WO2015075264A1

WO2015075264A1 - Energy-generating ship stabilizer

Info

Publication number: WO2015075264A1
Application number: PCT/EP2014/075549
Authority: WO
Inventors: Mathias FEGE
Original assignee: Fege Mathias
Priority date: 2013-11-25
Filing date: 2014-11-25
Publication date: 2015-05-28
Also published as: DE102013018075A1

Abstract

The invention relates to a method for ship stabilization and energy generation on seagoing vehicles, characterized in that masses on a ship are supported flexibly on a means for transferring pressure and volume, the oscillations of the masses are damped by the means for transferring pressure and volume, and simultaneously the pressure fluctuations thereby occurring on the means for transferring pressure and volume are used to convert kinetic energy of the flexibly supported masses into electrical energy and/or thermal energy. The invention further relates to a device for performing the method. The ship stabilizer according to the invention can be used for all seagoing vehicles, whether on a lake, river, sea, or ocean, regardless of size, purpose, drive type, and hull shape, which ship stabilizer converts ship movements caused by waves into energy (e.g., electrical energy or thermal energy) without impeding the task of the ship (e.g., transport). The invention is characterized by the flexible support with energy-generating damping (e.g., hydraulics, pneumatics, water, etc.) of any mass that oscillates with the ship (e.g., cargo, persons, ship installations and superstructures, or ballast).

Description

Energy Generating Vessel Stabilizer Field of the Invention

The invention relates to a method for ship stabilization and power generation on seagoing vehicles, characterized in that masses are stored on a ship flexible on a means for pressure and volume transfer, the vibrations of the masses are damped by the means for pressure and volume transfer, and at the same time the pressure fluctuations occurring as a result of the means for pressure and volume transfer are used to convert the kinetic energy of the flexibly stored masses into electrical energy, hydraulic energy and / or heat energy. The invention further provides an apparatus for carrying out the method. The marine stabilizer according to the invention is applicable to all seagoing vehicles, whether at sea, river, sea or ocean, regardless of size, purpose, drive type and hull shape, which wave-induced ship movements into energy (eg electrical energy, hydraulic energy or heat energy) converts without hindering the task of the ship (eg transport). Characteristic feature is the flexible storage with energy-generating damping (eg hydraulics, pneumatics, water, etc.) of any mass oscillating with the ship (eg ship's cargo, persons, ship's installations and superstructures or ballast).

Background of the invention

Halting climate change requires worldwide effort. In times of devastating flood and windstorm catastrophes, the consequences of the greenhouse gases caused by man's influence come to light. The energy transition in Germany is in full swing, but an increasing number of ever-expanding seagoing vessels are still burning heavy fuel oil in marine diesels. The aim of this invention is the introduction of renewable energy production and at the same time increasing safety on the high seas. Wave power plants at sea and on ships are known. There are various solutions with buoys floating near the coast, which transmit the fluctuation of the water surface by waves to an anchored on the seabed energy unit with generator or hydraulic unit with hydraulic motor and generator. Such a solution is disclosed for example by DE1 02009004284 A1.

DE1 02008050238 A1 discloses installations referred to as "sea snake" (Pelamis) consisting of several tanks connected in series with joints and hydraulic elements, perpendicular to the coast and thus to the wavy line, and the movement of the tanks together generates energy through the hydraulic unit Power plants on the coast have in common that they are used solely for the purpose of energy production, but not the transport of masses, such as goods and goods.The disadvantage is in particular that the wave motion and thus the forces occurring on the coast are much lower than in the middle The formation of waves is determined by the strike length (fetch) F (= impact distance of the wind at the surface of the water), the wind speed U and the duration of the wind as so-called dipping time D min of the sea is the average force of the waves If a wave approaches the coast, it is already braked by the friction kilometers away from the coast. The exploitation of wave energy on the high seas offers the advantage of better energy yield compared to wave power plants on the coast. WO2009 / 1 20066 discloses a sea state compensation system in which energy must first be expended to actively move a mass. Only part of the applied energy is regenerated. A flexible storage with energy-generating damping is not described. WO201 1 0601 83 discloses ships which convert the fluctuating buoyancy forces on the water surface occurring in the electrical energy by means of floating bodies suspended on lever arms. A disadvantage over the invention is that such a ship with considerable effort in electricity Stores accumulators and only after longer travel time feeds into the power grid on land. On land, a high proportion of electrical energy is already generated by renewable energy sources. Another disadvantage is that more personnel and capital are tied up. The invention disclosed in WO201 1060183 is characterized in that the ship first oil-driven drive in areas with high wave power in order to collect energy and store and then oil-powered back to the power grid back to land. The stored energy is not used to directly propel or stabilize the ship.

GB 2442718 A discloses a wind and wave power plant comprising a platform and generating wind and wave energy. The energy source is wind or a fluctuating water column (OSC). The power generation system disclosed herein describes a stationary unit which is not intended for the transportation of goods or persons.

DE 10 2009 004 284 A1 discloses a power plant for converting mechanical primary energy into another energy form and method for converting mechanical primary energy in a power plant. Among other things, a power plant for wave energy conversion is described in another form of energy. The source of energy is the wave itself and not the inertia of a moving mass. The power generation system disclosed herein describes a stationary unit which is not intended for the transportation of goods or persons. JP S57-138494 A discloses a ship stabilization system comprising a pendulum which initiates a partial rotation in a generator. This means that only rolling movements can be converted into energy, ie only one of six ship movements. The pendulum is located in the middle of the ship in the area of the pivot point of the rolling motion and thus the energy yield is low due to the short lever. The pendulum requires significant amounts of space, as the entire pendulum must be kept free. With the solution described here, no mass for damping the ship movements and simultaneous Energy conversion / energy generation are used, which is already on the ship.

The energy source in wave power plants known from the prior art on ships is always the fluctuating wave height, also in relation to an asynchronously fluctuating ship, but not the fluctuations of the ship itself

Ship stabilizers are also known to those skilled in the art. There are snake keelers, fin stabilizers, tank stabilizers and gyrostabilizers. Schlingerkiele are laterally on the hull firmly attached steel profiles, which are simple, maintenance-free and inexpensive, however, trigger a constant braking effect and have little stabilizing effect. Fin stabilizers are movable fins attached to the fuselage, which raise the ship by pressure on the water flow. Fins are more effective than whorls, but they slow down in operation. Tank stabilizers regulate water flow between tanks attached to the ship's side walls and connected to pipes, thereby reducing roll. Disadvantages are the high space requirement and the added mass in the ship. In gyrostabilizers (such as disclosed in DE385287), one or more gyros in the ship act and can greatly slow down the ship's "roll." However, gyrostabilizers often hold the ship longer in extreme positions, so the stabilizers must be turned off, especially in stormy weather conditions The effect of existing systems is limited primarily to the reduction of rolling, ie the movement about the longitudinal axis of the ship.

