DE3302540A1 - Rigging with multiple masts - Google Patents

Abstract

The rigging according to the invention is a rig, in which the sail area necessary for a ship is not in a single high plane lying amidships, but is subdivided into a plurality of part areas and distributed to one or more low masts which are located next to one another. This arrangement affords, particularly in refittings and new constructions for sea travel and merchant shipping, numerous advantages in aerodynamic, shipbuilding and operational terms, making the use of wind as an additional or main driving force for ships viable again.

Description

Description. Rigging with multiple masts

Known to the practically unlimited wind available to drive machines and vehicles, especially watercraft Since time immemorial, sails and sail-bearing constructions have been different Kind of used. In shipping, the sails - Hah or Schrat = sail - are on corresponding spars, stays or directly attached to the mast and with cables, so-called bouncing, pods, bream etc. moves. On top of all that extensive tech niche and material expenditure that is part of such conventional rigging, and the one with all its resistance and turbulence generating, repair and maintenance costs The components causing the problem are often in stark contradiction to modern aerodynamic ones Once the knowledge is available, there is also the high level of staff required to operate them is necessary.

All these factors together make up the usual Ta * e = positions as a ship propulsion system for commercial shipping for mainly financial reasons uneconomical and no longer sustainable.

OBJECT OF THE INVENTION To now on the one hand the sea and cargo shipping more independent of the drive that has become more and more dominant in the last century techniques that rely on the consumption of fossil fuels to make, and around on the other hand, a sailing system for the heeder, the shipbuilder and the ship's master to give the hand with which the wind, this never-ending natural force, like = which is useful for propelling ships, it is necessary to develop rigging, which are simple in their construction and high in efficiency, at the same time inexpensive to manufacture and is undemanding in its handling. A system that allows the shipowner to in an inexpensive way both existing and new ships to be built with a cost-saving one Sail drive off = equip; a system that is constructive and functional = technical can be easily absorbed by today's shipbuilding industry. Last but not least also a system that enables the skipper to do so with a minimum of seamanship and so permanent staff an optimum of flexibility in terms of To achieve sail position and sail area, from which high efficiency of the sails and the ship and a high level of safety for ship, crew and cargo.

News The rigging according to the invention with multiple masts is now one such rigging. With it it is possible to equip ships with rigs that are at high efficiency with a significantly lower cost of standing and running Get along well and in terms of service than is necessary with conventional rigging is. This is achieved with 1. Long bevel edges. Because the propulsion of a sail like the appearance of a grand piano, depends largely on the length of its cut edge and the shape of its profile.

The ideal conditions, as they are with the rigid wings in aircraft construction, especially in the construction of gliders, can be almost completely achieved However, for a variety of reasons, one of these is unable to achieve sails for ships The reason for this, especially with the crag sail, is the fact that it is not difficult to move a required sail area of a certain size in one for example can also accommodate very elongated triangles; but that the possibility a correspondingly high mast is now attached to this elongated three-way sail build, is very limited for weight, strength and stay reasons. Ought to this mast must be so high that the hypote = nuse of this elongated triangle can lie against him in full length as a luff.

In the rigging according to the invention, this problem is solved by that the given area of the size X m2, given as necessary, is divided into several of the same size Sub-areas is subdivided. This way you get, for example, instead of one single large sail with a liner area of X m2 X m2 two small sails each only that but a total of 2 and together a lot more bleed edge length sen as a single, large single sail.

Example a) A right-angled @ s triangle for example with Ka = theten a = 5.00 m and b = 15.00 m has a hypotenuse c1 of 15.81 m in length and one Area F1 of 37.5 m2 (Fig01).

b) 37.5 m2 also has a rectangle (Fig, 2) with the edge length a = 3.75 m and b = 10.00 m. This rectangle is equal in size due to a diagonal c2 in two Triangles a-b-c2 can be divided with areas F2 and F3, each of which is 18.75 m2 in size. The diagonal c2 corresponds to the hypotenuse c2 and is 10.68 m long.

c) This results in a constant total area of 37.5 m2 and the use of the hypotenuse c as a luff (Fig. 3) for the following lengths the cut edges for a single sail with F1 ...... = 1 x c1 ... = 15.81 running meters; at two sails with F2 + F3 ... - 2 x c2 ... = 21.36 running meters, from this one Example resulting enlargement of the total length of the cut edges by 35.1% by using two small sails instead of a single large single sail there is also a higher degree of efficiency compared to this "two-sail rigging" the "£ island rigging.

