DE202016004090U1 - Drive device for a watercraft and watercraft - Google Patents

Abstract

Drive device for a watercraft comprising an underwater propeller and a first electric rotary machine operatively connected to the underwater propeller, characterized in that the drive device further comprises a flying wind power plant with an aircraft, with a leash for anchoring the aircraft to the watercraft and with a second electric rotary machine for converting by means of the aircraft of an air flow withdrawn flow capacity into electrical power, wherein the first rotary electric machine and the second rotary electric machine for transmitting electric power can be connected or connected to each other.

Description

The invention relates to a drive device for a watercraft comprising an underwater propeller and a first electric rotary machine operatively connected to the underwater propeller.

The invention further relates to a watercraft with a corresponding drive device.

Watercraft such as ships or boats are well known. Today, combustion engine marine propulsion systems are common in which a propeller is driven using mostly fossil fuels. This can be done mechanically or electrically.

To conserve fuel, there are also a variety of efforts to integrate the previously used to power ships used wind power. Many of these efforts, such as the use of auxiliary sails or Flettner rotors, require considerable space on board vessels, making these approaches economically unsustainable.

Another concept is based on a kite, which flies in front of the ship and exerts an additional traction in the direction of travel. While this requires only minimal space on board, the efficiency of the system is heavily dependent on wind and direction of travel and can not be used at all, for example, in headwinds.

It is an object of the present invention to make wind power available for driving a ship, in particular efficiency and availability over known approaches to be increased.

The object underlying the invention is achieved by a drive device for a watercraft comprising a underwater propeller and a first electric rotary machine operatively connected to the underwater propeller, wherein the drive device according to the invention is further developed in that the drive device further comprises a flying wind power plant with an aircraft, with a leash for anchoring of the aircraft on the watercraft and with a second rotary electric machine for converting flow power withdrawn by the aircraft of an air flow into electrical power, wherein the first rotary electric machine and the second rotary electric machine for connecting electric power are connectable or connected.

An essential aspect of the invention is to withdraw and utilize a flow of air flow (commonly referred to as wind) to produce electrical power which, in turn, is available for operating a subsea propeller. In other words, by means of the drive device according to the invention, wind energy can be converted into propulsion for a watercraft by means of an underwater propeller.

According to the invention, the first rotary electric machine and the second rotary electric machine can be connected or connected to one another for transmitting an electrical power. Here, the invention is intended both to a direct electrical connection, such as a switchable electrical line, as well as to an indirect electrical connection to an electrical buffer memory. A provided by means of the flying wind power electric power can thus be used in particular directly for driving the underwater propeller or initially cached in a buffer memory for later use.

Embodiments of drive devices described above, which have more than one underwater propeller, wherein at least one of the existing underwater propellers is operatively connected to a first rotary electric machine, are expressly included in the invention. Any further underwater propellers of a drive device according to the invention can be driven by the same first electric rotary machine, by further first electric rotary machines or by other suitable drive units such as internal combustion engines.

It is in particular an advantage of the invention that by using or using an aircraft for this purpose, only very little space is needed on board the vessel, whereby an economic operation of the vessel, for example as a cargo ship, is ensured.

In the context of the invention, an aircraft is understood to mean, in particular, an object capable of flying by utilizing wind. In this case, expressly include both objects that have a lower average density than air, such as balloons, as well as objects that have a higher average density than air, such as kites or airplanes. Objects with a higher average density than air require a flow around the air to fly, but as a rule have a comparatively low air resistance or drag coefficient and thus promise one comparatively efficient utilization of wind energy in the wind.

Another advantage of the invention is that at any wind directions, especially in headwinds, electrical power can be generated from flow and made usable. In particular, in comparison to sailing or towing kites, use of wind energy is thus developed over a substantially wider range of possible wind conditions. In addition, under similar wind conditions, the efficiency of using wind energy increases because not only that component of the wind in the direction of travel of the watercraft is harnessed.

In addition, the invention allows in contrast to known towing kite with advantage that the aircraft moves in flight at a different speed relative to the wind than the watercraft. As a result, a flight movement of the aircraft can be optimized, for example, to the effect that the maximum possible proportion of flow power is removed from an existing air flow, which can then be utilized as described.

It has proved to be particularly advantageous if the flight movement of the aircraft is essentially a flight movement transverse to the wind. As a result, considerably higher flow velocities than the actual wind speed can be achieved on the aircraft, as a result of which a higher efficiency in the power consumption from the flow energy present in the wind can generally be achieved than at lower flow velocities.

