EP0127004A1 - Disposition des voiles sur un voilier - Google Patents

Disposition des voiles sur un voilier Download PDF

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Publication number
EP0127004A1
EP0127004A1 EP84104901A EP84104901A EP0127004A1 EP 0127004 A1 EP0127004 A1 EP 0127004A1 EP 84104901 A EP84104901 A EP 84104901A EP 84104901 A EP84104901 A EP 84104901A EP 0127004 A1 EP0127004 A1 EP 0127004A1
Authority
EP
European Patent Office
Prior art keywords
frames
sails
sailing ship
sail
ship according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP84104901A
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German (de)
English (en)
Other versions
EP0127004B1 (fr
Inventor
Hartmut Berthold Schwarz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SCHWARZ, HARTMUT BERTHOLD
Bremer Vulkan AG Schiffbau und Maschinenfabrik
Original Assignee
Schwarz Hartmut Berthold
Bremer Vulkan AG Schiffbau und Maschinenfabrik
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schwarz Hartmut Berthold, Bremer Vulkan AG Schiffbau und Maschinenfabrik filed Critical Schwarz Hartmut Berthold
Publication of EP0127004A1 publication Critical patent/EP0127004A1/fr
Application granted granted Critical
Publication of EP0127004B1 publication Critical patent/EP0127004B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
    • B63H9/08—Connections of sails to masts, spars, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B15/00—Superstructures, deckhouses, wheelhouses or the like; Arrangements or adaptations of masts or spars, e.g. bowsprits
    • B63B2015/0016—Masts characterized by mast configuration or construction
    • B63B2015/0033—Multipodded masts, e.g. tripod-type

