DE202014008784U1 - Sailing facilities for large ships - Google Patents

Abstract

MAIN CLAIM (protection claims 1-19) 1. Sailing device according to the preamble, characterized in that this retrofittable additional sails, manufactured in one piece at the shipyard in the form of a steel frame construction ready for operation, in any width and height dimensions, in coordination with the respective ship type, worldwide at every large shipyard is set up, attached and set up ready to sail within a maximum of 24 hours. 2. Sailing device, characterized in that one or two sail surfaces, basically in a rigid embodiment, is used as a 'sail plate', a canvas in the conventional sense, in a kind of picture frame. 3. Sailing device characterized in that these single or multi-part sail plates are laterally displaceable in a guide frame (1/2) attached to the hull, a steel frame structure made of open tubular profiles running parallel to the stern, standing vertically on the transom. 4. Sailing device according to claim 1, characterized in that the guide frame is carried out depending on the respective ship width, from the outer edge of the ship to the outer edge of the ship, as well as in any height and in adaptation to the 'ship type' or to the maximum possible container stack height. 5. Sailing device characterized in that ready-to-sail, an in principle associated transom redesign, in coordination with the overall aerodynamic design of the sailing device, is to be aimed for, as a symbiosis of aerodynamic coordination between the sailing device and the often jagged deck and engine house that are common today -Structures. 6. Sailing device including the associated supplementary components, characterized in that, in the case of an overall aerodynamic implementation of the measure, an orderly air flow and air flow from the ship's stern towards the bow, and thus a corresponding and additional propulsion, can be achieved, in particular when a container ship is empty. 7. Sail device according to claim 1, 2 and 3, characterized in that the sail pressure-removing guide frame (1/2) above and below in the form of an open C-profile for the lateral insertion of the sail plate including all associated rails, guide systems, the drives and the stop devices is constructed according to the current state of the art. Characterized in that a two-part sailing device can only be driven on one side, depending on the wind. The two-part system allows the use of a rescue boat mounted in the middle above the transom. 8. Sail device with a guide frame mounted over the entire width of the stern, characterized in that the actual, rigid sail and the associated sail holding frame, which can be moved to the left and right, also the one-piece sail holding frame is in the rest position, to protect against an inclined sea on the stern, on both sides hydraulically operated closing flaps (3/2). 9. Guide frame of the sailing device primarily characterized in that the fastening points on the stern of the ship are either attached to pillars retrofitted by the shipyard, in accordance with the static requirements, or to existing container lashing bridges, each on the outer corners, port and starboard side, an aerodynamic protective cladding (3/1) , fin-like, constructed in the shape of a half-shell, received. 10. Sailing device, divided in two for the top transom assembly, characterized in that the sea-side openings of the guide frame by means of non-movable head pieces (Fig. 3.3) are to be closed. Characterized in that the head pieces are worked directly onto the respective sail plate frame and, when the system is retracted in the parking position, are flush with the overall aerodynamic shape of the holding frame, or with a corner protective covering according to claim 5. ...

Description

Determination of the technical area

The invention according to the preamble, the main claim and the associated subsidiary claims is primarily aimed at the ship-side conversion of today's in-use full container ships, cargo, RoRo and other and comparable types of ships.

With the priority objective in the area of not loaded with cargo, containers or other storage space, each measured from the height of the weather deck, here as a footprint and starting point for the use of the "sail additional drive" according to the main claim and its ancillary claims sustainable use.

For example, below a bridge dock, mounted laterally on deck superstructures and on machine houses, on breakwaters but also on bridge cranes on RoRo ships.

Here with individual, always distributed over the entire ship sailing facilities, always in pairs to back, u. Starboard side arranged.

Advantageously, taking advantage of static reserves inevitably result in a mounting in the area of the rear mirror linkages or the container frame supports.

Based on a fundamentally simple and low-maintenance overall technical construction of the additional sails, which can be retrofitted at any location and in any shipyard worldwide, there is a field of application both for use on small ship units and for container ships with loading capacities of more than 10,000 TEU. In particular, however, driven by the shipbuilding development of the currently in planning and construction full container ships up to 20000 TEU, a development in which only the highest possible economic efficiency counts, in the form of reworked transport costs per container shipped.

• – Zukunftsfragen, die erstmalig ab 1985 gezielt von Erfindern und Verbänden aufgegriffen wurden. Unter anderem auch vom Hamburger Appell Klima & Schiff im Mai 2003.
• – Hier dann auch mit den ersten Überlegungen in Richtung neuer Antriebsformen für Schiffe, die den Weg in Richtung ”back to the roots” aufgezeigt haben.
• – Idealerweise einem 'kommerziellen Segelschiff' im Sinne der alten Lastensegler. Mit riesigen vollautomatisch verfahrbaren Riggs als Attribut an die Neuzeit und die seemännische Realität auf den Schiffen selber.
• – Neben der Suche nach neuen und effizienteren Schiffsmotoren traten aber auch die technisch bedingten Probleme der 300 bis 400 Meter Schiffe, unter anderem aus Rumpfbiegung und Verdehung in den Vordergrund.

But also a shipbuilding future, which in the meantime has even the unstoppable climate change as the 'future question' in focus!

• - Questions of the future, which for the first time since 1985 were specifically taken up by inventors and associations. Among others, from the Hamburg Appeal Climate & Ship in May 2003.
• - Here, too, with the first considerations in the direction of new forms of propulsion for ships, which have pointed the way in the direction of "back to the roots".
• - Ideally a 'commercial sailing ship' in the sense of the old glider. With huge fully automatic movable rigs as an attribute to modern times and the nautical reality on the ships themselves.
• - In addition to the search for new and more efficient ship engines but also the technical problems of the 300 to 400 meters of ships, including fuselage bending and Verdehung came to the fore.

• a) der Rumpfstabilität bei rauher See,
• b) der tatsächliche Rumpfgeschwindigkeit bei normalen Wellenbedingungen, und
• c) wie der Treibstoffverbrauch unter regulären Wetterbedingungen zu reduzieren ist.

• – Die vorliegenden, erfindungsbedingten Segelanlagen zielen daher auf möglichst konkrete und wirtschaftliche Lösungsansätze.

Here among others also with the core questions after:

• a) hull stability in rough seas,
• b) the actual hull speed under normal wave conditions, and
• c) How to reduce fuel consumption under regular weather conditions.

• - The present invention-related sailing facilities therefore aim at the most concrete and economic approaches possible.

Express but not to turn a container ship or other types of ships into a tall ship!

• – Ungeachtet der erfindungsbedingten ”Segelanlagen” lässt sich – zumindest in einem schiffsbautechnischen Teilbereich – bereits durch eine bessere aerodynamische Ausformung sämtlicher Deckseinrichtungen und Aufbauten, vorrangig jedoch die der Wellenbrecher eine bessere Gesamtanströmung des vollbeladenen Containerschiffs, und damit auch geringere Luft-, und Wasserwiderstände erzielen.
• – Unberücksichtigt dieser eher allgemeinen und dem Schiffsdesign zuzuordnenden Maßnahmen bietet die Umsetzung – sprich die tatsächliche Ausführung – von hunderten montierter ”Segelanlagen” eine insgesamt bessere Gesamtbilanz als der Neubau von fünf oder zehn außergewöhnlichen Großseglern mit vollautomatischen Riggs.
• – Ob ein Reeder oder Investor tatsächlich zu dieser Lösung greift muss die Zeit zeigen. Leider aber werden diese Neubauten eines ”back to the roots – Großseglers” weder die wirtschaftlichen noch die Klimafragen lösen helfen.

Due to technically manageable reconstruction measures, individual requirements in accordance with the aforementioned core questions should at least be taken into account and implemented.

• - Regardless of the invention-related "sailing equipment" can be - at least in a shipbuilding sub-sector - already achieve better aerodynamic design of all decking facilities and structures, but primarily the breakwater better overall flow of the fully loaded container ship, and thus lower air and water resistance.
• - Regardless of this rather general and ship design, the implementation - ie the actual execution - of hundreds of assembled "sailing facilities" offers an overall better overall balance than the construction of five or ten exceptional tall ships with fully automated rigs.
• - Whether a shipowner or investor actually resort to this solution must show the time. Unfortunately, however, these new builds of a "back to the roots - tall ship" will not help solve either the economic or the climate issues.