In addition, periodic flight movements along a closed trajectory, for example a substantially circular or eight-shaped trajectory, are particularly advantageous. As a result, a particularly automated operation of the aircraft is substantially simplified.

A particularly efficient and effective use of flow energy from wind is achieved in the context of the invention in that the aircraft has an aerodynamic buoyancy profile by means of which the flow of air can be withdrawn from the flow. Airfoils, which are used, for example, in aircraft wings, propellers and wind power rotors, offer in particular the advantage of a low aerodynamic drag coefficient and at the same time a high lift coefficient. Thus, airfoils are very efficient in taking flow power out of an airflow.

In one embodiment of the invention, electrical power is generated aboard the aircraft. For this purpose, the buoyancy profile is advantageously arranged on a rotor operatively connected to the second rotary electric machine.

This design of an invented aviation wind power plant is basically known and is often referred to as a "flying generator". This designation is based on the fact that usually next to the rotor with the aerodynamic profile and the second electric rotary machine is arranged on board the aircraft. The transmission of the electrical power obtained to the vessel or to the first rotary electric machine takes place, for example, by means of an electrical conductor in, at or parallel to the line which anchors the aircraft to the vessel.

The described design has the advantage that in wind-driven rotation of the rotor continuously electrical power is delivered, for which, however, a sufficiently large and correspondingly bulky and heavy aircraft must be provided in order to be able to carry in particular the rotor and the second rotary electric machine in flight.

In an alternative embodiment of the invention, the lift profile is arranged on a support surface of the aircraft and operatively connected by means of the leash with the second rotary electric machine. The second rotary electric machine is thus arranged on board the watercraft.

In this design of an aircraft wind power plant provided according to the invention, for example, the line is unrolled by a rotating drum when the buoyancy profile flows around a rotatable drum, in particular the drum is coupled to a shaft of the second rotary electric machine and thus provides a rotational movement of the drum for generating electrical energy becomes. Here, however, a portion of the energy gained must be periodically expended to catch up with the line again. For this purpose, the buoyancy force is advantageously reduced, for example by changing the angle of attack of the aerodynamic lift profile relative to the incoming air. Also, this design of an inventively provided flying wind power plant is already known in principle and is often referred to as "pumping kite".

The drum can be designed as a storage drum for the leash on which all excess length of the line is wound or is. However, the leash can also be passed without restriction of the technical operation only on the drum or be swung over a fixed number of turns around the drum, so that excess length of the Leash comes to rest behind the drum, whereby the leash passing by the drum can also set the drum in rotation as described or can be drawn in by means of the drum.

The advantages of the "pumping kite" design in the context of the invention are many. The aircraft can be very simple and easily constructed and designed, for example, only in the manner of a cloth kite. In addition, it is possible to arrange the second rotary electric machine and other mechanical and electrical components weatherproof and seawater protected under the deck of the watercraft. In addition, due to the lower weight of the aircraft and the elimination of the need for an electrical conductor compared to the "flying generator" design can be used a much thinner leash with correspondingly advantageous mechanical and aerodynamic properties.

Regardless of the design of the flying wind power plant is due to the anchoring of the flying aircraft on the vessel a traction on the line transmitted to the vessel whose strength and direction depends on various operating conditions and conditions such as wind direction, wind speed, flight or generated power. As a rule, in addition to a transverse component transverse to the direction of travel of the watercraft, this traction also has a longitudinal component which acts along the direction of travel.

The transverse component of the tensile force can, as known from sailing ships, be supported by the lateral plan of the vessel and thus substantially neutralized, so that no appreciable influence on the locomotion of the vessel remains. In particular, the lateral plan essentially prevents drifting of the watercraft under the effect of the tensile force.

In a particularly advantageous embodiment of the invention, it is intended to anchor the line in the region of the center of a lateral plan of the vessel on the vessel. In this way it is prevented that when deriving transverse components of the tensile force by the Lateralplan significant moments across the direction of travel to the vessel act, which could otherwise cause an undesirable change in the course of the vessel.

In contrast, the longitudinal component of the traction along the direction of travel of the vessel, either in the direction of travel or counter to the direction of travel.

The case that the longitudinal component acts with the direction of travel on the vessel typically occurs with tailwind. In this case, by the invention advantageously in addition to the power withdrawn from the wind and the traction and in particular their longitudinal component available to drive the vessel.

