain drive combinations than as shown in FIGS. 52 and 53 can be advantageously provided.

FIG. 54 is a schematic detailed perspective illustration of an upper part of an RSS comprising a rotor sail (1181) and comprising thermal management systems [e.g. a forced ventilation intake (1187) which can at the same time stream the airflow to prevent vorticity at the top of the rotor sail].

FIG. 55 is a schematic detailed perspective illustration of an upper part of an RSS comprising a rotor sail (1201) and comprising thermal management systems [e.g. forced ventilation intakes (1207) which can stream the airflow to prevent vorticity at the top of the rotor sail].

FIG. 56 is a schematic perspective illustration of an RSS comprising a rotor sail (1221) having a combined truncated conical form with concave vertical fins (1228). [Conical forms can move the stress center downwards improving thus a vessel's stability /similarly for tilted positions/.]

FIG. 57 is a schematic perspective illustration of a bottom part of an RSS comprising a rotor sail (1241) coupled with a water vessel (1246) and comprising a drive flange (1242) providing a ball-on-plate joint (1243) [which can be provided on a deck, a superstructure, etc., of a water vessel] which can have advantage over a ball-and-socket joint as far as smaller friction forces concerned. Various operating, manipulating, lifting, handling, etc., means can be provided for the ball-on-plate joint (1243) (not shown).

FIG. 58 is a schematic perspective illustration of a bottom part of an RSS comprising a rotor sail (1261) coupled with a water vessel and with a service component (1268) [which can be a housing space providing service doors, other service doors can be provided on an outer skin of the rotor sail (1261); the housing can further include a drive and control unit, etc., and can be provided, e.g. on a weather deck (1266); the service component (1268) can be a box-shaped structure or another].

FIG. 59 is a schematic front view of a rotor sail assembly method for a water vessel (1286), the method comprising the steps of:

providing a bridge crane (1287) over a water plane (1288), the bridge crane (1287) having a bearing capacity to transport at least one rotor sail (1281) configured to be multiaxially coupled with the water vessel (1286) (S1301);positioning the water vessel (1286) substantially under the bridge crane (1287) on the water plane (1288) (S1302);positioning by means of the bridge crane (1287) one or more the rotor sails (1281) on the water vessel (1286) (S1303);multiaxially tiltably coupling the one or more said rotor sails (1281) to the water vessel (1286) (S1304).

Common Features of Drawings

The components as shown in the drawings can have different layouts, proportions, orientations, materials, etc. Features shown and described in the drawings and the description can be combined, interchanged, multiplied, etc. Some features can be omitted to maintain functionality of the proposed embodiments.