Therefore, multiple masts are used in the rigging according to the invention used instead of the single masts of the conventional type. Because these multiple masts together carry only the same sail area as previously attached to a mast gen was; together, however, as the example given above shows, they essentially show more cut edge length than the comparatively single sail in terms of area on a mast.

2. The multiple masts consist of partial masts that are not one behind the other, but stand side by side. So far, the masts of sailing vehicles have been in everyone Usually in the midship line. This traditional arrangement is based, in addition to shipbuilding, static and conference-related reasons, also due to reasons of equilibrium and the symmetry and on the common ideas of aerodynamic processes while sailing.

However, this traditional arrangement has, especially with the so-called Slanted sail, several disadvantages, for example a) By fixing the masts on the midship line will also cover the entire sail area only on this one the midship line is concentrated.

As a result, need to accommodate the sail area in this one level ne to be able to make the masts very high, causing constructive and weight-related difficulties brings with it.

b) The difficulties of securing such high masts, increases enormously with increasing height of the rig.

c) Furthermore, the individual sails, in which the total sail area is divided, with increasing rig height, the more difficult it is serve.

d) The standing and running rigging necessary for such rigging causes very strong aerodynamic properties due to the large number of its individual components Resistance and turbulence and gives such rigging very little Efficiency.

e) A ship with high rigging and one that is also high The center of gravity of the sails heels faster and more difficult than a ship with one less high rig and therefore a lower center of gravity.

f) Masts in midship line obstruct both above and The possibilities of movement and stowage below deck are also considerable, g) The forces, the masts standing in the midship line will be on the hull of the ship, must be taken up with extensive and space-wasting construction parts h) The profitability of a rig that has hitherto been customary The ship is a result of the high cost, maintenance, servicing and operating costs as well as the high personnel costs compared with that of machine-driven ones Vehicle profitability can be very low.

i) The high overall center of gravity of the sail, the low Wen = age and the high expenditure of time in sailing maneuvers make sailing ships with the previous ones usual rigging very prone to accidents. Neither the safety for the ship and the crew, still for the cargo to be transported, are still sufficient today guaranteed with these sailing ships. The consequence of this is not only the unmit = direct risk to ship, crew and cargo * but also disproportionately high Insurance costs that weigh on profitability even more.

In the rigging according to the invention, a large part of the above-mentioned falls The disadvantages of the rigging that have been used up to now continue. In order to achieve this, the sub-masts were made TM of the multiple masts MM no longer, as is usual with the single masts, one behind the other in midship line M, but at right angles in base line B to the midships line = set up.

Such multiple masts MM can consist of two or more sub-masts TM consist (Fig.4); there can also be several such multiple masts along the length of a ship (Fig * 5) In the following the "twin mast" will be closer described as it is already shown in Fig. 5 on the two-master.

Fig.6 shows a one-master with a "twin mast", in which the The clews of the two sails are held by means of two spreader spars SpSp; Furthermore, the very simple way of the verse conference can be seen in Fig. 6: The two partial masts TM of the twin mast '? are in the top area Tb by the thrust-absorbing transverse spars QSp connected to one another; otherwise are on standing Well, only those for the forestays VS and the two backstays AS are required if, as shown in FIGS. 4 and 5, the partial masts TM are not free and Stand next to each other on deck without forestay.