Looking back on the 'experimental ships' actually realized since 1985, only the invention-related "sailing facilities" according to the preamble allow here a manageable installation, maintenance and operating costs a quick and effective implementation in terms of the desired climate goals and in particular the cost savings.

DESCRIPTION

Known state of the art

• – Ungeachtet dessen gehört die Schiffahrt aber auch weltweit zu den großen Klimaverschmutzern.
• – Mit Schiffsantrieben die unverändert seit Erfindung des Dieselmotors mit Schweröl, einem Rückstandsprodukt der Ölindustrie, befeuert wird. Und damit zwangsläufig auch dem Preisdiktat der Erdöl produzierenden Länder und damit auch großen, und nicht zu kalkulierenden Preisschwankungen unterliegen.

More than 50000 merchant ships in a wide variety of designs and usage variants, from passenger ships to ferries, tankers, gas tankers, container ships, research vessels, icebreakers and other special ships, are generally considered to be the most economical and secure means of transport in the industry.

• - Nevertheless, shipping is also one of the world's major climate polluters.
• - With marine propulsion, which continues to be fueled since the invention of the diesel engine with heavy oil, a residue product of the oil industry. And inevitably subject to the price dictates of the oil-producing countries and thus also large, and not to be calculated price fluctuations.

Fluctuations in prices - which are usually due to political reasons - are sometimes threatened by existenx threatening on the operating costs of the shipowners.

• – Einem Umdenken, dass zum Teil auf den verschärften Umweltauflagen einzelner Länder beruht, insbesondere aber auch einem Umdenken der großen Kreuzfahrtlinien. Ausgelöst durch das neue Umweltbewusstsein vieler Passagiere, hier den ganz persönlichen, gesundheitlichen Bedenken der Passagiere geschuldet.
• – Folgerichtig werden heute alle Alternativen im Bereich des Unterwasserdesigns von Schiffsrümpfen, effektiveren Schraubenantrieben, der Rauchgasentschwefelung, dem Hybrid-antrieb bis hin zur Brennstoffzelle untersucht, geprüft und auch schon angewendet.
• – Teil dieses allmählichen Umdenkens ist aber auch die Erinnerung an die alten Segelschiffe, den schnellen Lastenseglern des 19. Jahrhunderts.
• – Hier wurde erstmals im Jahre 1926 die Idee bzw. die Wirkweisen der Flettner Rotoren konkret umgesetzt. Mit zwei dieser Flettner Rotoren überquerte das Schiff ”Buckau”, hier nicht nur als unterstützender Schiffsantriebe gedacht, sogar den Atlantik.

And triggered thereby to a world-wide rethinking of the owners regarding alternative drive systems in the last 10 years led.

• - A rethink that is based in part on the stricter environmental requirements of individual countries, but in particular also a rethinking of the major cruise lines. Triggered by the new environmental awareness of many passengers, here the personal, health concerns of the passengers owed.
• - Consequently, all alternatives in the field of underwater design of ship hulls, more effective screw drives, flue gas desulphurisation, the hybrid drive up to the fuel cell are examined, tested and already applied today.
• But part of this gradual rethinking is also the memory of the old sailing ships, the fast cargo sailors of the 19th century.
• - Here, for the first time in 1926, the idea or the mode of action of the Flettner rotors was implemented in practice. With two of these Flettner rotors, the ship "Buckau", here not only thought of as supporting propulsion, crossed the Atlantic.

• – Ab 1958 dann die Vorstellung einer neuen Generation 'wiederbelebter Großsegler'. Jetzt mit automatischen Riggs ausgestattet und wieder erstmalig realisiert von der Großwerft Bremer Vulkan.
• – Dann gefolgt von dem Segelschiff Prototyp 'Cape Horn', insbesondere dadurch gekennzeichnet, dass erstmals ein neues Segeltuch mit einem sehr geringen Reckverhalten, damit auch einer einfacheren und gleichzeitig auch effizienteren Wirkweise in segeltechnischer Hinsicht zum Einsatz gekommen ist.
• – Dann das Jahr 2007, welches im Prinzip als Geburtsjahr der ersten, wirklichen kommerziellen Nutzung und Anwendung eines Segelzusatzantriebes zu sehen ist.
• – Hier mit dem ersten Einsatz einer Zusatz-Besegelung auf einem kleineren Frachtschiff, realisiert durch einen innovativen Reeder der die Besgelung in Form eines Gleitschirmantriebes, besser auch als Kitesegel aus dem Surfbereich bekannt, zwecks einer nachzuweisenden Kraftstoffersparnis über die Weltmeere geschickt wird.
• – In der Folge dieser ersten 'neuzeitlichen Besegleungsversuche' auf Frachtschiffen entwickelten sich dann die unterschiedlichsten neuen Idden und Schiffstypen.
• – Konkret ab 2012 dann mit der Idee Handelsschiffe fest auf dem Hauptdeck angebrachten Masten, sei es in starrer Bauform oder zwischenzeitlich auch als absenkbare, zum Teil aber auch als drehbar ausgeführte Masten, immer aber mit automatisch verfahrbaren Riggs.
• – Fracht-, und Containerschiffe als Großsegler mit in der Regel 50 bis 80 Meter hohen, feststehenden oder einfahrbaren Masten, die voll von dem computergesteuerten Segelbetrieb auf hoher See abhängig sind. Unabhängig davon, dass auf hoher See aufkommende Sturmböen, Monsterwellen oder ähnliche Ereignissen, die segeltechnischen Fähigkeiten des Rechners überfordern.
• – Entsprechend ab 2013 dann mit einem neuen Masttyp, der in seiner Gesamtform Mast gleichzeitig aber auch das Segelprofil ausbildet und automatisch auf eine konstruktiv bedingte Mindestbauhöhe einfahrbar ist.
• – Ab 2013 dann mit einem neuem Schiffstyp der jedweden Großsegler typische Bauart unberücksichtigt lässt. Ein Entwicklungsstand der unter Gesamtbetrachtung der Schiffform, als riesiger Frachter oder Containerschiff geplant nicht mehr mit Masten und Riggs ausgestattet ist.

An idea whose economic implementation was tried again and again in modern times at different ship sizes.

• - Starting in 1958, the idea of a new generation of 'revived tall ships'. Now equipped with automatic rigs and again realized for the first time by the Großwerft Bremer Vulkan.
• - Then followed by the sailing ship prototype 'Cape Horn', characterized in particular by the fact that for the first time a new canvas with a very low stretch behavior, thus also a simpler and at the same time more efficient mode of action in terms of sailing technology has been used.
• - Then the year 2007, which in principle is to be seen as the year of birth of the first real commercial use and application of a sail accessory drive.
• - Here with the first use of an additional sails on a smaller cargo ship, realized by an innovative shipowner of the Paragliding in the form of a paraglider, better known as kitesurfing from the surfing area, sent over the oceans for a verifiable fuel economy.
• - As a result of these first 'modern Besegleungsversuche' on cargo ships then developed a variety of new Idden and ship types.
• - Specifically from 2012 then with the idea of merchant ships fixed on the main deck mounted masts, be it in rigid design or in the meantime as lowered, but partly also as rotatable masts, but always with automatically movable rigs.
• - Cargo, and container ships as tall ships with usually 50 to 80 meters high, fixed or retractable masts, which are fully dependent on the computer-controlled sailing operations on the high seas. Regardless of the fact that storm gusts, monster waves or similar occurrences appearing on the high sea overwhelm the calculator's sailing-technical abilities.
• - Accordingly, from 2013, then with a new mast type, the mast at the same time but also forms the sail profile in its overall form and is automatically retractable to a constructive minimum height.
• - From 2013 then with a new type of ship of any tall ships typical type disregarded. A state of development of under consideration of the ship shape, as a huge freighter or container ship planned no longer equipped with masts and Riggs.

Rather, as a whole ship that consists only of a huge hull. Planned as a 'hull only', with the overall hull being the 'main sail'.

No more and no less. Exclusively driven and guided by computer, in the effect of a large sailing yacht, which makes the necessary sail propulsion by a permanent 'crossing'.

A winhab-hanging cruising, that on the rivers and in the area of port entrances system-conditioned their driving technical limits.

