DE4024126A1 - Ship with wind propulsion - has waterproof motors driving propellers between three hulls with central one longer than side hulls - Google Patents

Abstract

The wind-driven ship has three long narrow hulls (1, 1a, 1b) 5m. apart, the middle one being longer, and a double deck giving a load space 3m. or more high. Three or five wind-power converters deliver energy to twelve generators in turn supplying five electric motors driving propellers. - Two of the electric motors are watertight and lowered on rigid mountings into the spaces between the hulls, while the others are at their sterns, the port and starboard ones being used only for course correction, while the middle one runs continuously and is enclosed between two rudders. An electrolysis chamber accommodates a large hydrogen tank for the storage of unused energy, and which supplies two hydrogen motors.

Description

This invention is a modified shipbuilding system and an energy drive system, with previously used components their how find deuse. The main focus is on the bow stood, the energy generation on the ship and the drive system. The ship itself consists of four fixed hulls, with the central aisle is longest and the nose is pointed out at the bow and stern plugged. On the port and starboard side, the central aisle of each flanked a side aisle, the distance between the hulls here is five meters. This combination of ships is for all types of freight suitable to include passengers, with the protected from two sides Mit telschiff would be a brilliant oil tanker. Between the three hulls there are two channels of water, each five meters wide, which make the bow resistance enormous reduce. In each of these gullies, one of the Main drives sunk into the gutters, the efficiency of the screw in follow the lateral limitation improves the thrust. The three ships body are assembled together with a stable double deck, the intermediate room should include a loading height from three meters upwards, there is a norm not necessary if the client's security changes is involved. All machine rooms and others can also be found on the upper deck technical facilities to be accommodated, so that the three below lying hull remain available for other freights. In any case If the load is too high, the upper deck must not be immersed in the water, because the bow resistance would increase immediately, which is a large part of the Energy saving. The passage of water in the channels also keeps that Ship on the course. The upper deck offers enough space for five wind energy con to mount later, in my case I have planned three, that also depends depends on how quickly the ship is requested by the client. The central nave houses a small machine room in the rear, from where a screw is operated which is bounded by the rudder on both sides. The two little ones Hulls have a small engine room in the stern to operate ben a small screw that should only contribute to course correction from time to time. In addition, an electrolysis system is also provided, in which accumulation occurs capacities converted into hydrogen and stored in a stable tank and can continue in the event of a lull with the help of hydrogen engines. At The size of this wind energy converter requires that the upper bearing for the vertical axis with diagonal struts in fixed connection with the columns are brought up from the deck. Not all of him yet The details mentioned will be explained in the following explanations. Now want we deal with some dimensions, which of course are from the operator or Manufacturers can be changed at any time.  

The central nave has a length of 350 meters, and a width of 12 meters a draft of 10 meters: The two aisles are 300 m long, 10 m wide and 10 m deep. The gullies between the ships are five meters wide, the deck mounted above is 350 meters long, 42 meters wide and inside a loading height of three meters, but expandable upwards. After deduction of the rooms for technical facilities, about 130,000 m³ remain usable interior space in the order of magnitude.

Dimensions for the wind energy converter:
Wind-effective wing height 4.5 meters
Wind effective wing length 18 meters
Wind effective wing area 81 m²

There are 14 blades on a wind energy converter, with seven constantly Working blades with wind effect = 567 m² per converter

Three converters = 1701 m²
Five converters = 2835 m²

Calculation formula = p½ · pv · F = W

Wind speeds:

40 m / s = 3351456 W = 3351.456 Kw = 4556.7042 Ps
50 m / s = 6545812.5 W = 6545.8125 Kw = 8899.813 Ps

Seven installation stages = a converter with 567 m² of wind-active wing area:
Wind speeds:

40 m / s = 23460192 W = 23460.192 Kw = 31896.929 Ps
50 m / s = 45820687 W = 45820.687 Kw = 62298.690 Ps

Three converters provide 3 × 567 m² = 1701 m² wind-effective wing areas:

40 m / s = 70380576 W = 70380.576 Kw = 95690.789 Ps
50 m / s = 13746206 W = 137462.06 Kw = 186896.07 Ps

Five converters provide 5 × 567 m² = 2835 m² wind-effective wing areas:

40 m / s = 11730096 W = 117300.96 Kw = 159484.64 Ps
50 m / s = 239343375 W = 23934375 Kw = 239343.375 Kw = 325415.86 Ps

This shipbuilding system offers enough space for different loads freight and the wind energy converters you can see the space they need Treat yourself, the consideration in the form of energy should also be eco Satisfy nomies and the endangered environment is also served.  