Definitions

  • the invention relates to a sailing ship with at least one rigidly connected mast, to which curved frames are fastened, which can be pivoted with the aid of brass devices, a drivable shaft for reefing the sail stretched between these frames in the central region of the frames between two frames lying one above the other is arranged, on each of which one half of the sail is attached on diametrically opposite sides, and wherein the outer upper and lower corners of the sails are connected to wires, ropes or the like running generally in the direction of the longitudinal extension of the frame, through which the sails for setting can be pulled outwards.
  • a sailing ship of this type is known from Japanese Patent Application Laid-Open No. 56-63595.
  • the frames are attached to a shaft attached to the mast so that they can be pivoted by rotating the shaft.
  • the disadvantage is that considerable at higher winds Liche forces are transmitted to the shaft, so that this device should only be used with smaller ships.
  • the sails are apparently attached to vertical rigid elements (shaft for winding up the sail and a corresponding outer part, which is obviously movable in the longitudinal direction of the frames). Due to this clamping on rigid elements, the bulky nature of the sail is essentially predetermined, so that it cannot be adapted to different wind conditions.
  • the solution according to the invention is that the upper and lower leeches of the sails are held in grooves in the frames, that the sails have a smaller width in the middle than above and below and a smaller height than outside on the inside, the vertical distance between the frames varying accordingly, and that in a manner known per se the mast has three interconnected struts, two of which are arranged next to one another transversely to the longitudinal axis of the ship and the third in the middle in front of these two struts, the frames being fastened to the third strut and the brass devices to the frames and the two struts have attached ropes or wires.
  • the sails are thus held Ahen in grooves of the R, while the complaintliek is free and is not rigidly held so that the bulbous shape of the sail is not hindered.
  • the sails have a wider width in the middle than above and below; in addition, they have a lower height on the inside than on the outside, with the frames tapering towards the ends, so that the vertical frame spacing is greater in the end region than in the middle. Since the wires or ropes with which the sails are stretched essentially follow the longitudinal extension of the frames, the sails are not only pulled and held outwards by the ropes.
  • a three-legged mast is also used, from the rear two struts of which have a spacing in the transverse direction of the ship, ropes or wires run as brass devices to the frames, so that the forces transmitted by the wind to the sails and frames can be better absorbed than is the case with the previously known construction.
  • the tripod mast and the special brass equipment are known per se from the essay "Freighter under sail - no topic in Germany” from the magazine “Schiff undulate / Medando Kunststoff", December 1980, Issue 12, pages 35 to 37, especially the upper figure on page 35.
  • the sailing ship according to the invention can be used to sail very high on the wind.
  • a brass angle of up to 20 ° is possible, while a traditional bream is only possible to bream up to 66 °.
  • the sailing ship according to the invention reaches significantly higher speeds on the wind, which for the first time also enables the recovery of energy or the recovery of electrical energy, which is used for propulsion during periods of calm or for the operation of the ship (auxiliary devices, air conditioning, etc.) can be.
  • the shaft on which the sail can be wound for reefing can e.g. have a round cross-section.
  • the shaft has an essentially elliptical cross section, the major axis of the ellipse being parallel to the tangent direction of the curvature of the frames at the location of the shaft.
  • the wave offers little resistance to the wind due to its elliptical cross section. Nevertheless, the sail can be rolled up quickly on the wave.
  • the drum diameter is chosen so that the tensioning of the sails takes place through the ropes or wires at exactly the same speed as the sails are released by the shaft and vice versa. Any irregularities in these two movements can be compensated for by the elastic elements, which e.g. can be spring-loaded pulleys.
  • the lieks move in the grooves of the frames.
  • the lieks do not get stuck in the grooves, they do not have the essentially round cross section, which is formed by a rope around which the sail is sewn. Rather, it is provided according to the invention that the leeks held in the grooves of the frames have an elongated cross section, the greatest longitudinal extent of the cross section being perpendicular to the sail surface.
  • the leeches held in the grooves of the frames can have a link chain with links alternately extending in two mutually perpendicular planes, the sail being connected to every second of the links. Every second of the links thus has the large extent perpendicular to the sail surface for holding the lag in the undercut groove, while the intermediate links, which are arranged essentially in the surface of the sail, are connected to the sail.