DESCRIPTION

Defects of the known art

• – Mängel im Bereich der in den letzten Jahren vorgestellten Schiffs-Prototypen, hier unter anderem dem kleineren Schiffstyp mit vorgespanntem Kite-Segel liegen nicht vor.
• – Mängel im Bereich der Yachten mit automatischem Rigg liegen nicht vor.
• – Eine Kiellegung von z. B. den 'Nur-Rumpf-Schiffen' liegt nicht vor, entsprechend können auch hier keine Vergleiche oder auch Mängel im segeltechnischen Bereich erfasst oder aufgelistet werden.
• – Im heutigen Schiffsbau kann im Prinzip jeder nur denkbare Mangel 'Versicherungstechnisch gesehen' erfasst und ausgewertet werden. In der Regel mit einem hohen Anteil witterungsbedingter Mängel, sehr oft in Abhängigkeit vom Schiffstyp, dem Jahr der Kiellegung, dem späteren Wartungszustand, der Schiffsgröße, der Ladung, oft aber auch der Eignerabhängigen Verantwortung geschuldet.

Defects in the field of "invention-related sailing facilities" according to the main claim and the independent claims can not be displayed, since the said sailing facilities were not yet installed according to current knowledge.

• - Deficiencies in the area of the recent prototype ship prototypes, here, inter alia, the smaller vessel type with prestressed kite sail are not available.
• - Deficiencies in the area of yachts with automatic rig are not available.
• - A keel laying of z. As the 'hull only ships' is not available, accordingly, no comparisons or even defects in the field of sailing technical can be recorded or listed here.
• - In today's shipbuilding, in principle, every imaginable defect can be detected and evaluated 'from an insurance perspective'. Usually with a high proportion of weather-related defects, very often depending on the type of ship, the year of keel laying, the later maintenance condition, the size of the ship, the cargo, but often also the owner-dependent responsibility.

Weather-related shortcomings caused by extreme situations such as monster waves, the failure of rudder or machinery, which can easily break out especially large ships.

However, the emergence of defects, in particular on container ships, can also be due to improper lashing, or due to the development of fire of individual containers stored on the weather deck.

• – Der heutige Schiffsbau der Jahre 2013 und 2014 ist unverändert mit dem grundsätzlichen Mangel behaftet, dass er an einzelnen Symtomen wie den Treibstoffverbräuchen, der Abgasreinigung usw. laboriert.

Not to neglect all defects caused by human error in the crew, but also the respective ship's command.

• - Today's shipbuilding in 2013 and 2014 remains subject to the fundamental shortcoming that it is suffering from individual symptoms such as fuel consumption, exhaust gas purification, etc.

An industrial sector that can present no economically viable, especially not for the owners and investors understandable and enforceable, complementary forms of propulsion, here in the form of additional sideline.

DESCRIPTION

Task of the invention

• - To give the concrete, realistic, technically meaningful, but at the same time economic solution and answer parallel to the shipbuilding fictions and visions discussed for years for the use of alternative drive forms or additional drives for the commercial range of the world-wide trading fleet.
• - The possibilities of using state-of-the-art shipbuilding technology in terms of maximum efficiency, maximum speed and safety, but always geared to the tasks of climate protection, regardless of the type of ship, the year of construction or the total tonnage.
• - And this task not only in another 10 or 20 years, but here and now to solve finally. Basically building on the ideas and inventions of great inventors of the last 30 years.
• - To reconcile the idea of a 'sail-related auxiliary drive' with the fact that today's seafaring reality must be taken into account. Due to the fact that today no shipowner can demand the personnel capabilities of a sail-driven crew of the old gliders of the 19th or 20th century.
• - The task of the invention according to the main claim is based on the considerations of the Hamburg Appeal Klima & Schiff from May 2003, on which a 'commercial sailing ship' in the sense of the old glider was presented. With huge fully automatic Riggs. As an attribute to the modern era and the nautical reality on the ships themselves, but for the first time in 1985 specifically targeted by inventors and associations.
• - The consideration of the technical problems of today's super ships, in this case with regard to the core issues regarding hull stability in rough seas, the actual hull speed in normal wave conditions, and how to reduce the fuel consumption under regular weather conditions.
• - Using the present, invention-related sailing systems as possible to present concrete and economic solutions.
• - With the express requirement not to transform container ship or other types of ships into a tall ship.
• - About the invention-related components, related expansion stages and special aerodynamic components to create a technically simple auxiliary drive without resorting to fossil fuels.
• - A fiction-related component prefabricated in terms of work and mounted on a daily basis can immediately go into operation.
• - The provision of a rapid-fire technical solution that allows for daily, ship-side implementation worldwide, without years of planning and countless water tank tests.
• - Primarily with the aim of rapid conversion and the use of hundreds of mounted "sailing equipment", suitable for any type of vessel to support the climate goals.
• - And the explicit goal with a convincing cost, benefit balance all protracted new buildings from around the world perhaps five or ten super-tall ships, leaves out.
• - The express task, in particular by the manageable installation, maintenance and operating costs to effect a quick and effective implementation of the desired climate goals and in particular the cost savings.

DESCRIPTION

Inventive solution of the problem

• – Unter Verwendung beliebiger Segelformen und in beliebigen Gesamtabmessungen. Mit der Möglichkeit die immer autark arbeitende Segelanlage an jede beliebige örtliche Einbausituation auf einem Wetterdeck anzupassen.
• – Einem Segelzusatzantrieb der alternativ auch ohne einen Mast im herkömmlichen Sinne ausgerüstet, Außenbords oder an jeder Freifläche auf einem Haupt-, oder Wetterdeck und den Schiffs-, und auch Schornsteinaufbauten montiert werden kann.
• – Einer Segelanlage die erfindungsbedingt nicht über ein herkömmliches Segeltuch und zugehörige Bäume betrieben, sondern aus gänzlich starren und insgesamt homogenen Materialien sowohl für das Segel als auch für die zugehörigen Segel-Führungselemente gefertigt ist.
• – Einem in allen Teilen starr geführten Segelblatt, dass zentral über den Bordrechner angesteuert, auch unter schwierigen Wind-, und Wetterbedingungen seine Aufgabe als 'Segelzusatzantrieb' erfüllen kann.
• – Einer Segelanlage die durch den Fortfall des regulären Mastes in jeder beliebigen Schräglage an und auf einem Schiff aufgesetzt und betrieben werden kann. In jeder beliebigen Segelblattabmessung (untere Breite) bis zur maximalen Schiffsbreite.
• – Bedingt durch die 'Mastlose' Segelblattanbindung platzsparend und ohne Funktionsbeeinträchtigung z. B. auch oberhalb einer verfahrbaren Portalkrananlagen einzusetzen ist. Und in der Ergänzung des oben liegenden Segelblattes auch seitlich um die Portalkrananlage herum geführt werden kann.
• – Eine Segelanlage die vorrangig für den Einsatz auf im Dienst befindlicher Fracht-, oder Containerschiffe geplant ist.
• – Werftseitig komplett und funktionsbereit vorgefertigt um bei jedem planmäßigen oder auch außerplanmäßigen Werft-, oder Trockendockaufenthalt an die vorhandenen Schiffsstrukturen und Aufbauten angesschlossen zu werden. Einer Segelanlage die als ”nachrüstbares Bauteil” mit festen Einstiegspreisen und einem nachvollziehbaren Wartungsaufwand zu vermarkten ist. Und mit einer Zukunftsoption die nicht erst in drei, vier oder fünf Jahren greift, sondern spätestens ein oder zwei Monate nach erfolgter Auftragserteilung durch den Reeder. Und das weltweit.
• – Im Gegensatz dazu stehen der erfindungsbedingten Lösung dann die realen Zeitabläufe für die Neuplanung und den Bau der zum Teil doch futuristischen, neuen Großsegler gegenüber.
• – Der erfindungsbedingten Segelanlage die vorteilhafterweise auf eine im täglichen und weltweiten See-Einsatz befindliche Technik aus Ladeklappenverriegelungen, zugehörigen Antrieben, Leichtbau und Sonderzylindern zurück greifen kann, ohne Baumverstellung, Mastabspannung, Winschen usw.
• – Und rein mechanischen Bauteilen die erfindungsgemäß, je nach Segeltyp und Anordnung auf dem Schiff, zum Teil auch unter schwersten Seebedingungen aus den geschützten Innenbereichen der Deckshäuser heraus, gewartet und bei Bedarf oder zur Gefahrenabwehr auch gewechselt werden können.
• – Einer erfindugsbedingten Segelausführung und Anwedndung die nur einen einzigen Rechnerbefehl ab Brücke kennt: Segel auf und Segel zu. Ohne grundsätzliches segeltechnisches Basiswissen der Deckscrew oder der Offiziere.
• – Eine Segelanlage, die ggf. normiert oder in Standardabmessungen gefertigt von jeder Schiffswerft an jedem Ort der Welt eingebaut werden kann.
• – Erfindungsbedingt dann auch mit der Möglichkeit eine weltweite ”Baukasten-Zulassung und Fertigung” durchzusetzen.