Even if the longitudinal component of the tensile force counteracts the direction of travel and thus acts as a brake on the watercraft, the invention makes it possible to remove flow power from the wind and make it available for propulsion of the watercraft. In particular, when driving diagonally against the wind, the longitudinal component of the tensile force is usually only a fraction of the total tensile force, so that the driving effect of the flow power withdrawn from the wind can exceed the braking effect of the tensile force. Thus, the invention makes it possible to use wind power for driving the watercraft even under such conditions.

Given wind conditions, there is a power-maximized flight movement of the aircraft relative to the wind, in which a maximum flow power is taken from the wind. This power-maximized flight movement usually depends on the particular aircraft and the respective wind conditions, while the influence of the movement of the watercraft can usually be neglected. In contrast, the force acting on the vessel traction depends very well, among other factors also on the movement of the watercraft.

An optimal utilization of the available wind or flow conditions by a drive device according to the invention is thus generally achieved when in the specification of a trajectory for the aircraft in addition to the removal of flow power from the wind and thereby acting on the vessel traction, in particular their Longitudinal component, is taken into account. In individual cases, it may be advantageous to take less than the maximum possible flow performance from the wind in order to keep the braking effect of the traction low or to optimize by a more favorable angle between traction and travel vector relevant for the propulsion of the vessel Longitudinalkomponente the traction.

Conceivable, however, are costellations of wind or air flow on the one hand and travel motion of the vessel on the other hand, in which no positive power balance of the flight wind power plant to the drive provided electric power minus braking power can be achieved by tensile forces for all available aircraft movements of the aircraft. For example, faster Downwind driving at speeds above the wind speed, it may happen that the aircraft would have to move from the air flow existing on the aircraft against the direction of travel for efficient power extraction and the braking effect of the traction for all conceivable movements exceeds the electrical power generated.

A particular advantage of the invention is that even under these conditions, the wind or the air flow power can be removed when the second electric rotary machine is operated by a motor to cause an aircraft movement of the aircraft, in particular a power-maximized flight movement using electric power , In this case, correspondingly high tensile forces act on the vessel by the aircraft, so that an acceleration power acting on the vessel by the tensile forces can exceed the electrical power used.

In a particularly advantageous development of the invention, the provision of the electrical power to be used is made possible in that the drive device comprises a power take-off device which is designed and set up to remove a flow of water flow and convert this flow power into an electrical power, in particular using this electrical power by means of the wind power plant, a tensile force of the flying aircraft is exercisable on the vessel. In this way, a drive device is provided which autonomously and in particular provides no additional power source, the use of wind energy for driving a watercraft.

A particularly simply constructed and thus preferred realization of a power extraction device is made possible when the underwater propeller and the first rotary electric machine are part of the power take-off device, wherein the flow power of the water flow can be withdrawn by means of the underwater propeller and converted into the electrical power by means of the first rotary electric machine.

For this purpose, the underwater propeller is preferably arranged on a pivotable nacelle in order to be able to create optimum flow conditions of the underwater propeller for driving the watercraft on the one hand and for the power extraction of flow power from the water on the other hand.

In this case, when the first rotary electric machine is arranged inside the nacelle, a particularly simple mechanical connection or coupling between the underwater propeller and the first rotary electric machine is made possible by means of a simple shaft.

If a shaft between the underwater propeller and the first rotary electric machine is arranged coaxially with a pivot axis of the nacelle, the first rotary electric machine can optionally also be arranged stationary, so that the nacelle can be made correspondingly smaller. In this case, transmission or other suitable means can be used if the pivot axis of the nacelle on the one hand and a rotation axis of the underwater propeller on the other hand are not coaxial with each other.

The efficiency of the underwater propeller for propulsion of the watercraft (propeller operation) or for the removal of flow power from the water flowing around the underwater propeller (turbine operation) is advantageously made possible when the underwater propeller has several wings with a flow profile.

With the vanes rotatably mounted on the underwater propeller to provide an angle of attack of water flow to the airfoil, it is possible to make both propeller operation and turbine operation particularly efficient.

For commercial watercraft routes and timetables are usually given for economic reasons. In order to meet these requirements, a drive device according to the invention advantageously further comprises an internal combustion engine, in order to ensure a drive of the watercraft even if no or not sufficient wind blows.

In this case, the internal combustion engine, for example, with the underwater propeller and / or with the first rotary electric machine and / or with a generator for providing electrical power for the first rotary electric machine and / or the second rotary electric machine operatively connected or operatively connected.

