PATENTS - FOIL WING SAILS

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PATENT NUMBER: US4856449
Inventors: Walker; John G. (St. Mellion, Cornwall, GB)
Appl. No.: 07/222,824
Filed: July 22, 1988

http://patft.uspto.gov/PN/4856449

Wingsail stalling 

ABSTRACT

Wingsail configurations for multi element wingsails for maintaining full stall for maximum speed in running downwind in which the trailing edges of at least a pair of flap elements of a multi element structure are maintained in the convergent configuration so that in the deflected position of the flap there is a leeward progression to deeper stalling.

This invention which is a continuation-in-part of my application Ser. No. 005,167 filed Jan, 2, 1987, now U.S. Pat. No. 4,770,113 relates to wingsail airfoils for land or marine vehicles and to arrangements for stalling wingsail airfoils.

CLAIMS

I claim:

1. A wingsail arrangement comprising a plurality of thrust wings each of which comprises an upright leading airfoil having a leading edge and a trailing edge and an upright trailing airfoil having a leading edge and a trailing edge the leading edge of the trailing airfoil being positioned closely behind the trailing edge of the leading airfoil and means for mounting the trailing airfoil for pivoting movement about an upright axis relative to the first airfoil from an aligned position in which the trailing airfoil is aligned coplanar with the leading airfoil to positions to each side of an angularly displaced from the aligned position, and means for maintaining a lesser distance between the trailing edges of at least a pair of trailing airfoils of said plurality of thrust wings than between the leading edges of said pair. 

2. A wingsail arrangement according to claim 1 in which the means for maintaining a lesser distance comprises a mechanical linkage. 

3. A wingsail arrangement according to claim 2 in which the mechanical linkage comprises a respective member rigidly attached to each of the trailing airfoils of said pair and a rigid link pivotally connected to each member. 

4. A wingsail arrangement according to claim 1 comprising two thrust wings. 

5. A wingsail arrangement according to claim 1 comprising at least three thrust wings. 

6. A wingsail arrangement according to claim 5 in which said means for maintaining provides a progressive angular disparity in the trailing airfoils when they are angularly displaced from the aligned position with that trailing airfoil that is on the windward side being least angularly displaced. 

7. A wingsail arrangement comprising a plurality of thrust wings each of which comprises an upright leading airfoil having a leading edge and a trailing edge and an upright trailing airfoil having a leading edge and a trailing edge the leading edge of the trailing airfoil being positioned closely behind the trailing edge of the leading airfoil and means for mounting the trailing airfoil for pivoting movement about an upright axis relative to the first airfoil from an aligned position in which the trailing airfoil is aligned coplanar with the leading airfoil to positions to each side of and angularly displaced from the aligned position, and means for establishing a lesser distance between the trailing edges of at least a pair of trailing airfoils of said plurality of thrust wings than between the leading edges of said pair as the trailing airfoils are angularly displaced from the aligned position. 

8. A wingsail arrangement according to claim 7 in which said means for establishing comprises a non-parallelogram mechanical linkage. 

9. A wingsail arrangement according to claim 8 in which the mechanical linkage comprises a respective member rigidly attached to each of the trailing airfoils of said pair and extending towards the other of said pair and a rigid link pivotally connected to each member. 

10. A wingsail arrangement according to claim 7 comprising two thrust wings. 

11. A wingsail arrangement according to claim 7 comprising at least three thrust wings. 

12. A wingsail arrangement according to claim 7 in which said means for establishing provides a progressive angular disparity in the trailing airfoils of said plurality when they are angularly displaced from the aligned position with that trailing airfoil that is on the windward side being least angularly displaced.

DESCRIPTION

A wingsail airfoil is mounted and operated somewhat differently to the more familiar aeroplane wing; it is mounted with the span upright and the airfoil section plane substantially horizontal, and since the vehicle to which the wingsail is attached is supported by land or water the airfoil is used to supply or augment propulsive power which for practical purposes needs to be capable of being applied both left and right of the wind. The type of wingsail assembly with which the present invention is concerned is a self-setting or self-trimming wingsail assembly. Such a wingsail assembly comprises a set of airfoils, termed hereinafter a sailset, having at least one thrust wingsail that reacts the propulsive force and is freely rotatable about an upright axis so that it can be trimmed to different angles in accordance with the wind and desired direction of travel, and at least one auxiliary airfoil (usually a tail airfoil) mounted on a boom or booms rigidly connected to the thrust wingsail and which is used to trim the thrust wingsail as explained hereinafter. 

The thrust wingsail is of multi-element structure comprising a leading airfoil element and a trailing airfoil element positioned closely behind the leading element, the trailing element being laterally pivotable with respect to the leading element so that the wingsail adopts an asymmetrical configuration for thrust left or right of the wind. The trailing element can be locked in the thrusting position and released for returning to the aligned position or to a mirror image cambered position. Generally the axis of free rotation of the sailset passes through the zone containing the upstream and downstream range of locations of the centre of pressure of the sailset. When the airfoils are all in line the sailset will be rotated like a weathercock to the position of minimum resistance. If the thrust wing is then set to the thrusting configuration by rotating and locking the trailing element the wind creates a turning moment about the main axis. However, the auxiliary airfoil can also be independently rotated and although much smaller it is, by virtue of its distance from the main axis, capable of exerting a comparable moment. Thus by selection of the angular deflection of the auxiliary airfoil (that is selection of its moment compared with the thrust wing moment about the main axis for a given angular deflection of the thrust wing) the trim angle of the thrust wing to the wind can be selected, and upon a change of wind direction the resulting change in the moments of the thrust wing and auxiliary airfoil about the main axis will cause a natural rotation of the sailset until the moments again balance when the trim angle to the wind is restored to its original value. 

The direction of travel of the vehicle with respect to prevailing wind direction may be considered to fall into three general categories: towards the wind, broadly across wind, and away from or downwind, and for each of these categories different settings with respect to the wind are preferable. In between the general categories the best settings will be intermediate those exemplified below with respect to the general categories. 

If the vehicle is being propelled towards the wind the trim is usually adjusted to provide the maximum possible aerodynamic efficiency, commonly termed the left/drag ratio; which is the ratio of the output force resolved into components at right angles to the wind and in the direction of the wind. If the direction is across the wind the trim is adjusted to provide the maximum force available without stalling, and if the travel is downwind then the downwind component of force is maximised, with stalling deliberately enabled if found more effective.

 
The present invention is particularly concerned with multi-plane sailsets and with configurations that enable maintainance of full stall for maximum speed in running downwind. During stalling the airflow over the airfoils is eddying and turbulent such that an auxiliary tail airfoil may become blanketed and be rendered less effective in controlling the 

trimming of the thrust wings in stalling conditions. There may also be an additional moment resisting achievement of full stall created by the shifting of the centre of pressure of the thrust wing rearwardly away from the main rotation axis. 