It shows

Fig. 1 = top view of three adjacent hulls, the middle ( 1 ) the other two ( 1 a and 1 b) protruding by 25 m, a total of 50 m at the bow and stern, the two hulls ( 1 a and 1 b ) are left and right 5 m from the central aisle ( 1 ) and form two water channels, in each of which one of the main drives ( 5 and 5 a) sinks into the water from the deck above it ( Fig. 2) and provides as a result of lateral limitation a better thrust performance of the screw, as well as an enormously lower bow resistance. The planned three engine rooms ( 4 , 4 a and 4 b) in the central aisle can just as well be accommodated in the deck above, as well as the electrolysis system, then the hulls ( 1 , 1 a and 1 b) remain available for another loading, the central aisle ( 1 ) being an oil tanker protected from two sides. All three rear sides are each occupied with a small machine room ( 4 c, 4 d and 4 E), which each operate a small screw ( Fig. 4) ( 5 b, 5 c and 5 d), whereby ( 5 c and 5 d ) only serve to correct the course.

Fig. 2 = also offers a top view of the upper deck ( 2 ) with a changed room layout in relation to the planned wind energy converter ( 3 , 3 a and 3 b), the loading hatches ( 6 ), the electrolysis system ( 4 F), the machine rooms ( 4 , 4 a and 4 b) and the passage tunnels ( 6 a) next to the converters.

Fig. 3 = an electric motor with propeller, which has been fixed to its supports on the deck (2) and sunk into the two water channels, takes care of the main drive of the ship,

Fig. 4 (b 5, 5 c and 5 d) = the rear rear parts of the hulls (1, 1 a, and 1 b) with the screws and rudders (5 g),

Fig. 5 = shows the column assembled from seven parts, consisting of the middle piece ( 11 ) and the flanges ( 11 a), below then leads the United tical axis ( 9 a) through the deck ( 2 ), Fig. 6, through Drive toothed wheel ( 9 ) and opens into the floor bearing ( 10 ), the flange ( 11 a) is screwed to the upper half-shell of the ball bearing ( 10 b) above the top surface,

Fig. 6 shows the enlarged part = the vertical axis, which has already been described in FIG. 5,

Fig. 7 shows = the uppermost portion of the vertical axis with the welded-on flange and cone bearing (11 c),

Fig. 8 shows = the upper bearing (11 c) with the diagonal struts (11 d),

Fig. 9 = shows a finished installation stage with the wings ( 12 ), firmly mounted on the sleeve ( 12 d), the left wing shows a grating to reduce the air resistance on the negative wind-active side, the right on the wind-active side Seals are re-sealed with canvas strips so that nothing is lost from the wind current,

Fig. 10 = shows a diagram of how the installation stages are to be installed distributed one above the other so that there are always seven wings fully in the wind, each wing being able to use the wind for half a circumference,

Fig. 11 = the upper axle bearing ( 11 c) with the diagonal braces mounted on it, which sit on the four columns ( 11 E) and are firmly anchored below on the deck, because they must be able to survive any storm without damage, it is not only worthwhile for the environment, to utilize the energy gifts of nature, it will become vital earlier than we think, there is no point in asserting that it would be too late, that existence on this earth had to be fought for since it was created, that applies even today.

