JP2019531230A - Ship auxiliary sail system and ship safety system - Google Patents

Abstract

A ship-mounted auxiliary sail system characterized by a plurality of sail units that can be mounted around the ship on a rail system and are movable. The sail unit may have automatic shrinking safety features and / or automatic mast release safety features.

Description

  Some embodiments of the invention relate to an auxiliary sail system for a ship. Some embodiments of the invention relate to an auxiliary sail system for a ship that is easily stored or mounted to be placed in an operating configuration.

  Some embodiments of the invention relate to an auxiliary sail system for a ship that incorporates features that allow the sail area exposed to the wind to be gradually reduced. Some embodiments of the invention relate to an auxiliary sail system for a ship that incorporates features that allow a sail area exposed to the wind to be rapidly reduced.

  Sail on a ship is an ancient technique. Historically, many hybrid sail / engine designs existed for ships built from scratch when steam arrived. In recent years there have been only a few attempts to re-introduce sails to conventional power-powered merchant ships, but to the best of the inventors' knowledge, the last commercial voyage of all sail-powered ships was in 1957.

  Some issues that eliminate the practical implementation of the “traditional ship sail” device are the complexity of the design, the cost and penetration of the installation, the lack of safety features to guard against sudden overwind, This is a hindrance that the device presents to cargo loading and unloading and / or a great effort requirement for operating the device. Furthermore, the known devices are not designed with the idea of adding to existing ships, meaning that they can only be installed on newly constructed ships.

  There is a general desire for improved auxiliary sail systems for power ships. It may be desirable to provide a system in which auxiliary sails are tightened and mounted to avoid or minimize damage under extreme conditions found in the sea (eg, the open ocean). It may be desirable to easily and quickly transfer the auxiliary sail system from the operating configuration to the retracted configuration, so that periodic dockside operation of the ship is not hindered while the ship is in the harbor.

  The foregoing examples of the related art and limitations related therewith are intended to be illustrative and not exclusive. Other limitations of the related art will become apparent to those skilled in the art upon reading this specification and reviewing the drawings.

  The following embodiments and their aspects are described and illustrated in conjunction with systems, tools, and methods that are meant to be exemplary and illustrative and not limiting in scope. In various embodiments, one or more of the problems described above are reduced or eliminated, while other embodiments are directed to other improvements.

  One aspect of the present invention provides a rail mounted auxiliary sail system for a ship, such as a cargo ship. A rail system is provided that extends around at least a portion of the periphery of the ship deck. A plurality of sail units that are mountable and movable on the rail system are provided. The rail system includes a plurality of fixed attachment points, whereas each one of the plurality of sail units can be fixed to help drive the ship for use as an auxiliary sail.

  In one aspect, each sail unit of the plurality of sail units is mounted to the base to allow the sail unit to move along the rail system and a base that can be fixed to a fixed mounting point. It has at least two rollers or wheels, a mast mounted on the base, and a sail unit. In some aspects, the sail unit is a sail roller blind design having an upper boom, a lower boom, and a side sail that can be raised and lowered to extend between the upper and lower booms. In some aspects, the sail is held in a fixed position relative to the upper and lower booms, and the lower boom is rotatable so that the sail can be wrapped around the circumference of the lower boom. In the lowered configuration, the sail is wound around the lower boom and the upper boom sits just above the lower boom. From the bobbin fixedly connected to the lower boom for rotation with the lower boom to the upper part of the mast, and to the upper boom collar used to raise and lower the upper boom Extend. In the lowered configuration, the shortened cable is wound at all or only a small portion around the bobbin.

  In one aspect, to raise the sail, the upper boom is lifted using, for example, a lifting cable supported from the top of the mast. Lifting the upper boom unfolds the sail from the lower boom, releases the sail and correspondingly winds the shortened cable around the bobbin as the upper boom collar rises over the mast. To lower the sail, the upper boom is lowered, for example by allowing a lifting cable to lower the upper boom. A corresponding force is exerted on the contracted cable to unwind the contracted cable from the bobbin and cause the lower boom to rotate, so that the slack created in the sail when the sail is lowered is Sucked and wound around the lower boom.

  In one aspect, automatic sailing safety features are provided. A bend detection cable is provided to detect bends in the upper boom caused by strong wind events. The bend detection cable is connected by a buffer member that absorbs the force applied by the bend detection cable during normal sailing operations. The buffer member may be an inertia drum. During a strong wind event, the dampening member cannot absorb the force exerted by the bend detection cable, which is transmitted to actuate the lever, which normally rotates the upper boom cable drum. Release the latches that are tightening. When the latch is released, the upper boom cable drum is rotated and the upper boom cable connected to raise and lower the upper boom is unwound by rotation of the upper boom cable drum. Or moved down to lower the upper boom.

  When the force exerted by a strong wind event is reduced, the automatic sail safety feature is no longer activated and the latch is biased back to its normal tightening position and tightens the upper boom cable drum so that it does not rotate. . Thus, in some aspects, the upper boom cable drum is rotated in response to a strong wind event. In some aspects, the circumference of the upper boom cable drum around which the upper boom cable is wound is equal to about 1/10 of the height of the mast, thereby activating automatic sail reduction safety features As a result, the sail is reduced by 1/10 of its height.

  In one aspect, a mast rotation release safety feature is provided. The mast is mounted on a rotatable platform that is normally engaged with an engagement member operable to rotate the mast to its desired position. A sensing cable is attached to the mast to detect strong wind events that cause a bend greater than a predetermined degree of bend of the mast. The sensing cable is configured to activate a mechanical switch when detected above a predetermined degree of bending of the mast. In one aspect, actuation of the mechanical switch releases a weight configured to raise the rotatable platform out of engagement with the engagement member, thereby allowing the rotating platform to rotate freely. As such, it is possible for the sail anchored to the mast to be placed in a configuration parallel to the prevailing wind, thereby quickly releasing the force applied to the sail and the mast.

  In one aspect, a chain tensioner is provided to adjust the operation of the mechanical switch. The spring in the chain tensioner has a spring constant selected to buffer the normal force exerted by the sensing cable during normal sailing operations. When a force greater than a predetermined level is exerted by the sensing cable, the spring allows the retaining member in the chain tensioner to be forced into a locked position, which is a stiffness that moves the mechanical switch into the operating configuration. Lock the activated finger in position. As the mechanical switch moves to the actuated configuration, the pin is moved from the clamped position to the released position to release the weight, thereby lifting the rotatable platform out of engagement with the engaging member and rotating Allows possible platforms to rotate freely.

  In one aspect, activation of the mast rotation release safety device triggers an automatic full sail reduction of the sail. In one aspect, the sail incorporates a self-reducing safety system as previously described, and activation of the mechanical switch by the mast rotation release safety device prevents normal rotation of the upper boom cable drum. Trigger the latch to tighten and move it to its release configuration and keep it there. This allows the upper boom cable drum to rotate freely to the same number of revolutions required to lower the upper boom and hence the sail to its full lower position. .

In addition to the illustrative aspects and embodiments described above, other aspects and embodiments will become apparent by reference to the drawings and by studying the following detailed description.
Exemplary embodiments are illustrated in referenced figures of the drawings. The embodiments and figures disclosed herein are intended to be considered illustrative rather than restrictive.

