Abstract:
The invention relates to a ship, in particular a ship comprising at least one sail rotor. According to the invention, the ship has a front part that has a height-adjustable and/or pivotable panel.

Description:
BACKGROUND 
       [0001]    1. Technical Field 
         [0002]    The invention relates to a ship, especially a ship with at least one sail rotor. 
         [0003]    2. Description of the Related Art 
         [0004]    A sail rotor is a rotating cylinder, which is positioned on a ship and driven by a motor, preferably an electric motor and thereby creates forward thrust in connection with the wind sweeping by. The physics of the sail rotors were already described by the physician Magnus and ships with such sail rotors, also called Magnus rotors existed previously, which were successfully tested in the twenties by Anton Flettner. However, this technology, for example known from DE 420840 and CH 116268, lost its importance due to the introduction of diesel motors. 
       BRIEF SUMMARY 
       [0005]    The present invention deals with the further development of a ship with at least one sail rotor, preferably four sail rotors, and in some cases it is an object of the invention not only to decidedly lower, with the sail rotor technology, the fuel consumption of a ship and thereby also the pollutant emission of the ship per transported ton compared to conventional shipping, but also to enable a safe operation of the ship, especially when the ship is a large freighter with a length of about  130  meters and the ship itself is ocean going. 
         [0006]    The ship in accordance with aspects of the invention thereby comes not only with at least one sail rotor, but also with a marine screw (propeller) drive system which is driven by an electric motor. The electric motor can thereby be an electric machine which is also known as a generator of the type E-82 of the company Enercon, for example, is however operated as a motor and thereby also controlled by the power converters which are usually used in wind energy installations. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
         [0007]      FIG. 1  is a schematic front right isometric illustration of a ship in accordance with aspects of the invention. 
           [0008]      FIG. 2   a  is a top view of the forecastle in  FIG. 1 . 
           [0009]      FIG. 2   b  is a cross section view of the forecastle in  FIG. 2   a  along line B-B. 
           [0010]      FIG. 2   c  is a cross section view of the forecastle in  FIG. 2   a  along line B-B with hydraulic assemblies. 
           [0011]      FIG. 2   d  is a cross section view of the forecastle in  FIG. 2   a  along line A-A. 
           [0012]      FIG. 2   e  is a cross section view of the locks of the forecastle as locking pins of  FIG. 2   c.    
           [0013]      FIG. 2   f  is a cross section view of other locks of a forecastle. 
           [0014]      FIG. 2   g  is a cross section view of the panel  10  of the forecastle in the two different positions. 
           [0015]      FIG. 2   h  is a top view of the upper deck of the ship of  FIG. 1 . 
           [0016]      FIG. 3  is a bottom view of the forecastle in  FIG. 1 . 
           [0017]      FIG. 4  is more detailed bottom view of the forecastle in  FIG. 1 . 
           [0018]      FIG. 5  is a front left isometric illustration of the ship in  FIG. 1 . 
           [0019]      FIG. 6  is a front left isometric illustration of the ship in  FIG. 1 . 
           [0020]      FIG. 7  is a simplified side view illustration of the ship in  FIG. 1 . 
       
    
    
     DETAILED DESCRIPTION 
       [0021]    It is an object of the invention to further develop the ship known from WO 2006/133950 A2 so that waves which reach the forecastle are broken so that the ship becomes ocean going. 
         [0022]    In accordance with an embodiment of the invention, the forecastle has a panel, which is pivotable relative to horizontal so that when strong seas and therefore strong waves are observed, the panel can be pivoted downward and waves which strike the forecastle can then be broken so that the thereby invading water can drain to the side without penetrating the ship. 
         [0023]    The panel, which is pivotable at the forecastle relative to horizontal, has an upper position and a lower position. The lower position is assumed when high seas are observed and a wave breaker function is desired. The upper position is assumed when this is not the case and instead the incoming wind is to be guided as much as possible without turbulence to the upper deck of the ship to then drive the sail rotors as much as possible without swirling and thereby as much as possible without turbulence, in order to provide a maximum Magnus forward thrust or a stabilization by way of the Magnus rotors. 
         [0024]    Thus, when the panel is in its upper position, it is used to guide the oncoming wind as optimal as possible to the Magnus rotors. 
         [0025]    When the seas are too strong, the panel is pivoted downward in order to allow for the wave breaker function. 
         [0026]    The invention is further described in the following by way of one of the exemplary embodiments illustrated in the drawings. 