The solution of the present task in accordance with the main claim and the associated dependent claims, taking into account the technical and economic aspects, can be meaningfully used on any commercially operated vessel from 150 meters vessel length younger design.

• - Using any type of sail and in any overall dimensions. With the possibility of adapting the always self-sufficient sailing system to any local installation situation on a weather deck.
• - A sail accessory drive can be fitted alternatively without a mast in the conventional sense, outboard or on any open space on a main, or weather deck and the ship, and also chimney superstructures can be mounted.
• - A sailing system fiction not operated on a conventional canvas and associated trees, but is made of completely rigid and total homogeneous materials for both the sail and the associated sail guide elements.
• - A rigidly guided in all parts sail sheet that controlled centrally via the on-board computer, even under difficult wind and weather conditions can fulfill its task as 'sail additional drive'.
• - A sailing system that can be set up and operated by eliminating the regular mast in any tilt on and on a ship. In any sail sheet size (lower width) up to the maximum ship width.
• - Due to the 'mastlose' sail sheet connection space-saving and without functional impairment z. B. is also used above a movable gantry crane systems. And in the supplement of the overhead sail sheet can also be guided laterally around the gantry crane system.
• - A sailing system which is primarily intended for use on in-service cargo or container ships.
• - Completely prefabricated on the ship's side and ready to be connected to the existing ship structures and superstructures at any scheduled or even unscheduled shipyard or dry docking. A sailing system which can be marketed as a "retrofittable component" with fixed entry prices and a comprehensible maintenance effort. And with a future option that does not start in three, four or five years, but at the latest one or two months after the order has been placed by the shipowner. And that worldwide.
• - In contrast, the invention-related solution then the real time sequences for the replanning and the construction of the sometimes futuristic, new tall ships against.
• - The invention-related sailing system advantageously on a daily and worldwide use of sea-based technology from tailgate locks, associated drives, lightweight and special cylinders can take back, without tree adjustment, Mastabspannung, winches, etc.
• - And purely mechanical components according to the invention, depending on the type of sail and arrangement on the ship, sometimes even under the heaviest seas conditions out of the protected interior areas of the deck houses, maintained and can be changed if necessary or for security.
• - An invention-related sail design and application that knows only a single computer command from bridge: sail up and sail too. Without basic basic sailing knowledge of the deck crew or officers.
• - A sail rig, which may be standardized or manufactured in standard dimensions from any shipyard anywhere in the world can be installed.
• - Inventions then also with the possibility to enforce a worldwide "modular approval and manufacturing".

A sailing facility that can be provided in any major port with attached shipyard. And by the easy-to-carry attachments by means of welding, or also Aufsteckmontagen to existing container scaffolding, Laschbrücken or deck superstructures, can lead to a rapid and Klimatechnisch hundreds of effective and ecological "worldwide use".

SIDE LEGACY 1 side sail (deckhouse-connected)

• - Side sail as sailing device according to the main claim (claims 1 to 19), characterized in that the sailing device is factory-prepared for the connection to deck, chimney, engine houses, special structures, and crane gantries.
• - Seitsegeleinrichtung characterized in that the associated sail support frame over at least two integrated in the frame, oversized hinges or corresponding articulations, both port and starboard side deck, or other ship superstructures, mobile or fixed crane or gantry cranes, always taking into account the associated stiffening measures on the deck, u. connected to the ship structures.
• - Seitsegeleinrichtung characterized in that the sail sheet of the "side sail" depending on the space is one or more parts executed.
• - Seitsegeleinrichtung according to the main claim, characterized in that the total unit due to the systemic rigidity, in any sail shape, but in particular to adapt to existing obstacles, here, for example, a mounted under the bridge dock freefall rescue boat is to be mounted.
• - Seitsegeleinrichtung with associated sail frame, characterized in that at least one of the center axes, in multi-part sail sheets, advantageously directly to the underside of a cantilevered Brückennock is to install.
• - Side sail characterized in that the sail after connection of the supply, and the computer connection is ready to use.
• - Side sail in particular characterized in that the direct connection to existing components, the inspection and maintenance of maintenance-intensive components on the existing ship structures, in particular installed in the deckhouses maintenance chambers, each in the field of regular Geschosseinteilungen allowed. A generally weather-independent maintenance chamber characterized in that it upgraded as a maintenance workshop, according to the respective fire protection requirements, also allows the installation of a sliding outward maintenance platform or the installation of a suspension crane for the purpose of exchange of cylinders at sea.
• - Seitsegeleinrichtung characterized in that in the case of a new ship design taking into account aerodynamically designed bridge and deck houses, the aerodynamically shaped "side sail", located in rest position, integrated into a new deck house design, a tight-fitting "side sail" is characterized in particular in that the spoiler-like overall design of sail sheet and deck house results in improved air flow, consequently a lower air resistance, and in conjunction with a likewise significantly aerodynamically better trained breakwater, in particular when empty, leads to a reduction in fuel consumption.
• - side sail with associated sail sheet, characterized in that by the installation of underside mounted on the bridge dock inspection flaps, automatically extendable webs or insertion stairs, and in addition to the applied in the deck houses maintenance, inspection, cleaning or repainting the entire sailing device, if necessary also on the high seas.
• - Sailing device in the form of a "side sail" characterized in that as an alternative to the erfindungsbedingten rigid embodiment of a metal, or GRP sail sheet, a conventional, state-of-the-art carbon cloth (Spectra) is also feasible in the design with a free-standing sail mast.
• - Seitsegelgesamteinheit with free-standing mast, characterized in that the sail unit of lower and upper trees and the hollow mast for the collection of canvas, on turntable and rotary drive allows a feathering in the wind of up to 90 degrees to the deckhouse.
• - Seitssegeleinrichtung characterized in that the invention-related design require no 'mainsail-experienced officers and crews', characterized in that all sail functions u. their implementation at sea is fully automated via programs already available on the market.
• - Seitsegeleinrichtung according to the main claim, characterized in that by a technical minimization of all moving parts wear-related disorders at any time by manual intervention, in particular by the safe and fast access to the maintenance chambers are to be stopped.

• – Seitsegel dadurch gekennzeichnet, dass unterhalb einer Brückennock und den zugehörigen Rohrstreben, ein von der Brückennock aus zu wartendes Bauteil, jeweils an den seeseitigen Stirnseiten mit der vergleichbaren Wirkweise einer Anhängerkupplung, für eine automatische Verriegelung angebaut ist.
• – Seitsegel dadurch gekennzeichnet, dass hierdurch eine Erhöhung der Torsionssteifigkeit im oberen Drittel der Segelplatte, immer der Achse einer möglichen Segelplatten-Faltung zugeordnet, in der Funktion einer ergänzenden Anschlagdämpfung als Ausschwenkbegrenzer für die maximal zulässige Segelstellung am Wind fixiert ist.
• – Seitsegel insbesondere dadurch gekennzeichnet, dass unabhängig von einer ein-, oder mehrteiligen Segelblattanordnung eine fest montierte Führungsschiene, Idealerweise unten und oben am Segelblatt angeordnet, als Viertelkreis ausgebildet, eine unter allen Segelbedingungen dauerhaft stabile Segelblattführung zulässt.
• – Seitsegeleinrichtung dadurch gekennzeichnet, dass der Halterahmen des Seitsegels vorrangig bei kleineren Schiffseinheiten (RoRo/LoRo etc.) über einen frei stehenden oder hängenden Mast an jedem beliebigen Punkt zu montieren ist.
• – Seitsegel mit Haltemast dadurch gekennzeichnet, dass der Mast aus zwei Teilen, einem U-förmigen Hüllrohr als tragender Basismast, einem auf 90 Grad hochklappbaren Baum zur Erzeugung der Segelspannung und zum einrollen des Segeltuchs, gefertigt ist.
• – Freistehender Seitsegelmast dadurch gekennzeichnet, dass oberhalb des Hüllmastes ein gekapselter Maschinenraummit den zugehörigen Spindelantrieben und Steuerzylinder, zum Aufbau und der Veränderung der Segelanstellung montiert ist.