An example which also reduces the ramming movement and also should generate energy is disclosed in DE3425426 A1. This is a ship-stabilizing energy generator. In this device, a part of the ship oscillating with a degree of freedom is transmitted at the bow and stern to a generator shaft or directly to the propeller shaft, with which the ship is driven. A similar pendulum is also disclosed in DE3109446 A1. A disadvantage of these solutions is the considerable space required (volume and mass) within the ship. Correspondingly less freight can be transported. In addition, you can superimposed pounding and rolling movements let the propeller shaft out of round and thus disrupt the process of energy transfer. A pendulum connected to a screw or generator shaft can also oscillate only in a single direction of rotation axis and compensate for ship movements and generate energy.

Hydraulic or pneumatic shock absorbers associated with a spring are known in the automotive industry. This application is so ubiquitous and subject to constant improvement, so that a more detailed description based on references omitted here.

In the solution according to the invention energy is generated practically incidentally, while the ship fulfills its purpose, namely the transport of goods. A separate ship including crew only for power generation is not necessary in the solution according to the invention. Advantage of the present invention is that electrical energy can be used directly from a ship to the drive, which otherwise burns not only climate-damaging, but also sulfur-containing and carcinogenic heavy oil in the ship's diesel engine. At the same time, the cost of energy production from oil is significantly higher than the average cost of generating energy on land. In addition, accounts for this solution according to the invention, the cost of the batteries and harbor dues when unloading the batteries. Advantage of the invention is to reduce the combustion of oil for energy production and thus the CO2 emissions from ships on the high seas. However, the present inventive solution uses only the fluctuation of the ship to generate energy. Although the waves are the cause of the ship's fluctuation but not energy sources in this solution.

Advantage of the present invention is that all ship movements, no matter from which direction, reduced and from this electrical energy, hydraulic energy and / or heat energy can be generated.

Description of the invention The object of this invention is to overcome the disadvantages of the prior art.

The object is achieved by providing a method for ship stabilization and power generation on seagoing vehicles, which is characterized in that masses are flexibly stored and steamed on a ship and the power generation takes place by means of a motor, preferably a hydraulic motor. The proper movements of a ship are significant and occur in straight-line motion and rotational motion: waves is the straight-line movement along the longitudinal axis. Rollers is the rotational movement about the longitudinal axis. Schwoien is the straight-line movement along the transverse axis. Pounding is the rotational movement about the transverse axis. Diving is the movement along the vertical axis. Yawing is the rotation about the vertical axis. The ship's movements can reach acceleration forces of up to 1 G at the areas of the ship farthest from the longitudinal, transverse and vertical axis. When you lift the foresail change at the bow of a pounding yacht like weightless, G-forces of at least 1 G occur. (Condition: G-force = gravitational acceleration (g) = 9.80665 m / s ² = 1 G). With the method according to the invention, it is possible to dampen the proper movements of a ship while using energy. In one embodiment of the method according to the invention, the principle of the shock absorber is utilized. Shock absorbers are known from the automotive industry: on each wheel of a motor vehicle, a spring and a shock absorber is mounted. The spring compensates for the weight and causes the shock absorber, which equates to a hydraulic cylinder, to be pressed at standstill to the desired extent (eg exactly halfway). When driving over bumps, the height change of the wheels acts on the piston of the shock absorber, so that this is expressed and expressed. This dampens the acceleration effect of the altitude change and the motor vehicle does not rock up. A drive with defective shock absorbers is like driving over a lake with waves, because the moving mass is not dampened hydraulically, but continues to rise.

The mass on a ship (eg, people, cargo, build-ins and ballast) can also be placed on a hydraulic cylinder (or other pressure and volume transfer unit) to dampen the vibration. As in the case of a motor vehicle, this can take place in conjunction with a spring or another counterpressure which releases the weight (for example hydraulic pressure, compressed air, etc.). The present invention goes one step further and converts the regular or even irregular pressure fluctuations into a directed energetic process.

In a preferred embodiment, therefore, the invention provides a method for ship stabilization and power generation on seagoing vehicles, characterized in that

i) masses are flexibly stored on a ship on a means of pressure and volume transfer,

ii) the vibrations of the masses are damped by the means for pressure and volume transmission,

iii) at the same time the pressure fluctuations occurring thereby at the means for pressure and volume transfer for the conversion of kinetic energy of the flexibly stored masses into electrical energy, hydraulic energy and / or heat energy are used. The flexibly stored masses on a ship are, for example, persons, freight, build-ins and ballast.

Flexibly mounted in the context of the invention means that the occurring seaward acceleration forces can be absorbed. A flexible storage according to the invention can be done, for example, standing or hanging using a means for pressure and volume transfer. The means for pressure and volume transfer in the method according to the invention comprises at least one vibration damper, such as a hydraulic cylinder or shock absorber. In a further embodiment, the means for pressure and volume transfer in the inventive method comprises an overpressure accumulator and a vacuum accumulator. This may be any type of conventionally known pressure vessels. Preferably, the inner volumes of the overpressure accumulator and the vacuum reservoir are the same size. The size of the overpressure accumulator and the vacuum accumulator is also adaptable to the requirements, such as the weight of flexibly stored masses.

In a further embodiment, this comprises the means for pressure and volume transfer in the method according to the invention comprises a motor. The engine is preferably selected from a hydraulic motor or a pneumatic motor. In a particularly preferred embodiment of the method according to the invention, the motor is coupled to a generator.

In a preferred alternative embodiment of the invention

Method, the means for pressure and volume transfer comprises a turbine or other means for energy conversion.

During operation of a ship, in the overpressure vessel, which is arranged in front of the engine or the means for energy conversion as part of the means for pressure and volume transfer, it comes to an overpressure when the G-force is directed downward, while it is in the vacuum tank behind the motor unit or the means for energy conversion to a negative pressure comes as soon as the G-force is directed upward. The pressure difference is converted by the, preferably hydraulic, engine with attached generator or other suitable means for energy conversion into electrical energy. Due to the constant back and forth, up and down of the ship's motion, the system is constantly supplied with energy from outside. In a particularly preferred embodiment of the method according to the invention, the flexible storage of the masses takes place by or in combination with a mechanical spring. In a further embodiment of the method according to the invention, the flexible storage and / or the damping of the masses and / or the energy transfer to the motor or the means for energy conversion by compressed air or in combination with compressed air. In a preferred embodiment of the method according to the invention, the flexible storage and / or the damping of the masses and / or the energy transfer to the motor or the means for energy conversion by hydraulics or in combination with hydraulic elements takes place. For this purpose, preferably a hydraulic fluid, oil, water or another pressure fluid is used.