Accordingly, the present invention provides a wingsail arrangement comprising a plurality of thrust wings each of which comprises an upright leading airfoil having a leading edge and a trailing edge and an upright trailing airfoil having a leading edge and a trailing edge the leading edge of the trailing airfoil being positioned closely behind the trailing edge of the leading airfoil and means for mounting the trailing airfoil for pivoting movement about an upright axis relative to the first airfoil from an aligned position in which the trailing airfoil is aligned coplanar with the leading airfoil to positions to each side of and angularly displaced from the aligned position, and means for maintaining a lesser distance between the trailing edges of at least a pair of trailing airfoils of said plurality of thrust wings than between the leading edges of said pair. 

The means for maintaining a lesser distance may comprise a mechanical linkage of a respective member rigidly attached to each of the trailing airfoils of said pair and a rigid link pivotally connected to each member. 

In a second embodiment the invention provides a wingsail arrangement comprising a plurality of thrust wings each of which comprises an upright leading airfoil having a leading edge and a trailing edge and an upright trailing airfoil having a leading edge and a trailing edge the leading edge of the trailing airfoil being positioned closely behind the trailing edge of the leading airfoil and means for mounting the trailing airfoil for pivoting movement about an upright axis relative to the first airfoil from an aligned position in which the trailing airfoil is aligned coplanar with the leading airfoil to positions to each side of and angularly displaced from the aligned position, and means for establishing a lesser distance between the trailing edges of at least a pair of trailing airfoils of said plurality of thrust wings than between the leading edges of said pair as the trailing airfoils are angularly displaced from the aligned position. 

The invention is now described by way of example with reference to the accompanying drawings in which: 

FIG. 1 illustrates schematically a plan view of a single plane wingsail sailset; 

FIG. 2 is a schematic perspective view of part of a thrust wing assembly; 

FIG. 3 is a schematic plan of twin plane thrust wings; 

FIG. 4 illustrates a first embodiment of the invention on twin plane thrust wings shown in the symmetrical position; 

FIG. 5 illustrates the thrust wings of FIG. 4 in an angularly deflected configuration set to thrust right of wind; 

FIG. 6 illustrates a second embodiment of the invention on twin plane thrust wings, and 

FIG. 7 shows the thrust wings of FIG. 6 in the thrusting configuration right of the wind. 

Referring to FIG. 1, the main parts of a single plane wingsail sailset are shown schematically in plan view. A main thrust wing is composed of a leading element 1 and a trailing element (termed a flap) 2. The flap 2 is pivotable from side to side about a pivot axis 3 located within the leading section 1, the flap being connected to the pivot axis 3 by a series of hinge arms 4 illustrated more clearly in FIG. 2. The pivot axis 3 may not be a continuous axis, it may comprise a series of aligned axes associated with respective hinge arms 4. A small slat (not shown) that forms an extension to the trailing edge of the leading element 1 when the trailing section 2 is pivoted out of alignment with the leading element 1 is preferably provided. Such a slat is the subject of my U.S. Pat. Nos. 4,467,741 and 4,563,970. 

A tail airfoil is pivotally mounted about axis 5 on booms 6, usually provided towards or at the top and bottom of the thrust wings, the booms being rigidly connected to the leading element 1. Hydraulic or pneumatic cylinders 7, 8 or other movement mechanisms are provided for respectively rotating the flap 2 and tail about their pivot axes 3 and 5, these fluid cylinders or other mechanisms may conveniently be mounted on the booms 6 which also form an end plate assembly. A counterbalance 9 for the tail is also provided so that the sailset is mass balanced about an axis 10, about which the sailset is freely rotatable. In order to dynamically balance the sailset the counterbalance is located at approximately half height on the leading element although some inertial response advantage can be gained by locating the counterbalance a little below the half height. A multi-plane sailset comprises the same elements as shown and described with reference to FIG. 1, but has a plurality of sets of thrust wings, each having a leading element 1 and flap 2. A single auxiliary tail airfoil is still usually employed although multiple auxiliary airfoils may be used. If the multi-plane sailset has an odd number of thrust wings the central structure is similar to that shown in FIG. 1 with the main axis 10 aligned with the central leading section. For an even number of thrust wings the main axis 10 will lie midway between the innermost leading sections. The thrust wings of a multiplane sailset may be linked so that one flap (usually the flap on a central wing of an odd numbered multiplane) is controlled as a master with the rest driven as slaves, or alternatively each flap may be separately driven with the drives controlled so that whether by virture of physical interconnection or by a control mechanism the flaps are moved in unison. 

FIG. 3 illustrates a twin plan set of thrust wings, each thrust wing comprising a leading element 1 and a trailing flap element 2. The flaps 2 are each pivotable about an axis 3 located on the centre chord of the respective leading elements, so that each flap is capable of being angularly deflected laterally to each side of its respective leading element. The spacing of the leading element is preferably fixed and maintained by members interconnecting the two leading elements at intervals in the upright direction, so that the leading elements are maintained parallel to one another.

The natural arrangement is for the flaps to be maintained parallel to one another, so that the angular deflection of each flap relative to its leading element is the same. However, in a first embodiment of the invention the flap initial positions are made non-parallel so that the position shown in FIG. 4 is adopted in the symmetrical position, with the distance between trailing edges of the flaps being less than the distance between the leading edges. The flaps 2 are interconnected by links which comprise outwardly directed arms 11 rigidly connected to the trailing edge of the flaps and a link 12 of the same length as the interplane distance between the chords of the tow leading airfoils pivotally connected by pivots 13 at its ends to respective ones of the arms 11, the pivots 13 being coplanar with chordal plane of the leading element on the centre line where the trailing edge of the trailing section would be if it had not been angled inwardly. The effect of such angular setting in the symmetrical position is that once the flaps are deflected, as shown in FIG. 5, the leeward flap (the deflected configuration being concave to the wind) reaches a greater angle of deflection than the windward flap, and thus as stalling is approached the leeward wing stalls first and more deeply than the windward wing thus tending to hold the wing at the stalled angle. The extent of the initial angular disparity determines the difference in the flap angles, a difference of about 2.degree. between the angles of adjacent flaps being preferred. 

In a similar embodiment for a three wing system, the central flap is left parallel with the leading elements and the outer flaps angled in the symmetrical positions to give for example angles of +38.degree., +40.degree. and +42.degree. when deflected, or on the opposite tack angles of -38.degree., -40.degree. and -42.degree.. For configurations with four or more wings, pairs of wings may have differing degrees of initial angular disparity in order to maintain the leeward progression to deeper stalling. 