1 is a top view of a ship equipped with an exemplary embodiment of an auxiliary sail system. The fragmentary perspective view which shows embodiment which becomes an example of a sail unit. 1 is a perspective view of a ship equipped with an exemplary embodiment of an auxiliary sail system, with the auxiliary sail system in its fully deployed configuration but with the sail raised. FIG. FIG. 4 is a perspective view of the example embodiment of FIG. 3 with port sail units assembled. FIG. 4 is a perspective view of the example embodiment of FIG. 3 with the starboard sail unit fully routed and the sail unit being cleared from the stern. FIG. 3 illustrates an example embodiment of a ship having a discontinuous rail system with an auxiliary bow-mounted sail unit that is independently mounted. 1 illustrates an example embodiment of a ship having a continuous rail system that extends around the bow of the ship. FIG. FIG. 4 illustrates an example embodiment of a spool that retains three ropes for use in moving a sail unit around a ship, according to an example embodiment. FIG. 3 shows an exemplary embodiment of an electric capstan with a rope spool positioned downward. FIG. 3 shows an example embodiment of a roller when used to direct a rope system around the stern of a ship. The figure which shows embodiment which becomes an example which attaches a sail unit to a rope. The figure which shows embodiment which becomes an example which pulls a rope from the bow of a ship. FIG. 4 is a schematic diagram of the steps in an example method of clearing a sail unit from one side of a ship to allow dockside operation to be performed using a three rope rope system. FIG. 3 is a schematic diagram of another process in an exemplary method of clearing a sail unit from one side of a ship to allow dockside operations to be performed using a three rope system. FIG. 3 is a schematic diagram of another process in an exemplary method of clearing a sail unit from one side of a ship to allow dockside operations to be performed using a three rope system. FIG. 3 is a schematic diagram of another process in an exemplary method of clearing a sail unit from one side of a ship to allow dockside operations to be performed using a three rope system. FIG. 3 is a schematic diagram of another process in an exemplary method of clearing a sail unit from one side of a ship to allow dockside operations to be performed using a three rope system. FIG. 3 is a schematic diagram of the steps in an example method of clearing a sail unit from one side of a ship to allow dockside operation to be performed using a two-rope rope system. FIG. 4 is a schematic diagram of another step in an example method of clearing a sail unit from one side of a ship to allow dockside operation to be performed using a two-rope rope system. The figure which shows embodiment which is an example of the rope guide and horn cleat which were provided in the sail unit in some embodiment. The figure which shows embodiment which becomes an example of the attachment point which adheres a sail unit to the predetermined place of use. FIG. 6 is a perspective view of an exemplary embodiment of a bottom rail. FIG. 6 is a perspective view of an exemplary embodiment of an upper rail. The figure which shows embodiment which becomes an example of engagement with the base unit of a sail unit, and an upper rail. The figure which shows embodiment which becomes an example of engagement with the lug on the base unit of a sail unit, and the fixed attachment point provided on the ship. The figure which shows the structure used as the example of the lug on a base unit. FIG. 3 is a side view of a base unit of a sail unit locked in place on a rail system. FIG. 5 is a side view of a sail base unit in place on the rail system with the brace in a containment configuration. The figure which shows embodiment which becomes an example of the process at the time of loading a sail unit on a rail system. The figure which shows embodiment which becomes an example of a roller blind sail. FIG. 6 shows an exemplary embodiment of a rod used to tighten a sail into an upper boom. FIG. 4 illustrates an example embodiment of a pulley and cable used to rotate a rod used to tighten a sail into a boom. The figure which shows embodiment which becomes an example of an upper boom support body. The figure which shows embodiment which becomes an example of a mast reinforcement | strengthening cable. FIG. 3 is a detailed view of a lower boom in one embodiment. FIG. 6 shows an example of a bottom boom insert that is rotatable within a bearing that allows the sail to be shrunk around the lower boom. The figure which shows a mode that an upper boom bends and activates an upper boom bending detection cable in one example embodiment. FIG. 10 is another diagram illustrating a situation in which the upper boom bends and activates the upper boom bending detection cable in an example embodiment. FIG. 10 is another view showing the upper boom bending to activate the upper boom bending detection cable in one example embodiment. The figure which shows embodiment which becomes an example of an upper boom bending detection cable. The figure which shows the mechanism used for retracting a sail gradually when an upper boom bending detection cable is started. FIG. 4 shows a mechanism used to gradually shrink a sail in a start configuration. FIG. 10 shows the position of the actuation lever of the automatic sail reduction safety feature in an example embodiment in a non-actuated configuration. FIG. 6 shows the position of the actuation lever of the automatic reduced sail safety feature in one example embodiment in an activation configuration. FIG. 3 is a schematic diagram illustrating how an automatic mast rotation release feature is triggered in some example embodiments by movement of the mast from its normal operating position to a deflected position caused by a strong wind event. FIG. 3 is a schematic diagram illustrating how an automatic mast rotation release feature is triggered in some example embodiments by movement of the mast from its normal operating position to a deflected position caused by a strong wind event. FIG. 3 illustrates an example embodiment of a mechanical switch that is activated to trigger an automatic mast rotation release safety feature in some embodiments in a non-actuated configuration. FIG. 3 illustrates an example embodiment of a mechanical switch that is actuated to trigger an automatic mast rotation release safety feature in some embodiments in an actuated configuration. FIG. 6 is an alternative view of a mechanical switch used to release the mast weight to allow the mast to rotate freely in some embodiments, showing the switch in a non-actuated configuration. Machine used to release the mast weight to allow the mast to rotate freely in some embodiments, showing the switch approaching the operating configuration before lowering the mast release weight It is an alternative figure of a switch. FIG. 4 shows the mast cog in its normal operating position, showing the mast cog being lifted from the worm screw to allow the mast to rotate during a strong wind event. Indicates the mast cog ascending position when the automatic mast release safety feature is triggered, indicating that the mast cog is being lifted from the worm screw to allow the mast to rotate during strong wind events Figure. FIG. 4 shows a corresponding activation of a fully automatic sailing feature provided in some embodiments showing the normal operating position of the mast cog. FIG. 6 is another diagram illustrating the corresponding activation of the fully automatic shortening feature provided in some embodiments, showing the raised position of the mast cog when the automatic mast release safety feature is triggered. The figure which shows the structure of the mast and sail during normal operation. FIG. 3 shows the mast and sail configuration after the automatic mast rotation release safety feature is activated. FIG. 3 shows a configuration of a sail unit suitable for allowing a ship to travel through a narrow space such as the Panama Canal. The figure which shows the sail unit in a chevron structure (drawing sheet 15/19).

  Throughout the following description specific details are set forth in order to provide a thorough understanding by those skilled in the art. However, well-known elements may not be shown or described in detail to avoid unnecessarily obscuring the present disclosure. Accordingly, the description and drawings are to be regarded in an illustrative sense rather than a restrictive sense.

  Referring to FIG. 1, in which the wind direction is illustrated by arrows and the air flow is illustrated by curved lines, one exemplary embodiment 100 of a rail-mounted auxiliary sail system is illustrated on a ship 101, At this time, the sail 108 is in its deployed configuration. The rail-mounted auxiliary sail system 100 includes a plurality of sail units 102. The sail unit 102 is mounted on its hull around the periphery of the ship 101 so that the main cargo area of the ship 101 is totally cleared, for example for carrying cargo.

  The rail mounted auxiliary sail system 100 provides fuel savings to the ship in which it is used. Without being bound by theory, by using the theoretical sail area vs. displacement calculation and the model recently wind tunnel tested by the inventor, the fuel savings compared to running on the ship's existing engine alone is: The maximum was estimated to be 25%. In some embodiments, this could translate to a typical saving of as much as 10% of the fuel over the ship route. In some embodiments, the rail mounted auxiliary sail system 100 is used to assist in maneuvering and / or stopping the ship.

  In some embodiments, a plurality of sail units 102 are deployed along the side of the hull of the ship 101. In the illustrated embodiment of FIGS. 2-5, the auxiliary sail system 100 is installed on a Green Dolphin 575 Handmax. In the illustrated embodiment, the rail-mounted auxiliary sail system 100 has 19 sail units 102. Sail units 102 comprising between 1 and 25 sail units, or any number or spacing between them, eg 2, 4, 6, 8, 10, 12, 15, or 20 sail units 102 Any suitable number of may be used in alternative embodiments. In the illustrated embodiment in operational configuration, nine sail units 102 are provided on each side of the ship 101 and one sail unit 102 is provided on the bow of the ship 101.

  The size and position of the sail unit 102 may be determined by one skilled in the art depending on the type of ship on which the sail unit 102 is installed. The distance between adjacent pairs of sail units 102 must be sufficient to allow these booms to rotate completely without interfering with each other, eg, upper boom 106 and lower boom 104 are In an embodiment having a length of approximately 15.6 m, a spacing interval of at least 16.5 m must be provided between these sails to avoid interference between adjacent sail units.

  In some embodiments, the sail unit 102 is configured so that the sail arrangement formed thereby is raised in a chevron configuration, with all sails pointing inward toward the bow as shown in FIG. To be rotated. Such a configuration may be desirable if, for example, the wind is blowing from directly behind the ship 101, thereby avoiding the need for tacking. The chevron configuration also allows additional auxiliary sails, such as spinnakers or other similar sails such as those used on MS Beluga Skysail, to be used if desired.

In the illustrated embodiment, the sail unit 102 is a laterally sailed outboard sail 108. In some embodiments, the side sail outfitted sail 108 is between 100 m ² and 300 m ² and any value between them, eg, 120, 140, 160, 180, 200, 220, 240, 260, or 280 m ^2. Have a surface area such as In alternate embodiments, any desired sail surface area may be used. In alternative embodiments, any desired type of sail, such as an aircraft wing style sail, a Frettner rotor, a conventional sail, etc. may be used in place of a side sail outfitted sail.

  As best seen in FIG. 2 where the same reference numerals refer to the same components as the embodiment shown in FIG. 1, each sail unit 102 comprises a lower boom 104, an upper boom 106, a side sail 108, a mast. 110. The mast 110 extends vertically above the deck of the ship 101 to support the side sails 108, and the upper and lower booms 106, 104 extend generally horizontally such that the sails 108 extend between them. The upper boom 106 is raised and lowered vertically along the mast 110, thereby allowing the side sail 108 to be raised and lowered, as will be described in more detail below.

  Each sail unit 102 is supported for movement around the outer deck of ship 101 along rail system 112. In the illustrated embodiment, the rail system 112 includes a top rail 114 that extends along at least a portion of the outer deck of the ship 101 and a bottom rail 116 that extends parallel to and below the top rail 114. And have. A plurality of fixed attachment points 200 are provided around the rail system 112 so that the sail unit 102 can be clamped in place for use at any desired attachment point 200.

  As best seen in FIGS. 3-5, the sail unit 102 can be slid along the rail system 112 to move around the outer circumference of the ship deck. In the illustrated embodiment of FIG. 7, the rail system 112 extends continuously around the starboard side 118, port side 120, stern 122 and bow 124 of the ship 101. In an alternative embodiment, rail system 112 extends, for example, only along starboard side 118 and port side 120, partially along starboard side 118, and only partially along port side 120. In addition to any of the previously described variations that extend in two separate sections along starboard side 118 and two separate sections along port side 120, stern 122 extends independently along stern 122. It can also be discontinuous, such as extending continuously around and extending only a portion of starboard side 118 and a portion of port side 120. In general, the rail system 112 extends along a portion of the port side 120, at least a portion of the starboard side 118, and the entire circumference of the stern 122 to completely transfer the sail unit 102 from either side of the ship 101. Make it possible.

  FIG. 6 illustrates an example embodiment where the rail system 112 is discontinuous. The rail system 112 extends around the port side, stern, and starboard side of the ship 101 in the embodiment of FIG. 6, but does not extend continuously around the bow 124 of the ship 101. In this embodiment, an auxiliary bow mounted sail unit 103 is provided. The auxiliary bow-mounted sail unit 103 is not mounted on the rail system 112, but uses a pocket mounting system, i.e., a fixed mounting at a specific point on the hull of the ship 101, with the rail system 112. Are independently mounted at the bow 124 at a specific point on the hull of the ship 101. The auxiliary bow mounted sail unit 103 cannot be moved along the rail system 112 and must be installed and deinstalled separately as desired.

  As can be seen from FIGS. 4 and 5, the sail unit 102 is moved along the rail system 112, eg for storage when the sail unit 102 is not needed, or for dockside operation (eg, luggage handling). In order to clear the sides of the ship 101 so that loading and unloading can be performed, it can be selectively cleaned out of the way. FIG. 5 illustrates a configuration in which the sail unit 102 is cleared from both the starboard side 118 and the stern 122 of the ship 101 so that dockside operation can be performed on the starboard side 118 of the ship 101 at the port. In some embodiments, the ship 101 is connected to the shore by a rope that extends across the stern 122.