The rotor sails can be driven by various means such as (steplessly regulated) electric motors, pneumatic motors, variable speed hydraulic motors. More motors can drive the rotor sails to rotate, to be extended and retracted, to be tilted, to be hoisted and lowered into an operational and an inoperational positions, respective, etc. The motors driving the rotor sails can be operable to supply, e.g. in a range of 50 kW to 300 kW. Braking systems can have dedicated motors as well. The motor drives can be situated inside the rotor sails, outside, at a distance, in a drive flange, outside the drive flange, above or below deck level, on dedicated (hoisting, tilting, etc.) constructions, etc. The speed as well as the direction of the motors, the tilting angle, the deployed position, the stowed position, etc., can be controlled by a computerized command and control system which can be centralized [e.g. positioned in the wheelhouse]; local controls may be provided as well. The control systems may include switches, a logic center, a tachometer, systems sensing wind speed, direction relative to the ship /e.g. inclusive of an automated stowing or weathervaning system in case of a headwind, when passing under a bridge, when docking, etc./, sensors sensing the pressure on the rotor outer envelope and mast, the rate of rotation, the tilt angle, the orientation of the tilting, the produced thrust, the motor generator output, position sensors, fuel gauges, fuel flow meters, weather vanes, rechargeable power source monitoring systems, a bridge compass, communication systems and interfaces such as displays, acoustic interfaces, microphones, loudspeakers, etc. Algorithms may optimize the rotational speed of the rotor sail to a given wind speed and direction, to set an optimal course for the ship depending of a current wind, of the weather forecast /e.g. to avoid dangerous storm or sea conditions/ etc., to compare the ratio of surface velocity of the rotor sail to the velocity of the wind, etc. Override control systems may be provided for emergencies. When de-energized the motors can slow or brake the rotation. Driving, hosting, etc., motors can be provided in pairs, trios, etc., to ensure a neutral balance of forces. Draining systems of the system components may be provided. The rotor sails can be provided on an independent tilting construction and the drive units can be situated in any spatial relation. Various means can be used to decouple the rotor from the drive unit which can be displaceable to a stowed position, a maintenance position, to drive another rotor sail, etc. The rotor drive and/or a transmission device can be height adjustable along the longitudinal axis of the rotor sail [e.g. to reduce vibrations]. The motors can independently rotate each rotor of a plurality of rotor sails. The rotation speed may be controlled by a variable speed gear box or electronic control unit on the motor, or remotely from a control center which can include processing units, computer-readable media, memory storage units, communication interfaces, etc. Electric motors can be coupled with a converter, a variable frequency inverter, etc., controlling the rotational speed and/or direction. Drive members can be comprised on the deck of the vessel, in a receiving chamber under the deck, on a dedicated construction, on a superstructure, etc. The drive members can further comprise various mechanocomponents such as gears, belts, chains, drive shafts, telescopic drive elements, articulated drive elements, etc. The drive members can be lowered and raised along with the rotor sail. A central control unit can control the converters. Each rotor sail can have an independent controller. The water vessel can comprise another electric motor coupled with one or more propellers /e.g. in a conventional screw and rudder arrangement/. The conventional propelling systems and the rotor sails can be used in various modes such as sailing on the high sea, entering or leaving port or docking. A control unit can receive a wind speed, a wind direction, a predetermined destination of a water vessel, weather conditions, waves' parameters such as height, frequency, period, direction, wavelength; water vessel's parameters such as pitch, roll, yaw, surge, sway, heave, etc. The control unit can optimize propulsion for the water vessel by determining the rotary speed and direction of the rotor sails and underwater propelling/maneuvering units. The control unit can further according to the principle of the invention incline in desired direction each rotor sail into a desired position to produce a transverse force occurred by the Magnus effect with parameters (magnitude and directions) optimal for various situations of use (sailing, maneuvering, compensating, attenuating, controlling, etc., ship motions, etc.). Various forces others than the propulsion, braking or maneuvering forces can be produced and thus be added to control the vessel's movement, e.g. together with maneuvering propelling units, rudders, airfoil sails, flexible sails, a rudder assembly, etc. Various forces can compose overall driving (forward), setback (rearward) and/or maneuvering forces responding to sea impact and wind effect which can propulse, move rearwardly, brake, rotate, accelerate, decelerate the ship. A complex controlling/propelling system can thus be provided. Each rotor sail can be controlled individually, in groups, in rows, etc. [e.g. rotor sails provided on starboard side, port side, bow and/or stem in any layout in odd or even numbers can be rotated in opposite directions and/or different speeds of rotation to produce various turning moments, e.g. around the center of gravity of the ship; thus a water vessel can be maneuvered even when a rudder can be inactive; the rotation can be reversed to produce a force in the aft direction (a reversed thrust), e.g. to slow the vessel, to produce a crash stop maneuver, etc.; the sails can be rotated in opposite directions on starboard and port sides when running downwind to give a more stable drive vector; the windwall effect can give the system a wider range of drive and can only leave 15 degrees port and starboard off the wind as the only dead angle for producing an incremental thrust]; characteristic curves for each rotor sail can be provided, theoretical calculated and power courses based on empirical experience and measurements can be used. The control unit can optimize in according with a navigation information and sea conditions a course of the vessel accordingly to propulsion systems provided (propellers, sails, rotor sails). For various sailing modes (hauling, reaching, running) various propulsion modes can be used. The other sail systems (flexible, airfoil) can be controlled by the same control unit as rotor sails and underwater propelling/maneuvering systems. Above-water propellers can be provided. Horizontal tiltable rotor sails can be provided to control ship movements and optimize its behaviour. The control unit can propose various alternative courses in according to weather, wind, waves, ship conditions and parameters. The control unit can calculate and compare various modes in according to introduced data such as preferences for using different systems, rechargeable power sources capacity, fuel capacity, fuel and/or energy consumption, weather forecast, time schedule, desired course, reference tables in relation to comparable ships, water vessel's properties such as (rotor) sail force to weight ratio, hydrostatic and hydrodynamic features of the hull, propulsion and stability features, wave-making/hydrodynamic resistance (drag), waterline relative elongation, displacement tonnage, light displacement, sail area to displacement ratio, availability of ballast (water), etc. The control unit can further switch motor generators [e.g. diesel motors which can supply electrical power to the main propulsion electric motors, drive motors for rotor sails, transverse thruster rudders, the entire on-board system, etc.], can control wind energy converters, solar energy converters and/or water movement energy converters. Diesel-electric or electric main drives, automated and manual control modes can be provided; various controls [e.g. travel lever, machine telegraph, knobs, buttons, switches, joysticks, etc.], communication interfaces, user interfaces [e.g. microphones, monitors, displays, printers, plotters, loudspeakers, ship's bells, sirens, etc.] can be provided. Local and/or distant control [e.g. by a cloud control center] can supplement control systems. Control devices can include computing hardware executing software products recorded on machine-readable data storage media [e.g. personal computers, laptop computers, smartphones, etc.]. The water vessel can be operated by the crew in automatic shut-down of the automated modes. Various modes such as harbor, maneuver, river, sea modes can be further distinguished as known in the art. The water vessel can further have a hull [which can have an underwater region basically exposed to the forces of water currents and waves and an above-water region (surface) basically exposed together with all above-water structures to the forces of the wind and/or waves action /e.g. roll/heel/yaw under sail, impact of waves (wave shocks), etc./], a deckhouse, a bridge, various superstructures, transverse thruster rudders, postcombustion units, steam turbines, heat exchangers, etc. Forces of wind and water which can effect the above-water and the underwater region of the hull can cause deflection of the ship from its desired direction. Forces produced by vessel's propelling and maneuvering devices (inclusive of rotor sails) can with help of a controller produce a real forward or rearward movement of the ship.