In a further embodiment, the method according to the invention comprises a valve-directed flow of compressed air or a hydraulic fluid, oil or water.

Alternatively, it is also possible that the inventive method comprises a pulsating flow of compressed air or a hydraulic fluid, oil or water. The invention further provides an apparatus for carrying out the method according to the invention.

The inventive device is used for the flexible storage of masses 29, such as containers 22, on a ship 20, sailboat 30, multihulls 60, hydrofoil pleasure boats 70, multihulls 80 or other seaworthy vehicles and the simultaneous generation of electrical energy, hydraulic energy and / or heat energy. In a preferred embodiment, the device according to the invention comprises at least one means for pressure and volume transmission 10, comprising a hydraulic cylinder = working cylinder 1 1, a pressure accumulator 14 and a vacuum accumulator 15, and hydraulic hoses 12, the working cylinder 1 1 with the excess pressure accumulator 14 and the Connect vacuum reservoir 15.

In a further embodiment, the device according to the invention comprises check valves 13 at the connection points between the working cylinder 11 and the overpressure accumulator 14 or the vacuum accumulator 15.

In a further embodiment, the device according to the invention between both accumulators 14 and 15 a suitable means for energy conversion 16. The means for energy conversion 16 is preferably a motor, more preferably a hydraulic motor, with a connected generator or other suitable means for converting kinetic energy (Eg, the energy of the flow of hydraulic fluid from the pressure vessel 14 into the vacuum tank 15) into electrical energy.

The power cylinder 1 1 in combination with the piston 17 usually comprises a spring for generating a force counteracting the weight force, such as in a conventional shock absorber.

The device according to the invention further comprises hydraulic lines 18, which connect the means for energy conversion 16, preferably a hydraulic motor, with the overpressure accumulator 14 and the vacuum accumulator 15.

In a further embodiment, the device according to the invention for the flexible storage of masses on a ship can comprise:

a) a frame for charge fixation of containers on which the mass can oscillate freely to a specified extent; and / or b) an arrangement of bunks in a flexible storage; and / or c) hydrodynamically favorable designed tanks for the flexible storage of liquids; and or d) airbags connected to a printing system; and or

e) the flexible storage of the whole ship or parts thereof by means of double hull. With the method according to the invention and the device according to the invention, it is possible to dampen at least one ship's movement selected from waves, rollers, rocking, pounding, diving or yawing. Preferably, at least two of said ship movements are damped. In a particularly preferred embodiment, several ship movements, particularly preferably all ship movements selected from waves, rolls, Schwoien, pounding, diving or yawing are attenuated.

In a further embodiment, the method according to the invention or the device according to the invention comprise a controller for controlling the damping for non-destructive and efficient operation of the means for energy conversion 16. The control ensures that the hydraulic cylinders 1 1 always perform the greatest possible working path, but not in the Attach end position. The damping is the stronger, the greater the pressure difference between the pressure accumulator 14 and the vacuum accumulator 15. This can be electronically controlled by a generator connected to the means for energy conversion 16, preferably a hydraulic motor. The higher the requested torque when driving the generator, the greater the damping hardness and the generated power per generator revolution and piston stroke. The inventive method and the device according to the invention have the advantage that ship movements can be reduced and at the same time the ship movements can be converted into electrical energy, hydraulic energy and / or heat energy and both space and cost saving can be implemented that results in an economic advantage.

Another advantage of the method according to the invention and the device according to the invention is that the unwanted ship movements in all directions: waves, rolling, rocking, pounding, diving and yaw, which the on board persons are exposed to psychological and physiological stress until they reach seasickness. Likewise, the forces acting on the transported cargo are mitigated by the ship's own motion: Slipping, pushing in and falling overboard from heavy sea containers are not uncommon events. These can be reduced or prevented. Finally, the safety of the ship itself is improved by the reduced own motion. By the method according to the invention, the ship stabilization works even in the heaviest seas, where most conventional systems fail.

Another advantage of the method and the device according to the invention is that the self-motion of the ship extracted energy can be converted into electrical energy, stored and various uses of the otherwise scarce electrical power can be supplied to sea. On the basis of the method according to the invention, electrical energy z. B. on a sailing yacht for power generation without fossil fuels and without loss of speed (as in the wind or water generator) serve. The method according to the invention makes it possible to provide a supply of electric current at sea for all possible electrical consumers (eg navigation systems, light, household appliances, heating) and it is possible, e.g. Live TV transmissions are also made possible by the ship itself during a deep-sea sailing race. , Using the method according to the invention sailing yachts can load the on-board batteries for driving an electric auxiliary motor with a sailing trip, with which they enter and exit the port. This allows, inter alia, the use of auxiliary engines on drinking water lakes, where the use of internal combustion engines is prohibited. The regeneratively obtained energy can, for. B. on a container ship the otherwise used to drive heavy oil partially replace. Most of the energy can be generated at times of the heaviest sea and be provided to the ship propulsion, so that bad weather areas can be traversed safely and quickly.

Another advantage of the method and apparatus of the invention is that the ship stabilizers of the invention less Occupy space on the ship (volume or mass) compared to previous ship stabilizers, so that more freight can be carried. In addition, the device according to the invention is simple and inexpensive. Thus, there is an economic advantage over conventional solutions of the prior art.

With the method according to the invention and the device according to the invention, it is possible to use the mass of goods to be transported, persons or another mass on board for energy-generating vibration damping. The ship does not need to add extra mass to a stabilization system. Weight can be saved or additional freight transported. The recovered electrical energy can be used in many ways. Such a solution is not known in the prior art. All known solutions for marine stabilizers add mass to the vessel and / or can not generate energy. All known solutions for wave power plants on ships neglect the purpose of the ship to transport goods.