         [0027]      FIG. 1  shows a ship  1  in accordance with the invention with four sail rotors, also called Magnus or Flettner rotors.  FIG. 1  thereby shows the ship especially from the bow end, with a bulbous bow  2  and the forecastle  3  positioned thereabove. The forecastle thereby extends without gapping to the bridge  4  of the ship  1 , behind which the four sail rotors  5  are located. 
         [0028]    As is apparent from  FIG. 1 , the forecastle  3  not only has gentle curves which are to prevent that the oncoming wind is too strongly swirled, but flows the wind as evenly as possible and laminar onto the sail rotors. The forecastle  3  also rises up to just below the windows  6  of the bridge  4 . 
         [0029]    As is easily seen from  FIG. 1  or  FIG. 7 , the height of the forecastle increases from the tip of the bow to the bridge (this is especially well recognized from the width of the white region between the black and white bowline  7  and the line of the windows  4 ). Furthermore, an opening  8  is provided in the forecastle region which can also be selectively closed on demand. The significance of this opening  8  is described further in the following. 
         [0030]    As is apparent from  FIG. 1 , the width of the forecastle  3  increases from the tip of the bow (where the forecastle is smallest) to the bridge. 
         [0031]    Because of the soft transitions at the tip of the bow as well as across the forecastle  3 , across the bridge  4 , the bridge roof as well as the sidewalls of the bridge and the sidewalls of the forecastle, the on flowing wind can reach the sail rotors  5  by way of the forecastle and the bridge and as much as possible without turbulence. It is thereby also noted that the forecastle  3  gradually rises from the tip of the bow  9  to the windows  6  of the bridge  4  so that the air in this region reaches the bridge or the windows and flows around the bridge by way of the bridge roof or along the windows (left or right) so that the air or the wind reaches the sail rotors  5  in order to contribute thereon to the forward thrust increase. 
         [0032]      FIG. 2   a  shows a top view of the forecastle  3 . The forecastle  3  has one-approximately triangular panel  10  which ends in its forward region in the region of the tip of the bow  9  and in the rearward region rests against the construction of the bridge  4 . 
         [0033]    Different locking mechanisms of the panel  10  are also apparent from  FIG. 2   a , whereby locking mechanisms  11  are provided on the side as well as the locking mechanisms  12  towards the bridge. The rectangular grids  13  are reinforcements of the panel  10  which are positioned below the surface  14  of the panel. 
         [0034]      FIG. 2   b  shows a cross-section along line B-B through  FIG. 2   a . The panel  10  of the forecastle  3  and the transition to the bow or the tip of the bow  9  is thereby apparent as well as the abutment of panel  10  on the bridge  4  below the window  6  of the bridge  4  on the other hand. It is also apparent from  FIG. 2   b  that the bridge itself has an under structure  15 , whereby this under structure includes a solid steel shipwall in order to carry the weight of the bridge and to absorb forces acting transverse to the wall. 
         [0035]    It is also illustrated in  FIG. 2   b  that the panel  10  is displaceable through an upper position  16  as well as a lower position  17 . 
         [0036]      FIG. 2   c  shows mechanisms provided herefor, for pivoting of the panel  10  to the two positions  16 ,  17 , namely essentially hydraulic assemblies for the lifting or lowering of the panel  10 , in clear illustration. It is also apparent from  FIG. 2   c  that the panel in the upper position is locked with the bridge wall of the under structure  15  through a locking mechanism  12 . 
         [0037]    The drive for the lifting and lowering of the panel includes a hydraulic piston or stamp supported in a cylinder, which—after opening of the locks  12  and  11 —and when the lever length is shortened, lowers the panel about a joint  30  until it comes to rest on a rest  18  and/or the floor. 
         [0038]    When the panel is in the lower position  17 , it is there again locked at the side of the panel by locks  11 . 
         [0039]      FIG. 2   d  shows a further cross-section through the forecastle, namely along line A-A in  FIG. 2   a.    
         [0040]    The position of the panel  10  in the upper position  16  or in the alternative, lower position  17  is hereby apparent. Also apparent are the locks  11  at the sides of the panel  10 . 
         [0041]    It is also apparent from  FIG. 2   d  that left and right of the panel  10  sidewalls  19  and  20  are formed. These sidewalls include on the one hand of an inner part  21  on which the locks  11  are fixed as well as an outer part  22  which is also already apparent in  FIG. 1 , namely where the wall portion of the forecastle transitions into the more horizontal plane (up to the rise to the bridge windows), so that the incoming wind can flow over the forecastle as much as possible without turbulence and reach the bridge or the sail rotors. 