In an alternative embodiment of the invention shown in FIGS. 6 and 7 the flaps are linked so that they are parallel in the central non-deflected position but still exhibit differing degrees of angular deflection when deflected so that the leeward flap is at a greater angle. FIG. 6 shows the in line configuration, the leading airfoils being rigidly connected parallel to each other and the spacing of the flaps 2 being maintained parallel and coplanar with the leading airfoils by a link 14 that is pivotally connected at 15 to respective arms 16 attached to the trailing edges of the flaps. The arms 16 are inwardly directed towards the plane of symmetry of the sailset so that the length of the link 14 is less than the distance between the respective chord planes of the wings. 

Considering now FIG. 7 which shows the flaps angularly deflected towards the wind (shown by the arrow) the leeward flap 2a is deflected through an angle .alpha., but the windward flap 2b is deflected through a smaller angle .beta. due to the non-parallelogram linkage formed between the hinge axes 3 of the flaps and the pivotal connections 15 on the arms. The precise angular difference between .alpha. and .beta. depends upon the geometry of the quadrilateral joining the hinge axes 3 and pivotal connections 15, and the length of the arms 16 and linkage 14 are selected according to the desired angular disparity at full flap deflection. It will be realised that at less than full flap deeflection the angular disparity will be intermediate that at zero deflection, i.e. in the symmetrical position (which is zero angular disparity in FIG. 5) and that at full flap deflection (usually of the order of 2.degree. per wing in about 40.degree. of deflection). 

The non parallel linkage principle described with reference to the embodiments of FIGS. 6 and 7 may be utilised in combination with a non-deflected flap setting in which there is an initial angular disparity, in which case this initial angular disparity plus the linkage geometry will determine the final angular disparity in the fuly deflected position of the flap. An initial angular disparity in combination with a non parallel linkage need not only have the flap trailing edges convergent, settings may be chosen in which the zero deflection (symmetrical position) has the trailing edges of the flaps divergent. 

The leading airfoils have been described as spaced with their chord lines parallel, but it should be realised that it is possible for departures from parallel to be made so that the chordal planes of the leading airfoils are divergent or convergent as compared with the paralell arrangement. 

CITATIONS

STEERING PIVOTAL WING SAIL

Inventors: Mark T. Ott, David W. Hubbard
Original Assignee: Harbor Wing Technologies, Inc.
Primary Examiner: Jesús D. Sotelo
Secondary Examiner: Daniel V Venne
Attorney: Todd N. Hathaway
Current U.S. Classification: 114/102.29; 114/102.1; 114/102.13

http://patft.uspto.gov/PN/7461609

CLAIMS

What is claimed is:

1. A wing-type sail system, comprising: a substantially rigid main wing-type sail for extending generally in a vertical plane; means for supporting said main wing-type sail for pivoting movement about a substantially vertical axis; first and

 second secondary airfoils mounted to said main wing-type sail so that said secondary airfoils are spaced outwardly from

 said plane of said main wing-type sail on opposite sides thereof, said first and second secondary airfoils being located in

positions spaced outwardly from sides of said main wing-type sail and rearwardly of a trailing edge thereof; and means

 for selectively pivoting said secondary airfoils in first and second directions relative to said plane of said main wing-type

 sail, so that said secondary airfoils react with wind passing thereover to exert a force tending to pivot said wing-type

 sail in first and second directions about said vertical axis. 

2. The wing-type sail system of claim 1, further comprising: first and second support booms having said secondary airfoils mounted on distal ends thereof at said positions spaced outwardly from sides of said main wing-type sail and rearwardly of said trailing edge thereof. 

3. The wing-type sail system of claim 2, wherein base ends of said support booms are mounted to said main wing-type sail proximate said vertical pivot axis. 

4. The wing-type sail system of claim 3, wherein said means for selectively pivoting said first and second secondary airfoils comprises: means for pivoting said secondary airfoils on said distal ends of said support booms about pivot axes that extend generally parallel to said pivot axis of said main wing-type sail. 

5. The wing-type sail system of claim 4, further comprising: at least one flap that is mounted at said trailing edge of said main wing-type sail; and means for selectively pivoting said at least one flap about an axis generally parallel to said pivot axis of said main wing-type sail. 

6. The wing-type sail system of claim 5, wherein said means for selectively pivoting said flap mounted at said trailing edge of said main wing-type sail comprises: means for pivoting said flap in conjunction with said first and second secondary airfoils so that said flap and secondary airfoils pivot in the same direction simultaneously. 

7. The wing-type sail system of claim 6, wherein said first and second support booms are mounted substantially perpendicular to said vertical pivot axis of said main wing-type sail so as to extend from said base ends to said distal ends thereof in a substantially horizontal plane. 

8. The wing-type sail system of claim 7, wherein said horizontal plane of said support booms is spaced from a lower end of said main wing-type sail, so that when installed on a hull assembly of a vessel said support booms will be spaced vertically therefrom so as to permit one or more vertically extending antennae to be mounted on said hull assembly without obstructing said booms. 

9. The wing-type sail system of claim 8, wherein said first and second secondary airfoils comprise: symmetrical airfoils that are substantially mirror-image identical above and below said horizontal plane said support booms, so as to prevent torsional loading of said booms. 

10. The wing-type sail system of claim 9, wherein said first and second support booms extend outwardly and rearwardly from said main wing-type sail in a substantially V-shaped configuration lying in said horizontal plane. 

11. The wing-type sail system of claim 10, further comprising: means for tensioning said first and second support booms towards one another so as to brace said booms against flexing during operation of said system. 

12. The wing-type sail system of claim 11, wherein said means for tensioning said first and second support booms towards one another comprises: at least one cable interconnecting said support booms that is tensioned so as to deflect said booms resiliently towards one another. 

13. The wing-type sail system of claim 4, wherein said means for selectively pivoting said first and second secondary airfoils comprises: first and second control cables mounted to each of said secondary airfoils and extending along said support booms; and means for selectively paying out and retracting said control cables so as to selectively pivot said secondary airfoils in first and second directions. 

14. The wing-type sail system of claim 4, wherein said means for selectively pivoting said first and second airfoils comprises: means for pivoting said secondary airfoils in response to signals received from wind speed and direction sensors. 

15. A wind powered vessel comprising: a hull assembly; a wing-type sail mounted to said hull assembly, said wing-type sail system comprising: a substantially rigid main wing-type sail for extending generally in a vertical plane; means for supporting said main wing-type sail for pivoting movement about a substantially vertical axis; first and second secondary airfoils mounted to said main wing-type sail so that said secondary airfoils are spaced outwardly from said plane of said main wing-type sail on opposite sides thereof, said first and second secondary airfoils being located in positions spaced outwardly from sides of said main wing-type sail and rearwardly of a trailing edge thereof; and means for selectively pivoting said secondary airfoils in first and second directions relative to said main plane of said wing-type sail, so that said secondary airfoils react with wind passing thereover to exert a force tending to pivot said main wing-type sail in first and second directions about said vertical axis. 