Arrays of solar cells can be solar panels [e.g. monocrystalline, polycrystalline, thin-film /e.g. silicon nitride/, amorphous silicon, biohybrid, cadmium telluride, etc.], solar modules, solar towers, solar concentrators [e.g. inclusive of fresnel lens, parabolic mirrors], etc. The solar panels can be flexible, foldable, extendable, incorporated into the “construction” of the RSS, or other wessel's constructions, detachably attachable to the “construction” of the RSS, mounted, laminated, coupled, etc. to a surface, provide azimuth/elevation solar tracking, etc. Water vessels can be exposed to hours of direct sunlight which can be transformed into an useful electric energy.

Hydrogen power units providing electrolysers and/or fuel cells can include hydrogen production units and hydrogen storage units. Hydrogen production units can be electrolysis systems [e.g. alkaline, solid oxide, microbial, proton exchange membrane, photo-electrochemical electrolysis systems, etc.], hydrocarbons reforming systems, alcohols reforming systems, sugars reforming systems, chemical processing systems, biological processing systems, biomass processing systems, thermal processing systems, photo processing systems, metal and water systems, etc. Hydrogen storage units can be compressed gas systems, liquified gas systems, chemical systems, electrochemical systems, physi-sorption systems, nanomaterial systems, intercalation in metals systems, intercalation in hydrides systems, inorganic gaseous systems, inorganic liquids systems, inorganic solids systems, organic gaseous systems, organic liquids systems, organic solids systems, etc. Fuel cells can be polymer electrolyte membrane, direct methanol, alkaline, phosphoric acid, molten carbonate, solid oxide, reversible, etc. Hydrogen powering systems can help to reduce bulky and heavy energy storage systems base upon (large banks of) rechargeable batteries and/or capacitors. They can provide a comparatively lightweight and dependable alternative energy storage and powering systems which occupies less space and enhance water vessel's energy autonomy and operating time.