An associated sail sheet, characterized in that over einlaminierte rail systems, the stop and the leadership of the hydraulic cylinder is guaranteed.

• - Side sail characterized in that below a bridge spine and the associated pipe struts, a to be serviced by the bridge block from component, in each case on the sea-side end faces with the comparable mode of action of a trailer hitch, is grown for automatic locking.
• - Seitsegel characterized in that thereby increasing the torsional stiffness in the upper third of the sail plate, always the Axis associated with a possible sail plate folding, is fixed in the function of a complementary stop damping as Ausschwenkbegrenzer for the maximum allowable feathering on the wind.
• - Side sail in particular characterized in that regardless of a single- or multi-part sail blade assembly a permanently mounted guide rail, ideally arranged below and above the sail sheet, designed as a quarter circle, permitting a stable under all sailing conditions sail blade guide.
• - Seitsegeleinrichtung characterized in that the support frame of the side sail is primarily to be mounted at a smaller or smaller units (RoRo / LoRo etc.) on a free-standing or hanging mast at any point.
• - Side sail with mast, characterized in that the mast consists of two parts, a U-shaped casing tube as a load-bearing base load, a 90-degree fold-up tree for generating the sail tension and for curling the canvas is made.
• - Freestanding Seitsegelmast characterized in that above the Hüllmastes an encased machine space with the associated spindle drives and control cylinder, is mounted to build and change the sail position.

NOTE: All mentioned in the claims or quoted sliding and movable fittings, even taking into account the extremely large special dimensions used, always with reference to the invention-related application of the present state of the art and are accordingly in their technical structure, the functions, the Materials, the steel grade, etc., not described or explained in detail.

SIDE CLAIM 2 Container frame mast

• – C. G.-Anschlussmast, mit einem statisch erforderlichen, sonst aber beliebigen Rohrquer-schnitt, immer aerodynamisch profiliert, und in seiner maximalen Bauhöhe auf den Schiffstyp, die Schiffsgröße bzw. auf die jeweils maximale Containerstapelhöhe ab Freibord angepasst ist.
• – C-Anschlussmast dadurch gekennzeichnet, dass dieser Mast in seinen Wirkweisen aus Segelführung und Segelanstellung vergleichbar mit mittschiffs angeordneten Masten auf herkömmlichen Großseglern oder Yachten ist.
• – C. G.-Anschlussmast insbesondere dadurch gekennzeichnet, dass dieser Mast im Sinne einer Tragsäule (Fig. 1.3 + Fig. 2.2) mit vorhandenen Containergestellen, Laschbrücken, aber auch mit verfahrbaren oder feststehenden Krananlagen auf Ro/Ro-Schwergut-schiffen, längs der Schiffsaußenwände, in den jeweiligen Containergestell-Abständen, vorgesehen und mit den schiffseigenen Stahlstrukturen verschweisst ist.
• – C. G.-Anschlussmast, daadurch gekennzeichnet, dass dieser vertikal an Container-Gabelrahmen, einem sonstigen Gestell-Stützpfeiler, einem Krangestell oder sonstigen, frei verfügbaren Schiffsbauteile, nicht zum See-seitigen Anbau vorhandener Konstruktionen, sonder in der Form eines Aufstockelementes anzuschließen ist.
• – C. G.-Anschlussmast dadurch gekennzeichnet, dass dieser Mast zur Aufnahme und zum Anschluss des erfindungsbedingten Segelaufbaus zu keiner Veränderung vorhandener Strukturen und Gestellkonstruktion führt, im Gegensatz zur vorhandenen Stützpfeilerkon-struktion, der Hilfsmast aerodynamisch ausgeformt und auf die jeweiligen Anschlussbauteile abgestimmt ist.
• – Containergestell-Anschlussmast mit Segelplatte als funktionsfähige Gesamteinheit, dadurch gekennzeichnet, dass jede Segeleinheit für sich alleine, in beliebigen Gruppen, jedoch mit Mindestabständen von ca. 30 bis 40 Metern, in einer segeltechnisch wirksamen Konfiguaration zu montieren ist.
• – C. G.-Anschlussmast mit Segeleinrichtung insbesondere dadurch gekennzeichnet, dass im Fall einer vollen Ausnutzung der jeweiligen Schiffslänge, ferner unter Berücksichtigung aller sinnvollen ”Besegelungs-Varianten” gemäß dem Haupt-, und den Nebenansprüchen, für beinahe jeden Schiffstyp eine Gesamtsegelfläche, die der 'Segeltuchgesamtfläche' in der Größenordnung alter Großsegler zu erzielen ist.
• – C. G.-Anschlussmast vorrangig dadurch gekennzeichnet, dass durch eine maximal ausgelegte ”Zusatzbesegelung”, unter Berücksichtigung aller Haupt-, und Nebenansprüche, sowohl eine Rumpfstabilisierung als auch eine Treibstoffersparnis, vorrangig im Bereich großer Containerschiffe ab 200 m Gesamtlänge, zu erzielen ist.
• – C. G.-Anschlussmast mit Segeleinrichtung, insbesondere dadurch gekennzeichnet, dass die Segelplatten-Gesamtbreite, im Anwednundsfal auf einem Containerschiff, auf die Stützpfeiler bzw. die Stützpfeilerabstände abgestimmt, eine untere Baumlänge bis zu ca. 10 Meter zulässt.
• – C. G.-Anschlussmast, als Stahlbauteil, mit zugehöriger Segeleinrichtung dadurch gekennzeichnet, dass der vierseitig umlaufende Segelrahmen, als geschlossenes Profil, oder als offenes Hohlprofil (Stahl/GFK oder CFK), als Geräteträger für den Direktanschluss der Segelplattendrehgegelenke, der Segelplattenantriebe, der Hydraulikzylinder, der Hydraulik-Komponenten sowie der zugehörigen Mess-, und Steuereinrichtungen vorgerichtet ist.
• – C. G.-Anschlussmast für Segelerinrichtung, insbesondere dadurch gekennzeichnet, dass auf die Tragsäule abgestimmten und normierten Anlenkpunkte, den beliebigen Wechsel auf ein größeres oder kleineres Segel (Segelplatte mit Rahmen) zulassen.
• – C. G.-Anschlussmast mit nachrüstbarer ”Zusatzbesegelung”, dadurch gekennzeichnet, dass die bauartbedingte Segeleinrichtung keine außerordentliche Schwerpunktverlagerung oder ein im ungünstigsten Fall zusätzliches 'Gieren' der Schiffseinheit bewirkt.
• – C. G.-Anschlussmast mit Segel dadurch gekennzeichnet, dass die Segelanlage ”Schiffstypabhängig” in ihrer maximal möglichen Bauhöhe immer auf die maximal zulässige Container-Stapelhöhe oberhalb der Schiffsladeluken abgestimmt ist.
• – C. G.-Anschlussmast dadurch gekennzeichnet, dass der höchste Punkt der Segeleinrichtung nicht höher als die Unterkante der Brückennock geführt ist, in Segelstellung frei über die Bordwand geführt, und in Ruhestellung befindlich, die Segelplatte im Bereich der äußersten Segelausbauchung nur geringfügig über die senkrecht hoch gelotete Flucht der Schifssaußenwand geführt ist.
• – Containergestell-Anschlusss mit seinen zugehörigen Antriebskomponenten und Bauteilen dadurch gekennzeichnet, dass alle tragenden Bauteile und zugehörige Stahlauflagerböcke und Konsolen allseitig nahtlos einlaminiert, und gemäß dem heutigen Stand der Technik, alle Bauteile und Oberflächen zusätzlich mit einer seewasserbeständigen Lackierung beschichtet sind.