Fig07 shows a two-master with two "" twin masts ", Ver = stagungselemente VS, AS and QSp, and normal trees. Such trees can, in connection with the corresponding Cargo harness, also used as cargo booms0 From the inventive The arrangement of the masts is in contrast to those listed in 2.a) with 2.i Disadvantages, and in comparison with a high "single mast" with the same sail area, the following advantages a ') The top height of the "twin masts" is much lower than with a "single mast". Constructive and weighta = related is the lower "twin mast" easier to control than the high "single mast".

b ') As far as is necessary at all, the stay of a "twin mast" much less complicated than that of the "single mast".

c ') The execution of all sailing maneuvers is with the "twin mast" with its small sails much easier than with the large "single mast" his only big sail.

d ') As a result of the uncomplicated stay, the "twin mast a higher degree of efficiency than that with a large number of aerodynamically unfavorable ones Rigging parts have "single mast".

ei) With the "twin mast", the overall focus of the sails is essential lower than with the "single mast"; Heeling and the risk of capsizing are therefore also there less.

f ') "twin masts" impede the possibilities of movement and stowage above and below deck to an insignificant extent.

g ') Since the partial masts TM of "twin masts" practically on the ship's side are sufficient to absorb the forces emanating from them Frame structures that can be integrated into the deck and spanning structure without any significant space requirement can be integrated.

h ') Due to the low production, maintenance and operating costs as well as the low personnel requirements, the profitability of such ships are significantly higher than those of previously known sailing ships; and Schif = Fe with a combined drive (machine + sails on multiple masts) are in turn Driving is much cheaper than driving exclusively with machine power Ships0 i ') The quick and safe to use rig with multiple dimensions most significantly increases the safety of the ship, crew and cargo.

3. The efficiency of the "multiple mast" is higher than that of the "single mast". The correctness of this assertion, which is what was said and shown in 1. and 2. as The underlying theory has been proven in practice in model tests.

A hull-like, Ballast-stable floating body, from the stern of which a line led to a tensile scale, and its starboard side with = part of two lines so with the edge of the experimental basin connected was that the midship line of the float was always parallel to the Pool edge was aligned.

With a semi-circular movable fan, the model was which alternately carried a "single mast" or a "twin mast", while the same Distance and constant wind force blown from different directions and thus all courses to be sailed on one bow from "Vorwind" to "Hart am Wind "simulated. The during repeated attempts on the different courses - with always the same = the size of the total sail area - achieved propulsive forces were read on the weighbridge as follows With "single mast" With "twin mast" Wind from 220 results in 21 VE- Wind from 220 results in 23 VE * "" 45 ° "22" "" 45 ° "22 "" "60 °" 20 "" "60 °" 22 "" "75 °" 19 "" "75 °" 20 "n II goo n 16" n n 900 "18" "" 105 ° "13" "" 105 ° "16" "" 120 ° "10" "" 120 ° "13" "" 130 ° "8" "" 130 ° "11" * VE ~ propulsive force unit, read on the pulling scale.

The comparison of the values clearly shows the superiority the "twin mast" compared to the "single mast" in terms of the achievable Propulsive force.

4. Multiple masts enable quick maneuvers. Like what was said before 7; u can be seen, the rig with multiple masts consists of a few parts, the are also assigned to one another in a very simple way. The very is based on this uncomplicated handling of this rigging, both in a conventional way by means of halyards, sheets and winches by hand, as well as with the help of electric, hydraulically or pneumatically driven devices can be operated.

Multiple masts are particularly suitable due to their small size Top height and the associated elimination of mast = stiffening components such as Spreader bars, shrouds, etc. for the training of the partial masts TM as "roll masts". In From a flow = technical point of view, the "furling mast" has the advantage that the sails can be brought into a position that comes very close to an airfoil (Fig.9a and Fig.9b).

The sails can be attached to furling masts in a conventional manner, e.g. by means of Groove and luff (Fig. 10a) or attached with mast rail and mast slides (Fig. 10b) will; or in a form that is particularly advantageous in terms of flow, such as it is shown for example in Fig.11, in this way will be unfavorable Turbulence at the Mastach terkante prevented and along the leeward side of the angstrom th sail a tear-free air flow from the cutting edge of the mast to achieved towards the leech of the sail, where = achieved through a high degree of efficiency will.