  • this arrangement has the advantage that the large transverse expansion of the leech, which is advantageous in the frames, does not interfere with the winding of the sails on the shaft.
  • Means are advantageously provided for changing the curvature of the frames so that the sailing properties can be adapted particularly well to different wind strengths and directions of the apparent wind. It should be mentioned that it is known to change the curvature of a large tree (FR-OS 2 472 508), but only an existing curvature in the tree longitudinal direction can be shifted to a limited extent.
  • the curvature of the frames should be changeable, especially in the nock area, especially in the outermost third or quarter of the frames.
  • the frames consist of at least two rod-shaped elements arranged one behind the other, which are connected to one another, at least one of which is flexible and at least one of which has a variable length. If the length of the rod-shaped element is changed with a variable length, the curvature of the frames also changes.
  • each frame has two front rod-shaped elements which are arranged one above the other, which each have a groove for receiving a loft and are provided with joints, and a rear rod shaped element which consists of sections which correspond to the sections between the joints of the front rod-shaped elements, means for changing the spacing of the sections being provided.
  • the kink angle between the distances of the front rod-shaped elements changes. In this way, you can not only change the overall curvature of the frame, but also influence the curvature locally at certain desired locations in order to be able to adapt the frame profile to an ideal profile as well as possible. If you provide three joints on each side of the frame, each of which can change the articulation angle by 2 °, the overall angle of curvature of the frames can be increased by 6 °. If this angle of curvature was previously 12 °, a maximum angle of curvature of 18 ° can be achieved. Appropriately, it will also be provided that the curvature on the windward and leeward side can be changed separately.
  • the groove for receiving the leech in the vicinity of the joints must be designed accordingly, for example with appropriate sleeves, so that the leech of the sail cannot get jammed in the vicinity of the joints.
  • the distance between the sections of the rear rod-shaped element and thus the curvature can be changed in a particularly simple manner by hydraulic piston-cylinder units.
  • Such a hydraulic piston-cylinder unit is required for each joint.
  • the means for changing the distance can also have levers attached to a shaft and actuating rods attached to the levers.
  • the curvature of the individual joints can be adjusted differently at the same time by rotating only one shaft by making the levers of different lengths. A larger lever length then corresponds to a larger change in the angle of curvature at the corresponding joint.
  • the devices for reefing and setting the sails, for breaming and for changing the curvature of the frames can be actuated electrically and / or hydraulically, wherein control devices for the electrical or hydraulic actuation can be arranged at a central location on the ship or at some central locations on the ship . It is therefore no longer necessary, as has been the case up to now, to go directly to the mast where the sail position is to be changed in order to change the sail position, to reef and set the sails. In this way, the large number of seafarers who were previously required to operate a sailing ship is no longer necessary, which only enables the economic operation of such a sailing ship.
  • a hull 1 of a sailing ship is shown schematically, the bow of which must be thought beyond the left edge of the figure.
  • the frames 5 to 9 are fastened horizontally, which can be braced with ropes 11, which are fastened to the corresponding frame 5 to 9 and one of the rear struts 3 and 4 standing next to one another.
  • the entire mast with frames and brass fittings thus forms a free-standing unit; there is no need to stretch any ropes, wires or the like between different masts. It goes without saying that instead of the one mast shown in FIG. 1, several masts with corresponding frames and devices can be arranged one behind the other on the hull 1.
  • Fig. 2 which shows a horizontal section through the mast a little above the frame, it is shown that the frame (for example, the frame 8) is pivotally attached to the front strut 2 at 12.
  • the frame is held at a distance from the mast strut 2 by struts 13 or similar devices.
  • the brass devices consist of a rope, one end of which is attached to the vertical mast strut 4 at 14.
  • the rope then runs around a roller 15 on the frame 8, a roller 16 on the mast strut 4, is wound a few turns around a winch 17, then runs around a roller 18 on the mast strut 3 and a roller 19, which in turn on the frame 8 is provided.
  • the other end of this rope is attached to the mast strut 3 at 20.