Container frame mast as sailing device according to the main claim, characterized in that the shipyard prefabricated and in all parts operational and functional sailing device from the invention-related components, the sailboard guide frame, the rigidly laminated sail plate and the mast-like component is made.

• - CG connecting mast, with a statically required, but otherwise arbitrary pipe cross-section, always aerodynamically profiled, and is adapted in its maximum height to the ship type, the size of the ship or to the maximum container stack height from freeboard.
• - C-mast characterized in that this mast is similar in its effects of sailing and sailing position with amidships arranged masts on conventional tall ships or yachts.
• - CG connecting mast in particular characterized in that this mast in the sense of a support column (Fig. 1.3 + 2.2 ) with existing container racks, Laschbrücken, but also with movable or stationary cranes on Ro / Ro heavy cargo vessels, along the ship's outer walls, in the respective container frame intervals, provided and welded to the ship's steel structures.
• - CG connecting mast, characterized in that it is to be connected vertically to container fork frame, another frame support pillar, a crane frame or other, freely available ship components, not for sea-side cultivation of existing structures, but in the form of a Aufstockelementes.
• - CG connecting mast characterized in that this mast for receiving and connecting the invention-related sail structure leads to no change existing structures and frame construction, in contrast to the existing Stützpfeilerkon-construction, the auxiliary mast aerodynamically shaped and tuned to the respective connection components.
• - Container frame mast with sail plate as a functional whole unit, characterized in that each sail unit is to be mounted alone, in any groups, but with minimum distances of about 30 to 40 meters, in a sail-technically effective Konfiguaration.
• - CG connecting mast with sailing device, in particular characterized in that in the case of full utilization of the respective length of the ship, also taking into account all meaningful "sails variants" according to the main, and the additional claims, for almost every type of ship a total sail area, the 'canvas total area 'on the order of old tall ships to achieve.
• - CG terminal mast primarily characterized in that is achieved by a maximum designed "additional", taking into account all main and secondary claims, both a hull stabilization and a fuel economy, primarily in the field of large container ships from 200 m total length.
• - CG connecting mast with sailing device, in particular characterized in that the total sailplate width, in Anwednundsfal on a container ship, matched to the pillars or the abutment spacings, allows a lower tree length up to about 10 meters.
• - CG connecting mast, as a steel component, with associated sail device characterized in that the four-sided circumferential sail frame, as a closed profile, or as an open hollow profile (steel / fiberglass or carbon fiber), as a device carrier for the direct connection of the sail plate pivot joints, the sail plate drives, the hydraulic cylinder, the hydraulic components and the associated measuring and control devices is prepared.
• - CG connecting mast for sailer direction, in particular characterized in that adapted to the support column and standardized articulation points, the arbitrary change to a larger or smaller sail (sail plate with frame) allow.
• - CG connecting mast with retrofittable "additional sails", characterized in that the design-related sail device causes no extraordinary shift of emphasis or in the worst case additional 'yaw' of the ship unit.
• - CG connecting mast with sail, characterized in that the sail system "type of ship" is always tuned in their maximum possible height to the maximum allowable container stack height above the ship loading hatches.
• - CG connecting mast, characterized in that the highest point of the sail device is not performed higher than the lower edge of the bridge cam, led in feathered position freely on the ship's side, and in the rest position, the sail plate in the outermost sail bulge only slightly above the vertically highly graded Escape of the ship's outer wall is led.
• - Containergestell connection with its associated drive components and components, characterized in that all supporting components and associated Stahlauflagerböcke and consoles laminated seamlessly on all sides, and according to the state of the art, all components and surfaces are additionally coated with a seawater resistant paint.

SIDE CLAUSE 3: Sail bag (as additional aerodynamic component)

• - Sail bag as aerodynamically shaped and subsequently placed on the bow nose sheet metal shell, characterized in that starting from the modes of action and the use of the sail facilities according to the main claim and in the individual case also attributable ancillary claims, a new design concept in the outer hull by the redesign of the fuselage and structures can be achieved.
• - Sailing bag characterized in that the rigid and invariably deferred in and on the ship's bow sack (Fig. 2.1 ) identifies the shape of a horizontal spinning jack.
• - Sailing bag in particular characterized in that required for the ship propulsion, permanently required wind pressure primarily in the form of falling winds from the field of all-round and holistic aerodynamic (Fig. 2.4 ) developed wave protection wall (breakwater) and is not derived from well-known sail shapes and their applications.
• - Sailing bag especially characterized in that the bugverbreiternde hollow body, brought up to the breakwater, designed as a partially closed buoyancy body, as a rigid shipyard subsequently installed steel component is inserted into the weather deck of the nose cone.
• - Sailing bag primarily characterized in that the component in the direction of the breakwater, as Schanzkleidverlängerung, forming a collar open on one side. Characterized in that this collar with the front hood is the actual windscreen, or sail bag in the sense of the sail pressure point.
• - Sailing bag primarily characterized in that an optimal building rounded, completed with a peripheral edge deflector, designed as a spoiler, leading to a further improvement of the direct bow-side air flow, and as a secondary defect also to an improved demolition impinging masses of water from 10 meters wave height.
• - Sail bag as weftseitig made Nachrüstbug, characterized in that the overall design allows approximately vertically above the Bugwulst different shapes of the hollow body conclusion on both sides of the Spitzbugs. In particular, characterized in that the lower part of Segelabdeckhaube is also designed as a partially open tube. A sail bag overall construction, characterized in that the new, lake-side bulwark, tube-shaped, to reduce pressure during immersion and thus the hydrodynamic damping is equipped with louvers.
• - Sail bag retrofit bow characterized in that in the region of the hollow body terminations (Fig. 2.5 ) fiction, a system-related fin-like sail plate is grown.

SUB-CLAIM 4: "Sail plate as top board sail"

• - Sailing device from the sail plate, the associated support frame, in the overall structure main claim, in the applications according to NB 1 and NB 2, and a sail plate assembly with a mounting position, according to the sailing technical effects of a 'conventional Oberbramsegel' mounted.
• - Sail plate as OBr sail in particular characterized in that the sail insert without conventional sailing equipment such as foremast, associated running Good and other controls is used.
• - OBr / sail device as a rigidly constructed sail plate, characterized in that the 'Oberbramsegel' in the form of a spoiler 'on top' of a deckhouse (Lo / Ro heavy cargo, heavy cargo dockers, ConRo Ferries etc.), mutatis mutandis a fixed or mobile portal crane system, or Also comparable ship facilities is mounted.
• - OBr / sailing device characterized in that the sail unit in whole ship width, seen from outer edge to outer edge in the direction of travel, at least the projected roof surface of the deck structure, or corresponds to a gantry crane system. Sail dimension of the rigid sail plate, characterized in that the ship type is dependent on a current sail width = ship width of about 30 meters can be achieved.
• - OBr / sail device in the form of a spoiler, characterized in that this as a one-piece sail plate, according to technical requirements also divided into different large segments, with on the sail longitudinal side (the sail frame according to main claim) hinged stop devices, with associated hydraulic cylinders, according to the present state the technology of hatches, etc., mounted on the top (roof) of the deckhouses, the frame of gantry cranes, or an appropriate ship structure, the planned sailing operation, in particular the production of the required sail angle and thus the 'Spoilerverstellung' is feasible.
• - Sailing device in the form of a Oberbramsegels characterized in that a vote in the sail total area on a fundamentally aerodynamically designed overall ship design, a z. As subsequently also according to aerodynamically interconnected gantry crane system, with simultaneous use of the "side sail" according to NB 1 and NB 2, smaller RoRo units with respect to erfindungsbedinte, and theoretically achievable total sail area (bow, long sides and tail) a mathematically to be pointed sail potential to achieve.
• - OBr / sail device, characterized in that mounted on the roof of a deckhouse, depending on the Deckshausabmessung, or above a suitable in the overall dimensions of the gantry, the sail device, via a central actuator, the mobility of the entire system, each control and port side, about circular sub-segments laid on the deck house top, as positively guided and weatherproof encapsulated guide means, a change in the sail angle, starting from the center axis of the sail, advantageously up to 20 degrees can be achieved.
• - OBr / sailing device as oversized wing-sized spoiler, characterized in that the actual drive block, including all control units, advantageously from a maintenance chamber from the interior of the respective deckhouse out to wait and also to exchange.