         [0042]    At the widest location of the panel  10 , the sidewalls  19  and  20  are cut through and the opening  8 —see FIG.  1 —is visible from the outside. 
         [0043]    One clearly recognizes that when the panel  10  is in the lower position  17  the water, which breaks over the forecastle at high seas and waves passes the panel  10  and strikes the bridge wall of the under structure  15  and can drain towards the left and right through the openings  8 . The draining is thereby also assisted by the construction of the panel  10  which is not completely horizontal but slightly slopes down towards the left and right side as is well recognized from  FIG. 2   d.    
         [0044]    At the same time, this construction of the panel  10  also has the advantage that the panel  10  when it is in its upper position  16  assists the onward sweep of the wind and thereby the optimal flow around the bridge. 
         [0045]      FIG. 2   e  shows that construction of the locks  12  as locking pins. 
         [0046]      FIG. 2   g  once again shows the construction of the panel  10  in the two different positions “upper position”  16  and “lower position”  17  and  FIG. 2   h  shows the complete view onto the upper deck of the forecastle with the panel  10 , the course of the contour of the bridgewall  15 , the sidewalls  19  and  20  as well as the openings  8 . In the top view of  FIG. 2   h  it is also apparent that the bridgewall does not extend in a straight line but as seen from the tip of the bow is located in the central region maximally close to the tip of the bow and then at the left and right side is slightly shifted to the back in order to guide the incoming water at the same time through the outside and in direction of the openings  8 . 
         [0047]      FIG. 3  shows a view from below onto the panel  10  (with stiffening/bracing) off the forecastle  3  and one lateral lock  11 . The lateral lock  11  thereby includes a linearly moveable locking bolt, which is reciprocatable by a drive and which is formed at the inner wall  21  of the sidewall  19 . 
         [0048]      FIG. 4  shows a view from below against the panel  10  with its bracings and also a hydraulic drive  23  as well as the inner wall  21  of the sidewall  19 . 
         [0049]    The rest  18  is apparent in the central region of  FIG. 4  on which the panel  10  rests when it is in the lower position  17 , whereby rubber buffers  24  are provided in order to avoid a hard impact of the panel  10 . The drives  23  themselves are remotely controllable from the bridge and the same goes for the respective locks  11 ,  12 . 
         [0050]    The locks  11 , 12  are opened before the movement of the panel  10  so that the panel  10  can be moved into the respectively desired position  16  or  17 . 
         [0051]      FIGS. 5 and 6  show further views of the ship in accordance with the invention or the forecastle of the ship. 
         [0052]    As mentioned, the normal position of the panel  10  of the forecastle  3  is the one in the upper position  16 . 
         [0053]    When heavy seas develop, the panel  10  of the forecastle  3  can from the bridge be moved very fast into the lower position  17  so that waves which strike the forecastle cannot at all reach the region of the windows of the bridge, but strike the bridgewall  15  of the ship, are broken and then can drain towards the left and right through the openings  8 . 
         [0054]    The height of the panel  10  where it abuts in the upper position on the bridgewall  15  is about two meters above the floor, which is also apparent from  FIG. 4 . Consequently, waves or breakers which are so strong that they can reach the forecastle in the first place are very efficiently kept away from the bridge or its windows and therefore cannot endanger the bridge. 
         [0055]    During normal seas, the waves are not driven this high over the forecastle and the panel  10  of the forecastle  3  is then held in the upper position  16  in order to thereby optimally assist the ship&#39;s advancement and the operation of the sail rotors. 
         [0056]    By way of the soft outer contours also of the forecastle—here see especially  FIGS. 1 ,  2   d  and  2   h —not only the wind resistance of the ship is significantly lowered, but the wind air guidance over the sail rotors is also optimally shaped so that they experience the wind as much as possible without turbulence, which means in a substantially laminar manner. 
         [0057]      FIG. 7  shows a further view of the ship in accordance with the invention in which the panel  10  of the forecastle  3  is emphasized by darker contrasting. It is again easily seen in the side view that the forecastle or the panel  10  softly rises up to the bridge  4  and its windows and that the panel  10  in its illustrated upper position  16  lies within the outer contours of the forecastle and thereby promotes a substantially swirl-free onflow of the wind to the bridge or to the Magnus rotors located therebehind.