  • the frame 8 can be made by driving the winch, which can be done electrically or hydraulically, for example can. An additional manual drive for the winch 17 can also be provided for emergencies.
  • the winch is driven in one direction, the rope 11 is tightened, for example, on the right and celebrated on the left. In this way the frame is brought clockwise to a position which is shown schematically at 8 'and which indicates the very large brass angle which can be achieved with the sailing ship according to the invention. If the winch 17 is driven in the other direction, the bream occurs in the opposite direction.
  • FIG. 3 which shows a section of the representation of FIG. 2, the shaft 21, which is fastened in front of the mast strut 2 between the frames, is also shown for winding up the halves 22a and 22b of the sail.
  • the shaft 21 has an elongated or elliptical cross section, the greatest longitudinal extent having the direction of the tangent to the curvature of the frames at this point.
  • the shaft 21 is rotatable at 42 about a vertical axis and can be rotated by hydraulic motors or electric motors, not shown, if necessary also by manual operation.
  • the sails 22a and 22b are attached at diametrically opposite locations on the shaft 21.
  • the sails can be reefed by rotating the shaft 21, which winds up the sails.
  • the upper leeks 48 of the sails are partially received by a helical groove 51 when they are wound onto the shaft 21 (the sail 22a is partially broken away to illustrate this).
  • the sails do not need to be completely reefed or set completely.
  • intermediate positions are also possible, but expediently, however, the shaft will be rotated so far that its greatest longitudinal extent of the cross-section has the direction of the tangent to the curvature of the frames, that is to say the position shown in FIG creates additional wind resistance.
  • FIG. 5 a cross-section through the frame 8 with a groove 27 is also shown in broken lines, in which the luff 28 of the sail runs when the sails are set and reefed.
  • the luff is made so that two ropes 28 are arranged next to each other and not just one rope, as is common.
  • the end region of the sail 22a is then wrapped around the two cables 28 and sewn at 29.
  • the Liek has a link chain in which the levels of the chain links are alternately perpendicular to each other. Every other chain link 43 extending substantially in the plane of the sail 22 is connected to the sail at 44, e.g. sewn.
  • the intermediate chain links 45 extend in a plane perpendicular thereto (arrow 46) and are thus reliably held by the groove 27.
  • FIG. 7 shows a vertical cross section through a particularly advantageous embodiment of a frame.
  • the frame consists of three rod-shaped elements 30, 31 and 32 which are arranged essentially parallel to one another. Two of the rod-shaped elements, i.e. the rod-shaped elements 30 and 31 are arranged one above the other, the third rod-shaped element 32 is arranged halfway between the rod elements 30 and 31 behind them.
  • the rod-shaped elements 30, 31 and 32 are still connected to struts 33.
  • Fig. 8 shows the middle and outer part of a row. Approximately a third of its length has been omitted from the drawing at 52.
  • the upper rod-shaped element 30 (and correspondingly the lower rod-shaped element 31) consists of sections 30a, 30b, 30c, 30d, which are connected to joints 34 at their connection points. Behind these sections is the groove 27 for the leech of the sail. This groove is arranged in a correspondingly flexible carrier or in such a carrier that it does not lose its guiding properties even when the sections 30a to 30d are pivoted about the joints 34 by a small angle.
  • the rod-shaped element 32 also consists of sections 32a, 32b, 32c and 32d which correspond to the sections 30a to 30d of the front upper rod-shaped element.
  • the individual sections 32a to 32d are connected to one another in such a way that one element can penetrate into the adjacent one at different depths, for example by means of a pin which can penetrate into a corresponding hole at different depths.
  • the depth of this penetration and thus the distance between the sections 32a to 32d is varied by piston-cylinder units 35.
  • FIG. 9 schematically shows the shape of the sail 22 which is used according to the invention.
  • This sail is subjected to a tensile force in the direction of arrows 47 by the wires or cables 24 with which it is set and tensioned.
  • a tensile force in the direction of arrows 47 by the wires or cables 24 with which it is set and tensioned.
  • the outer leads are particularly tense because the guide pulleys are still at a distance from the sail even in the case that the ropes 24 are fully tensioned and are further apart because of the curvature of the frame parts indicated by dashed lines at 6 and 7 than is the case with guide pulleys located further inside would be the case.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)
  • Toys (AREA)
  • Saccharide Compounds (AREA)
  • Preparation Of Compounds By Using Micro-Organisms (AREA)
EP84104901A 1983-05-03 1984-05-02 Disposition des voiles sur un voilier Expired EP0127004B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833316139 DE3316139A1 (de) 1983-05-03 1983-05-03 Segelschiff
DE3316139 1983-05-03