Wind energy to electric energy converters can be preferably but not exclusively wind turbines [e.g. horizontal axis, vertical axis, variable axis, etc.]. Analogically for water movement energy converters. The movement of water vessels under sails can generate by itself the movement of air and/or water which can be used with natural wind and/or water (current or wave) movement for electric energy generation.

The rechargeable power sources/swappable rechargeable power sources can be used for proper needs of the water vessels [e.g. propelling systems, auxiliary systems, heating, ventilation and air conditioning (HVAC) systems, etc.], can be used for purposes of (hybrid) electric vehicles transported by the sailing ship and charged when onboard or swapping the swappable rechargeable power sources of the transported onshore vehicles, or can be used for other purposes, or combinations.

The rechargeable power sources/swappable rechargeable power sources, can include a package [e.g. a container, a climatised container, a waterproof, watertight, buoyant container, pressurised package, etc.], include and/or be coupled with a source management system which can include power electronics, communication interfaces, various circuit topologies including electrocomponents such as converters, inverters, voltage regulators, power factor corrections, rectifiers, filters, controllers, processors, etc. The source management systems can provide monitoring [e.g. State of Charge (SoC), etc.], calculating, reporting, cell balancing, controlling, etc., functions with regard to the energy management. The source management system can include energy management processors, databases, position identification system [e.g. global positioning satellite (GPS) system receivers] and provide intelligent source management using anticipated cruise conditions, charging opportunities, past operating experience, etc.

The rechargeable power sources/swappable rechargeable power sources, can include an energy storage element including a complex technology [e.g. including energy storage, energy transfer, energy harvesting, energy generating, etc.] which can include power electronics, communication interfaces, various circuit topologies, etc. The rechargeable power sources/swappable rechargeable power sources, etc., can be mobile units, compact units, enclosed units, portable units, skid mounted units, and the like.

The swappable rechargeable power sources, can comprise a functional, communication, shape compatibility [e.g. can comprise compatible power transfer interfaces, compatible communication interfaces, compatible rechargeable power sources, compatible source management systems, power cables, thermal management systems, etc.]. The sailing ship can be arranged for easy, frequent and rapid swapping of the swappable rechargeable power source, [e.g. the sources can be charged/discharged, prepared, stocked, etc. for a ferryboat at a port, etc.].

The RSS can provide thermal management systems which can be included by the water vessels and/or located on shore/off shore and coupled with the sailing ships at ports to thermally manage charging and/or discharging the rechargeable power sources/swappable rechargeable power sources. The systems can thermally manage the rotor sails, their components and coupled systems, power generators, chargers of charging stations, charging cables, charging interfaces, rechargeable batteries and/or capacitors and/or energy storage elements of the power sources, etc. The thermal management systems of energy storage elements can include complex technologies. The systems can include ventilators, thermal exchangers, compressors, chillers, condensers, heaters, sensors, pumps, programmable controllers, thermal medium conducts, valves, heat pipes, vapor chambers, heat sinks, fillers, etc.

The systems can use thermal exchange with (offshore) water, air, ground, etc.