  In the illustrated embodiment, the sail unit 102 is moved along the rail system 112 using a rope system 126. In one example embodiment illustrated in FIG. 8, the rope system 126 has three ropes: a first rope 128, a second rope 130, and a third rope 132, which In some cases, the first rope 128 and the second rope 130 may be tethered together as described below. The first rope 128, the second rope 130, and the third rope 132 are initially provided by being wound around a spool 138 provided near the bow 124 of the ship 101, as shown in FIG. .

  In one example embodiment, the first rope 128, the second rope 130, and the third rope 132 are loop ends provided at their free ends, as best seen in FIG. 9A. Parts 128A, 130A, and 132A.

  The rope system 126 is moved to move the sail unit 102 around the deck of the ship 101 using a capstan 134 rotated by a motor 136 (FIG. 9A). In the illustrated embodiment, the capstan 134 is attached to the bow 124 of the ship 101, and the first rope 128, the second rope 130, and the third rope 132 are spool 138 below the capstan 134. Contained on top. In an alternative embodiment, the capstan 134 can be mounted at any desired location, and the first rope 128, the second rope 130, and the third rope 132 can be received at any suitable location. It is.

  The rope system 126 is operated to move the sail unit 102 about the rail system 112. In one exemplary embodiment, the sail unit 102 is moved along the rail system 112 so as not to interfere with the dockside operation. The sail unit 102 can be moved when the ship travels to the port or at any time suitable to prepare for dockside operation within the port itself.

  To move the sail unit 102 about the rail system 112 (indicated by a particular color, eg black in one example embodiment, to assist the operator in the correct use of the rope system 126). The first rope 128 may also be wrapped around a capstan 134 and extend around a portion of the periphery of the ship 101. The first rope 128 may also be referred to herein as the black rope 128. . Appropriate structural elements such as rollers 140, 141 are used at appropriate locations (eg, around the stern of the ship 101) so that the black rope 128 provides a smooth path of travel around the ship 101, for example as shown in FIG. 9B. Make sure you have.

  The first loop end 128A of the black rope 128 (which is also a specific color, eg white in one exemplary embodiment, to assist the operator in the correct use of the rope system 126). The second rope 130 is connected to the first loop end 130A of the second rope 130 (eg, also referred to herein as the white rope 130), for example in FIG. 9A. Form a continuous cable as shown. In one example embodiment, hook and loop fasteners 133 are used to tie the free loop ends of the rope together.

  The sail unit 102 uses a tied strap that can be looped over a horn cleat 148 provided in place on the sail unit 102, for example as shown in FIG. Connected to white rope 130. In the inset shown in FIG. 10, a simple webbing loop 142 advances the webbing loop 142 around the rope and sends the first end of the webbing loop 142 past its opposite end. It can be tied onto a rope of rope system 126 (eg, rope 128, 130, or 132). The webbing loop 142 can then be tightly tied around the rope to provide a clamped end 144 with the opposite free end 146 of the webbing loop 142 in place on the sail unit 102. It can be clamped around the horn cleat 148 provided.

  To adjust the position of the sail unit 102 on the rail system 112, for example to clear the dockside, in some embodiments (also to assist the operator in the correct use of the rope system 126). A specific color, eg, yellow in one example embodiment, whereby the third rope 132 is also referred to herein as the yellow rope 132) A rope 132 is used. The sail unit 102 is coupled to the yellow rope 132 by tightening the yellow rope 132 to the horn cleat 148 of the associated sail unit 102 using a simple webbing loop 142 in a manner similar to that described above. These units can be moved. The yellow rope 132 can then be used to bring the sail unit 102 on the first side of the ship 101 close together and gather together so that the sail unit 102 on the second dock side of the ship 101 can be Pulling around so as not to interfere with the desired dockside activity, which is described in more detail below in one exemplary method of operation.

  In one exemplary embodiment of 19 sail units installed on a GD 575 ship, the entire operation of clearing the sail unit from the dockside (referred to as “curtain operation”) is completed by two crew members. It is expected to take less than 30 minutes to do.

  In one example embodiment, a method for loading a plurality of sail units 102 onto a ship 101 is provided. The ship's two bow doors 139 are opened as shown in FIG. 11 and the crew goes to the capstan 134 and the rope spool 138 on the bow platform of the ship 101. The black rope 128 is pulled from the spool 138 and in any suitable manner, such as when the black rope 128 is fed through the bow door, its first loop end 128A is used with a boat hook. By grasping, it is advanced over the bow of the ship 101 and / or through the bow door 139 (in this example embodiment, a port bow bow door). The black rope 128 is positioned in this example embodiment wherever rope guidance or turning is necessary or desirable within the space between the ship's hand rail and the upper rail of the sail unit 102. Is pulled around the sides of the ship by suitable rollers 140 and / or side rollers 141.

  As shown in FIG. 9B, at the stern 122 of the ship 101, the black rope 128 is laid around a stern roller 140 including an over-side roller 141 that supports the black rope 128 in the vertical direction. In this exemplary embodiment, black rope 128 counts from first sail unit 102 around starboard side 120 and starboard side 118 upstream to “S9” position, ie, starboard side 118 at bow 124. To the position occupied by the ninth sail unit.

  The white rope 130 is pulled around the opposite side of the ship 101 in a similar manner, for example, and merges with the black rope 128 exiting the starboard bow door 139. In this exemplary embodiment, the white rope 130 is pulled downstream on the starboard side 118 to the “S9” position and merges with the black rope 128. Both ropes 128, 130 can be used by the crew to cap the black rope 128 on a horn cleat provided on the assembly that supports the capstan 134, or at any suitable location on the bow 124 of the ship. The loop ends 128A, 130A of the black rope 128 and the white rope 130 are tied together in any suitable manner and held until they can be tightened.

  The first loop ends 128A, 130A of the black rope 128 and the white rope 130 are joined together in any suitable manner at their junction, for example in the “S9” position in this exemplary embodiment. In this exemplary embodiment, the two ropes are tied together using a hook and loop (eg, Velcro ™) strap 133. The slack in the black rope 128 is blotted and wrapped around the capstan 134, and the second loop end 128A of the black rope 128 is in any suitable manner, such as a hook and loop strap in this exemplary embodiment. 133 is coupled to the second loop end 130A of the white rope 130 at the bow of the ship. Thus, the black rope 128 and the white rope 130 form a single continuous rope when their free loop ends 128A, 130A are joined together in this way.

  The sail units 102 are spaced apart from each other along the side of the ship 101 by any suitable spacing distance 150 (FIGS. 3 and 4). The spacing distance between each pair of adjacent sail units 102 may be the same, or approximately the same distance between each pair of adjacent sail units 102 along each side of the ship 101, but that need be Absent. In this exemplary embodiment, the space of sail unit 102 along each of starboard side 118 and port side 120 is approximately 16.5 m. In some embodiments, the black rope 128 and the white rope 130 are marked using a distance indicator, eg, a double ring marker around the rope in the appropriate location, to move the sail unit 102 to the ropes 128, 130. Helps to position properly along.

  In this exemplary embodiment, a first double ring marker is provided along the white rope 130 at a spacing distance 150, i.e., 16.5 m in this exemplary embodiment. The combined black / white ropes 128, 130 are pulled back onto the capstan 134 until the first double ring marker is pulled and adjacent to the point where the sail unit 102 is loaded onto the rail system 112. In this exemplary embodiment, the sail unit is to be loaded at the S3 position (ie, the third sail position from the bow 124 along the starboard side 118).

  The sail unit 102 placed in the P1 position (ie, the first position at the bow 124 of the ship 101 on the port side 120) is first loaded into the S3 position and using a simple webbing loop 142, 1 is connected to the white rope 130 at the double ring marker, and this webbing loop is tied onto the white rope 130 at its clamping end 144 and around the horn cleat 148 provided in the P1 sail unit 102. It is clamped to the P1 sail unit 102 by clamping the free end 146 of the webbing loop 142.

  The length of the simple webbing loop 142 is sufficient to allow the sail unit 102 to move along the rail system 112 and enter the desired position around the ship 101 (i.e. movement). Selected to be sufficient to provide a degree of freedom). For example, in many embodiments, the webbing loop 142 needs to provide enough play for each sail unit 102 to move around a corner at the stern 122 of the ship 101.

  With the P1 sail unit 102 clamped to the white rope 130 at the first double ring marker, the P1 sail unit 102 moves toward the stern 122 along the rail system 112 on the starboard side 118. In the embodiment, a desired spacing distance 150 is pulled with respect to the next adjacent sail unit 102 that becomes the P2 sail unit 102. In this exemplary embodiment, the spacing distance 150 between P1 and P2 sail units 102 is 16.5 m, so the next double ring marker along the white rope 130 is the first Located at a spacing distance 150 of 16.5 m from the double ring marker. The P1 sail unit 102 is thus pulled by a distance of 16.5 m along the starboard side 118 so that the P2 sail unit 102 is clamped to the white rope 130 at a desired spacing distance 150 from the P1 sail unit 102. Can be.

  This process is repeated until all of the port side sail units (P1 to P9 in this example embodiment) are coupled to the white rope 130 at the desired spacing distance 150 from each other on the starboard side.

  The port side sail unit then places these sails in a moving configuration (ie, the upper boom 106 and the lower boom 104 are generally parallel to the side of the ship 101) and the first sail unit is in the P1 position. Until reaching the stern 122 of the ship 101 using the rope system 126 actuated by the capstan 134. Each sail unit of P1 to P9 sail units 102 is then lowered into place and clamped in place on their respective mounting points 200 as described below. In the illustrated embodiment, each sail unit of the P1 to P9 sail units 102 removes the free end 146 of the webbing loop 142 from the horn cleat 148 and the clamped end 144 of the webbing loop 142 to the white rope 130. Is released from the white rope 130.

  At this stage, and in this example embodiment, the lower boom 104 and the upper boom 106 of the port side sail unit 102 are 90 so that the side sails 108 are oriented perpendicular to the port side 120 of the ship 101. It can be converted, and this is the first configuration in which the sail unit 102 is deployed for use.

  After the port side sail unit 102 is released (P1 to P9 in this example embodiment), the continuous rope 128/130 uses the capstan 134 to re-enable the double ring marker on the white rope 130. The sail unit 102 is pulled around the ship 101 until it is adjacent to the loading position, ie, in this example embodiment, the S3 position.