In this context, the term "operatively connectable" is understood in particular to mean that an operative connection can be produced and separated as required, for example by means of a shaft coupling.

Active connections between the internal combustion engine and a plurality of said components can be realized, for example, by means of at least one transmission.

The object underlying the invention is further solved by a watercraft with a drive device according to the invention.

An anchorage of the leash of the aviation wind power plant at the bow of the vessel is in principle possible within the scope of the invention, but involves the risk that in flight movements against the direction of travel of the vessel, the leash of structures and / or cargo of the vessel is obstructed. Disruption of the line between the vessel and the aircraft, however, is to be avoided, not least for safety reasons. Flight movements in which such a risk exists are therefore not regularly available in practice.

Preferably, therefore, the vessel has an anchoring device for attaching the leash of the flying wind power plant, wherein the anchoring device is arranged elevated on the vessel and / or wherein the anchoring device is formed with a displaceable stop for the leash. This allows the aircraft to fly to the vessel through structures and / or cargo in a variety of directions without obstruction of the line. Thus, the number of available aircraft movements and thus the flexibility in the use of wind energy to drive the watercraft according to the invention is increased.

In the context of the invention is also thought that already existing components of the flying wind power plant are designed as anchoring device. A movable stop can be realized, in particular, by the fact that the component or components of the flying wind power plant embodied as an anchoring device are or are fastened displaceably on the water vehicle. For example, the second rotary electric machine can simultaneously serve as an anchoring device in a designed according to the "pumping-kite" principle flying wind power plant, the second rotary electric machine is suitably fixed or slidably mounted on the vessel.

In an increased arrangement of the anchoring device, for example in the region of the highest structures of the vessel, this is achieved by the fact that the flight of the aircraft usually obliquely upwards running line remains above cargo and other structures.

However, the superstructures are often very high in modern large ships such as container ships, freighters for liquefied natural gas or liquefied natural gas or tankers, which can be unfavorable for the accessibility of anchoring devices arranged so high. It also requires a correspondingly stable design of the structures in order to derive the forces acting on the anchoring device tensile forces, for example, to a much further down the fuselage of the vessel.

Especially with comparatively large vessels, it is therefore advantageous to arrange the anchoring device closer to the waterline and to avoid obstruction of the line by structures and / or cargo in that the anchoring device is formed with a displaceable stop for the line. Preferably, the stop is in each case moved to the side of the watercraft to which the aircraft flies relative to the watercraft. In the context of the invention, a stop here means, in particular, a component or an assembly which enables power transmission from the line to the watercraft. This can be both an attachment for an end of the line and a moving component, such as a pulley or storage drum for the leash act.

The described advantages are also made possible if the drive device has at least two aircraft units each anchored to the waterway by means of a leash, wherein in each case an anchoring device for attaching the respective leashes to the vessel is provided for each of the lines, wherein the anchoring devices are respectively on different sides of the vessel are arranged.

In the context of the invention, a side of a watercraft, in particular with reference to the direction of travel, is understood to mean the left side (port) or the right side (starboard) or the front (bow) or the rear (rear).

Thus, in the invention, for example, thought to anchor at the port and on the starboard side of the vessel respectively an aircraft that can be used individually, for example in crosswind and counterwind or tailwind together. Also, in each case an aircraft with anchoring devices in the region of the bow and stern of the watercraft are encompassed by the invention.

The anchoring devices can be stationary or displaceable according to the preceding description. Other described details of an anchoring device provided according to the invention can be advantageously used without restriction if a plurality of aircraft and anchoring devices are provided.

The invention will be described below without limiting the general inventive idea described with reference to embodiments with reference to the drawings. Show it:

1 schematically a watercraft according to an embodiment of the invention;

2a schematically an exemplary drive device according to the invention;

2 B schematically another exemplary drive device according to the invention;

3a schematically another exemplary drive device according to the invention;

3b schematically another exemplary drive device according to the invention;

4 schematically another exemplary drive device according to the invention;

5a schematically a plan view of the vessel from 1 ;

5b schematically another exemplary watercraft according to the invention;

5c schematically another exemplary watercraft according to the invention;

5d schematically another exemplary watercraft according to the invention;

5e schematically another exemplary watercraft according to the invention;

5f schematically another exemplary watercraft according to the invention;

5g schematically another exemplary watercraft according to the invention;

6a D schematically shows the operation according to the invention of a watercraft according to the invention in various exemplary wind conditions.