16. The wind powered vessel of claim 15, wherein said hull assembly comprises: a multi-hull assembly. 

17. The wind powered vessel of claim 15, further comprising: first and second support booms having said secondary airfoils mounted on distal ends thereof at said positions spaced outwardly from sides of said main wing-type sail and rearwardly of said trailing edge thereof. 

18. The wind powered vessel of claim 17, wherein base ends of said support booms are mounted to said main wing-type sail proximate said vertical pivot axis. 

19. The wind powered vessel of claim 18, wherein said means for selectively pivoting said first and second secondary airfoils comprises: means for pivoting said secondary airfoils on said distal ends of said support booms about pivot axes that extend generally parallel to said pivot axis of said main wing-type sail. 

20. The wind powered vessel of claim 19, wherein said first and second support booms are mounted substantially perpendicular to said vertical pivot axis of said main wing-type sail so as to extend from said base ends to said distal ends in a substantially horizontal plane. 

21. The wind powered vessel of claim 19, wherein said horizontal plane of said support booms is spaced from a lower end of said main wing-type sail, so that said support booms are spaced vertically from said hull assembly of said vessel so as to permit one or more vertically extending antennae to be mounted on said hull assembly without obstructing said booms.

22. The wind powered vessel of claim 17, further comprising: at least one flap that is mounted at said trailing edge of said main wing-type sail; and means for selectively pivoting said at least one flap about an axis generally parallel to said pivot axis of said main wing-type sail. 

23. The wind powered vessel of claim 22, wherein said means for selectively pivoting said flap mounted at said trailing edge of said main wing-type sail comprises: means for pivoting said flap in conjunction with said first and second secondary airfoils so that said flap and secondary airfoils pivot in the same direction simultaneously.

DESCRIPTION

BACKGROUND 

a. Field of the Invention 

The present invention relates generally to wing-type sails used by wind-powered vessels, and more particularly, to an apparatus for controllably steering a wing-type sail using at least one pair of auxiliary airfoils that are displaced laterally from the main wing. 

b. Related Art 

Wing-type sails are known for use on wind-powered vessels of various types. By comparison with traditional flexible sails, wing-type sails (referred to from time to time here and after simply as "wings") are typically rigid or semi-rigid airfoils that develop "lift" from the passage of wind thereover in a manner similar to an aircraft wing, although in the case of a watercraft or similar vessel the wing is mounted vertically and normally has a symmetrical cross section. 

Generating useful propulsive force in any given direction therefore requires the ability to controllably align the wing relative to the direction of the wind. Conventionally, this has been accomplished using a pivotable flap or air foil located at or near the trailing edge of the main wing and in the same plane on the wing. The main wing is pivotable about the vertical axis, and the trailing edge flap reacts to the air flow to control the direction and amount of lift that is produced by the wing. The wing assembly is free to rotate through a complete circle, thus allowing the vessel to be propelled in virtually in direction. 

Although this system has many obvious advantages over traditional sails, it is still less than completely satisfactory in a number of respects. In particular, the trailing edge flap provides a less than optimum degree of control over the positioning of the main wing, which in turn limits the overall efficiency and controllability of the vessel itself. For example, turning the wind to certain angles relative to the wing is difficult to achieve, due in part to characteristics of the flow over the main wing and the flap's location directly in that flow. Response is also affected by sea conditions, and can be weak or sluggish when the wind is light. Furthermore, the relatively weak turning forces that are generated by the trailing edge flap under some conditions means that operation of the system can be compromised if the bearings supporting the pivoting mast develop resistance, due to wear, lack of maintenance or other factors. 

These various drawbacks can impair the operation and efficiency of many forms of vessels using wing-type sails, but can be particularly acute in the case of an autonomous unmanned surface vessel (AUSV). AUSV's may be used for many military and civilian purposes, such as surveillance and mapping, for example, and do not carry a human crew that can address or compensate for deficiencies caused by the trailing flap steering system. The nature of the electronic sensors and guidance systems carried on such vessels also means that relatively precise positioning and course holding is frequently important. Moreover, the very nature AUSV's means that they may remain on station or travelling for long periods, often under adverse weather conditions, without a human crew to repair or adjust a mast bearing that may have become resistant to turning. 

A motor-assist mechanism might help overcome some of these deficiencies, but would introduce significant complications and costs of its own. Moreover, power to operate a motor is a scarce and valuable commodity on many vessels, especially AUSV's that are intended for long-duration independent operation. 

Accordingly, there exists a need for an apparatus for controlling the direction of a wing-type sail of a vessel, that permits precise control over the position of the wing. Furthermore, there exists a need for such an apparatus that is able to positively and rapidly pivot the main wing in any desired direction. Still further, there exists a need for such an apparatus that is effective under wide range wind and sea conditions. Still further, there exists a need for such an apparatus that generates a sufficient turning force to be able to pivot the main wing even if the bearings or other pivotable supports are in less than optimal condition. Still further, there exists a need for such an apparatus if not excessively complicated, and that does not require significant expenditure of onboard power for its operation. 

SUMMARY OF THE INVENTION 

The present invention has solved the problems cited above, and provides a wing-type sail system comprising: (a) a substantially rigid main wing for extending generally in a vertical plane; (b) means for supporting the main wing for pivoting movement about a substantially vertical axis; (c) first and second secondary airfoils mounted to the main wing so that the secondary airfoils are spaced outwardly from a plane of the main wing on opposite sides thereof; and (d) means for selectively pivoting the secondary airfoils in first and second directions relative to the plane of the main wing, so that the secondary airfoils react with wind passing thereover to exert a force tending to pivoting the main wing in first and second directions about the vertical axis. 

The first and second secondary airfoils may be located in positions spaced outwardly from sides of the main wing and rearwardly of the trailing edge thereof. The system may further comprise first and second support booms having the secondary airfoils mounted on distal ends thereof. The base ends of the support booms may be mounted to the main wing proximate the vertical pivot axis. 

The means for selectively pivoting the first and secondary airfoils may comprise means for pivoting the secondary airfoils on the distal ends of the support booms, about pivot axes that extend substantially parallel to the vertical pivot axis of the main wing. 

The system may further comprise at least one flap member that is mounted at the trailing edge of the main wing, and means for selectively pivoting the at least one flap member about an axis generally parallel to the pivot axis of the main wing. The means for selectively pivoting the flap at the trailing edge of the main wing may comprise means for pivoting the flap in conjunction with the first and second secondary airfoils, so that the flap and secondary airfoils pivot in the same direction simultaneously. 

The first and second support booms may be mounted substantially perpendicular to the vertical pivot axis of the main wing, so that the support booms extend from the base ends to the distal ends thereof in a substantially horizontal plane. The horizontal plane of the support booms may be spaced from a lower end of the main wing, so that when installed on a hull assembly of a vessel the support booms will be spaced vertically therefrom so as to permit one or more vertically extending antennae to be mounted on the hull assembly without obstruction. The first and second secondary airfoils may comprise symmetrical airfoils that are substantially mirror-image identical above and below the horizontal plane of the support booms, so as to prevent torsional loading of the booms. 