Position list:

1 = the central nave lying in the water,
1 a = the left ship next to it at a distance of 5 m,
1 b = the right-hand ship lying at a distance of 5 m,
2 = the deck mounted above the three ships,
3 = the wind energy converter mounted in the middle of the deck,
3 a = the converter installed near the rear,
3 b = the converter installed near the bow,
3 c = the position on the deck ( 2 ) where the vertical axis ( 9 ) leads through the deck into the machine rooms,
4 = the machine room under the converter ( 3 ),
4 a = the machine room under the converter ( 3 a),
4 b = the machine room under the converter ( 3 b),
4 c = a small engine room in the stern of the central nave ( 1 ),
4 d = a small engine room in the stern from the left aisle,
4 e = a machine room in the stern from the right aisle,
4 f = a room for the electrolysis plant,
5 = an electric motor hanging on brackets ( 5 E) in the right water channel,
5 a = an electric motor hanging in the left channel,
5 b = a propeller mounted on the stern of the central aisle ( 1 ),
5 c = the propeller mounted on the stern of the left side aisle ( 1 a),
5 d = the propeller mounted on the stern of the right side aisle ( 1 b),
5 E = brackets for the retractable electric motor with screw,
5 F = are the screws operated by the electric motors ( 5 and 5 a),
5 G = the rudder at the stern of the central nave ( 1 ),
6 = the hatches on the deck ( 2 ),
6 a = a passage leading past the converters,
7 = the right generator with pinion operated by the drive gear ( 9 ),
7 a = the generator with pinion on the left of the drive wheel ( 9 ),
7 b = the left generator operated via the centrifugal clutch ( 8 a),
7 c = the right generator operated via the centrifugal clutch ( 8 ),
8 = the right centrifugal clutch,
8 a = the left centrifugal clutch,
9 = the drive gear for the generators,
9 a = the vertical axis,
9 b = a ring welded to the axle, housed in the bearing ( 10 ), serves to relieve this system,
10 = the bearing mounted on the deck floor,
10 a = the bearing mounted under the deck floor
11 = the middle piece on which the sleeve ( 12 d) with the wings ( 12 ) is installed and form an installation stage,
11 a = the flanges belonging to the center piece,
11 c = the upper bearing with the cone,
11 d = the diagonal struts in connection with the columns ( 11 E) leading to the deck ( 2 ),
11 E = the pillars that support the upper bearing with the diagonal struts,
12 = the wind wings,
12 a = the installation supports to stabilize the sash,
12 b = the grille cladding to reduce the air resistance,
12 c = the canvas strips to cover the air-permeable grille on the wind-active side,
12 d = the sleeve, which is welded to the wings ( 12 ) via the holder ( 12 E) and becomes an installation stage,
12 E = the brackets.

These parts listed here are not all the subject of the patent claim, this refers only to the style of the ship for lower Bugwi the state and application of wind energy converters in the maritime sector.

Claims (1)

If you want to reduce the combustion of fossil fuels, seafaring offers different options, of which I want to patent a patent

• - 3 long narrow ships lying next to each other in the water, the central ship being longer than the ships at a distance of 5 m on both sides, over all three ships
• - 1 double deck with an internal loading height of 3 m and more assembled and with
• - 3 wind energy converters equipped, there may also be five, which on
• - 12 generators that supply energy and mainly
• - Feed 5 electric motors for the
• - 5 propellers, of which two watertight electric motors with bolts are sunk from the deck on stable brackets into the water channel created between the ships and provide more thrust due to the lateral limitation, the other three motors are in the stern of the three ships and operate the three screws , whereby the port and starboard screws are only used to correct the course, but the screw from the central ship constantly follows and on both sides of
• - 1 rudder is limited, for the generators are still between the deck
• - 3 small engine rooms provided, furthermore
• - 1 electrolysis room which offers space for
• - 1 large hydrogen tank, in which unused energy can be stored, was created due to overcapacity and idle time, furthermore
• - 2 hydrogen engines, operated by the available hydrogen stocks, which should be sufficiently available, all other facilities should be agreed with the shipping companies and manufacturers, since such a ship is suitable for different loads, especially the central aisle, which is protected by the side aisles flanked would be the safest oil tanker.