In the drawings, the same or similar elements and / or parts are provided with the same reference numerals, so that apart from a new idea each.

1 schematically shows an example of a container ship 1 trained vessel according to the invention, which is very generally a hull 10 with superstructures 12 as well as space for cargo 14 Has. At the floating container ship 1 is the hull 10 partly below and partly above the waterline 4 , Below the waterline 4 is located on the fuselage 10 an underwater propeller 20 to drive the container ship 1 against the water. The underwater ship, ie the part of the hull 10 below the waterline 4 , at least when driving by a water flow 8th flows around, resulting from any own flow of water and the movement of the container ship 1 results.

The container ship shown by way of example according to the invention 1 also carries a flying wind power plant 30 with one by means of a leash 34 on the container vehicle 1 , in this example, at the bow of the hull 10 , anchored aircraft 32 , The aircraft 32 is set up and aligned to, in an air flow 6 , commonly a wind, to fly. For this required components of the aircraft 32 are in 1 not shown in detail in the interest of a clear and simple presentation of the invention.

The underwater propeller 20 as well as the flying wind power plant 30 with the aircraft 32 and the leash 34 are part of a drive device according to the invention 2 of the container ship according to the invention 1 ,

In 2a schematically is a first exemplary drive device 2 according to the invention for driving a watercraft 1 shown. The watercraft 1 For the sake of simplicity, it is merely indicated as a dashed box in order to clarify which components of the drive device 2 as intended on board the vessel 1 are arranged.

The drive device 2 includes a submersible propeller 20 that by means of an electric motor 22 is driven. Shown is schematically a simple mechanical operative connection between the electric motor 22 and underwater propellers 20 By means of a shaft, however, other elements such as, for example, transmissions and / or clutches may be provided within the scope of the invention.

The drive device 2 further comprises a flying wind power plant 30 , which is formed in the embodiment shown according to the construction principle of the so-called "flying generator" or flying generator.

The flying wind power plant 30 includes an aircraft 32 that is a generator 36 carries, in turn, with a rotor 38 is actively connected. This active compound can also have other suitable elements not shown in the invention, such as gears and / or clutches. The wings of the rotor 38 each have an aerodynamic lift profile 39 on.

In flight, the rotor 38 or the buoyancy profile 39 on the wings of an airflow 6 flows around, causing the rotor 38 the generator 36 attached drives. This is how one of the air flows 6 extracted flow power gained an electrical power. The air flow 6 results in particular from an existing wind and from the flight movement of the aircraft 32 ,

The one with the underwater propeller 20 electrically connected electric motor 22 and the generator 36 of the aircraft 32 are over an electrically conductive leash 34 as well as an electrical connection 24 aboard the watercraft 1 connected to each other, so that the electric power obtained by the generator for driving the underwater propeller 20 can be made available.

Another embodiment of a drive device according to the invention 2 is in 2 B This is particularly evident in the design and operation of the flying wind power plant 30 different from the embodiment described above. Specifically, the flying wind power plant 30 the in 2 B shown exemplary drive device 2 constructed according to the invention according to the design principle of the so-called "pumping kite".

Again, the flying wind power plant 30 a generator 36 on board, however, as intended aboard the vessel 1 is arranged. The generator 36 is, for example, via a simple shaft or not shown further components such as gear and / or clutches, with a rotatable drum 35 operatively connected.

The drum 35 serves as a storage drum for a leash 34 , which is a trained as a kite flying aircraft 32 at the watercraft 1 anchored, with the leash 34 at least partially on the drum 35 rolled up.

By the arrangement of the generator 36 aboard the watercraft, the aircraft can 32 in this design principle of a flying wind power plant 30 be extremely simple and, for example, consist of a kite or a light glider.

When approaching a buoyancy profile 39 on the aircraft 32 Dynamic buoyancy forces not only keep the aircraft in flight, but also the leash 34 from the drum 35 pull and thereby the generator 36 driving, resulting in one of the air flow 6 removed flow power is generated electrical power.

At regular intervals, the leash must 34 be rolled up again by applying a low electrical power by the generator 36 is operated as an electric motor. The electric power required for this purpose is provided, for example, by an electric storage, not shown, or an electric power source not shown.

In 3a and 3b Further embodiments of drive devices according to the invention are shown, which each have an internal combustion engine as a further power source 40 exhibit.