The first and second support booms may extend outwardly and rearwardly from the main wing in a substantially V-shaped configuration lying within the horizontal plane. The system may further comprise means for tensioning the first and second support booms towards one another so as to brace the booms against flexing during operation of the system. The means for tensioning the first and second support booms towards one another may comprise at least one cable interconnecting the support booms that is tensioned so as to deflect the booms resiliently towards one another. 

The means for selectively pivoting the first and second secondary airfoils may comprise first and second control cables mounted to each of the secondary airfoils and extending therefrom along the support booms, and means for paying out and retracting the control cables in so as to selectively pivot the secondary airfoils in first and second directions. The means for selectively pivoting the first and second secondary airfoils may comprise means for pivoting the secondary airfoils in response to inputs received from wind direction and speed sensors. 

The invention also provides a wind powered vessel, comprising (a) a hull assembly, (b) a wing-type sail system mounted to the hull assembly, the wing-type sail system comprising: (i) a substantially rigid main wing for extending generally in a vertical plane, (ii) means for supporting the main wing for pivoting movement about a substantially vertical axis, (iii) first and second secondary airfoils mounted to the main wing so that the secondary airfoils are spaced outwardly from the plane of the main wing on opposite sides thereof, and (iv) means for selectively pivoting the secondary airfoils in first and second directions relative to the plane of the main wing, so that the secondary airfoils react with wind passing thereover to exert a force tending to pivot the wing in first and second directions about the vertical axis. 

The hull assembly of the wind powered vessel may comprise a multi-hull assembly, such as a catamaran. 

These and other features and advantages of the present invention will be more fully appreciated from a reading of the following detailed description with reference to the accompanying drawings. 

BRIEF DESCRIPTION OF THE DRAWINGS 

FIG. 1 is a side, elevational view of a vessel having a steerable wing-type sail system in accordance with the present invention installed thereon; 

FIG. 2 is an end, elevational view of the vessel and steerable wing-type sail system of FIG. 1, showing in greater detail the relationship of the secondary airfoils to the main wing of the system; 

FIG. 3 is a top, plan view of the vessel and steerable wing-type sail system of FIGS. 1-2, showing in greater detail the booms by which the secondary airfoils are supported from the main wing of the system; 

FIG. 4 is a simplified, plan view of the main wing and secondary air foil assembly of the system of FIGS. 1-3, showing the manner in which the booms that support the secondary airfoils are tensioned inwardly towards one another to brace the booms against flexing during use; 

FIG. 5 is an enlarged, plan view of the wing and secondary air foil assembly of FIGS. 1-3, showing the control lines by which the secondary airfoils and also the trailing edge flap of the main wing are actuated; 

FIG. 6 is a top, plan view of the wing and secondary air foil assembly of FIG. 5, showing the manner in which the secondary airfoils and trailing edge flap are pivoted simultaneously in order to turn the main wing towards a desired direction; 

FIG. 7 is an elevational view the pivoting mast assembly of the system of FIGS. 1-3; and 

FIG. 8 is a side, elevational view of the vessel and steerable wing-type sail system of FIG. 1, with a dotted line image showing the manner in which the wing assembly pivots to a horizontal orientation for service and/or storage or transport of the vessel. 

DETAILED DESCRIPTION 

FIG. 1 shows a vessel 10 having a steerable wing-type sail assembly 12 in accordance with the present invention mounted on a hull assembly 14. As can be seen in FIG. 2, the hull assembly in the illustrated embodiment is a catamaran having first and second hull members 16a, 16b spanned by a bridge or deck structure 18; a catamaran (or trimaran) type hull assembly is an efficient and stable structure that is well suited to use with a wing-type sail, however, it will be understood that other multiple or mono-hull vessels may be used with the steerable wind assembly, as well as other types of craft or even wind powered vehicles. 

As can be seen with further reference to FIGS. 1-2, the main wing 20 of the steerable assembly 12 is itself of generally conventional form, with lower and upper spans 22, 24 having a planform shape, the latter tapering upwardly to approximately half the maximum cord length. Pivotable flaps 26, 28 are in turn mounted at the trailing edges of the lower and upper spans. The flaps are joined together vertically and extend the full height of the wing; in the illustrated embodiment, the flaps preferably comprise about 20% of the total area of the planform, and are capable of being deflected in both directions by about 30 degrees. It will be understood that other shapes and forms of wing-type sails may also be used. 

A vertical mast 30 within the upper span of the wing is pivotably supported on a post 32 that is enclosed within the lower span. The main wing 20 is therefore free to pivot 360.degree. about axis 34 relative to the hull assembly 14. The axis 34 defined by the post and mast is preferably located at a point which is close to the center of balance of the wing when producing lift, which in the illustrated embodiment is about 25% of the cord length from the wing's leading edge. The support post 32 extends upwardly inside the wing 20 to a level close the vertical center of effort. The top of the post is fitted with a bearing (not shown) that matches a socket inside the main wing spar. The bearing is designed to support the dead weight load of the wing, plus the horizontal aerodynamic loads; due to the proximity of the bearing to the center of effort, it absorbs approximately 110% of the load. A bearing (not shown) is also provided at the bottom of the wing 20, which experiences about 10% of the horizontal load in the opposite direction. 

As noted above, in prior wing-type sails the force to pivot the wing-type sail is generated by one or more flaps that lie within the plane of the main wing itself. The present invention, however, provides a steering assembly 40 having at least one pair of secondary airfoils 42a, 42b that extend generally parallel, to but that are offset laterally from, the plane of the main wing. As will be described in later detail below, the secondary foils 42a, 42b are pivotably supported on the distal ends of booms 44a, 44b, the base ends of the booms being mounted to the main wing assembly proximate its base pivot axis 34. As can be seen in FIG. 1 and also FIG. 3, the length of the booms also serves to position the secondary airfoils 42a, 42b well behind the trailing edge of the main wing 20. As will be described in greater detail below, the secondary airfoils are rigged to pivot the same direction simultaneously, preferably in conjunction with pivoting of the trailing edge flap 26; as this is done, the rotational force generated by the wind reacting against the angled secondary airfoils 42a, 42b is transmitted into the main wing through the elongate booms 44a, 44b. Although only a single pair of secondary airfoils is shown in the illustrated embodiment, it will be understood that multiple pairs may be used in some instances, and also that the secondary airfoils in each set may be doubled up or otherwise increased in number from the two airfoils that are shown. 

