DE102016001015A1 - Wind propulsion device for vehicles - Google Patents

Abstract

A vehicle wind propulsion device for deploying the total aerodynamic force (Ft) generated by a sail to attach to the neutral point of the vehicle. So all power in the direction of travel can be used. If the total aerodynamic force (Ft) is applied outside the neutral point, as is common, for example, in sailing vessels, parts of the generated force are not used directly in the direction of travel but are wasted by the trimming of the hull. That should be prevented.

Description

STATE OF THE ART

• 1) Moderne Windantriebsvorrichtungen für Schiffe sind Tuchsegel, die mit der Vorderkante an einem Mast oder Vorstag befestigt sind oder aber Flügelsegel. Dies hat zur Folge, dass der Segelsdruckpunkt (DP) und damit die erzeugte aerodynamische Gesamtkraft (Ft) immer weit oberhalb und seitlich des Lateraldruckpunktes (DPL) des eingetauchten Rumpfes ist. Da die aerodynamische Gesamtkraft (Ft) des Segels etwa 90° zur Segelfläche wirkt, wird der Schiffsrumpf in der X-Achse (Krängung) und in der Y-Achse (wegen des Abdriftwinkels (β) weicht die Schiffsmittellinie von der Kurslinie ab) vertrimmt.
• 2) Die aerodynamische Gesamtkraft (Ft), die die Krängung erzeugt, addiert sich zur Gewichtskraft des Schiffsrumpfes und lässt ihn deshalb tiefer eintauchen.
• 3) Standard-Tuchsegel sind dreieckig und daher auch nur an drei Punkten oder mit der Vorderkante am Mast und mit der Unterkante am Baum befestigt. Da der vierte Punkt fehlt, verdrehen sich die Segel. Sie verlieren an Effektivität, da sie nicht gleichmäßig über die gesamte Höhe des Segels angeströmt werden können. Es ist auch keine für jede Windgeschwindigkeit angepasste horizontale Wölbung einzustellen
• 4) Bei dreieckigen Segeln ist die größte Segelfläche nahe am Rumpf. Dieser aber erzeugt Verwirbelungen und stört damit die Anströmung im unteren Teil des Segels. Wegen des Windgradienten ist es vorteilhaft, das Segel höher über der Wasserfläche zu setzen. Auch die Luftströmung in der Nähe des Mastes ist bei einem Tuchsegel gestört.

As an example, a sailing ship with a cloth sail is chosen.

• 1) Modern wind propulsion devices for ships are cloth sails, which are fastened with the leading edge to a mast or forestay or wing sails. This has the consequence that the sail pressure point (DP) and thus the total aerodynamic force generated (Ft) is always far above and to the side of the lateral pressure point (DPL) of the submerged hull. Since the overall aerodynamic force (Ft) of the sail is about 90 ° to the sail area, the hull is in the X-axis (heeling) and in the Y-axis (because of Abdriftwinkels (β) deviates the ship's center line from the course line).
• 2) The total aerodynamic force (Ft) that produces the heel adds up to the weight of the hull, allowing it to dive deeper.
• 3) Standard cloth sails are triangular and therefore only at three points or with the front edge attached to the mast and with the lower edge of the tree. Since the fourth point is missing, the sails twist. They lose effectiveness because they can not be uniformly flowed over the entire height of the sail. It is also not set for each wind speed adapted horizontal curvature
• 4) For triangular sails, the largest sail area is close to the hull. But this creates turbulence and thus disturbs the flow in the lower part of the sail. Because of the wind gradient, it is advantageous to set the sail higher above the water surface. The air flow near the mast is disturbed in a cloth sail.

Items 1 and 2 create unnecessary hull resistance due to the torsion of the hull in the X and Y axes and additional immersion by the total aerodynamic force Ft. Points 3 and 4 prevent an effective flow of the entire sail area.

OBJECT OF THE INVENTION IS:

• to 1) The generated total aerodynamic force (Ft) on each heading must act on the lateral pressure point (DPL) of the hull to avoid any waste of energy by dimming the hull in the X and Y axes. As a result, no co-ordination with the rudder has to be compensated, the ruddering creates additional resistance.
• to 2) The sail should generate a force that acts also upwards to prevent the immersion of the hull.
• to 3) The sail must have four attachment points to allow a controlled horizontal sail curvature, which maintains the same direction to the wind over the entire height.
• to 4) The sail must be able to work free of hull and mast influences. If the sail is set higher, the wind gradient can be exploited.

THE SOLUTION IS:

A possible embodiment of the tasks 1 to 4 is as follows:
A sail becomes with 4 spreading trees ( 1 ) 2 ) 3 ) 4 ) (Drawing 1 and 2). One end of the spreading trees is in each case at one of the four corners of the sail ( 21 ) 22 ) 23 ) 24 ), the other ends of the expansion trees are at the joint ( 7 ) fixed.

The unit sail and spreading trees is at the joint ( 7 ) attached. The joint ( 7 ) is with the horizontal axis (b) and with the perpendicular to spar ( 5 ) standing axis (d) movable.

The Spiers ( 5 ) is going through the joint ( 8th ) on the mast ( 10 ) supported. The joint ( 8th ) consists of the horizontal axis (a) and the vertical axis (c).

The four fortifications of the sail ( 21 ) 22 ) 23 ) 24 ) and the ends of the 4 expansion trees on the sail are 11 ) 12 ) 13 ) 14 ) on the bracket ( 6 ). This results in a stable attachment of the sail.

Through the joint ( 7 ) is the sail with the four spreader trees that pass through the lines ( 11 ) 12 ) 13 ) 14 ) at the ends of the holder ( 6 ), and the total aerodynamic force (Ft) can be directed to the lateral center of gravity (DPL). The Riggstütze ( 9 ) keeps the sail at the right height. The inclination of the sparrow ( 5 ) is adjustable about the axis (a) and together with the holder ( 6 ) with the vertical axis (c) around the mast ( 10 ) to allow different courses.

To get an adjustable sail curvature, the distance between the points ( 21 ) and ( 22 ) can be varied. Likewise between the points ( 23 ) and ( 24 ).

LIST OF REFERENCE NUMBERS

1-2-3-4

spreader bars

5

spiere

6

bracket

7

Joint movable in two planes

8th

Joint movable in two planes

9

Riggstütze

10

mast

11-12-13-14

linen

21-22-23-24

attachment points

from

Joint axes horizontal

c

Joint axis vertical

d

Joint axis perpendicular to spar 5

DPL

Lateraldruckpunkt

Ft

Aerodynamic total force

Terms such as the lateral pressure point (DPL), total aerodynamic force (Ft), drift angle (β), are off "The Aerodynamics of Sail Theory and Practice" by CA Marchaj, Delius Klasing, 1997 , accepted.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• "The Aerodynamics of Sail Theory and Practice" by CA Marchaj, Delius Klasing, 1997 [0009]

Claims (1)

A wind propulsion device for vehicles as a cloth sail, as a flexible plate or as a wing sail. These are each so fastened and alignable that the total aerodynamic force generated (Ft) is always directed to the lateral pressure point (DPL) of the vehicle.

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