The features and advantages of the invention will become apparent from 17 figures. First, the mode of action is to be presented as an example on a container ship in a ramming motion (rotational movement about the transverse axis):

Figure 1 shows in Figure 1 A, the initial state of a device 10 according to the invention, without energy is generated, for example, when the ship without wave motion, z. B. in the harbor. FIG. 1B shows the container ship 20 with the bow 21 immersed in the waterline 23 normally. There is no movement. A container 22 is exemplified, this container 22 is shown as shown in FIG. 1 C, mounted on hydraulic cylinders = cylinder 1 1. Again, only one of the four attached to the container 22 working cylinder 1 1 in Figure 1. considered. The working cylinder 1 1 is connected with hydraulic hoses 12 to the pressure accumulator 14 and the vacuum accumulator 15. The check valves 13 are arranged for easy representation in the example at the input and output of the pressure accumulator 14 and 15. Likewise, the arrangement of the check valves 13 directly on the working cylinder 1 1 is possible. This offers the advantage that the hydraulic hoses 12 additionally or with a correspondingly small volume of the hydraulic fluid also can only act as an accumulator. Between the two pressure accumulators 14 and 15, a hydraulic motor 16 is arranged, which converts pressure differences between the two pressure accumulators 14 and 15 into kinetic energy. Since the container ship 20 is not in motion, acts on the container 22 only the weight. On the power cylinder 1 1 only the static weight of the container is exerted by means of piston 17 and pushes this exactly in half. The power cylinder 1 1 in combination with the piston 17 usually comprise a spring for generating a force counteracting the weight force, such as in a conventional shock absorber. The spring tension can be adjusted during loading so that the piston 17 is always pressed exactly halfway through in the working cylinder 11 and thus the "neutral" working pressure (eg 100 bar) is provided in the hydraulic system Thus, the same pressure, the check valves 13 are closed The dotted arrows in Figure 1 A illustrate the by the effect on the inertia of the mass on the hydraulic cylinder triggered pressure and flow rate.For lack of movement in Figure 1 A is still no The hydraulic motor 16 and the generator connected thereto are not in motion and the hydraulic motor 16 is connected to the overpressure accumulator 14 and the vacuum accumulator 15 via hydraulic lines 18. No energy is generated by waves as the ship does not fluctuate The water line 23 is straight dargest in all other representations for the sake of simplicity The waves are triggered by the ship's movement. However, the source of energy in the method presented here is not the wave itself, but the mass of a body, which is continuously accelerated and decelerated by the swaying of the ship, and which is made energetically effective.

Figure 2: shows min Figure 2C curves to illustrate the dynamic principle of action: The black continuous curve corresponds to the curve that performs the container 22 at the very front of the ship. The curve is very simplified as sinusoid. The sine curve starts at Pi in this example. For a ship 20 of 300 meters in length, the container 22 of the foremost row is 140 meters from the fulcrum, moving 7.33 meters from the horizontal, then 14.66, at 3 ° ship movement Meters up and again down 7.33 meters. Corresponding For example, the idealized curve in Figure 2B shows an amplitude of 7.33 meters at a wavelength of 8 seconds. If the bow 21 makes a downward movement from the horizontal first and then an upward movement at 4 seconds to the nearest horizontal, this arc is convex and the measure of the curvature is the acceleration caused by the buoyancy. First, the bow is braked for 2 seconds until it dives 7.33 meters deep and then accelerates to 4 seconds horizontally. The deeper the bow dips, the more it is accelerated again. The reason for the deep immersion is the mass transported, which transfers its potential energy unrestrained to the ship's hull 24. The dotted curve represents the acceleration direction and strength. This is the second derivative of the sine function f (x) = SIN X; f "(x) = -SIN For example, assuming a mean sea state and G forces of 0.4 g, the G force direction is opposite to the acceleration and shown as a dashed curve, the time of observation shows the impacting bow 21 in the downward movement, which is already braked by the buoyancy of the water in the downward movement, that is accelerated upward.The horizontal is already exceeded.The G-force acts on the working cylinder 1 1, so that the pressure increases and by hydraulic hose 12th to the overpressure accumulator 14. At the entrance of the overpressure accumulator 14, the check valve 13 opens and the overpressure accumulator 14 fills with simultaneous relief of the working cylinder 1 1. The volume displacement of the hydraulically effective mass decelerates from this point the downward movement by the mass on the Hydraulic 10 (Figure 2A) acts and not on the bow 21. The bow 21 thus does not dive t as deep as without attenuation. The pounding is reduced. The dotted arrows in Figure 2A represent the triggered pressure and flow, which now causes a positive pressure in front of the engine and a negative pressure behind the engine. The pressure gradient between the overpressure accumulator 14, in which, for example, a pressure of 120 bar prevails, and vacuum accumulator 15, in which, for example, a pressure of 100 bar, sets the hydraulic motor 16 and the connected generator in motion, whereby hydraulic fluid from the excess pressure accumulator 14 in the vacuum reservoir 15 is pumped. FIG. 3B shows in FIG. 3B the container ship 20 with the nose 21 fully struck in, which has just passed the lowest point (FIG. 3B). The time of highest acceleration and G-force is also marginally exceeded. The pressure in the working cylinder 1 1 of Figure 3A is minimally smaller than in the pressure accumulator 14. The check valve 13 on the pressure accumulator 14 closes. The pressure gradient between overpressure accumulator 14 (for example 200 bar) and vacuum accumulator 15 (for example 120 bar) is converted by the hydraulic motor 16 into kinetic energy and due to the hydraulic fluid flowing through the hydraulic lines 18 in kinetic energy and by the connected generator into electrical energy. The mass of the container 22 in its downward movement has not transferred part of its energy to the ship 20, so that it collapses deeply, but to the hydraulic system 10, which causes the power generation. The ship 20 does not stomp so deeply, instead electrical energy is generated. A less deeply impacted bow 21 also causes less lift and thus the following upward acceleration is mitigated. The dotted arrows in Figure 3A again show the directional pressure and flow. Figure 3C (curves) again show the height of the bow (solid), the acceleration (dotted) and the G-force (dashed). In Figure 4 is shown when the upward movement of the bug 22 (Figure 4B) stops and reaches the maximum speed (maximum kinetic energy). The water zero line 23 and thus the turning point of the sine curve (change from convex to concave, see FIG. 4C) are passed (second derivative of the sinusoid is equal to 0). The acceleration through the buoyancy and thus the G-forces fall to 0. The pressure in the working cylinder 1 1 falls below the pressure in the vacuum reservoir 15, the check valve 13 at the vacuum reservoir 15 opens. The hydraulic fluid flows from the vacuum reservoir 15 in the working cylinder 1 first The volume displacement of the hydraulically effective mass slows the upward movement from this point, the pounding is reduced. The hydraulic motor 16 and the power generation by means of a connected generator run. The dotted arrows in FIG. 4A again show the directional pressure and volume flow triggered by the G-force. In FIG. 5, the ship's bow has reached the highest point in the upward movement (FIG. 5B). The downward potential energy of the weight of the bail 21 projecting from the water is maximum. At the same time, the stern of the container ship 24 pushes into the water and caused by the buoyancy at the rear of the rotation "pounding" to the same extent, since the entire fuselage 24 is firmly connected from the bow 21 to the rear 5C) assuming that the spring balances the net weight of the container 22, the maximum upward G-force (Figure 5C) results in the fully extended piston 17 on the working cylinder 11 with minimal pressure As soon as the ship's movement marginally exceeds this point, the pressure then marginally higher in the working cylinder 11 leads to the closing of the check valve 13 on the vacuum reservoir 15. The negative pressure remains in the vacuum reservoir 15 and 15 can only be compensated by the hydraulic motor 16. The hydraulically effective mass has Thus, in the upward movement, the energy potential to the hydraulic system 10 (Figure 5A) transmitted. The energy production is running.