In the in 3a shown exemplary embodiment of the invention drives the internal combustion engine 40 a generator 42 on, so that in addition electrical power can be generated. The generator 42 is connected to the electrical connection 24 between an electric motor 22 to drive a marine propeller 22 and a generator 36 a flying wind power plant 30 , The means of the internal combustion engine 40 and the generator 42 Provided electric power is thus both for driving the underwater propeller 22 as well as for the flying wind power plant 30 to disposal.

In 3a Details of the flying wind power plant are not shown. Shown is only schematically a wave 37 at the generator 36 of the flying wind power plant, at the example of the described embodiments of flying wind power plants 30 in the context of the invention, a rotor 38 or a drum 35 can be connected.

An alternative embodiment of a drive device according to the invention 2 with internal combustion engine 40 is in 3b shown. In this embodiment of the invention is a coupling gear 44 provided that the underwater propeller 20 , the electric motor 22 as well as an internal combustion engine 40 mutually interacting with each other.

This makes it possible by means of the internal combustion engine 40 alternatively or in addition to the electric motor 22 directly the underwater propeller 20 drive. It is also possible by means of the internal combustion engine 40 alone or parallel to the underwater propeller 20 also the electric motor 22 so that it can be operated as a generator to provide electrical power for the flying wind power plant 30 provide.

Also a watercraft 1 around flowing water flow 8th can be used advantageously as a source of electrical power within the scope of the invention. For example, it is conceivable one of the water flow 8th flowed around underwater propellers 20 as driven by the water flow rotor and one with the underwater propeller 20 electrically connected electric motor 22 to use as a generator. This makes it possible in all previously presented embodiments of the invention, the respective aviation wind power plants 30 to provide an electrical power.

4 shows a further exemplary drive device according to the invention 2 , in addition to a submersible propeller 20 with active electric motor 22 an underwater turbine 50 with active connected generator 52 is provided. This allows the watercraft 1 by means of the underwater propeller 20 powered and parallel electrical power from the water flow for the flying wind power plant 30 be won.

In 5a is a schematic plan view of the container ship 1 out 1 shown. It becomes clear that the leash 24 at the anchorage shown 62 at the bow only in certain directions from the container ship 1 can go away without going through the charge 14 or the superstructures 12 to be disabled. Accordingly, there is a limited angular range for the permissible flight direction 60 of the aircraft 32 ,

5b schematically shows a plan view of another embodiment of a watercraft according to the invention 1 , In this watercraft 1 is a variable stop 64 for anchoring 62 the leash 34 provided on the vessel. For a given direction of flight can thus each anchorage 62 be moved or offset appropriately, creating a much larger angle range for permissible flight directions 60 is available.

Another embodiment of the invention with variable stop 64 is schematic in 5c shown. Here is the variable stop 64 For example, arranged approximately amidships, with an anchorage 62 on the port side and an anchorage 62 ' on the starboard side of the vessel. This results in two areas of permissible flight directions 60 and 60 ' that complement each other almost 360 °. In addition, an unillustrated boom is provided to the anchorages 62 . 62 ' even further to the outside, so even the last remaining impermissible flight directions can be eliminated.

For the variable stop 64 In the context of the invention, various embodiments are conceivable. By way of example and not limitation, there may be mentioned a rail along which the anchoring 62 slidably mounted or a pivoting extension arm, at its free end anchoring 62 is arranged, or a plurality of distributed stop points, wherein the anchoring 62 is attached to a suitable anchor point and can be converted to another stop point if necessary.

According to another embodiment of a watercraft according to the invention 1 , this in 5d is shown schematically, are two aircraft 32 . 32 ' provided, each by means of a leash 34 . 34 ' at the watercraft 1 are anchored. Each of the aircraft 32 . 32 ' is in each case for certain permissible directions of flight 60 . 60 ' fully applicable.

By the anchorages 62 . 62 ' for the linen 34 . 34 ' at different points on the watercraft 1 are arranged, it is ensured that the permissible flight directions 60 of the aircraft 32 as well as the permissible directions of flight 60 ' of the aircraft 32 ' superimpose and complement each other in such a way that for any direction of flight at least one of the aircraft 32 . 32 ' is airworthy.