The steering assembly of the present invention, having the secondary airfoils as described, provides several important advantages. Firstly, the secondary airfoils (also referred to from time-to-time herein as "secondary wings" or "tails") are at an elevation close to the vertical center of effort of the main wing, and thus experience the same wind velocities and wind directions as the wing itself. In this respect, it should be noted that, due to friction and viscosity, the true wind velocity varies with its height above the water or ground, typically being significantly slower at lower levels. This, in turn, creates a difference in the apparent angle of the wind to the direction of the vessel's movement at different heights above the water. By way of background, some designers have attempted to compensate for this phenomenon by incorporating twists or curves in the shapes of sails. 

An additional advantage is that the lateral displacement of the secondary airfoils removes them from the disturbed downwash air that results from the main wing producing lift. The secondary airfoils are therefore able to produce lift much more efficiently, thus permitting smaller and lighter airfoils to be used, and they are also able to produce a smoother, more consistent pivoting action. 

The location of the booms near of the mid-span height of the wing also provides vertical clearance above the hull assembly that allows communication antennae and the like to be mounted near the transom area without obstructing the booms; this is an advantage over using a single secondary air foil mounted behind the wing on two vertically separated booms, where the lower of the two booms would sweep over the after portion of the vessel so that only small objects could be mounted in this area. Moreover, the length of the booms also provides leverage that aid in turning the wing assembly. 

The two horizontal booms 44a, 44b are preferably mirror-image identical, and diverge rearwardly in a V-shaped configuration. The base ends of the booms are mounted in sockets (not shown) formed in rear face of the main wing spar. First and second struts or arms 46a, 46b extend laterally from the rearward part of the wing to support the booms in the horizontal plane. 

As can be seen FIG. 4, the booms 44a, 44b are drawn together behind the main wing by diagonal cables 48a, 48b, so that the booms are deflected resiliently from the unloaded positions indicated at 44a' and 44b'. The forces of drawing the ends of the booms together are selected to be greater the anticipated wind loads, so that the cables will never develop slack during operation. The preloading provides a bracing that eliminates the flexing that might otherwise occur in a cantilever situation; any flexing of the booms would tend to change the angle of attack of the secondary airfoils, resulting in serious control problems. 

The tensioned boom arrangement that has been described has the advantages of providing a lightweight and inexpensive have, however it will be understood that in some embodiments booms may be used that have sufficient rigidity to avoid flexing without requiring pretensioning. 

Referring again to FIG. 1, the secondary airfoils 42a, 42b are mounted to pivot about vertical axes 50 that extend parallel to the vertical pivot axis 34 of the main wing 20. The secondary airfoils are preferably symmetrical, with mirror-image identical upper and lower halves above and below the booms 44a, 44b, to avoid transmitting torsional loads to the booms. In the illustrated embodiment the secondary airfoils have a swept "V" shape, however, it will be understood that other symmetrical shapes (e.g., rectangular, diamond-shaped or oval) may be used. 

The vertical shafts 52 (see also FIG. 5) that support the secondary airfoils 42a, 42b are located as near as possible to the aerodynamic centers of the airfoils, thus reducing steering cable tensions and motor control requirements. The pivot shafts are mounted to crossbars 54a, 54b, which have ends that extend generally laterally on either side of the airfoils 42a, 42b; as can be seen in FIG. 5, the crossbars preferably extend perpendicular to the support booms 44a, 44b rather than to the secondary airfoils themselves, to simplify the arrangement of the cables and controls. 

Pairs of outboard and inboard cables 56a, 58a and 56b, 58b are mounted to the projecting ends of the crossbars 54a, 54b, and are led forward over vertical-axis tensioner pulleys 60a, 60b that are mounted on the booms to the sides of the flap 26. Additional cables 62a, 62b are attached on opposite sides to the rearward edge of the flap, and are similarly routed over the vertical axis pulleys 60a, 60b. As can be seen in FIG. 5, the cables 62a, 62b are therefore aligned at a relatively steep, obtuse angle relative to the main plane 64 of the wing, tending slightly forward so that they will be generally perpendicular to the flap when it is the maximum angle of deflection; similarly, the paired cables 56a, 58a and 56b, 58b are arranged more or less perpendicular to the transverse crossbars 54a, 54b when the secondary airfoils are in their neutral positions. 

All six of the control cables (54a, 58a, 56a, 58b, 62a and 62b) are routed forwardly from the vertical axis pulleys over two sets of horizontal axis pulleys 64a, 64b, that are mounted to a boxed in wall 66 or other support constructed within the wing just behind the area of the post and mast 32, 30. The horizontal axis pulley sets 64a, 64b redirect the control cables vertically through the wing to linear actuators (not shown) or similar mechanisms mounted to the deck structure 18, or within the hull assembly itself. By shortening/lengthening the control cables, the assembly therefore pivots both the trailing edge flap and secondary airfoils in one direction or the other simultaneously. 

For example, FIG. 6 shows a configuration in which the right-side set of cables 56a, 58b and 62a have been retracted, using the linear actuators or other mechanism, while the left-side cables 58a, 56b and 62b have been paid out, thus pivoting the flap 26 and secondary airfoils 42a, 42b so that they are all inclined towards the left of the plane 64 of the main wing. As a result, the inclined members react with the wind (assuming that the latter is generally from ahead of the main wing 20) to produce a force tending to pivot the wing in the opposite direction, i.e., to the right (clockwise direction) in the view shown in FIG. 6. Retracting and paying out the opposite sets of cables likewise pivots the flap and secondary airfoils in the opposite direction. 

In some embodiments the secondary airfoils may be pivoted by other mechanism, such as motors or hydraulic or pneumatic mechanisms operating directly or through linkages, rather than or in addition to the cables that are shown. 

The amount of the turning force exerted on the main wing can be adjusted by increasing or decreasing the angle of the secondary airfoils as desired, e.g., a greater degree of inclination may be used to turn the wind rapidly to make major changes in alignment, or to overcome resistance due to environmental or mechanical conditions, while a lesser degree of inclination may be used for fine adjustments or minor corrections in alignment. The members can be constructed to provide any desired range of pivoting motion, however, a maximum inclination in a range from about 30-45 degrees will be satisfactory for a majority of applications. 

Accordingly, by operatively linking the linear actuators, or other cable adjustment mechanism or mechanisms, to suitable controls on the vessel, the steering assembly of the present invention enables the direction and lift of the wing to be controlled with a high degree of efficiency and precision. The on board controls may include wind speed and direction sensors, as well as GPS, gyrocompass, speed log and/or other mechanisms for determining vessel course, speed and position. The inputs from the sensors may be supplied to an on board computer or other processor, that provides commands to the linear actuators or other cable control mechanisms as appropriate, and possibly to the rudders or other steering mechanism of the hull assembly as well. Moreover, the guidance system may include provisions for receiving commands from a remote location, such as a land station or mother vessel. 