In FIG. 6, the ship's bow 21 moves downwards, but has not yet reached the waterline 23 in the normal water level without ship movement and thus the highest downward speed. The downward acceleration and thus the upward G-force continue to decrease until the bow 22 reaches the waterline 23. Both check valves 13 are closed. The power generation continues based on the remaining pressure differences between positive pressure accumulator 14 and vacuum accumulator 15. The ship continues to move to the state shown in Figure 2, and the entire process begins again. The dotted arrows in Figure 6A show the reoccurring pressure and flow rate through the action of the G force (dashed curve) and the opposite acceleration (dotted) during the movement of the bug (solid) in Figure 6C. The process continues uninterrupted as long as the ship 20 fluctuates. Each upward and downward pounding is slowed down and converted to energy. However, the illustrated process can attenuate all ship movements on all seagoing vehicles and convert the energy withdrawn from the ship's movement into electrical energy. Depending on the operating environment, target position and type of vessel, different types of damping (for example hydraulic, pneumatic or water) and motors (for example hydraulic, pneumatic or turbines) can be used. Instead of a spring for lifting the weight and alignment within the work area as well as hydraulics and pneumatics can be used.

FIG. 7: FIG. 7B shows the foredeck buoy 30 of a seagoing sailing yacht and an exemplary working cylinder 31. Again, by means of spring, the weight of the glider 32, the berth 33 and the drinking water tank 34 located under the foredeck buoy 30 are flexibly mounted so that the working cylinder 31 can move in and out as soon as ship movements occur. The piston 36 is fixed in this case, the hull 35, the working cylinder 31 resonates with the hydraulically effective mass. The solution according to the invention is also applicable with compressed air, as shown in FIG. 7C, by placing the pneumatically effective mass (berth 33, glider 32 and tank 34) on an air cushion 37 and the pneumatics as in the hydraulic process described by the fluctuation of the G force Direction spring-in and rebound. A conversion of the compressed air thus generated is also possible in combination with various pneumatic motors 38, such as gas expansion engine or vane motor. The fluctuations between compressed air and mass of the water are absorbed by a piston 39. Depending on the application, a valve-directed or pulsating air flow can be used. This can be an advantage here, since the hull of such yachts is made of fiberglass and hydraulic cylinders mounted perpendicular to the hull in conjunction with oscillating masses mean a certain risk potential. Insufficiently secured cylinders could blow through the side wall in a storm and cause water ingress. In addition, weight loss is an important factor and both Printing medium and components are often lighter in pneumatic applications. Also, water can be used as a hydraulic medium for damping the ship movement with simultaneous power generation according to this inventive solution application. It is known that, for example, ocean-going racing yachts (eg the "Volvo Ocean Race" class) carry ballast water tanks with several tons of water content for weight trimming and fill these tanks with seawater when needed., High speeds of over 30 knots in rough seas at hardly any arched underwater hulls lead to hard impacts on the water surface with correspondingly high G-forces Again, the tank can be flexibly stored on such a yacht, so that the weight force is neutralized eg by means of a spring and the G-force in the hydraulic system Likewise, the bulk of the liquid can be used as an energetic mass even without the tank 7. In Figure 7D, a system 40 is shown as the liquid 41 forced down by G-force in a pipe 42 onto a piston 43 and this acts on the working cylinder 1 1. Also tanks 50 with flexibly displaceable tank walls 51 and 52 (Fig ur 7E) are conceivable. Likewise, a suitable turbine with generator in the triggered by the fluctuating G-forces pulsating or directed by valves water flow can be arranged so that electrical energy is generated. The use of seawater itself as a hydraulic fluid is conceivable in this application, if you use suitable hydraulic motors that can handle this aggressive medium. The ballast water 61 would act on a funnel-shaped tank 62 including venting as shown in Figure 7A by dashed arrow on the power generation units: hoses 12, check valves 13, pressure 14 and negative pressure accumulator 15 and motor 16 act in the form described above. Also in various other ships ballast water is carried. Use according to this solution according to the invention is to be investigated. Likewise, the application with built-in furniture, parts of the ship, bulkheads, sections or with the ship as a whole z. B. conceivable as in a double-walled tanker. In the defined and limited scope, a ship's hull could then oscillate in a flexible manner relative to the other and be damped in accordance with this solution according to the invention and generate energy. Common to all application examples is that a mass, be it a solid body such as a container, a person or a liquid, is subject to fluctuating G forces on a ship, and these forces can be converted into energy through flexible storage associated with energy-generating damping , Claim this solution according to the invention is that all ship movements (waves, roles, Schwoien, pounding, diving and yawing) can be used to generate energy.