  The first starboard sail unit 102 occupying the S1 position (ie, the position on the starboard side 118 closest to the bow 124) is then loaded into the loading position (ie, the S3 position in this example embodiment) Connected to the white rope 130 at one double ring marker. Since the S1 sail unit 102 does not need to navigate the corner at the stern 122 of the ship 101, in some embodiments, it may be used to load a port side sail unit that had to navigate the stern 122 of the ship 101. A simple webbing loop 142 shorter than that used can be used to load the starboard sail unit.

  When the S1 sail unit 102 is connected to the white rope 130, the capstan 134 will pull the S1 sail unit toward the bow 124 by a predetermined spacing distance 150 (ie, 16.5 meters in this example embodiment). Operated on. When the second double ring marker reaches the loading position (ie, the S3 position in this example embodiment), the sail unit 102 occupying the S2 position is loaded and at the second double ring marker. Connected to the white rope 130, both S1 and S2 sail units 102 are moved toward the bow 124 and pulled until the S1 sail unit reaches the S1 position. Both S1 and S2 sail units 102 are then lowered onto rails 112 and deployed on their respective attachment points 200 as described below and locked in place, S1 and S2 sail units. Is pulled away from the white rope 130 by removing the webbing loop 142.

  At this stage, and in this exemplary embodiment, the lower boom 104 and upper boom 106 of the S1 and S2 sail units are 90 so that the side sails 108 are oriented perpendicular to the starboard side 118 of the ship 101. It can be converted, and this is the first configuration in which the sail unit 102 is deployed for use.

  The capstan 134 is then actuated to return the first double ring marker to the loading position (ie, the S3 position in this example embodiment). Each of the remaining sail units 102 from S9 to S3 is then loaded and connected to the white rope 130 at an appropriate spacing distance 150 and moved toward the stern 122 of the ship 101 in a sail configuration from S3 to S9. Pull until all of the unit is in place. The sail units 102 from S3 to S9 are then lowered, locked and released, and the upper and lower booms 106, 104 are oriented with the side sails 108 perpendicular to the starboard side 118 of the ship 101. This is the first configuration in which the sail unit 102 is deployed for use.

  In embodiments in which an auxiliary bow-mounted sail unit 103 is used, the auxiliary bow-mounted sail unit 103 may sail at any desired time during the loading procedure of the sail unit 102, such as sailing to the rail system 112. The unit 102 is mounted on the bow before, after, or during loading. In one example embodiment, the auxiliary bow-mounted sail unit 103 includes a first sail unit 102 (e.g., the P1 sail unit 102 in the example embodiment described herein) in the rail system 112. After being mounted and tied to the white rope 130, it is mounted on the bow cradle provided on the bow 124 of the ship 121.

  For example, an exemplary embodiment of a method for clearing some or all of the sail units 102 in preparation for engaging in a dockside operation, such as unloading a ship 101, will now be described. Although this exemplary embodiment will be described with reference to clearing the sail unit 102 from the starboard side 118 of the ship 101, suitable modifications may be used to clear the sail unit 102 from the port side 120. .

  As a first step, the upper boom 106 and the lower boom 104 of the starboard side sail unit are in their deployed configuration, i.e., the upper boom 106 and the lower boom 104 are relative to the side of the ship 101 as shown in FIG. From a generally vertically extending orientation to a moving configuration, i.e., so that they extend parallel to the starboard side 118 of the ship 101, for example as shown in starboard sail unit 102 of FIG. Converted.

  In some embodiments, the yellow rope 132 is at a predetermined storage spacing interval 154 (FIG. 4) (schematically shown in FIGS. 12 and 13), which is 6 m in the illustrated embodiment. A dual ring marker 152 is provided. The yellow rope 132 is provided with any desired number of double ring markers 152, for example, final containment of the last port side sail unit 102 (ie, the P9 sail unit in the illustrated embodiment). The position and the final stowed position of the first starboard sail unit pulled around the stern 122 of the ship 101 (ie, the S9 sail unit in the illustrated embodiment) can be displayed. In some embodiments, the yellow rope 132 is not provided with a double ring marker. The exact storage spacing interval 154 used is not critical, but must be sufficient to avoid colliding the components of adjacent sail units 102 with each other when in the stowed configuration.

  The yellow rope 132 is removed from its spool 138 and its sagging end is looped over, for example, a horn cleat provided at an appropriate location on the assembly containing the capstan 134 to port the ship. Extended to the side. The yellow rope 132 is then pulled downstream on the port side 120 of the ship 101 to its starting position, which in this exemplary embodiment is the third P9 sail unit from the last double ring marker 152. It is in a state of being positioned adjacent to 102. In this configuration, the last double ring marker 152 on the yellow rope 132 is available for the S8 sail unit 102 and the penultimate double ring marker 152 on the yellow rope 132 is the starboard sail unit. 102 is available for the S9 sail unit 102 when it is routed to its deck cleanup configuration.

  When the yellow rope 132 is tightened to its desired starting position, the slack in the yellow rope 132 is sucked off and the yellow rope 132 is wound around the capstan 134. The P9 sail unit 102 is connected to the yellow rope 132 at the third position from the last double ring marker 152 using the webbing loop 142 as described above for the white rope 130. The P9 sail unit 102 moves to the rail system 112 until the next retracted spacing interval 154 on the yellow rope 132 (ie, 6 m in this example embodiment) double ring marker 152 is adjacent to the P8 sail unit 102. Pulled along. P8 sail unit 102 is then tethered to yellow rope 132 using webbing loop 142, and both P8 and P9 sail units 102 receive the next storage spacing interval 154 on yellow rope 132 (ie, this example and In some embodiments, 6 m) the double ring marker 152 is pulled along the rail system 112 until it is adjacent to the P7 sail unit 102.

  This process is repeated until all of the port side sail units from P9 to P2 are collected with the desired storage spacing interval 154 (6 m in this illustrated embodiment) between them. The P1 port side sail unit 102 remained in the P1 position and the final double ring marker 152 (in this case displaying a 6 m retracted spacing interval 154) was aligned with the horn cleat 148 of the P1 sail unit 102 Braces in state.

  The free loop end 132A of the yellow rope 132 is looped over a permanent horn cleat provided along the ship's hand rail, and the opposite end of the yellow rope 132 is released from the capstan 134; The slack is spooled onto the ship deck and tied to the horn cleat 148 of the P1 sail unit 102. The continuous rope formed from the interconnected black rope 128 and white rope 130 is deployed around the periphery of the ship 101 as previously described, and the rope is connected to the P1 sail unit as shown in FIGS. It is advanced through a rope guide 156 provided on 102 horn cleat 148.

  The white rope 130 (which forms part of the continuous black rope 128 and white rope 130) is aligned such that its double ring marker 152 is positioned adjacent to each starboard sail unit 102. Each starboard sail unit 102 is connected to the white rope 130 using the webbing loop 142 as described above. The starboard sail units must travel around the stern 122 of the ship 101, so the webbing loop 142 used to connect each starboard sail unit to the white rope 130 is the sail unit 102 around the corner of the stern 122. Must be long enough to provide enough play to be able to proceed.

  When the starboard sail unit 102 is connected to the white rope 130, the capstan 134 pulls the starboard sail unit around the stern 122 of the ship 101 by pulling the continuous black rope 128 and the white rope 130 as shown in FIG. The sails are moved and moved until the sail unit 102 from the S9 position is close to the sail unit 102 from the port side P9 position (within about 10 m in one example embodiment).

  The upper boom 106 and the lower boom 104 on the S9 sail unit 102 are relative to the side of the ship 101 so that they are in their stowed configuration, ie, as shown with respect to the port side sail unit 102 in FIG. And rotated 90 ° so as to extend vertically. The starboard sail unit is then directed toward the bow 124 on the port side 120, with the S9 unit at a retracted spacing interval 154 (eg, 6m in this example embodiment) from the P9 unit. Pull until adjacent to the upper double ring marker 152. The S9 sail unit 102 is then connected to the yellow rope 132 at the location of the double ring marker 152. A short webbing loop 142 may be used to connect the S9 sail unit 102 to the yellow rope 132. The S9 sail unit 102 is then pulled away from the white rope 130 and the process turns the upper boom 106 and the lower boom 104 on the S8 sail unit 102 90 degrees into the stowed configuration and places the S8 sail unit 102 on the yellow rope 132. Advance toward the next double ring marker 152 (spacing spacing 154 from the S9 sail unit, eg, 6 m in this example embodiment), and the S8 sail unit 102 into the yellow rope 132 By tying and pulling the S8 sail unit 102 away from the white rope 130 and continuing in the same manner for the remaining sail units 102, the desired work area for dockside operation, eg, the illustrated embodiment of FIG. From the starboard side 118 and stern 122 as shown, a sufficient number is cleared. It is repeated.

The reverse process is continued to return the sail unit 102 to its deployed configuration for use.
The process of moving the sail unit 102 around the ship 101 using the rope system 126 includes four port side sail units 102 labeled P1, P2, P3 and P4, and S1, S2, S3 and S4. It is schematically illustrated in FIGS. 12-16 using a virtual ship with four starboard sail units 102 labeled and using a rope system 126 with three separate ropes. As shown in FIG. 12, a yellow rope 132 is extended along the port side of the ship 101 and the P4 sail unit is connected to it at one of the double ring markers 152 indicating the storage spacing interval. It is. The P4 sail unit is then pulled forward from the P3 sail unit until it is separated from the P3 sail unit by a retracted spacing interval, with the sail in the stowed configuration. The P3 sail unit is then tethered to a yellow rope 132 at the double ring marker 152 adjacent to the one to which the P4 sail unit is clamped, and this pair is connected to the P3 sail unit as shown in FIG. It is pulled towards the bow 124 until it is separated from the unit by the storage spacing interval.

  This process is such that all of the port-side sail units are pulled forward and can be the same distance between each pair of adjacent sail units 102, but not necessarily separated by a storage spacing interval, Repeat until tightened in place on yellow rope 132. The most stern end of the yellow rope 132 is clamped in any suitable manner, for example, on a horn cleat on the rail of the ship 101, while the opposite (ie, bow) end of the yellow rope 132. The part is then removed from the capstan 134 and tightened in place to tighten the port side sail unit in place, while the black rope 128 and white rope 130 are deployed around the periphery of the ship together Connected to produce a continuous rope as described above.