Various airfoil sails, rotating cylinder sails, or combined systems (rigs) can be provided in the proposed RSS [e.g. adjustable/nonadjustable, symmetric/asymmetric, tapered/non tapered, twisted/straight, concave, convex, flat, fixed/variable (reflex) (under) camber, NACA profiles (National Advisory Committee for Aeronautics), airfoil sails provided as isolated sails or in combination /e.g. various rig types, etc.]. An outer skin of airfoil sails can consist of (marine-grade) aluminium, steel, polymers, (light-weight) resin, composite materials [e.g. (fiber) glass, reinforced plastics, carbon fiber reinforced plastics, aramid reinforced plastics, basalt reinforced plastics, etc.], wood [e.g. plywood], fabric sail [e.g. woven from natural fibers such as flax, hemp, cotton or woven from synthetic fibers such as nylon, dacron, aramid, polyethylene, polyester, polyazole or carbon], sandwich structures, etc., with a combination of construction materials for masts, (longitudinal/transversal) spars, (transversal) ribs, battens, rotatable, pivotable, tiltable constructions, etc., which can be from metal alloys [e.g. high strength steel, aluminium alloys], carbon fiber, wood, etc., and which can include various actuators [e.g. (toothed) (bevel) gears, geared motors, racks, pinions, sprockets, drive cogs, toothed collars, winches, chains, ropes, etc.] with hydraulic pressure source, electrical pressure source, etc. The rotors of rotor sails can be preferably of a light-weight material to reduce gyroscopic effect and minimise energetic demands [e.g. light-weight alloys, fiber technologies materials, etc.] and can be rotated by a plurality of drive arrangements [e.g. including electric motors, gears, belts, chains, upper/lower/interim bearing/supporting arrangements, external/internal drive arrangements, high pressure hydraulic and/or pneumatic couplings, etc.] with ventilating and cooling systems [e.g. inner/outer cooling blades, fins, etc.]. The outer surface of the cylinders can be smooth or provided with air flow accelerating means [e.g. (micro) blades, rough surface, etc.].

The provided arrays of solar cells can make profit of proposed to wind exposed positions on flexible sails, wing sails, shieldings and/or rotating cylinders wherein air currents effectively cooling solar panels can boost their solar efficiency. The systems can be provided with controllers using feedback signals from (wind, load, etc.) sensors, etc., to determine the angle of attack for the sail, the shape of an airfoil, etc. A visual control using telltales streaming can be provided.

Flexible sails can be comprised of fabric sails [e.g. woven from natural fibers such as flax, hemp, cotton or synthetic fibers such as nylon, dacron, aramid, polyethylene, polyester, polyazole or carbon], films [e.g. BoPET /Biaxially-oriented polyethylene terephthalate/, Monofilm, etc.], sandwiched materials [e.g. x-ply, etc.]. A Bermuda sloop can be used. Other rig types can be used [e.g. Ketch, Cutter. Gaff, Full-rigged, etc.]. The flexible sail riggings can include masts, booms, yards, lines, standing rigging [e.g. stays, shrouds, etc.] and running rigging [e.g. halyards, downhauls, sheets, guys, etc.].

Combined flexible & airfoil sail rigs or flexible & rotating sail rigs or airfoil & rotating sail rigs can provide an improved driving force than non-combined rigs solutions. Such rigs can provide an effective possibility of downwind and reach or hauled sailing.

Various airfoil sails can provide vertical sections and connections which can vary in dimensions and can be controllable and rotatably mounted on a vertical mast, spar, etc. to provide sail twist. The sections and the connections can include and/or be coupled with various actuators [e.g. electric motors, electromagnetic actuators, lines, etc.].

The airfoil sails can provide solar panels which may not be extendable. The sails thus can provide sections and extendable connections wherein the solar panels can be preferably positioned at the sections between the adjacent connections. The sections and the connections can be provided in transversal and/or longitudinal directions. The sails can provide shapeable airfoil surfaces providing arrays of solar cells. Such a solar skin can be provided of relatively small (flexible) solar panels of various geometrical shapes [e.g. polygon shapes] layered on a flexible, extendable, (slip) joint means substrate, etc. [e.g. similarly to scales on snake skin]. The solar skin can be further coupled [bound, layered, pasted, etc.] with a respective sail surface. Common requirements on the RSS in cold areas.

The RSS can be provided in the Arctic, the Antarctic, subpolar, cold areas. In that case, system elements components can be designed to be conform with cold, extremely cold, temporarily cold conditions. Power transfer interfaces can be specifically designed to be protected against cold and bad weather specially when exposed onboard. The rechargeable power sources/swappable rechargeable power sources [e.g. including rechargeable batteries banks] can be thermally insulated. Thermal management systems provided to manage the rotor sail systems, charging and/or discharging, etc., can include heating systems. The elements [e.g. solar collectors, etc.] can be preferably designed to cope with icing, etc.