FIG. 8 shows a ship 20 from the front (FIG. 8B). Again, it will be shown how the G-forces for energy production can generate energy via a flexibly mounted mass with hydraulic cylinders. Rolling is the unwanted ship movement in this example. Again, as in pounding, the masses furthest away from the axis of rotation 22 and 22 'are flexibly supported by means of a spring so that the working cylinder 11 is pressed in exactly halfway (FIG. 8A). Consider again the black container 22, the hatched container 22 ', which is also stored, performs the exact countermovement. The vibration between 2 extreme points is not caused by the interplay between entering and exiting bow and stern, but port side 26 and starboard side 25 when rolling. FIG. 8A shows the initial state of a device 10 according to the invention, without energy being generated, for example when the ship is moving without undulations, e.g. B. in the harbor. Figure 8B shows the container ship 20 with the hull 24 immersed in the waterline 23 normally. There is no movement. The containers 22 and 22 'are, as shown in FIG. 8C, mounted on hydraulic cylinders = working cylinder 1 1. Again, only one of the four mounted on the container 22 working cylinder 1 1 Figure 8A considered. The working cylinder 1 1 is connected with hydraulic hoses 12 to the pressure accumulator 14 and the vacuum accumulator 15. The check valves 13 are arranged for easy representation in the example at the input and output of the pressure accumulator 14 and 15. Likewise, the arrangement of the check valves 13 directly on the working cylinder 1 1 is possible. This offers the advantage that the hydraulic hoses 12 can also act exclusively as an accumulator in addition or with correspondingly small volume of the hydraulic fluid. Between the two pressure accumulators 14 and 15, a hydraulic motor 16 is arranged, which pressure differences between the two accumulators 14 and 15 converts into kinetic energy. Since the container ship 20 is not in motion, acts on the container 22 only the weight. On the power cylinder 1 1 only the static weight of the container is exerted by means of piston 17 and pushes this exactly in half. The spring tension can be adjusted during loading so that the piston 17 is always pressed exactly halfway through in the working cylinder 11 and thus the "neutral" working pressure (eg 100 bar) is provided in the hydraulic system thus the same pressure, the check valves 13 are closed The hydraulic motor 16 and the generator connected thereto are not in motion The hydraulic motor 16 is connected via hydraulic lines 18 to the overpressure accumulator 14 and the vacuum accumulator 15. Thus, no energy is generated by waves, Since the ship does not fluctuate, the dotted arrows in Figure 8A again show the oil flow direction, but due to the lack of movement of the ship, no hydraulic pressure and volume flow is generated.

Figure 9: The time of observation shows the starboard side 25 (side of the black container 22) in the downward movement, which is already braked by the ballast in the keel 25 in the downward movement, that is accelerated upwards (Figure 9B). The horizontal is already exceeded. FIG. 9A shows that the G-force acts on the working cylinder 11, so that the pressure rises and is transmitted by hydraulic hose 12 to the overpressure accumulator 14. At the entrance of the overpressure accumulator 14, the check valve 13 opens and the pressure accumulator fills with simultaneous relief of the working cylinder 1 1, as shown by the dotted arrows in Figure 9A. The volume displacement of the hydraulically active mass slows the downward movement and the upward acceleration caused by the deep submersion of the starboard side from this point. Rolling is reduced. The pressure gradient between the overpressure accumulator 14 and the vacuum accumulator 15 sets the hydraulic motor 16 in motion due to the passage of hydraulic fluid through the hydraulic lines 18. The hatched container 22 'is located at the time of viewing in the sinusoidal oscillation exactly at Pi. Figure 9C again shows the magnitude and direction of the acceleration (dotted curve), the height of the bow (solid), and the G forces (dashed). In FIG. 10, the starboard side 25 has just passed the lowest point during the downward movement (FIG. 10B). The time of highest acceleration and G-force is also marginally exceeded. The pressure in the working cylinder 1 1 is minimally smaller than in the excess pressure accumulator 14. The check valve 13 at the excess pressure accumulator 14 closes (Figure 10A). The pressure gradient between the overpressure accumulator 14 and vacuum accumulator 15 is converted by the hydraulic motor 16 into mechanical and by a connected generator into electrical energy. The dotted arrows in FIG. 10A again show the oil flow direction to the overpressure side, while acceleration (dotted) and G-force (dashed) increase in magnitude at both times.

The parallelism of Figures 9 and 10 to Figures 2 and 3 makes it clear: Regardless of which ship's motion is performed, it can be braked by flexibly stored masses and converted to energy. For rotational movements (rolling, pounding and yawing) those masses are to be used for the energy production, which are as far away as possible from the axis of rotation: Pounding and yawing are optimally reduced with flexibly stored at bow and stern masses, the rolling can by flexibly mounted containers be reduced on port and starboard side. A rolling motion on a yacht could z. B. can be counteracted by the team on the "high edge" (far leaning to a side to compensate for the tilt) on eg air-suspended and seated with a pressure system seat cushion takes place. which is both energetically and stabilizingly relevant In order to reduce the linear movements (waves, rocking and diving), it is irrelevant where the flexibly stored masses are used alternately the front and rear hydraulic cylinders of the flexibly stored mass are compressed or relieved at the container, while alternately the left and right cylinders are swung and during diving all 4 cylinders are simultaneously compressed and relieved in the countermovement to reduce all occurring ship movements. In the case of rotational movements, high G forces act on individual areas; in linear movements, the forces are lower and distributed uniformly throughout the ship. The effect of damping and energy production is the same for linear movements everywhere. The selection of the masses to be damped must therefore be based on the ship movements pounding, yawing and rolling.

FIG. 11: Shows the three rotational movements (arrows) of a ship 20. FIGS. 11A (rolls) and 11B (pounding) are already known from the previous figures, FIG. 11C (yaw) shows the container ship 20 from above in the rotary motion around the vertical axis. Using the container ship 20 as an example, the first and last rows, the uppermost containers and the containers for damping and / or power generation should preferably be used, which are on the sides (black and gray patterned containers). The damping and energy-generating effect decreases more and more in the direction of the axes of rotation for the forces of the rotational movements.

Figure 12 shows an example of the use of the mass of the anchor chain case 27 of a ship 20 with the anchor chain therein. The mass of the anchor chain lying in use at anchor has the purpose to compensate for the pitching movements of the ship by a part of the chain stretched and raised or falls back to the ground. As a result, ramming movements of the ship can not act on the anchor and tear it. If the ship is in motion, the chain can according to this method, in particular by the position at the very front of the ship 20 and thus far from the axes of rotation of the ship 20 perform the same purpose. The mass of the chain in the anchor chains boxes 27 is used stabilizing by the anchor chains boxes 27 including chain on the ship's movement delivered hull by means of flexible storage and energy-generating damping (shown by the dashed arrows on the bow of the fuselage 24) is suspended. The flexible storage and energy-generating damping, for example, by working cylinder 1 1, as already described above, take place. If the ship is excited by waves or sea state 28 to move, so the working cylinder 1 1 withdraw the kinetic energy of the ship's movement. By 3-dimensionally inclined and also obliquely to the port and starboard side aligned working cylinder 1 1 both rolling motions as well as pounding and Schwoien can be attenuated and the withdrawn Energy to be transformed. Since the mass of the anchor chain is designed in proportion to the size of the ship and thus the forces occurring and the purpose is used in anchoring, the use of the mass of the anchor chain for energy-generating damping in the ship is close.

Figure 13 shows an example of the use of masses 29 within the ship 20, which in turn hung or placed on deck, flexibly stored and supported laterally. In this case, 29 represents the mass used, 1 1 the working cylinder incl. Spring, 24 which is subject to the ship's movement hull which is excited by seaway 28 to move.