Publications (2)

Publication Number Publication Date
EP0127004A1 true EP0127004A1 (fr) 1984-12-05
EP0127004B1 EP0127004B1 (fr) 1986-11-12

Family

ID=6198040

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84104901A Expired EP0127004B1 (fr) 1983-05-03 1984-05-02 Disposition des voiles sur un voilier

Country Status (13)

Country Link
US (1) US4546718A (fr)
EP (1) EP0127004B1 (fr)
JP (1) JPS6042196A (fr)
KR (1) KR850000336A (fr)
DD (1) DD251112A5 (fr)
DE (2) DE3316139A1 (fr)
DK (1) DK155119C (fr)
ES (1) ES287846Y (fr)
FI (1) FI78874C (fr)
GR (1) GR81969B (fr)
NO (1) NO158127C (fr)
PL (1) PL247536A1 (fr)
PT (1) PT78524B (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2618407A1 (fr) * 1987-07-21 1989-01-27 Lessine Boris Dispositif de voilure souple a surface reductible pour navires de commerce ou de plaisance
DE102008006944A1 (de) 2008-01-24 2009-07-30 S&S&S, S.A. Schiffahrt & Seetouristik & Schwarz S.A. Segelschiff mit drehbarem Mast

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0235599Y2 (fr) * 1985-06-27 1990-09-27
ATE43111T1 (de) * 1985-09-11 1989-06-15 Linc W Alexander Segelvorrichtung.
WO1988010208A1 (fr) * 1987-06-27 1988-12-29 Yukimasa Hori Embarcation a voile
US4838191A (en) * 1987-06-29 1989-06-13 Corlett Edwin H Low-drag sailboat mast
IT1218790B (it) * 1987-12-17 1990-04-19 Biagioli Mario Alberatura per imbarcazione a vela
EP1049622A1 (fr) * 1998-01-23 2000-11-08 Olsen Design APS Greement de bateau
US7698024B2 (en) * 2007-11-19 2010-04-13 Integrated Power Technology Corporation Supervisory control and data acquisition system for energy extracting vessel navigation
US10977968B2 (en) 2016-10-12 2021-04-13 Patrick V. Cleeves Apparatus and methods for displaying and storing a banner or advertisement on a horizontal wind turbine
JP7142584B2 (ja) * 2019-01-31 2022-09-27 株式会社名村造船所 起倒式マスト構造物
JPWO2022153369A1 (fr) * 2021-01-12 2022-07-21

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1089656B (de) * 1956-06-18 1960-09-22 Wilhelm Proelss Segelschiff mit rahgetakelten Masten
FR1569855A (fr) * 1967-04-22 1969-06-06 W Prolss

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3085539A (en) * 1960-07-29 1963-04-16 Prolss Wilhelm Sailing vessel with square-rigged masts
JPS5663595A (en) * 1979-10-31 1981-05-30 Mitsui Eng & Shipbuild Co Ltd Sail operating system for sail ship
FR2472508A1 (fr) * 1979-12-28 1981-07-03 Boisson Ernest Bome a profil variable pour voiliers

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1089656B (de) * 1956-06-18 1960-09-22 Wilhelm Proelss Segelschiff mit rahgetakelten Masten
FR1569855A (fr) * 1967-04-22 1969-06-06 W Prolss

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
SCHIFF UND HAFEN, Band 19, Nr. 4, 1967, Seiten 262-263; *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2618407A1 (fr) * 1987-07-21 1989-01-27 Lessine Boris Dispositif de voilure souple a surface reductible pour navires de commerce ou de plaisance
DE102008006944A1 (de) 2008-01-24 2009-07-30 S&S&S, S.A. Schiffahrt & Seetouristik & Schwarz S.A. Segelschiff mit drehbarem Mast

Also Published As

Publication number Publication date
DK219884A (da) 1984-11-04
FI78874B (fi) 1989-06-30
PT78524A (de) 1984-06-01
DK155119B (da) 1989-02-13
DK155119C (da) 1989-07-10
PL247536A1 (en) 1985-01-16
EP0127004B1 (fr) 1986-11-12
FI841723A0 (fi) 1984-05-02
DE3461271D1 (en) 1987-01-02
PT78524B (de) 1986-05-07
FI841723A (fi) 1984-11-04
NO158127C (no) 1988-07-20
DK219884D0 (da) 1984-05-03
NO841694L (no) 1984-11-05
ES287846U (es) 1986-07-01
DE3316139A1 (de) 1984-11-08
JPS6042196A (ja) 1985-03-06
NO158127B (no) 1988-04-11
ES287846Y (es) 1987-03-16
KR850000336A (ko) 1985-02-26
GR81969B (fr) 1984-12-12
FI78874C (fi) 1989-10-10
DD251112A5 (de) 1987-11-04
US4546718A (en) 1985-10-15

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