FIGS. 12a and 12b show possible exemplary embodiments such roller masts ". In addition to the aforementioned flow-technical advantage such "furling masts" also have the convenience that the sails, once set up, can practically stay struck permanently. Because should the sails "set" so only the jacket Ma of the mast in the corresponding direction around his The axis is rotated and the sail is "set". When "reefing" or "sails" is the mantle Ma is turned in the opposite direction and the sail rolls into the Mast up around. The clew is thereby from the clew stretcher SStr in the respective appropriate location brought. The coat Ma can, according to that Sail cut, will be of different shape t with a flat sail the mantle Ma will have the shape of a long cylinder. However, it will be a spherically curved one Triangle is used as a "bulbous" sail, so the jacket Ma has the shape of a slender one Spin = del. In any case, the jacket shape and sail cut can be matched to one another, that in a "safe" condition the sail folds and the mast is free of tension lies around and is not deformed by winding it up.

In the examples shown in Fig.12a and Fig.12b, the trees drove hanging from Dirken, on the mast side they grip the ankles FG of the "lower" Mast stub "UMSt on. Of course, trees are also possible with their attachment point on Deck, similar to that usual with jibs, is at some distance from the mast.

The turning of the jackets Ma is done by hand in the example shown by pulling in or lowering the reefing lines RL, which in the opposite sense in the line rollers LR are wrapped around the coats Ma. The cylindrical coats Ma sit here, rotatably mounted in plain bearings GL, with their lower ends on the "lower mast stubs" VAT; their weight is taken up by the thrust bearings DL on which the stops rest inside the mane ma. The UMSt's ankles FG provide the necessary Mobility of the multiple masts in relation to the ship's hull. In the upper ends of the jackets Ma, also rotatably mounted in slide bearings, the upper mast = stub "OMSt of the top fittings Tb, on which the transverse spars QSp attacks, and on the fronts of which are the blocks for the two dirks Fig. 13 shows an example of the lines with which the leaning of the tree, the Turning the jacket Ma around the mast axis, the securing of the clew stretcher SStr and the sheet SCH is done by hand using the lines Dirk, RL + IL, SStr and SCH can.

is is an example of a partial mast equipped with three motors TM Mot.1 sits on a turntable DR and moves the clew = straightener SStr, which has a role on the boom of the here, for example, rigidly with the Turntable DR connected building = mes leads to the clew of the sail.

Mot, 2 also sits on the turntable DR and moves over a horizontally lying gear worm the vertically standing, rotatable Coat Ma.

Mot.3 sits in the area of the turntable DR below deck, its vertical Shaft is effected by means of a pinion, which is inserted into the gear rim ZKR-under the turntable DR intervenes, the rotation of this turntable DR and thus the pivoting of the tree around the mast axis.

With the help of the sliding bearings GL and the thrust bearing DL, the in Fig. 14 as an example of the construction of the whole partial mast TM in its Fixed position.

Similar to what is shown in Fig. 14, partial masts TM, whether from Moved by hand or with motors, can also be stored individually and unstayed over tower above the deck.

5. High security through quick maneuvers. As from what has been said before and also shown can be used on ships with multiple masts are equipped, all sailing maneuvers with little staff, little effort and can be executed in no time. This not only makes the ship very manoeuvrable, but also very safe gusts are quickly intercepted in short maneuvers; the sails are always facing the wind and deliver optimal performance; Damage on the rig and ship, severe heeling or even capsizing can be safely prevented will.

When equipping the multiple masts with a machine, you can in addition, practically all sailing maneuvers, so to speak "at the push of a button", quickly and safely carried out from the bridge or the wheelhouse without even just one seaman to step onto the deck or even in during storms and heavy seas the rigging needs to go.

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Claims (9)