Figure 14 shows the application of the method with a mass 29 outside the ship 20 with the keel. If the mass 29 on the keel, such as in Volvo Ocean Race monohull racing yachts equipped with a Kimmkiel, so the keel, and thus the mass 29, rotatably mounted. If the hull 24 subjected to a wave motion 28, so arise acceleration forces, which can be used by spring and cylinder 1 1 energetically and. Starts the ship 20 to roles, so the inertial mass 29 urges the counter and acts on the cylinder 1 1. If the inertial mass 29 in the keel is decoupled from the movements of the ship by the movements by means of flexible support and damping, the mass 29 in the keel does not have to be accelerated again and again to the same extent as without the use of the method. A 2-dimensionally flexible storage also allows the use of ramming movements. FIG. 15 shows the use of the method with multihull boats 60, in which a hull 24 projects out of the water here. The hull 24 'in the water is subjected to a wave motion 28, the mass in the other hull 24 but not or the movement of another wave. This acceleration forces acting on the spring and cylinder 1 1 and are damped.

FIG. 16 shows the application of the method with hydrofoil sports boats 70, in which only one or more hydrodynamically acting blades 71 are in contact with the water surface and thus the wave motion in the water. Alone the wing 71 in the water is subjected to a wave motion 28, but the masses 24 and 24 'in the fuselages not when the hydrofoil is flexibly supported and damped by means of spring and working cylinders 1 1. Thus, acceleration forces acting on the spring and cylinder 1 1, but to a lesser extent on the floating hulls 24 and 24 '.

17 shows the use of the method with a multi-hull vessel 80 (for example an express ferry) in which the floats 61 are energy-converted in the water by means of spring and power cylinder 11. The mass 29 without water contact is also decoupled from the wave motion as the floats with each other.

The figures illustrate a small section of the various applications in which a mass is stored flexibly on a ship and attenuated to produce energy.

Integration into existing freight systems is important to ensure that these can be adapted with little effort to the possibilities of this energy-generating ship stabilization. In order to secure the endangered by the strong ship movement at the bow and stern container, frames are often attached to the charge fixation. Such racks must be adapted so that the containers individually or in groups with a sufficient hydraulic path z. B. 20 cm can swing flexible. So there must be a gap between the containers in the racks. The space required for this would be overcompensated by omitting the ship stabilizers that are no longer needed. The largest distance to the axes of rotation of the ship's movement and thus the largest energy potentials have the containers, which are not only the front or rear, port or starboard, but also at the top of all other containers. This is especially true for rolling movements. Since there is enough space in the open air, the application does not take up any space with these containers and thus causes no opportunity costs. The design of the hydraulic units should be adapted to minimum and maximum measurement and empirical values of the G-forces occurring as a function of the sea area and ship type. The dimensioning is also dependent on the moving mass in connection with the hydraulically usable way. To cope with changing conditions at sea, the energy system must function equally well in light seas and during severe storms. In stronger sea conditions, both the pressure difference between the overpressure accumulator and the vacuum reservoir and thus the torque at the hydraulic motor, as well as the volume flow at the motor for a higher speed, increases. For easy controllability z. B. axial piston motors are used as hydraulic motors. The decentralized nature of the system also contributes to the adaptability to changing conditions at sea: Each individual energy unit or units in groups can be switched on or off for this process. If a calm sea with only very small waves, especially near the coast, causes only minor ship movements, only individual energy units with the highest marginal yield are to be activated. In a pure ramming motion only the energy units at the front and rear are to be activated, with a pure rolling motion only the systems at the side. The deactivability, for example, mechanically by locking the spring or by closing valves z. B. controllable or self-regulating check valves (V) or solenoid valves or be solved by another type of valves. This has the advantage that a minimum amount of ship movement for power generation is maintained and non-active units can be maintained. In addition, it is necessary to reduce the wear on the energy systems: In an 8-second vessel movement, the processes described above are performed 10,800 times a day. In a severe storm, on the other hand, all available energy systems (eg 30% of all containers with their mass) can be used. This flexibly supported and equipped with a hydraulic damping mass can be extended according to the weather conditions and the desired vibration reduction and then exceeds the mass of all known marine stabilizers and the mass of the waves acting on the ship. The potential for energy conversion is therefore greater than the potential of energy generation. The energy that is transmitted by waves to the ship can thus be completely converted into electrical energy become. Limitations of applicability in the storm as with known stabilizers z. B. gyrostabilizers do not arise theoretically. This has to be validated in tests.

The amount of energy produced by the method according to the invention or the device according to the invention depends on the mass on a ship: the more mass used on a ship in this way for generating energy, the lower the ship's movement and thus the energy source. Ship stabilizers acting on a mass basis require at least 5-7% of the ship's weight. As an example, 10% of the ship's cargo is equipped with energy systems in normal swell. If a container weighing 20 t can swing 20 cm more effectively at an average of 0.4 G, this will generate approximately 150 kN of force and at a wavelength of 8 seconds approximately 3.5 kW of electrical power per container. If 10% of a seagoing vessel with 10,000 containers is used in this process, this gives 3.5 MW of power during normal sea conditions. For efficiently running diesel engines with a consumption of approx. 180 g / kWh, approx. 630 liters ~ 630 kg heavy fuel oil are needed every hour. A ton of heavy oil currently costs about 600 USD.

In a storm, freight insurers of the Gesamtverband der Deutschen Versicherungswirtschaft eV reckon with acceleration forces of 1 G for the freight units carried at the extreme ends of a ship. In bad weather periods, it would therefore be possible to provide up to 8.75 MW of electrical power with these 10% of the containers. If another 20% of the containers are used in the storm as a supplement to the damping and energy generation and an average of 0.6 G is assumed for these containers, an additional 10 MW of electrical energy could be generated. This corresponds to a total of about 30% of the engine power of such a ship. This means that if this invention is proven in everyday life and runs reliably, the diesel engine of the ship can be made smaller, since the design of the diesel engines based on the required engine power in a storm to maintain maneuverability. A storm would then no longer brake the ship as it does today and thus jeopardize compliance with loading and unloading schedules in the ports. Another advantage is that the path through the water is shorter due to the reduced ship movement, in particular during pounding. The sinusoid as shown in the figures is flatter. A less pounding ship is hydrodynamically cheaper in the water. The more the ship stomps, the deeper the bow plunges and is wider at the point where the water strikes head-on. If the bow does not dip so deeply, the counter-attacking wave slows down to a lesser extent. The same is true for the stern: if the tail dips above the optimum level, the flow breaks off at the stern (transition from a laminar to a turbulent flow) and the water resistance increases. The speed is reduced. By a stamping ship also the hull is not aligned linearly to the direction of travel, but subjected to a constant rotational movement. This deviation slows down.