  All starboard sail units in the S1, S2, S3, and S4 positions have the sail 108 on the white rope 130 at the double ring marker 152 indicating the spacing distance, as schematically shown in FIG. They are connected in their moving configuration (ie oriented parallel to the side of the ship 101). The capstan 134 is actuated to move the starboard sail unit around the stern 122 along the edge of the ship 101. The S4 sail unit is converted to a storage configuration (ie, the upper boom 106 and the lower boom 104 extend perpendicularly to the side of the ship 101) and moves from the P4 sail unit to the storage distance as shown in FIG. Is done.

  The S4 sail unit can then be tethered to the yellow rope 132 if desired, as shown in FIG. 16, and the S3 sail unit is retracted from the S4 sail unit in a similar manner if desired. Can be moved up to. This process is repeated until a sufficient number of starboard sail units have been placed in the stowed position so that the starboard side 118 and, if necessary, the stern 122 of the ship 101 can be cleared to perform dockside operations.

  In an alternative embodiment, an alternative rope system having only two ropes 128 and 130 may be used to move the sail unit 102 around the ship 101. For example, using a virtual ship having four port side sail units 102 and four starboard side sail units 102, together as described above, as schematically illustrated in FIGS. A two rope system with tethered black rope 128 and white rope 130 may be used to move the sail unit 102 around the ship 101. Rather than tightening the sail unit 102 in place using a third rope to which each sail unit is connected, each sail unit 102 uses a capstan 134 to combine the combined black rope 128 and white rope 130. By being actuated, it can be moved to its stowed position and can then be clamped to its stowed position, for example by connecting the sail unit 102 to a ship deck or rail using a suitably positioned cleat.

  As shown in FIG. 17, each of the port side sail unit and the starboard side sail unit is initially in its deployed configuration. The combined black rope 128 and white rope 130 are stretched around the ship 101 as described above. The P1 sail unit is connected to the ship's rails or other suitable clamping structure and is placed in a containment configuration (ie, with the upper boom 106 and the lower boom 104 oriented perpendicular to the sides of the ship 101). On the other hand, the sail units P2 to P4 and S1 to S4 are connected to the combined black rope 128 and white rope 130, and these sails are in a moving configuration (ie, extending parallel to the sides of the ship 101) moved.

  The capstan 134 is then actuated to move the sail unit around the side of the ship 101, and each subsequent sail unit is cleared of the sail unit from the starboard side of the ship 101 as shown in FIG. Up to the containment configuration (ie, the upper boom 106 and the lower boom 104 are oriented perpendicular to the sides of the ship 101) and tightened in place along the rails of the ship 101.

  Any suitable rail system with which the sail unit 102 can be moved can be used in various embodiments. With reference to FIGS. 20-27, an exemplary embodiment of a rail system 112 with a mounting point 200 for securing the sail unit 102 in place for use is illustrated.

  Each sail unit 102 provides a sail 108 and a mast 110 mounted on a base unit 204. The base unit 204, in some embodiments, includes all the control devices and motors required for its operation. Sail units 102 are mounted in an array on rail system 112 at appropriate locations around ship 101. In some embodiments, the base unit 204 has a housing 205 for containing the mast 110 that is generally cylindrical.

  In the illustrated embodiment, the rail system 112 has a top rail 114 and a bottom rail 116. As shown in FIG. 21, the bottom rail 116 is mounted on the side of the ship directly on the side of the hull and has a groove 206 in which the housing of the base unit 204 of each sail unit 102 is located. A wheel 208 provided on the inner surface is received and movable in the groove 206.

  As shown in FIG. 22, in the illustrated embodiment, the top rail 114 has three different rails. The first is the outer upper rail 212 and the second is the inner profile rail 214, which drives the upward and outward movement of the base unit 204 in a single lifting action, A rail that allows the base unit 204 to be lifted freely from the fixed pegs and lugs used to clamp the base unit 204 to the mounting point 200 as will be described below. Directional movement releases the lugs used to clamp the base unit 204 in place and allows the base unit 204 to be slightly angled so that they move smoothly along the rail system 12. enable. The outer upper rail 212, together with the inner profile rail 214, also acts as a channel 216 for a single roller ball 210 provided in the base unit 204 as shown in FIG. , Together with a suitable wheel provided at the bottom of the base unit 204 for movement in the groove 206, allows each base unit 204 to roll around the ship on the rail system 112 To do. The top rail 114 also has a face rail 218 that provides a flat surface to avoid interfering with the movement of the sail unit 102 about the rail system 112. During movement of the sail unit 102, the unit is angled slightly away from the face rail 218 so that the base unit 204 can slide smoothly through.

  The base portion of the upper rail 114 is provided with a plurality of openings 220 for allowing water to escape from the ship deck. The top and side surfaces formed by the outer top rail 212 and the face rail 218 define the presence of a spare slot for receiving the placement / fixing and locking pegs on each base unit 204 as described below. Except for the overall flat surface. In some embodiments, the inner portion of the upper rail 114 includes an interior space 202 that can receive, for example, power and data cables used to operate the rail mounted auxiliary sail system 100.

  A mounting point 200 is provided at each point along the periphery of the ship 101 where it is desired to deploy the sail unit 102. Referring to FIG. 20, an exemplary embodiment of attachment point 200 is illustrated. The mounting point 200 has two or more horizontal rails 222 that extend across and tighten to a plurality of ship ribs or frame members to lock the mounting point 200 to the hull of the ship. In the illustrated embodiment, at least two vertically extending rails 224 are attached to the horizontal rail 222, although alternative configurations may be used. Each vertically extending rail 224 is provided with a plurality of keyhole slots 226 formed therethrough, which slots are provided on the inner surface of the base unit 204 housing as shown in FIG. The corresponding lugs 228 are received and clamped to lock the base unit 224 onto the ship hull. The configuration of lugs 228 in the illustrated embodiment is also shown in FIG. 25 where a series of six lugs 228 are provided, with three lugs 228 along the vertically extending support posts of base unit 204. Provided. Alternative mounting configurations can be used in alternative embodiments.

  As can be seen in FIGS. 26 and 27, one or more braces 230 are provided at the top and / or bottom of each base unit 204. The brace 230 is provided with a fixed and locking peg that is engaged with corresponding slots formed in the top rail 114 and the bottom rail 116 to further tighten the base unit 204 in place, The base unit 204 can be laterally stabilized when the brace 230 is in its clamped configuration.

  As shown in FIG. 27, the brace 230 is initially set retracted away from its containment configuration, ie, the rail system 112, and the top rail 114 and bottom rail 116 and corresponding locations for receiving and clamping the brace 230. Are releasable and engageable through corresponding slots 240 provided in the top and bottom rails 116 at the bottom. In one exemplary embodiment, the top brace 230 is locked in place using a locking peg with a horn cleat handle, while the bottom rail is latched using a bottom rail. It can be locked in place by engaging 116. If desired, the latch can be released using, for example, a latch release cable and then secured in place to provide a final assembly that does not strike the latch.

  Sail unit 102 may be loaded into rail system 112 in any suitable manner and in any suitable location. In one exemplary embodiment, referring to FIG. 28, the sail unit 102 is loaded in the S3 position, ie, the third position from the bow 124 on the starboard side 118. Two front and rear spacers 232 are clamped on the upper rail 114. The spacers 232 are of different colors (eg, blue in the rear and yellow in the front in this example embodiment) to visually assist the crane operator to attach the sail unit 102 to the rail system 112. A flexible flag marker 234 which may be

  The sail unit 102 is taken up to the spacer 232 and the upper plate 236 on the base unit 204 engages the guide on the spacer 232. The crane then pivots the sail unit 102 until the top plate is flush with the spacer well, and this unit (1.3 ° in the illustrated embodiment, but in any given embodiment The exact angle is not critical and will result in lowering while setting at a slight angle to the vertical (which results in positioning of the top rail 114 and the bottom rail 116). The roller ball 210 is brought into contact with and engages the upper rail 114 as described above.

  The loading operator then opens the front wheel and rear scissor jacks 238 on the sail unit 102 in the illustrated embodiment, for example, in half, to place the bottom wheel 208 in the bottom rail 116. Can be lowered into the groove 206.

  With the roller ball 210 on the channel 216 in the top rail 114 and the bottom wheel 208 in the groove 206 on the bottom rail 116, the sail unit 102 is self-supporting and the crane is released. The scissor jack 238 can be fully opened with the wheel 208 and roller 210 supporting the unit. The front spacer 232 is removed. With the unit in a high position, the sail unit 102 can be routed out of the way along the rail system 114 and / or to the required position around the ship 101, for example as described above. It can be rolled using system 126. The rear spacer 232 can be returned in place so that the sail unit 102 does not get in the way, and the next sail unit 102 can be loaded by a crane.

  As shown in FIG. 29, the sail unit 102 of the illustrated embodiment is a sail roller blind design that shrinks with a 1 / 10th sail drop from a fully up position to a fully down position. Configured to sail. The sail 108 is supported on a mast 110, which can rotate about its longitudinal axis and can be fixed in place at any point along its rotational path. In some embodiments, the mast 110 can be rotated 360 ° about its longitudinal axis and secured in place.

  In the illustrated embodiment, the lower boom 104 and the upper boom 106 (and thus the sail 108) are horizontally displaced along the mast 110, ie, the mast 110 is at the horizontal center point of the lower and upper booms 106. Rather than being displaced by approximately 2/5: 3/5, i.e., positioned approximately 2/5 of the width of the booms 104, 106 as measured from the first edge, where the lower boom 104 and the upper boom 106 are positioned. The shorter part of is oriented inwardly toward the center of the ship 101 when the sail unit 102 is used.

  In the illustrated embodiment, the sail 108 is a roller blind, and the sail 108 is captured in the upper boom 106 and the lower boom 104 by rods 300 and 315 as shown in FIGS. 30 and 34A, respectively. Yes. The rod 300 is fixed in the upper boom 106 to keep the sail fixed in the upper boom 106. The rod 315 similarly keeps the sail 108 in a fixed relationship within the lower boom 104.