• – OBr/Segeleinrichtung als Spoiler mit in die Segelplatte integriertem Halterahmen, dadurch gekennzeichnet, dass der zentral angeordnete Drehtellerantrieb, ferner die in den unteren Plattenrahmen integrierten Führungsschlitten (Schienenrollwagen), mit integrierten Gelenkverbindungen, jederzeit von der Brücke aus, ein witterungsbedingtes abklappen der Segeleinheit, auch unter Winddruck stehend, und ungeachtet der Winkelausrichtung zur Schiffs-längsachse zulässt.

Sailing guide device (Deckshaus-bound rail system) and actual OBr / associated sail plate, characterized in that on the deckshausseitige access to the deckhouse roof surface, all relevant measures mutatis mutandis also for the application to crane portals on a sails to the sail frame, as the lower sail tree, directly connected Working platform is made, in particular, characterized in that the platform equipped with a fixed trolley, even with tilted sail plate, produced by the overall strongly bulbous executed sail shape, controls all drive parts even in heavy seas permits. Platform or catwalk, characterized in that it allows maintenance under normal sea conditions, but also ongoing cleaning work on the rigid sail surfaces, is particularly characterized in that from this secured position and possibly mounted 'side sails' are cleaned by high-pressure lamps or lances.

• - OBr / sailing device as a spoiler with integrated in the sail plate holding frame, characterized in that the centrally arranged turntable drive, also integrated in the lower plate frame guide carriage (rail carriage), with integrated joints, at any time from the bridge, a weather-related folding of the sail unit, also under wind pressure, and regardless of the angular orientation to the longitudinal axis allows.

SIDE CLAUSE 5: Sail plate fin

• – Segelplattenfinne in Formgebung und aerodynamischer Gesamtausführung dadurch gekennzeichnet, dass die Finne in Anpassung an das Rumpfprofil und unter Berücksichtigung der Anschlussbauteile aus dem NB 3, rechtwinkelig zur Schiffslängsachse montiert, als ein 3 D-geformtes Bauteil, als Stahlplatte in einer Hohl-, Doppel-, oder Sandwichkonstruktion, in einer extrem Seeschlagbeständigen Struktur hergestellt ist.
• – Segelplattenfinne vorrangig dadurch gekennzeichnet, dass die Finne, unter Berücksichtigung des aerodynamisch ausgebildeten Wellenbrechers, und unter Berücksichtigung der Bugspitze gemäß NB 3, eine rumpforientierte Luftanströung in Richtung Bug, in einer vorteilhaften Höhenlage zwischen fünf (5) bis 10.0 Meter, jeweils ab CWL gemessen, eine zusätzliche Luftbeaufschlagung des Segelsacks bewirkt.
• – Segelplattenfinne insbesondere dadurch gekennzeichnet, dass diese grundsätzlich auch ohne sonstige Umbaumaßnahmen am Wellenbrecher oder an der Bugspitze, im Bereich zwischen dem normalen Spitzbug und dem Ankerspill angeordnet, in ihrer Breite ab Außenkante Bordwand, bis maximal an die senkrecht gemessene Schiffsaußenkante heranführt, auf Höhe des Schanzkleides spitz beginnend, halbschalenförmig und bauchig ausgebildet, an zu bauen ist.
• – Segelplattenfinne an nicht umgebauten Schiffen montiert, dadurch gekennzeichnet, dass die Finne mit ihren ursprünglich rein aerodynamischen Aufgaben, eine Doppelfunktion im hydrdynamische Eigenschaften aufweist, dadurch gekennzeichnet, dass bei sehr rauher See, mit seitlich oder frontal an-, und anlaufenden Wellenbergen, deutlich über zehn Meter ab CWL, durch den Widerstand der Finne, dem daraus resultierenden Kräfteverlauf, ein Gegendruck gegen das eintauchen (stampfen) aufgebaut ist.
• – Segelplattenfinne dadurch gekennzeichnet, dass eine weitere Ausbaustufe, in einer hintereinander gestaffelten Anbausituation, höhen und seitenversetzt, auch in der Ausführungsform mit in Linie angeordneten Finnen, mit Abständen von ca. 1.0 bis 2.0 Meter, eine Erhöhung der Dämpfungsrate, insbesondere bei einer bugseitigen Wasserbeaufschlagung zulässt.
• – Segelplattenfinne (Fig. 2.5) ca 15 Meter hinter der regulären Bugspitze montiert, in starrer und einteiliger Ausführung, als Stahlkörper oder leichter GFK-Hohlkörper, dadurch gekennzeichnet, dass dieser zur Wasserlinie hin ein deutlich 'löffelartig' ausgeformtes Gehäuse aufweist, insbesondere dadurch gekennzeichnet, dass die in Richtung der Bugspitze zeigende Stirnseite des Finnenhohlkörpers, mit einer Vielzahl von Einlaufrohren ähnlich einem alten Heizkessel ausgestattet, mit Rohrinnendurchmessern von 300 bis 400 mm, innerhalb des Finnenhohlkörpers nach unten gerichtet und gebogen sind, dadurch gekennzeichnet, dass sich zur CWL hin der gesamte Hohlkörperquerschnitt verringert, hierdurch in der Wirkweise einer Wasserweitwurfdüse, der enstehende und nach unten gerichte Wasserstaudruck einen pulsartigen Auftriebsefekt herstellt.

Sailing device according to the main claim, characterized in that the Segelplattenfinne, without auxiliary masts or columns, without the erfindungsbedingten Segelplattenhalterahmen, mounted directly and without further aids rigidly on the hull, for attachment below the breakwater, respectively at the port side, u. the starboard side (Fig. 2.5 ), in alignment and extension of the bow beam fairing according to NB 3 is mounted.

• - Segelplattenfinne in shaping and aerodynamic overall design, characterized in that the fin in adaptation to the fuselage profile and taking into account the connecting components from the NB 3, mounted at right angles to the ship's longitudinal axis, as a 3 D-shaped component, as a steel plate in a hollow, double . or sandwich construction, in an extremely nick-resistant structure.
• - Segelplattenfinne priority characterized in that the fin, taking into account the aerodynamically designed breakwater, and taking into account the nose tip according to NB 3, a fuselage-oriented Luftanströung toward bow, in an advantageous altitude between five (5) to 10.0 meters, measured from CWL , causes an additional Luftbeaufschlagung the sail bag.
• - Segelplattenfinne in particular characterized in that this basically also without other reconstruction measures at the breakwater or at the nose, in the area between the normal Spitzbug and the Anchor Spill arranged in width from the outer edge of the shipboard, up to a maximum of the perpendicular measured ship's outer edge, at the level of Schanzkleides pointed beginning, half-shell-shaped and bellied, is to build.
• - Segelplattenfinne mounted on non-converted ships, characterized in that the fin with its original purely aerodynamic tasks, a dual function in hydrdynamische properties, characterized in that in very rough seas, with laterally or frontally on, and incoming wave crests, well above ten meters from CWL, through the resistance of the Finn, the resulting flow of forces, a back pressure against immersion (stomping) is constructed.
• - Segelplattenfinne characterized in that a further expansion stage, in a successively staggered cultivation situation, heights and offsets, even in the embodiment with in-line fins, with intervals of about 1.0 to 2.0 meters, an increase in the damping rate, especially in a bow-sided Wasserbeaufschlagung allows.
• - Sail plate fin (Fig. 2.5 ) mounted about 15 meters behind the regular nose cone, in a rigid and one-piece design, as a steel body or light fiberglass hollow body, characterized in that it has a clear 'spoons' shaped housing towards the water line, in particular characterized in that in the direction of Front end of the fin hollow body, showing a plurality of inlet pipes similar to an old boiler, with internal pipe diameters of 300 to 400 mm, directed and bent inside the hollow body, characterized in that towards the CWL the entire hollow body cross-section decreases, thereby the mode of action of a water throw-out nozzle, the resulting and downwardly directed water pressure creates a pulse-like buoyancy effect.