FIG. 7 shows the relationship of the mast 30 to the post 32 in greater detail. As can be seen, the post is preferably a vertically tapered member, to provide adequately strength without excessively elevating the center of gravity. The base portion 68 of the post is suitably formed as a plug or similar member that is received in a cooperating socket (not shown) or other receiver in the deck assembly 18. 

As can be seen in FIG. 3 and also FIG. 7, the socket or other receptacle for the post 32 may be formed in or mounted to a frame 70 of the deck assembly that is pivotable about a horizontal axis, in order to allow the main wing to be lowered to a horizontal orientation when desired. In the illustrated embodiment, the frame is T-shaped, having a longitudinally extending centerline platform member 72 and first and second laterally and forwardly extending leg members 74a, 74b. The outboard ends of the two leg members are mounted to a forward bridge piece 76 of the deck assembly by pivot connections 78a, 78b; in the illustrated embodiment, the pivot connections are formed by tubular sleeves that fit over and engage cooperating portions of the bridge piece 76. 

When the wing assembly is deployed to its vertical position (e.g., for normal operation of the vessel), the rearward end of the longitudinal platform member 72 is supported on an aft bridge member 80 of the deck assembly, as is shown in FIG. 3 and also FIG. 1. Then it is desired to lower the wing assembly, the platform member is detached from the aft bridge member and the wing assembly is pivoted forwardly until the wing reaches the horizontal orientation, as indicated by dotted line images 12', 20' and 40' in FIG. 8. In this position, antennae and/or sensors (e.g., radar) mounted atop the wing assembly can be accessed for maintenance/repair, or the wing and steering assembly can be broken down for storage or transportation. 

It is to be recognized that various alterations, modifications, and/or additions may be introduced into the constructions and arrangements of parts described above without departing from the spirit or ambit of the present invention as defined by the appended claims. 

CITATIONS

ECONOMICS

Rationale

Ii is a common misconception that there are four primary incentives embodied in the patent system:

1. the incentive to invent in the first place; 

2. the incentive to disclose the invention once made; 

3. the incentive to invest the sums necessary to experiment, to produce, and finally get the invention on the market; 

4. and the incentive to design around and improve upon earlier patents.

1. Unfortunately patents do not provide incentives for economically efficient research and development (R&D) because of the high cost of the patent and the fact that many inventions are from individuals of limited means and not corporations with a large R&D budget. Many large modern corporations have annual R&D budgets of hundreds of millions or even billions of dollars leaving them to believe that they know all there is to know, and so are loath to enter into agreements with individuals who may have acquired patent rights - because they know that that know-how will soon be available to them free of charge and without any cost attaching. History shows us that individuals come up with most of the ground breaking ideas - not corporations. Invention is as the result of a lateral spark, not grinding research.

2. Without patents, R&D spending would be significantly less or eliminated altogether, but this would not stop technological advances or breakthroughs, because of the spark of lone inventors. The present patent system thus works to persuade corporations to maintain R&D budgets, and to give them a virtual monopoly on intellectual property and finance for developing that intellectual property. This second justification does not give inventors any real protection for their ideas, more, it tricks them into believing that they might benefit from patent protection, when in fact no such protection exists where a corporation can freely copy their work secure in the knowledge that the lone inventor cannot afford to litigate in the patent of trademark courts - and that if they were to try, the establishment - especially the trademark courts would wipe them out with costs awards left right and center, as clever corporate lawyers used the system to win by attrition. This is the real world. It has been designed by corporations for corporations and shareholders, with politicians simply going along for the ride - in some case to protect their investments in corporations.

The notion of disclosing innovations into the public domain for the common good, is counter productive to the aim of 'letters patent' to protect the ideas of the inventor. As described above an inventor does not have the legal protection of patents, because they do not have the wherewithal to litigate. For this reason it is better to keep their inventions secret, until governments wake up to the facts. The facts are that inventors need to eat and pay mortgages too. And that is why so many inventors end up bankrupt. The system is grossly unfair when compared to writers and artists who benefit free of charge from copyright.

3. In many industries (especially those with high fixed costs and either low marginal costs or low reverse engineering costs - computer processors, software, and pharmaceuticals being prototypical examples), once an invention exists, the cost of commercialization (testing, tooling up a factory, developing a market, etc.) is far more than the initial conception cost. (For example, the internal "rule of thumb" at several computer companies in the 1980s was that post-R&D costs were 7-to-1). Unless there is some way to prevent copies from competing at the marginal cost of production, companies will not make that productization investment. What this means is that by the time a product may be developed by a lone inventor, his or her patent will have expired. Again, what is the point of a patent that has no chance of providing the owner of those rights, any real prospect of benefiting from the invention. Here we come back to the unfairness of the patent system, where an artist, writer or film maker has no such limitations.

4. Patent rights do not create an incentive for companies to develop workarounds to patented inventions for all the reasons above. Products will be improved not because of any temporary state granted right, but because in order to sell their goods, companies must offer some incremental market advantage.

The small-time inventor cannot use the exclusive right status to become a licensor, because companies know they can outgun him or her financially. It is utter nonsense to suggest otherwise and anyone who does so is not speaking from real life experience.

Criticism

The four cited incentives is not achieved by the patent system. The patent system has countervailing costs, and those costs fall more heavily in some contexts than others. There are many critics and criticisms of patents and this has resulted in the formation of a large number of groups who oppose patents in general, or specific types of patents, and who lobby for their abolishment.

One criticism is that a patent confers a "negative right" upon a patent owner, permitting them to exclude competitors from using or exploiting the invention, even if the competitor subsequently develops the same invention independently. This may be subsequent to the date of invention, or to the priority date, depending upon the relevant patent law. This argument must be viewed in the context of corporations effectively taking control of the patents that they should not have rights to.

Another criticism is that monopolies may create inefficiency. If the grant of a patent is the grant of a monopoly, the patent system may stifle competition and result in higher prices, lower quality, and shortages. In this context, patents are not socially optimal but are considered to be second best alternatives. The solution is to grant protection to small inventors, to include state funded legal assistance, provided that the inventor licenses his or her invention to all companies at a low rate - to encourage competition.

Another theoretical problem with patent rights was proposed by law professors Michael Heller and Rebecca Sue Eisenberg in a 1998 Science article. Building from Heller's theory of the tragedy of the anticommons, the professors postulated that intellectual property rights may become so widely fragmented that, effectively, no one can take advantage of them as to do so would require an agreement between the owners of all of the fragments.

Since at least the early 1980s, patent offices around the world have accepted that computer programs can lie within the realm of patentable subject matter, although the regulations for when a computer program is a patentable invention differ markedly between countries. It is argued that the resulting software patents inhibit innovation in contrast to the underlying purpose of patents.

In response to perceived problems with the grant of patents, and the evolving nature of technology and industry, there is on-going debate about, and reform of, patent systems around the world. The TRIPs agreement, developed by the WTO has led to the alignment of many patent systems with regard to certain controversial issues, such as what can be protected by patents and the issue of compulsory licences in cases of national need.