  The lower boom 104 is rotatable about its longitudinal axis so that the fabric from which the sail 108 is made wraps around the lower boom 104 when the sail 108 is contracted or lowered. Can be. Correspondingly, when the upper boom 106 is raised, the lower boom 104 is rotated when the sail 108 is unfolded and raised.

  In the illustrated embodiment, a bottom boom insert 314 is provided to facilitate rotation of the lower boom 104 (FIG. 34B). The bottom boom insert 314 is mounted in a fixed relationship to the lower boom 104 and seated therein so that the lower boom 104 and the bottom boom insert 314 rotate as a unit. The bottom boom insert 314 is rotatably mounted on a plurality of support bearings in a bottom boom assembly (not shown) to allow the lower boom 104 and the bottom boom insert 314 to rotate. The bottom boom insert 314 is provided at one end with a bobbin 318 that, in the illustrated embodiment, is integrally formed with the bottom boom insert 314.

  In order to wind sail 108 around lower boom 104 as sail 108 is lowered and unwind sail 108 as sail 108 is raised, rod 300 and bottom boom insert 314 are schematically illustrated in FIGS. 31 and 34A. As shown, they are coupled together via a set of pulleys 301 and a shortened cable 303. The shortening cable 303 extends from the bobbin 318 to the upper portion of the mast 110 and is coupled to the upper boom collar 310 at their free ends. When the upper boom 106 is in its fully lowered position, the shortening cable 303 is fully extended from the bobbin 318 and up to the upper portion of the mast 110 and down to the upper boom 106, thereby causing the bobbin 318. Has little or no portion of the shortened cable 303 wrapped around it.

  As the upper boom collar 310 is actuated upward by the raised upper boom collar 310, a force is exerted on the sail 108, thereby allowing the lower boom 104 to rotate to release and lift the sail 108. To. Correspondingly, sagging is introduced into the shortened cable 303 by upward movement of the upper boom collar 310 and is wound around the bobbin 318 as the bobbin 318 rotates. In the illustrated embodiment, the bobbin 318 has a tapered surface 320, ie, a taper from a radially inward point to a radially outward point.

  When the upper boom 106 is lowered, the upper boom collar 310 is lowered, for example, by releasing the lifting cable 428 as described below. The lowering of the upper boom collar 310 pulls the shortening cable 303 at the point where the shortening cable 303 reaches the bobbin 318, thereby lowering the bottom boom insert 314 and thus the shortening cable 303 as it is unwound. The lower boom 404 is rotated. The sail 108 is held fixed to the rod 315 in place on the lower boom 104 so that unwinding of the reduced cable 303 thus winds the sail 108 back around the lower boom 104. As the amount of sail 108 wrapped around lower boom 104 increases, the combined thickness of lower boom 104 and sail 108 increases. In some embodiments, by providing a tapered surface 320, the apparent thickness of the shortened cable 303 wrapped around the bobbin 318 can be reduced through a combination of the lower boom 104 and the sail 108 through an ascent and descent process. It is ensured that the thickness remains similar, so that the lower boom 104 and the bottom boom insert 314 can rotate together uniformly and smoothly.

  Each mast is covered by a mast head 302 with various fixing points and pulleys. The mast head 302 clamps various support cables, which clamp the mast to the rest of the structure of the sail unit 102 and clamp and operate the lower boom 104, the upper boom 106, and the sail 108. The mast head 302 also allows the control cable to extend toward the ship deck.

  In the illustrated embodiment, the mast head 302 retains a mast reinforcement arm 304 and a forward spool arm 306 that are integrally formed as a single shaped beam, as shown in FIGS. The upper boom 106 is held in place on the mast 110 in any suitable manner, for example, partly through the upper boom support cable and partly through the upper boom collar 310, the upper boom collar being , Engaged with the mast 110 to allow vertical movement relative to the mast and tightened to the upper boom 106. In some embodiments, the upper boom collar 310 is counterbalanced to balance the horizontal displacement of the upper boom 106 relative to the mast 110 to facilitate movement when the sail 108 is lifted or lowered. Prompt. The upper boom 106 is actuated to raise and lower the mast 110 through any suitable method, such as the action of appropriate cables and pulleys, as described in more detail below, to lift the sail 108, or Can be lowered.

  The lower boom 104 is similarly held in place on the mast 110 in any suitable manner, such as via the bottom boom support cable 312. The lower boom 104 is tightened via a rear and front bottom boom support cable, such as the rear bottom boom support cable 312, in any suitable manner so as not to move laterally. This does not turn over because two sets of front and rear bottom boom support cables are used in the illustrated embodiment to keep the lower boom 104 in place. In some embodiments, a bottom boom spool is provided that extends perpendicular to the lower boom 104 and extends the bottom boom support cable forward away from the sail 108; The sail 108 is prevented from contacting or rubbing the bottom boom support cable.

  Operational parameters such as mast 110 sailing and angle may be controlled in any suitable manner. In some embodiments, mastication and angle of the mast 110 are controlled using cables, cogs, and worm screws. Cables, cogs, and worm screws may be electronically centrally (eg, centrally from the ship 101 bridge), electronically by an operator of the control unit of the mast 110, and / or manually by an operator of the control unit of the mast 110. Can be controlled in shape.

  In one embodiment, an automatic mechanical safety device is provided for automatic sailing of the sail 108. In one embodiment, an automatic mechanical safety device for automatic mast release of the mast 110 is provided. In some embodiments, these automatic mechanical safety devices can prevent or limit damage to the ship 101, mast 110, or sail 108 due to excessive winds and / or gusts.

  In one embodiment, the automatic mechanical safety device provides an automatic sail reduction function for the sail 108 and is generally referred to as an automatic sail reduction safety feature 400. The automatic sailing function is triggered by the upper boom bend detection cable 402, as schematically shown in FIG. As shown schematically in FIGS. 35 and 36, during normal operating conditions, the upper boom 106 extends generally horizontally. However, during a strong wind event, i.e., during a wind event that exerts a force on the sail 108 and mast 110 that is greater than a predetermined safe operating force, the upper boom 106 bends with increased force, which is schematically illustrated in an exaggerated manner in FIG. Shown in

  The position of the upper boom bend detection cable 402 is schematically shown in FIG. In this second position, a strong wind condition causes the upper boom 106 to bend forward relative to the mast, thereby further exerting a force on each end of the bend detection cable 402, thereby providing two An upward force is exerted on the point where the sides meet and on the portion of the bending detection cable 402 that falls to the control panel to actuate the variable lever 408 as described below.

  The upper boom bend detection cable 402 acts via appropriately positioned pulleys, cogs and levers on the variable lever 408 (FIG. 39) to release the drum latch 410 and thereby release the upper boom 106. The sail 108 is then contracted and lowered by rotating the upper boom cable drum 422 around which the upper boom lifting cable 428 extends. In some embodiments, the upper boom cable drum 422 has a circumference that is approximately equal to 1/10 of the height of the sail 108, and when the upper boom bend detection cable 402 is triggered, Embodiments produce a 1/10 drop of the sail 108, ie a 10% reduction in the surface area of the sail 108 exposed to the wind.

  Referring to FIGS. 39 and 40, to activate the automatic sail reduction safety feature 400, the upper boom bend detection cable 402 is extended to an inertia drum 414 provided in the control panel of each sail unit 102 (inertia drum). The housing in which 414 is supported is omitted from FIG. 39 for clarity). The upper boom bending detection cable 402 is connected to rotate the inertia drum 414 at one end. Inertial drum 414 has a rotary actuator cog 416 whose teeth are provided on a corresponding rotary tooth cog 418 coupled to rotate variable lever 408 via actuating lever 409. Is engaged.

  Under normal operating conditions experienced when the sail 108 is raised or lowered, the inertia drum 414 acts as a shock absorber and can absorb the normal force applied by the upper boom bend detection cable 402. That is, the inertia drum 414 does not rotate particularly quickly, and correspondingly the teeth on the rotary actuator cog 416 turn slightly on the rotary lever cog 418. The actuating lever 409 and the variable lever 408 are thus rotated by a small amount that is insufficient to release the drum latch 410, which in the normal state is the upper boom arm as described below. It is biased against the outer circumference of the cable drum 422.

  However, when a strong wind event occurs, such as a gust of wind or a sustained wind above a certain speed, the inertia drum 414 cannot absorb the rotational force exerted by the bend detection cable 402, resulting in a rotary type Actuator cog 416 rotates rotary lever cog 418 enough to raise variable lever 408 enough to allow variable lever 408 to actuate drum latch 410, for example, This is shown in FIG. 42 in the activated position in contrast to FIG. 41 which shows the non-activated position. Actuation of the drum latch 410 releases the upper boom cable drum 422 for rotation.

  In the illustrated embodiment, the actuation cable 413 is movable by lifting the actuation lever 409 to the activated position, and the actuation cable 413 exerts an upward force on the first end 408A of the variable lever 408. Are positioned as follows. This causes the variable lever 408 to pivot about the pivot point 415, whereby the second end 408 B of the variable lever 408 is displaced downward and the drum lever via the second actuation cable 417. A downward force is exerted on the latch 410.

  Actuation of the drum latch 410 releases the upper boom cable drum 422 for rotation because the drum latch 410 is normally biased inwardly in the upper boom cable cable. This is because it remains engaged with the clamping recess 424 provided along the outer circumference 426 of a portion of the drum 422. The drum latch 410 is applied inwardly in any suitable manner so as to remain engaged with the clamping recess 424, for example, inwardly via the spring biased drum latch 410 in a manner similar to a door latch. Can be energized.

  When actuated by the variable lever 408, the drum latch 410 is pulled outwardly from the clamping recess 424 (best seen in FIG. 40). This allows the outer circumference 426 of the upper boom cable drum 422 to slide past the drum latch 420, thereby lifting the cable under the force exerted by the lowering of the upper boom 106. 428 allows the upper boom cable drum 422 to rotate, and this lifting cable extends from the upper boom cable drum 422 to the upper boom collar 310 to raise and lower the upper boom 106. The non-actuated position and activated position of the actuating lever 409 are illustrated in FIGS. 41 and 42, respectively.