Rigging with multiple masts Patent claims t 1. Rigging with multiple masts MM where the total sail area F1 required to propel a ship is not only on a single, large and high surface in a single level above the midship line M is concentrated, but where this total sail area F1 is divided into several sub-areas chen (Fy and F3 etc.) is subdivided that as a result of the da @ achievable with, overall longer cut edges (Fig. 1, Fig. 2, Fig. 3) the efficiency related to the propulsion the sail is considerably enlarged, for which purpose the individual sails of the in the partial areas F2, F3 etc. subdivided total sail area F1 not in the midship line M behind each other, but on the individual sub-masts on the base line B. TM are posted, arranged side by side (Fig. 4), and not just as a result the lower top height of the partial masts TM a lower total = center of gravity of the sail and thus reduced heeling and capsizing = risks for the ship result as this would be the case with a high single mast, but also as a result of the very a = fold, if at all necessary, concretization little aerodynamic resistance and turbulence-generating Rig parts are necessary, as well as the individual partial masts TM of a multiple mast MM due to its lower height without any stiffening elements such as shrouds, spreader bars, Jumpstagen etc. get by and because of this, both a simple, energy-saving operation the sail is possible, as well as, even when using several multiple masts MN on a ship (Fig5), neither below nor above deck the movement and stowage options are trimmed (Fig.5, Fig.6, Fig.7). 2. Rigging with multiple masts MM according to claim 1, characterized in that that for a multiple mast MM a group of at least two on a base line B standing partial masts belong to TM and that these partial masts TM are unstayed over the deck towering above (Fig. 4) and that on longer ships also several multiple masts MM can be arranged, as shown in Fig.5. 3. Rigging with multiple masts MM according to claims 1 to 2, thereby marked that at least two sub-masts TM belong to a multiple mast MM, at least one forestay VS and one backstay AS are part of their staging and or that one acting on all tops of the partial masts TM of a multiple mast MM and the transverse spar QSp, which acts across the ship, is arranged there is, (Fig. 6 and 4. Rigging with multiple masts MM according to claims 1 with 3 thereby marked that the trees belonging to the rig e.g. spreader as in Fig, 6 or normal spars as in Fig. 7 and are driven on Dirken. 5, rigging with multiple masts MM according to claims 1 with 3 thereby marked that the trees are not hanging on you, but that the trees are hanging on mast-side end ho = rizontel rotatably mounted, but with regard to the boom jack = height is unadjustable and rigid. 6. Rigging with multiple masts MM according to claims 1 with 3 thereby marked that the trees with their feet can be rotated horizontally and vertically stored and in their angle of inclination by means of devices acting from below are adjustable. 7. Rigging with multiple masts MM according to claims 1 to 6 thereby marked that the on the partial masts TM for example by means of groove and luff (Fig.iOa), by means of mast slides and mast rails (Fig.iOb) or by means of two = he Grooves and two luffs (Fig, 11) attached sails by turning the mast around its axis both in a flow-technically favorable profile shape (Fig, 9a and Fig, 9b and Fig.11), as well as for "setting", "reefing" and "Ber = gen" the Turn the mast accordingly. of the jacket Ma wholly or partially wound up or unwound who can (Fig.12a, Fig.13 and 8, rigging with multiple masts MM after response 1 with @ characterized in that the inner mast core MK is located in a surrounding, cylindrical or spindelfórmi = gen outer jacket Na is located and that this Coat ma, rotatably mounted around the longitudinal axis of the part of the mast TM can be rotated and the sail attached to the mantle Ma up and down around the mantle Ma can be handled, with the mast core MK either a full length through The jacket Ma reaching a pipe or rod-like component, or of two There are stumps, known as' Unterer Maststummel "UMSt and" Oberer Maststummel "OMSt protrude into the corresponding end of the jacket Ma and rotatably mounted there are (Fig.12a), or that the partial mast TM consists of a foot part below, a middle part and a top part at the top, where = in the middle part with stub axles at the top in the top part and is rotatably mounted below in the foot part and in this way around its longitudinal axis can be rotated. 9. Rigging with multiple masts MM according to claims 1 to 8 thereby characterized that the turning of the jacket Ma around the longitudinal axis by means of hand operated devices, such as with reefing lines RL, the around line pulleys LR run (Fig.12a, Fig.12b and Fig.13), or with devices in which a The chain runs around a sprocket running around the lower end of the jacket Ma and this rotated by pulling the chain, or by a horizontal chain Axis sitting snail, which is in a at the lower end of the vertically standing shell Ma sitting worm wheel engages, and this by turning the horizontally lying Screw set in rotation, is effected, and / or that for the execution of the rotary movements with motors described above be; powered devices used (Fig, 14).