No limitations are intended others than as described in the claims. The present invention is not limited to the described exemplary embodiments. It should be noted that various modifications and combinations of the elements of the SRS can be made without departing from the scope of the invention as defined by the claims.

The elements, components, integers, features, standards described in this specification and the used terminology reflect the state of knowledge at the time of the filling of this application and may be developed in the future [e.g. charging standards, charging interfaces, chargers, rechargeable power sources, energy storage elements, communication techniques, fuels, hydrogen production and hydrogen storage techniques, fuel cell technologies, etc.].

INDUSTRIAL APPLICABILITY

The present invention may provide effective and controllable rotor sails driving at least partially rotor sail driven water vessels which can be commercial or recreational ships of any type. The system can affect increase of speed and typically save up to 35% of fuel or electric energy consumption. The system can minimize wind and water forces and afford stable smooth sailing while securing maximum structural strength and pleasing appearance. The proposed rotor sail system (RSS) can improve the efficiency and utility of the rotor sails and improve seaworthiness.

The RSS can arrange for a maximum of uninterrupted weather deck spaces available.

The RSS can provide zero emission ships, bring economies to conventionally propelled ships, reduce emissions, improve hydrodynamical and aerodynamic properties of the ships, can be provided in complex charging systems [e.g. including (sailing) ferry boats providing power to vehicles transporting and charging electric vehicles and/or swapping rechargeable power sources of the electric vehicles when preferably onboard, etc.].

The rotor sails using renewable sources (arrays of solar cells, wind energy to electric energy converters, hydrogen energy), may provide power to be used for zero emission power production and supply by the RSS.

The RSS may be provided in modular systems. The proposed modularity and scalability may concern all elements of the RSS and may bring functional and financial benefits to the parties. Modular designs may use various degrees of modularity [e.g. component slot ability, platform systems, holistic approach, etc.]. Modules may be catalogued.

Claims

1. A rotor sail system for a water vessel, comprising: one or more rotor sails to be rotatably coupled with said water vessel, the system characterised in that: at least one of said one or more rotor sails is configured to be multiaxially tiltable.

2. The rotor sail system according to claim 1, wherein at least one of said one or more rotor sails is rotatably and multiaxially tiltably coupled with said water vessel.

3. The rotor sail system according to claim 2, wherein said water vessel comprises a propelling mean, wherein at least one said propelling mean is selected from the group consisting of propellers, flexible sails, airfoil sails, or combinations thereof.

4. The rotor sail system according to claim 1, comprising a drive flange.

5. The rotor sail system according to claim 1, comprising a joint, wherein at least one said joint is selected from the group consisting of ball-and-socket joints, ball-on-plate joints, ball joints, gimbal joints, universal joints, hinges, freedom joints, mechanical joints, hydraulic joints, pneumatic joints, electromagnetic joints, or combinations thereof.

6. The rotor sail system according to claim 1, comprising an end plate having a diameter greater than said rotor sail.

7. The rotor sail system according to claim 1, wherein at least one of said one or more rotor sails can be reconfigured to provide one or more sailing regimes.

8. The rotor sail system according to claim 1, comprising a fin, wherein at least one said fin is selected from the group consisting of concentric fins, spiral fins, cooling fins, vertical fins, horizontal fins, fins with orifices, or combinations thereof.

9. The rotor sail system according to claim 1, comprising a thermal management system.

10. The rotor sail system according to claim 1, comprising an array of solar cells provided on a surface of at least one of said one or more rotor sails.

11. The rotor sail system according to claim 1, configured to be at least partially stowable.

12. The rotor sail system according to claim 1, comprising two or more superposed portions configured to be able to rotate at different speeds and/or different directions.