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EUROPEAN PATENT OFFICE

The European Patent Organisation is an intergovernmental organisation that was set up on 7 October 1977 on the basis of the European Patent Convention (EPC) signed in Munich in 1973. It has two bodies, the European Patent Office and the Administrative Council, which supervises the Office's activities. The Organisation currently has 32 member states.

The European Patent Office (EPO) provides a uniform application procedure for individual inventors and companies seeking patent protection in up to 37 European countries. It is the executive arm of the European Patent Organisation and is supervised by the Administrative Council .

The Administrative Council was set up under Article 4, paragraph 2(b), EPC. Detailed provisions relating to the Council can be found in Articles 26 to 36 EPC.

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Roland GROSSENBACHER, Directeur, Institut Fédéral de la Propriété Intellectuelle (CH)
mail : council_chairman@epo.org

Deputy Chairman

Benoît BATTISTELLI, Directeur général, Institut National de la Propriété Industrielle (FR)

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UNITED STATES PATENT OFFICE

For over 200 years, the basic role of the United States Patent and Trademark Office (USPTO) has remained the same: to promote the progress of science and the useful arts by securing for limited times to inventors the exclusive right to their respective discoveries (Article 1, Section 8 of the United States Constitution). Under this system of protection, American industry has flourished. New products have been invented, new uses for old ones discovered, and employment opportunities created for millions of Americans. The strength and vitality of the U.S. economy depends directly on effective mechanisms that protect new ideas and investments in innovation and creativity. The continued demand for patents and trademarks underscores the ingenuity of American inventors and entrepreneurs. The USPTO is at the cutting edge of the Nation’s technological progress and achievement.

The USPTO is a federal agency in the Department of Commerce. The USPTO occupies five interconnected buildings in Alexandria, Virginia. The office employs over 7,000 full time staff to support its major functions--- the examination and issuance of patents and the examination and registration of trademarks.

The USPTO has evolved into a unique government agency. Since 1991--under the Omnibus Budget Reconciliation Act (OBRA) of 1990--the agency has been fully fee funded. The primary services the agency provides include processing patent and trademark applications and disseminating patent and trademark information.

Through the issuance of patents, the USPTO encourages technological advancement by providing incentives to invent, invest in, and disclose new technology worldwide. Through the registration of trademarks, the agency assists businesses in protecting their investments, promoting goods and services, and safeguarding consumers against confusion and deception in the marketplace. By disseminating both patent and trademark information, the USPTO promotes an understanding of intellectual property protection and facilitates the development and sharing of new technologies worldwide.

USPTO programs are conducted under the following principal statutory authorities:

• 15 U.S.C. 1051-1127 contains provisions of the Trademark Act of 1946 that govern the administration of the trademark registration system of the Patent and trademark Office.
  

• 15 U.S.C. 1511 states that the Patent and Trademark Office is under the jurisdiction and supervision of the Department of Commerce.
  

• 35 U.S.C. contains basic authorities for administration of patent laws, derived from the Act of July 19, 1952, and subsequent enactment. Revenues from fees are available, to the extent provided for in appropriations acts, to the Commissioner to carry out the activities of the Office. The Patent and Trademark Office is authorized to charge international fees for activities undertaken pursuant to the Patent Cooperation Treaty. Deployment of automated search systems of the Office to the public is authorized.
  

• 44 U.S.C. 1337-1338 contains authority to print patents, trademarks, and other matters relating to the business of the Office.

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Patents - Charter Service Level Commitments

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Examination:

• We are working towards issuing first reports on applications for standard patents within 14 months of receiving the request for examination.

• We will examine and issue a report on your innovation patent within one month of receiving the request for examination.

• We will issue an international search report for your application for a patent within nine weeks of receiving the search copy of the international application unless the application is for more than one invention.

• We will issue an international-type search report for your application for a patent within four weeks of receiving the request for the search, unless the search request covers more than one invention, or we ask you to supply a written search statement.

• We will respond to correspondence relating to the examination of your application within four weeks of receiving it.

• We will achieve 95% compliance with all our published Product Quality Standards (opens in new window).

Hearings:

• We will issue our decision within three months of holding a hearing, unless we receive further submissions or evidence.

Registration:

• We will seal your patent within one month after the opposition period has expired, provided no one has opposed the application and any applicable fees have been paid.

• We will grant your innovation patent, provided you have paid the fee and complied with the formalities, within one month of the application being lodged.

For our current compliance with these commitments, go to our Charter Report.

More Patents statistics are available at our IP Statistics page.

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The Role of the Japan Patent Office

The aim of industrial property (IP) system (general term for patent, utility model, design, and trademark systems) is to contribute to the nation’s industrial development through adequate protection and effective utilization of inventions and other forms of intellectual creations. To help promote science and technology, the IP system is expected to play an increasingly important role in Japan in the 21st century.

The Japan Patent Office (JPO) consists of the General Affairs Department, the Examination Department, the Appeals Department, and other sections and departments. The main functions of these departments include; 1) granting adequate rights for patents, etc., 2) drafting plans for IP policies, 3) international exchange and cooperation, 4) review of the IP system, and 5) dissemination of information on IP. These functions provide for the positive advancement of industrial development.

1. Granting Exclusive Rights for Patents, Etc.

When the JPO receives an application from anywhere in the world, its examiners from the appropriate technical department must first conduct a strict examination of the filed documents from the viewpoint of technological and legal standards in order to determine whether exclusive patent or other rights can or cannot be granted.

If there is an objection to the result of this examination, the Appeals Department is authorized to act as the court of first instance for a local court in strict accordance with the Civil Procedure Code

2. Drafting Plans for Industrial Property Policies

In order to realize a “Nation Built on Intellectual Property” for the future, IP policies must be drafted and implemented to promote; 1) prompt examination of patents, 2) support in the use of IP by regions as well as small and mid-sized enterprises, 3) establishment of a “Japan brand”, 4) anti-counterfeit programs, and 5) create an environment which encourages the “Intellectual Creation Cycle” (the cycle of creation, protection, and exploitation).

3. International Exchange and Cooperation

To establish an IP environment aimed at an international harmonization, the JPO has been actively working on international activities. Specifically, it has been making collaborative efforts with the USPTO and EPO, extending assistance to developing nations in such areas as office computerization, examination processes, and human resources development, and implementing tougher anti-counterfeiting measures.

4. Review of the Industrial Property System

The JPO continues to review and revise related laws and examination standards based on plans drafted for IP policies, and on the results of international negotiations.

5. Dissemination of Information on Industrial Property

To satisfy diversified user needs, the JPO has been expanding IP information services. For example, improvements have been added to the Industrial Property Digital Library (IPDL) services to be provided over the Internet. We also started publishing DVD-ROM version official gazettes.

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