Particularly advantageous is the in 5e shown embodiment of a watercraft according to the invention 1 , Also in this embodiment of the invention are two aircraft 32 . 32 ' one of which is at the bow and one at the stern of the vessel 1 is arranged. Both aircraft 32 . 32 ' are each using a leash 34 . 34 ' at the watercraft 1 anchored, each with an anchorage 62 . 62 ' with sliding stop 64 . 64 ' is provided. This will allow for both aircraft 32 . 32 ' permissible flow directions 60 . 60 ' over full 360 ° result. This is also favored by the fact that the displaceable stops 64 . 64 ' partly over the side wall of the watercraft 1 stick out and the linen 34 . 34 ' so also parallel to the lateral side wall of the vessel 1 can be performed.

Another advantage of in 5e shown watercraft 1 is that always both aircraft 32 . 32 ' can be operated simultaneously. As a result, comparable forces act on the vessel at the bow and at the stern 1 so that transverse components of these tractive forces can be substantially moment-free supported by the lateral plan of the vessel.

In the previous considerations, it has always been assumed that an aircraft 32 . 32 ' for permitted directions of flight 60 . 60 ' can fly to the ship at any angle of inclination. Under inclination angle in this context, for example, the angle between a horizontal and the taut line between the aircraft 32 . 32 ' and the watercraft 1 Understood.

In general, however, are very flat inclination angle, for example, less than 15 ° or less than 10 °, hardly of practical importance. Of the Range of permitted directions of flight 60 . 60 ' can thus be extended within the scope of the invention, for example, characterized in that the anchoring 62 . 62 ' the leash 34 . 34 ' takes place at an elevated point on the vessel. This can, for example, as in 5f shown by means of a mast 66 will be realized. Likewise, within the scope of the invention, the anchoring is thought of 62 . 62 ' at another suitable, high point on the vessel, for example in the upper part of the superstructure 12 to be arranged as in 5g is shown schematically.

The invention enables use of wind to propel a ship 1 or watercraft 1 under a variety of conceivable wind conditions. Some of them are exemplary in the 6a to 6d shown. Shown here is a ship 1 with a underwater propeller 20 as well as with a leash 34 at the ship 1 anchored aircraft 32 , A wind 6 or one on the aircraft 32 existing air flow 6 are each represented by arrows.

Along the longitudinal direction of the vessel 1 , in particular with or against the direction of travel, both tensile forces act 70 that the aircraft 32 over the leash 34 on the ship 1 exercises as well as propeller forces 72 the submarine propeller exerts on surrounding water on the ship. The tensile forces 70 as well as the propeller forces 72 are in the 6a to 6d also indicated by arrows. The length of the arrows for airflow 6 as well as for tensile forces 70 and propeller forces 72 illustrate in each case the wind strength and the magnitude of the forces acting, but are expressly schematic and in particular not to scale to understand.

In 6a is a situation shown in the air flow 6 diagonally from the front against the direction of travel of the ship 1 runs. The leash 34 runs accordingly in relation to the direction of travel of the ship obliquely backwards to the in the air flow 6 flying aircraft 32 , It acts against the direction of travel, ie braking, traction 70 on the ship 1 , At the same time the aircraft delivers 32 or a flying wind power plant not shown in detail 30 to which the aircraft 32 heard an electric power, in turn, to power the underwater propeller 20 is being used. The underwater propeller 20 causes an accelerating acting in the direction of travel propeller power 72 on the ship 1 , which in the example shown is greater than the braking tensile force 70 , The Erfindng thus allows even in headwind, ie in an air flow 6 with at least one flow component counter to the direction of travel of the ship 1 , a use of wind 6 to power the ship 1 ,

The invention even allows the wind-driven ride in the ontal wind, as in 6b is shown schematically. The relationships described by side headwind apply accordingly.

In 6c is a situation shown in the air flow 6 diagonally from behind with the direction of travel of the ship 1 runs. The leash 34 runs accordingly obliquely forward with respect to the direction of travel of the ship to that in the air flow 6 flying aircraft 32 , It acts with the direction of travel, ie driving or beschleinigende traction 70 on the ship 1 , At the same time the aircraft delivers 32 or a flying wind power plant not shown in detail 30 to which the aircraft 32 heard an electric power, in turn, to power the underwater propeller 20 is being used. The underwater propeller 20 causes an accelerating acting in the direction of travel propeller power 72 on the ship 1 ,

It should be noted that the aircraft 32 existing air flow 6 usually not the true wind, but the proper motion of the aircraft 32 to be taken into account. The aircraft in particular also moves together with the ship 1 where it is anchored to the wind. The strength of the air flow 6 for providing electrical power by means of the aircraft or by means of the wind turbine not shown in detail 30 is thus dependent inter alia on wind strength, ship speed and the angle between wind direction and direction.