13. The rotor sail system according to claim 1, wherein at least one of said one or more rotor sails has a form, wherein at least one said form is selected from the group consisting of cylindrical forms, spherical forms, ovoidal forms, oval forms, tapered forms, truncated forms, conical forms, rotating curvilinear surface forms, free modelled forms, sectional forms, convex forms, concave forms, disc forms, spindle form, adjustable forms in terms of shape and height, or combinations thereof.

14. The rotor sail system according to claim 1, wherein at least one of said one or more rotor sails is coupled with an electrocomponent, wherein at least one said electrocomponent is selected from the group consisting of power cables, communication interfaces, electronic devices, power devices, sensors, targets, thrust informing links, actuators, antennas, amplifiers, resonators, rectifiers, filters, thyristors, semiconductors, inverters, converters, frequency converters, modulators, comparators, encoders, decoders, transformers, voltage regulators, power factor corrections, compensations, power electronics, controllers, processors, integrated circuits, timers, inductors, capacitors, shunts, resistors, diodes, varactors, switches, rechargeable power sources, swappable rechargeable power sources, power sources, distribution systems, transmission systems, data transmission systems, the Internet, navigation systems, satellite navigation systems, source management systems, solar energy systems, wind energy systems, water movement energy systems, hydrogen energy systems, electric motors, motor generators, driving units, distributed electrocomponents, electrocomponents arrays, switchable electrocomponents, controllable electrocomponents, electric energy generators, coil cores, coil backing plates, coil backing sheets, magnetic conductors, electrical conductors, conductive bearings, slip rings, commutators, or combinations thereof.

15. The rotor sail system according to claim 1, wherein at least one of said one or more rotor sails is coupled with a mechanocomponent, wherein at least one said mechanocomponent is selected from the group consisting of rotor sails, flexible sails, airfoil sails, chimneys, stowable blades, stowable plates, distant drives, freewheels, flywheels, variable flywheels, hydraulic pressure building systems, hydraulic motors, hydraulic brakes, pneumatic pressure building systems, pneumatic motors, pneumatic brakes, heat pumps, heating systems, cooling systems, pressure modulators, springs, shock absorbers, weights, counterweights, balance weights, ballasts, pendulums, gyro mechanisms, shafts, telescopic drive elements, articulated drive elements, cams, joints, connections, telescopic intermediate components, clutches, ratchets, gears, gearboxes, gear locking mechanisms, lockable/unlockable couplings, variators, reducers, multipliers, pulleys, belts, chains, friction reducing components, bearings, slip rings, rollers, wheels, toothed wheels, sprockets, pinions, crown wheels, racks, pistons, cylinders, connecting rods, rotor sail lifting components, rotor sail tilting components, rotor sail rotating components, levers, bell crank levers, balance beam systems, compressors, pumps, filters, gas storage elements, fluid storage elements, valves, conduits, actuators, brakes, transmissions, flexible components, adjustable components, detachable components, concentric components, stabilizing components, flow control components, couplings, wires, ropes, seals, gaskets, bushes, link systems, service components, vorticity preventing components, or combinations thereof.

16. The rotor sail system according to claim 1, providing data transmissions.

17. The rotor sail system according to claim 1, provided in a modular system comprising one or more modules, wherein said modules are modularly scalable and/or exchangeable.

18. A rotor sail driving method for a water vessel, the method comprising the steps of: providing one or more rotor sails rotatably coupled with said water vessel;rotating at least one of said one or more rotor sails to produce a force acting on said water vessel;including at least one of said one or more rotor sails in according to sailing parameters to provide a specific propulsive power and/or sailing regime,wherein the steps can be repeated and/or reversed.

19. The rotor sail driving method for a water vessel according to claim 18, wherein at least one of said one or more rotor sails include two or more superposed portions rotated at different speeds and/or different directions.

20. A rotor sail assembly method for a water vessel, the method comprising the steps of: providing a bridge crane over a water plane, said bridge crane having a bearing capacity to transport at least one rotor sail configured to be multiaxially tiltably coupled with said water vessel;positioning said water vessel substantially under said bridge crane on said water plane;positioning by means of said bridge crane one or more said rotor sails on said water vessel;multiaxially tiltably coupling said one or more rotor sails to said water vessel.