  In some embodiments, the lifting cable 428 extends around the upper boom cable drum 422 as a closed loop that extends to the top of the upper boom 106 at one end and to the bottom of the upper boom 106 at the opposite end. It is.

  When the pressure applied by the upper boom bend detection cable 402 is reduced, the inertial drum can again buffer a small force and the variable lever 408 does not actuate the drum latch 410. The drum latch 410 thus returns to its inwardly biased clamping configuration and is rapidly urged radially inward along the outer circumference 426 of the upper boom cable drum 422. Thus, when the upper boom cable drum 422 is rotated once, the drum latch 410 is re-aligned with the clamping recess 424 and extends inwardly within the clamping recess 424 so that the upper boom cable cable The drum 422 is tightened again in place to prevent the upper boom 106 from further lowering unless a significant wind event activates the variable lever 408 again.

  As noted, rotation of the upper boom cable drum 422 as described above releases the lifting cable 428 and allows the upper boom 106 to move downward. In some embodiments, the circumference of the upper boom cable drum 422 about which the lifting cable 428 is wound corresponds to approximately 1/10 of the vertical height of the mast 110. Thus, as a result of activation of the variable lever 408 and a corresponding rotation of the upper boom cable drum 422, the height of the upper boom 106 is lowered by 1/10 or the surface area of the sail 108 exposed to the wind is reduced by approximately 10%. To do.

  In some embodiments, the process of contracting the sail 108 using the automatic sail safety trim feature 400 is performed once, twice, three times until an appropriate degree of sail reduction of the sail 108 is reached. Or may be repeated.

  As seen in FIG. 39, the variable lever 408 can be adjusted by providing a plurality of different connection points 411 on the cables 413, 417 that actuate the drum latch 410. To cause the actuating lever 409 to release the drum latch 410 by adjusting the distance between the connecting points 411 to which the cables 413, 417 that actuate the drum latch 410 are fixed and the pivot point 415 in the center of the variable lever 408. The amount of force that must be applied to can be varied as desired.

  As also seen optimally in FIG. 39, a manual release lever 430 is provided, which is used to rotate the drum latch 410 out of engagement with the clamping recess 424, When it is desired to manually operate the automatic sail safety reduction feature 400 if desired and / or to rotate the upper boom cable drum 422 to lift the sail 108 using the lifting cable 428, For example, the drum latch 410 can be released from the clamping recess 424 by using a motor or hand crank. In some embodiments, each sail unit 102 may have another form of sail unit 102, for example, for manual sailing, mast angle control, and mast cogs 504 in the event of power loss. One or more hand cranks are provided that are mounted to operate the motor driven components.

  In an alternative embodiment, instead of using a lifting cable 428 wrapped around the upper boom cable drum 422, a continuous chain is instead stretched up and down the mast 110 to raise the upper boom 106 And is inserted into the chain's link to wind the chain upwards to raise the upper boom 106 or downward to lower the upper boom 106. The chain gripping drum can be substituted for the upper boom cable drum 422 in the described embodiment. Such an embodiment can provide more reliable operation over the long term because chains can tend to be less stretchable than cables. In such an embodiment, the chain grab drum includes the upper boom cable drum 422 to allow the upper boom 106 to be raised and lowered, including by operation of the automatic shortening safety sail feature 400. Can be rotated in the same manner as described above for rotating.

  In one embodiment, the automatic mechanical safety device provides an automatic rotational release of the mast 110 that allows the sail 108 to rotate and align with the wind to significantly reduce wind pressure on the sail 108. Release quickly, which is generally referred to as the automatic mast rotation release feature 500. In this embodiment, mast reinforcement cable 502 is coupled to mast 110 (eg, as shown in FIGS. 43 and 44). If the mast 110 is subjected to too strong wind and wind pressure deflection as shown in FIG. 44, the mast reinforcement cable 502 activates the mechanical switch 503 (FIGS. 45-48) to release the mast release weight 520. The mast cog 504 is then lifted from the worm screw 506 that controls the angle setting of the mast 110 under normal operating conditions (FIGS. 49 and 51). This makes it possible to rotate the sail shifted by 2/5: 3/5 in parallel with the wind as shown in FIG. 54 in contrast to the normal operation configuration shown in FIG. 108, thus immediately releasing the wind pressure on the mast 110.

  In the illustrated embodiment, a chain tensioner and spring are used to trigger a mechanical switch to automatically release the mast 110 after a predetermined amount of force has been exerted on the mast 110. As shown in FIGS. 45 and 47, a conventional mechanical switch 503 has a weight of a mast release weight 520 acting on a pin 518 connected to be moved by the switch 503 when the switch 503 is activated. Kept in the raised position. A protruding tab 508 that activates the switch 503 is coupled to the mast reinforcement cable 502 by an eye bar 511 (FIG. 46) that extends upward through the retainer 510 of the chain tensioner. In a normal state, the protruding tab 508 is biased so as to be held at a predetermined position on the upper part of the switch 503 by a spring 512 fixed inside the retainer 510.

  More specifically, the protruding tab 508 sits with the first end 508A secured within the retainer 510, which is at its first end by a spring 512 contained within the retainer 510. Energized via eye bar 511. The retainer 510 acts like a chain tensioner and is engaged by the mast reinforcement cable 502 and a fixed point on the ship 101, thereby exerted by the mast reinforcement cable 502 during normal sailing operations. The force is absorbed by the spring 512 under normal conditions.

  When a strong wind event occurs that causes the mast 110 to bend beyond an acceptable predetermined limit, thereby exerting a predetermined amount of force on the mast reinforced cable 502, the force exerted by the mast reinforced cable 502 on the retainer 510 is retained. A spring loaded locking tab 514 pivotally mounted in the vessel 510 compresses the spring 512 enough to fully enter the retainer 510. The locking tab 514 enters the retainer 510 and engages the first end 508A of the protruding tab 508 as shown in FIGS. The locking tab 514 is thus locked in place. When this occurs, the second end 508B of the protruding tab 508 moves downward so that the mechanical switch 503 is forced downward and actuated. Actuation of switch 503 pulls pin 518 far enough to allow mast release weight 520 to descend (FIGS. 46 and 48).

  The spring 512 is selected based on the application of Hook's law so that when a predetermined amount of force is exceeded, the spring will undergo a corresponding predetermined linear displacement. In some embodiments, the spring 512 and retainer 510 acting as a cable tensioner are selected to ensure that the automatic mast rotation release feature 500 operates within a desired range of operating margins.

  Actuation of the mechanical switch 503 is to pull the pin 518 to release the mast release weight 520, which drops the mast cog 505 from the worm screw 506 via the cable 522 and pulley 524. Lifting, this is indicated by the raised position of the mast cog 504 illustrated in FIGS. 50 and 52, as compared to its normal operating position illustrated in FIGS. During normal operation, rotation of the worm screw 506 is used to rotate the mast cog 504 and thereby control the angle of rotation of the mast 110.

  When the mast cog 504 is free from the worm screw 506 (which is normally used to rotate the mast 110), the mast 110 is free to rotate and the sail 108 is offset, so One side receives a larger wind force than the other side of the sail 108, thereby diverting the sail 108 parallel to the wind and quickly reducing the wind force exerted on the sail 108 and the mast 110, as shown in FIG. This is illustrated by the difference between the position of the sail 108 in the normal operating configuration as shown and the position after the automatic mast rotation release feature 500 as shown in FIG. 54 is activated.

  In some embodiments, including the illustrated embodiment, when the automatic mast rotation release feature 500 is triggered, the automatic mast rotation release feature 500 automatically triggers the automatic mast rotation safety feature 400. Sail 108 is completely contracted. As best seen in FIGS. 51 and 52, the automatic mast rotation release feature 500 includes a cable 516 that is pulled when the switch 503 is actuated. Cable 516 is coupled to switch 503 (FIGS. 45-48) and first end 408A of variable lever 408 so that when switch 503 is actuated by mast reinforcement cable 502, cable 516 is pulled and variable. Lever 408 is activated irreversibly to release drum latch 410. Since the switch 503 remains in its operating configuration, the cable 516 remains under tension, so the drum latch 410 cannot re-engage with the clamping recess 424 and the upper boom cable drum 422 can be Continue to switch freely until fully sailed. This embodiment provides additional protection to sail 108 and mast 110 by completely reducing the sail area exposed to the wind when mast rotation release feature 500 is triggered by a strong wind event. In some embodiments, the friction strap 526 (FIG. 47) is attached to the back of the upper boom cable drum 422 because the upper boom 106 can drop vigorously as the upper boom cable drum 422 rotates freely. Bob 528 can be wrapped around to fasten the fall of the upper boom 106 when the mast release weight 520 falls.

  In some embodiments, proper shielding and weathering resistance prevent components of sail unit 102 (eg, cables and levers on the control panel) from being damaged by exposure to sea weather conditions. Can be provided.

  The function of the auxiliary sail system 100 when used as described above is to assist the ship 101 engine and save fuel. Therefore, the margin of operation of the sail system 100 is well within the limits of mast failure or ship capsizing, thereby reducing the lead time from the start of development to testing and sales.

  The sail unit 102 may also be adjusted in any suitable manner to allow the ship 101 to be used as any regular ship. For example, FIG. 55 illustrates a configuration of sail unit 102 in which sail unit 102 has been moved to bow 124 and stern 122 of ship 101, where upper boom 106 and lower boom 104 are placed in a vertical configuration. Thus, both sides of the ship 101 are cleared, and the ship 101 can proceed through a narrow space such as the Panama Canal or the Suez Canal. In some alternative embodiments, the upper boom 106 and the lower boom 104 can be lowered to a deck or loaded into a storage cart.

  Maintenance operations of various parts of the sail system 100 can be performed when the ship 101 is on the course. The sail system 100 is only an auxiliary sail system, so it is not important for the progression of the ship 101, which can be planned for repairs to suit the mild weather or the port and needs to be completed immediately Means no. The ship 101 can still continue its voyage in some cases more slowly even if some or all of the sail units 102 fail.