6d shows an example of where the ship is 1 driving in the wind and the air flow 6 is correspondingly only small, so that a generation of electrical power by utilizing this air flow 6 not economical or impossible. At the same time, the true wind is much stronger, but is determined by the speed of the ship 1 on the aircraft 32 not readily available. In this case, it is provided according to the invention that the aircraft 32 the ship 1 draws with the use of electrical power. With suitable flight movement of the aircraft 32 against the true wind, a flow of power is withdrawn from the true wind, which now as an additional contribution of the tensile forces 70 acts on the ship.

The electrical power to the corresponding operation of the aircraft or the flying wind power plant 30 to which the aircraft belongs may be provided by any power source, in particular that already described. For example, the electric power by means of the underwater propeller 20 provided. In this case, braking propeller forces act 72 on the ship 1 , but lower than the driving forces 70 could be.

LIST OF REFERENCE NUMBERS

1

water craft

2

driving means

4

waterline

6

airflow

8th

water flow

10

hull

12

construction

14

charge

20

Underwater Propeller

22

electric rotary machine

24

electrical connection

30

Airborne wind turbine

32, 32 '

aircraft

34, 34 '

rope

35

drum

36

electric rotary machine

37

wave

38

rotor

39

lift profile

40

Internal combustion engine

42

generator

44

coupling gear

50

Underwater turbine

54

generator

60, 60 '

permissible flight direction

61

permissible inclination angle

62, 62 '

anchoring

64, 64 '

variable stop

66

mast

Claims (11)

Drive device for a watercraft comprising an underwater propeller and a first electric rotary machine operatively connected to the underwater propeller, characterized in that the drive device further comprises a flying wind power plant with an aircraft, with a leash for anchoring the aircraft to the watercraft and with a second electric rotary machine for converting by means of the aircraft of an air flow withdrawn flow capacity into electrical power, wherein the first rotary electric machine and the second rotary electric machine for transmitting electric power can be connected or connected to each other. Drive device according to claim 1, characterized in that the aircraft has an aerodynamic buoyancy profile, by means of which the air flow, the flow rate can be withdrawn. Drive device according to claim 2, characterized in that the buoyancy profile is arranged on a rotor operatively connected to the second rotary electric machine or that the buoyancy profile is arranged on a support surface of the aircraft and is operatively connected by means of the line to the second rotary electric machine. Drive device according to one of claims 1 to 3, characterized in that the drive device comprises a power extraction device which is designed and adapted to withdraw a flow of water flow performance to convert this flow power into electrical power, in particular using this electrical power by means of the flying wind power plant Traction of the flying aircraft is exercisable on the vessel. Drive device according to claim 4, characterized in that the underwater propeller and the first rotary electric machine are part of the power take-off device, wherein the flow rate of the water flow by means of the underwater propeller can be withdrawn and converted by means of the first rotary electric machine into the electric power. Drive device according to claim 5, characterized in that the underwater propeller is arranged on a pivotable nacelle, wherein in particular the first rotary electric machine is arranged inside the nacelle and / or wherein a shaft between the underwater propeller and the first rotary electric machine is arranged coaxially to a pivot axis of the nacelle , Drive device according to claim 5 or 6, characterized in that the underwater propeller has a plurality of wings with a flow profile, wherein the wings are in particular rotatably mounted on the underwater propeller, to predetermine a angle of attack of a water flow to the airfoil. Drive device according to one of claims 1 to 7, characterized in that the drive device further comprises an internal combustion engine, wherein the internal combustion engine in particular with the underwater propeller and / or with the first rotary electric machine and / or with a generator for providing electrical power for the first electrical Rotary machine and / or the second rotary electric machine is operatively connected or operatively connected. Watercraft with a drive device according to one of claims 1 to 8. Vessel according to claim 9, characterized in that the vessel has an anchoring device for attaching the leash of the flying wind power plant, wherein the anchoring device is arranged elevated on the vessel and / or wherein the Anchoring device is formed with a sliding stop for the leash. Vessel according to one of claims 9 or 10, characterized in that the drive means comprises at least two each anchored by means of a leash on Wasserfahreug aircraft, in particular for each of the lines each have an anchoring device for attaching the respective leash are provided on the vessel, wherein the anchoring devices respectively are arranged on different sides of the watercraft.

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