FUND SET

• windschiffe.de Systems-windships.de
• BWE association WindEnergie-Hamburg-Windschiffe Possibilities for using wind turbines in shipping. Here: Presentation of an automatic rig, for the first time in 1958 by H. Wilhelm Prölls. In the 8oer then first tests and experiments by the large shipyard Bremer volcano.
• Other wind auxiliary drives: The Flettner rotor named after its inventor Anton Flettner. Sowhl used in the Enercon ship "E-SHIP-1" and others. See also: Flettner rotor from Wikipedia, the free encyclopedia. For example: MS Buckau from 1924, first ship with Flettner rotors.
• Federal Wind Energy Association e. V. PEAKOIL-HAMBURG.de - 20.11.2009
• See here: Wind propulsion for merchant ships. Booth at the international transport exhibition 1979, booth 1988. HAMBURG APPELL KLIMA & SCHIFF passed in May 2003.
• S & S & S.S.A Sailing Ship Society www.host-be / sss / Wind-assisted systems, here: A large-scale glacier as a prototype, "Cape Horn" Planning 1984 to 1986 by the major shipyard Bremer volcano n. The idea of Captain H. B. Scharz. Here as particularly hydrodynamically and also aero-dynamically trained hull with the "Pinta rig" see H. W. Prölls.
• SPIEGELONLINE 11th August 2008 Shipowners are planning the ocean-going vessel of the future. Realized among others: End of 2007, Bremer ship owner Niels Stolberg. Small cargo ship equipped with a paraglider (or kite) as an auxiliary drive for propulsion. Currently marketed by: SKYSails
• shz.de EU RESEARCH PROJECT of 20 November 2012 Here the forerunner of a merchant ship under sail, the luxury yacht "Maltese Falcon", sails since the summer of 2006 with the rigging of the inventor Mr. w. Pröll.
• News - windschiffe.de October 2013> link: ./ files / maltese-falcon See also: B9 Shipping developing 100 / cargo siling ship / June 2012
• www.gizmag.com/b9-shipping-cargo-sailing-ships/23059
• Supporting ship propulsion systems: Prof. Dipl.-Ing. Lothar Dannenberg, Kiel. E-Mail: lothar.dannenberg@fh-kile.de
• lowtechmagazine.com/2007/09/sailing-ship-re.html Swedish shipbuilder: Wallenius Wilhelmsen, 2005. Ship with computer-controlled rig, additionally occupied by solar panels.
• Wind Power Turbine System / breezesytem.com Here: cargo ship with retractable masts or rigs. See also: www.jbertholdt.delgerman / graphic design / windships See also: DYKSTRA Naval Architects Here: The ECO-Liner.
• Vindskip ship concept as a wind-powered "hybrid" merchant ship. With an international patent. > The hull is in its entirety the sail (principle day surface), www.gizmag.com/vindskip-wind-ship/29101

Claims (1)

1. Sailing device according to the preamble, characterized in that this retrofittable additional sails, in one piece shipyard in the form of a steel frame construction made ready, in any width, and height dimension, in coordination with the respective ship type, worldwide on each major shipyard Ready to sail, grown and set up within a maximum of 24 hours. 2. Sailing device characterized in that one or two sail surfaces, basically in a rigid embodiment, as a 'sail plate', a canvas in the conventional sense, is inserted into a kind of picture frame. 3. Sailing device characterized in that these single, or multi-part sailing plates laterally displaceable frame in an attached to the hull frame guide ( 1 / 2 ), a parallel to the ship's stern led steel frame construction of open tube profiles, vertically standing on the transom mirror, are inserted. 4. Sailing device according to claim 1, characterized in that the guide frame is performed depending on the respective ship's width, from the ship's outer edge to the ship's outer edge, and in any height and in adaptation to the 'ship type' or to the maximum possible container stack height. 5. Sailing device, characterized in that ready to sail installed in principle associated transom rearrangement, in accordance with the overall aerodynamic design of the sail device is desirable as a symbiosis of aerodynamic coordination between the sailing device and the usual today, often rugged Decks-, and engine house structures. 6. Sailing device including the zugehrörigen supplementary components, characterized in that in the case of an overall aerodynamic implementation of the measure an orderly air flow and air flow from the ship's stern towards the bow, and thus a corresponding and additional propulsion, in particular to achieve a container ship empty. 7. Sailing device according to claim 1, 2 and 3, characterized in that the sail pressure abtragende guide frame ( 1 / 2 ) is constructed above and below in the form of an open C-profile for lateral insertion of the sail plate including all associated rail, guide systems, the drives and the stoppers according to the current state of the art. Characterized in that a two-part sailing device depending on the wind can be driven only on one side. The two-part system allows the use of a feelfallrettungsboot mounted centrally above the transom. 8. Sailing device with a mounted on the entire width of the rear guide frame, characterized in that the actual, rigid sail and the associated left and right sliding sail holder frame, also the one-piece sail frame in rest position located to protect against sloping to the rear lake, both sides hydraulically operated flaps ( 3 / 2 ). 9. Guide frame of the sail device primarily characterized in that the attachment points attached to the ship's stern either at the shipyard retrofitted columns, according to the static requirements, or attached to existing container lashing bridges, respectively at the outer corners, port side, and starboard an aerodynamic protective cover ( 3 / 1 ), fin-shaped, half shell-shaped, receives. 10. Sailing device, divided into two parts for the upper-side transom mounting, characterized in that the sea-side openings of the guide frame by means of non-movable head pieces (Fig. 03.03 ) are to close. Characterized in that the head pieces are worked directly on the respective sail plate frame and when installed in parked position flush with the overall aerodynamic shape of the holding frame, or with a corner running protective cover according to claim 5 flush with the surface. 11. Sailing device according to claim 1 to 6, characterized in that the guide frame is made as a complete unit, including all attachments as a rigid and rigid space structure shipyard side in one piece. Space structure characterized in that the shipyard, all associated drives, reels, wheels, rails, chain, hydraulic drives and controls are plug-in ready mounted and ready for use. Movable components characterized in that all for the displaceability of the sail plate required drive components are made of high-temperature resistant special steels. Space structure primarily characterized in that all components of the sail displacement unit (s) back of the space structure of the maintenance bridge (container lashing bridge), safe and weather-protected access. 12. Sailing device " characterized in that for the actual sail no flexible canvas, but only rigid material is used. Sailing device with associated sail primarily characterized in that the rigid sail sheet is basically part of a circumferential support frame with an aerodynamic profile cross-section. 13. Sailing device of sail and associated sail frame, characterized in that this unit is not the prior art of a standard sail with mast, tree u. good quality, first class characterized in that all sails used, here the sailing device as a whole according to the preamble, regardless of the respective installation position, and the vessel type adapted design and size, all sail functions from on, and extend the plate, complementary rotary , or folding functions, are exclusively computer-controlled. 14. Sailing device characterized in that the actual wind pressure receiving sail is made in one piece from lightweight and cold-resistant stainless steel, or other sheets of GRP or CFRP. 15. Sails with associated support frame in particular characterized in that in order to achieve appropriate sail pressure points, the sail plate is incorporated in the support frame, both horizontally and vertically, that a bulbous wing-like overall profile can be achieved. 16. sail device characterized in that the rear-mounted guide frame takes over the aerodynamic design of the wing profile, in particular characterized in that the sea-side enclosure (blending) of the guide frame, designed according to aerodynamic considerations, in heavy seas an additional container protection against sloping to the rear Waves offers. Heck-sail device with sea side closed enclosure, characterized in that at heights between 10 and 15 meters from the top edge weather deck, Gesamtverblechung with or without extended sailing units, in the mode of action of a spoiler, the rear sail pressure specifically and additionally increased. 17. Sail device characterized in that not sufficiently high or missing frame structures (Laschbrücken) distributed in the area of a transom by retrofit extension elements, in the form of individual columns, over the entire transom width, the connection of the 'sail plate guide frame' and thus the installation of the entire system according to claim 1 to 10 permits. 18 sail device with side protective covers, characterized in that the 'tower-like Überckbekleidung' existing Laschbrücken or comparable constructions, in the mode of action of a spoiler or a fin, and taking into account the sail plate closure ( 3 / 1 ), in adaptation to the overall height according to claim 10, a diversion effect of both incoming air, and incident waves is to be achieved. 19. Sailing device with supplementary component according to the preamble, characterized in that the guided on the transom over Eckschutzverblechung in the form of a half-shell, in the free-standing tower-like overall shape of a sail installation according to ( 1 / 3 ) by means of a higher guided mast construction, a freely rotating sail permits.

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