  Appropriate materials for making the various components of the auxiliary sail system 100 can be selected by those skilled in the art. For example, in some embodiments, mast 110 and lower boom 104 and upper boom 106 may be made from aluminum. In such embodiments, a resin barrier may be used to avoid aluminum / steel chemistry. In an alternative embodiment for avoiding aluminum / steel chemistry, for example, a design of the sail system 100 using all steel for the mast 110 and the lower and upper booms 104 and 106 may be used. In some such embodiments, the mast and boom are triangular open frames such as those used in cranes and broadcast pylons. In an alternative embodiment, and as a more sustainable material, in some embodiments, the mast 110 and / or lower boom 104 and upper boom 106 are laminated, which can be produced in wood, for example, an effective length. (Laminated) from bee spruce.

  The construction and coupling of the various components of the auxiliary sail system 100 is within the expected knowledge of those skilled in the art. In one exemplary embodiment, the cable anchoring points are made to be clamped to their point of use by a primary link plate, a secondary lock plate, and a chain link trap using an “R” clip. , Thereby allowing outfitting / undressing to be performed manually by as few as two people without the use of tools. However, any suitable engagement mechanism can be used in alternative embodiments.

  While an exemplary embodiment of the rail mounted auxiliary sail system 100 has been described in conjunction with an exemplary embodiment of an automatic mechanical safety device described herein, in an alternative embodiment, Other mounting systems can be used to secure the appropriate sail unit to the ship. For example, in some embodiments, the mast can be mounted at a fixed point, and the undressing system interferes with the sail unit, for example, to allow cargo loading and unloading at a port. Can be provided to move out of the way. In some embodiments, the mast can be mounted on and movable relative to the rail system, and a motor can be provided to move each sail unit along the rail system.

  In yet another alternative embodiment, a “curtain rail” mounting system can be used and a fixed cable can extend around the ship, which moves the sail unit along the rail system. Can be used for. In some such embodiments, the fixed cable can be moved using an electric capstan and the sail unit pulls the sail unit along the rail system as the cable moves. It can be tied to a fixed cable in any suitable way.

  In yet another embodiment, a “pocket” mounting system can be used to tighten a portion of the sail unit 102 where the mast is tightened within the pocket and the pocket is further tightened to the side of the ship. .

  Although several exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain modifications, substitutions, additions, and subcombinations thereof. Thus, the following appended claims and any claims subsequently introduced are consistent with the broadest interpretation of this specification as all such modifications, substitutions, additions, and subcombinations. It is intended to be construed as including.

Claims (23)

A ship-mounted auxiliary sail system,
A rail system extending around at least a portion of the ship's deck;
A plurality of sail units attachable to the rail system and movable along the rail system;
A plurality of spaced fixed fastening points provided on the rail system for securing the sail unit to the hull of the ship for use, the plurality of spaced fixed fastenings A boat-mounted auxiliary sail system comprising: a plurality of spaced fixed fastening points, each fastening point comprising a plurality of spaced fixed fastening points configured to receive and tighten a corresponding sail unit of the plurality of sail units.   The ship-mounted auxiliary sail system according to claim 1, wherein adjacent fastening points of the plurality of spaced fixed fastening points on the first side of the ship are spaced apart by a spacing distance.   The ship-mounted auxiliary sail system according to claim 2, further comprising a drive rope for moving the plurality of sail units along the rail system.   4. A ship mounted auxiliary sail system according to claim 3, wherein the drive rope is marked at spaced apart intervals corresponding to the spacing distance.   The ship-mounted auxiliary sail system according to any one of claims 1 to 4, further comprising an accommodation rope for positioning at least a part of the plurality of sail units in a retracted configuration.   6. A ship mounted auxiliary sail system according to claim 5, wherein the containment rope is marked at spaced intervals corresponding to the storage spacing of the sail unit.   7. A method of using a ship-mounted auxiliary sail system according to any one of claims 1 to 6, comprising the step of tying the sail unit to the drive rope or the containment rope using a webbing loop. ,Method.   The method of claim 7, wherein the webbing loop is used to tie the sail unit to the drive rope or the containment rope at at least a portion of the marked location. A method of positioning the sail units at a plurality of spaced fixed fastening points for securing a plurality of sail units to the hull of the ship for use as a ship auxiliary sail system,
(A) loading a first sail unit of the plurality of sail units onto a rail system, the rail system extending around at least a portion of a ship deck;
(B) tightening the first sail unit of the plurality of sail units to a drive rope;
(C) The first sail unit of the plurality of sail units is moved by a predetermined spacing distance toward the desired deployment position using the drive rope. A process of moving to
(D) loading a second sail unit of the plurality of sail units into the rail system;
(E) tightening the second sail unit of the plurality of sail units to the drive rope;
(F) moving the second sail unit of the plurality of sail units toward a desired deployment location using the drive rope;
For the sail units that follow the plurality of sail units, steps (d) through (f) until the desired number of sail units are loaded onto the rail system and moved to the desired deployment location of the sail units. )
Fastening each sail unit of the plurality of sail units to its corresponding fixed fastening point. A method of clearing a plurality of sail units coupled to a plurality of spaced fixed fastening points of an auxiliary sail system for a ship from a first side of the ship,
(A) a second sail unit of the plurality of sail units on a second side of the ship opposite the first side from a first sail unit of the plurality of sail units on the second side; Advancing to a storage distance and tightening the second sail unit of the plurality of sail units to a storage configuration;
(B) a third sail unit of the plurality of sail units on the second side of the ship is advanced from the second sail unit of the plurality of sail units to an accommodation distance; Tightening the third sail unit into the storage configuration;
(C) repeating step (b) until a sufficient portion of the second side of the ship is cleared for the sail units following the plurality of sail units on the second side of the ship;
(D) using a drive rope to move the plurality of sail units disposed on the first side of the ship toward the second side of the ship;
(E) advancing a first sail unit of the plurality of sail units on the first side of the ship from a last sail unit of the plurality of sail units on the second side of the ship to an accommodation distance; Tightening the first sail unit of the plurality of sail units from the first side of the ship to a containment configuration;
(F) a sail unit following the plurality of sail units from the first side of the ship from a preceding sail unit of the plurality of sail units from the first side of the ship in a containment configuration; Tightening to a storage configuration at a storage distance.   The method of claim 10, wherein tightening the plurality of sail units to the storage configuration comprises tightening the plurality of sail units to a storage rope.   The storage rope is marked at spaced intervals corresponding to the storage distance, and each sail unit of the plurality of sail units is clamped to the storage configuration at a corresponding mark of the marks on the storage rope. The method of claim 11. An automatic shortening safety system for roller blind sails of side sail equipment,
A bend detection cable positioned to detect bending of components of the roller blind sail of the side sail outfitting due to strong winds;
A buffer member positioned to absorb movement of the bend detection cable during normal sailing operations, selected during a strong wind event to transmit movement of the bend detection cable to a first lever; The first lever is positioned to be actuated by the buffer member during a strong wind event;
A holding member configured to be actuated by actuation of the first lever, wherein the holding member is normally biased to the holding configuration;
A rotatable cable drum on which a lifting cable for raising and lowering an upper boom of the roller / blind sail of the side sail fitting is wound, wherein an outer circumference of a part of the cable drum is formed by the holding member The rotatable cable drum comprising an engagement element that engages the holding member when in the holding configuration, thereby preventing rotation of the rotatable cable drum;
The rotatable cable drum rotates to lower the upper boom of the side sail outfitting roller blind sail by rotating a portion of the lifting cable when the retaining member is actuated to the release configuration. An automatic shrinking safety system is possible.   14. The circumference of the rotatable cable drum around which the lifting cable is wound is equal to approximately 1/10 of the height of the mast of the roller blind sail of the side sail outfitting. Automatic sailing safety system.   15. The automatic shortening sail safety system according to claim 13 or 14, wherein the buffer member includes an inertia drum connected to be rotated by movement of the bending detection cable.   During a strong wind event, the inertia drum rotates the actuator cog, and the actuator cog further rotates the rotary lever cog to raise the second lever, and the second lever The automatic shortening safety system according to claim 15, which is connected to actuate one lever.   The first lever includes a variable lever, the second lever is coupled to a first end of the first lever, and the holding member is a second end of the first lever. The retention member is actuated to the release configuration when coupled to the first lever so that the first end of the first lever is actuated by the second lever. Automatic sailing safety system.   The automatic shortening safety system according to any one of claims 13 to 17, wherein the bending detection cable extends along the upper boom. An automatic mast rotation release device,
A rotatable platform,
A mast mounted on the rotatable platform;
An engagement member that is normally engaged with the rotatable platform and configured to rotate the rotatable platform;
A sensing cable coupled to the mast for detecting strong wind events;
A mechanical switch configured to be operable in response to a predetermined level of force being applied to the sensing cable;
A weight configured to be in a first position during a normal sailing operation, wherein the rotatable platform can be moved to a second position when the mechanical switch is operated, and the rotatable platform is engaged with the engagement member. An automatic mast rotation release device comprising: the weight, which lifts out of engagement and thereby allows the rotatable platform to rotate freely.   A spring-supporting latch for actuating the mechanical switch, the spring-supporting latch and a spring supporting the spring-supporting latch being contained in a retainer, the retainer being at the predetermined level of force; 20. The automatic mast rotation release device of claim 19, wherein when applied to the sensing cable, the force applied by the sensing cable is transmitted to the spring to actuate the mechanical switch to the spring-supported latch.   21. Automatic mast rotation release according to claim 19 or 20, wherein the weight is supported in place by a pin positioned to release the weight when the mechanical switch is actuated during normal sailing operations. apparatus.   The system of any one of claims 19 to 21, wherein the sensing cable is further coupled to trigger the automatic sailing system of any of claims 13 to 18 when the mechanical switch is activated. 2. The automatic mast rotation release device according to item 1.   The mechanical switch is coupled to actuate a lever that releases a retaining member from engagement with a rotatable cable drum when the mechanical switch is actuated, the rotatable drum Positioned to rotate a lifting cable for raising and lowering the upper boom of the sail supported by the mast, thereby freely rotating the rotatable cable drum to lower the upper boom of the sail The automatic mast rotation release device according to any one of claims 19 to 21, wherein the automatic mast rotation release device is dropped and placed in a fully lowered configuration.

Images