Another advantage of the invention also and especially those masses that are used to generate energy. The effect of damping is strongest here. So z. As fragile goods, dangerous goods or tropical fruits are protected during transport. It is recommended to place containers with sensitive cargo preferably on the power-generating ship stabilizer. A bunk that reduces the G-forces protects people better from seasickness and allows them to sleep more peacefully. On a sailing yacht there are berths in the front and back of the ship, where the pounding and yawing movements are strongest.

At the same time, this system can be implemented at manageable costs: Hydraulic motors, pressure accumulators, hydraulic power cylinders, generators, hydraulic hoses and non-return valves are available in many variants as mass-produced and standardized components. These components are mainly used in construction machinery, in automatic transmissions and commercial vehicles worldwide. It is necessary to select and configure existing components for this application according to the purpose. In a mass production, the costs of producing the energy units would continue to decrease due to the economies of scale that occur. List of reference numbers

10 means for pressure and volume transfer

1 1 working cylinder, hydraulic cylinder

12 hydraulic line, hydraulic hose

13 check valve

14 overpressure accumulator

15 vacuum reservoir

16 means of energy conversion

17 pistons

18 hydraulic line

20 ship, container ship

21 bug

22, 22 'container

23 waterline

24, 24 'hull

25 port side

26 starboard side

27 anchor chains boxes

28 waves

29 mass

30 sailing ship

31 working cylinders

32 sailors

33 berth

34 tank

35 boat hull

36 pistons

37 air cushions

38 Air motor

39 pistons

40 system without tank

41 liquid pipe

piston

tank

Flexible tank walls multi-hull float boat hydrofoil sport boat wing

Multi-hull vessel

Claims

claims

1 . Method for ship stabilization and power generation on seagoing vehicles, characterized in that

i) masses on a ship flexible on a means of printing and

Be stored volume transfer,

ii) the vibrations of the masses by the means for pressure and

Volume transfer are attenuated,

iii) at the same time the pressure fluctuations occurring thereby at the means for pressure and volume transfer for the conversion of kinetic energy of the flexibly stored masses into electrical energy, hydraulic energy and / or heat energy are used.

2. The method according to claim 1, characterized in that the masses are selected on a ship from persons, cargo, inputs and superstructures and ballast.

Method according to claim 1 or 2, characterized in that the pressure and volume transfer means comprise at least one vibration damper, e.g. a hydraulic cylinder or shock absorber.

4. The method according to any one of the preceding claims, characterized in that the means for pressure and volume transfer comprises a positive pressure accumulator and a vacuum reservoir.

5. The method according to any one of the preceding claims, characterized in that the means for pressure and volume transmission comprises a motor.

6. The method according to claim 5, characterized in that the motor is a hydraulic motor or a pneumatic motor.

7. The method according to any one of claims 1 to 5, characterized in that the means for pressure and volume transfer comprises a turbine or other means for energy conversion.

8. The method according to any one of the preceding claims, characterized in that the flexible storage of the masses takes place by or in combination with a mechanical spring.

9. The method according to any one of the preceding claims, characterized in that the flexible storage and / or damping of the masses and / or the

Energy transfer to the motor or the means for energy conversion by compressed air or in combination with compressed air takes place.

10. The method according to any one of claims 1 to 8, characterized in that the flexible storage and / or damping of the masses and / or the

Energy transfer to the engine or the means for energy conversion by

Hydraulics (e.g., hydraulic fluid, oil, water, or other pressurized fluid) or in combination with hydraulic elements.

1 1. A method according to claim 10, characterized in that the flexible

Storage and / or the damping of the masses and / or the energy transfer to the engine or the means for energy conversion by a hydraulic fluid, oil, water or other pressure fluid is carried out.

12. The method according to any one of the preceding claims, characterized in that the method comprises a valve-directed flow of compressed air or a hydraulic fluid, oil or water.

13. The method according to any one of claims 1 to 1 1, characterized in that the method comprises a pulsating flow of compressed air or a

Hydraulic fluid, oil or water.

14. The method according to any one of the preceding claims, characterized in that at least one ship's motion is selected from waves, roles, Schwoien, pounding, diving or yawing is attenuated.

15. The method according to any one of the preceding claims, characterized in that two or more ship movements selected from waves, roles, Schwoien, pounding, diving or yawing are attenuated.

16. A device for the flexible storage of masses and at the same time for the generation of electrical energy, hydraulic energy and / or heat energy on a ship, comprising at least one means for pressure and volume transfer 10, comprising a hydraulic cylinder = working cylinder 1 1, an excess pressure accumulator 14 and a Vacuum accumulator 15, and hydraulic hoses 12, which connect the working cylinder 1 1 with the excess pressure accumulator 14 and the vacuum accumulator 15.

17. The apparatus of claim 16, further comprising check valves 13 at the connection points between the working cylinder 1 1 and overpressure accumulator 14 and the vacuum accumulator 15th

18. The apparatus of claim 16 or 17, further comprising a suitable means for energy conversion 16 between the two pressure accumulators 14 and 15th

19. The apparatus according to claim 18, characterized in that the means for energy conversion 16 is a motor, preferably a hydraulic motor, with a connected generator; or another suitable means for converting kinetic energy into electrical energy.

20. Device according to one of claims 16 to 19, characterized in that the working cylinder 1 1 in combination with the piston 17 comprises a spring for generating a force counteracting the weight force.

21. Device according to one of claims 16 to 20, further comprising hydraulic lines 18, which connect the means for energy conversion 16 with the excess pressure accumulator 14 and the vacuum accumulator 15.

22. Device according to one of claims 16 to 20, further comprising a) a frame for charge fixation of containers on which the mass can oscillate freely to a specified extent; and / or b) an arrangement of bunks in a flexible storage; and / or c) hydrodynamically favorable designed tanks for the flexible storage of liquids; and or

d) airbags connected to a printing system; and / or e) the flexible storage of the whole ship or parts thereof by means of double hull.

23. Use of the method according to any one of claims 1 to 15 and / or the device according to one of claims 16 to 22 for the flexible storage of masses and for the simultaneous generation of electrical energy, hydraulic energy and / or heat energy on a ship.

24. Use according to claim 23, characterized in that the ship is selected from a sailboat 30, multihulls 60, hydrofoil pleasure boats 70, multihulls 80 or other seaworthy vehicles.