For ships, especially large ships, rigid sails, and ships equipped with rigid sails

Abstract

To provide a rigid or wing sail having a low total weight, high cost-effectiveness in manufacture, and no effect on passage under bridges, power lines or similar structures disposed across congested waters. [Solution] A rigid sail (100) for a ship (10), particularly for a large ship such as a bulk carrier, tanker, car carrier, or bulk carrier, comprising a mast (14) and a first winged sail body (12) attached to the mast (14) and having a bottom (15) and a head (17), the mast (14) being inserted through the bottom (15) into the first winged sail body (12) and disposed within the first winged sail body (12), wherein the mast (14) starts from the bottom (15) and does not extend to a maximum height (21) of the first winged sail body (12), particularly extends to less than 75% of the maximum height (21).

Description

Technical Field

[0001] The present invention relates to a rigid sail for ships, particularly for large ships such as bulk carriers, tankers, car carriers, or bulk ships, comprising a mast and a first wing sail body attached to the mast and having a bottom and a head, wherein the mast is inserted through the bottom into the first wing sail body and disposed within the first wing sail body. Furthermore, the present invention relates to a ship equipped with a rigid sail.

Background Art

[0002] Rigid sails, also known as wing sails, are being proposed more frequently as auxiliary propulsion systems for large ships. A rigid sail, i.e., a wing sail, comprises a wing sail body. The wing sail body is an aerodynamic structure attached to a ship, replacing a conventional sail. A rigid sail, i.e., a wing sail, acts like an aircraft wing and typically has a rigid, i.e., sturdy, outer shell. By using a rigid sail, i.e., a wing sail, on a ship, particularly a large ship, additional propulsion can be provided, reducing fuel consumption and ship emissions.

[0003] WO2014 / 001824A1 discloses a wing sail, i.e., a rigid sail, comprising a front wing sail part, a rear wing sail part, and a strut, with at least one wing sail part being rotatable. The wing sail is equipped with a control system for individually adjusting the angle with respect to the strut of at least one wing sail part.

[0004] WO2018 / 087649A1 discloses a ship at least partially propelled by a sail, wherein the sail has a rotatably arranged double sail. The double sail comprises a front wing and a rear wing separated by a gap.

[0005] WO2014 / 053029A1 discloses a rigid sail, i.e., a rigid wing, attached to a ship. The rigid sail comprises a pair of long rigid panels and a hinge part, which connects the panels to each other and enables the two panels to rotate relative to each other.

[0006] EP2366621A2 relates to a sail unit having a rigid sail assembly with a plurality of rigid sail parts. The rigid sail parts have a hollow airfoil cross-section and are arranged stacked vertically such that, except for the lowermost part, the upper part can be retracted into the lower part.

[0007] According to US2015 / 0158569A1, a marine propulsion wing is known that includes a sail and a mast, with the mast forming the leading edge of the propulsion wing. The mast and the propulsion wing are separated. The propulsion wing has at least two movable fins.

[0008] The rigid sails, i.e., wing sails, provided for large ships are correspondingly large in size. As a result, the rigid sails are subjected to significantly large aerodynamic loads. Therefore, conventionally, a particularly stable mast extending over the entire height of the wing sail body of the rigid sail has been used. This has resulted in an increase in the total weight of the rigid sail. Furthermore, the large and tall rigid sails have made it impossible to pass under bridges, electric wires, or similar structures installed across congested sea areas. Summary of the Invention Problems to be Solved by the Invention

[0009] An object of the present invention is to provide a rigid sail, i.e., a wing sail, that has a low total weight, is cost-effective in manufacturing, and has no adverse effect on passing under bridges, electric wires, or similar structures installed across congested sea areas. Furthermore, an object of the present invention is to provide a ship equipped with a rigid sail, i.e., a wing sail, that obtains the above advantages. Means for Solving the Problems

[0010] In order to solve the problems in the present invention, there is proposed a rigid sail for ships, particularly for large ships such as bulk carriers, tankers, car carriers, or bulk freighters, which includes a mast and a first wing sail body attached to the mast and having a bottom and a head. The mast is inserted through the bottom and disposed within the first wing sail body, and the mast does not extend from the bottom to the maximum height of the first wing sail body, particularly does not extend to less than 75% of the maximum height.

[0011] In the context of the present invention, the terms "rigid sail", "wing sail" or "wing-shaped sail" can be used synonymously.

[0012] The rigid sail includes a first wing sail body having a bottom and a head. The bottom, also referred to as the base, is disposed on the opposite side of the head. When attached to a ship, the rigid sail is usually disposed vertically, with the bottom disposed near the hull in the vertical downward direction and the head disposed above the bottom in the vertical direction.

[0013] A mast is provided to dispose the rigid sail, i.e., the wing sail, on the ship, and the mast can be coupled to the ship. And the first wing sail body is disposed on the mast. For this purpose, the mast is inserted through the bottom, i.e., the lower bottom plate of the bottom, and into the first wing sail body and attached thereto. The first wing sail body has a maximum height. This maximum height is usually the distance between the bottom, i.e., the bottom plate of the wing sail body, and the head. However, depending on the specific design of the wing sail body, the maximum height can have various dimensions.

[0014] A particularly advantageous aspect of the present invention results from the fact that the mast does not extend up to the maximum height of the first sail body, in particular that it extends up to less than 75% of the maximum height. In other words, if the maximum height is from the bottom to the head in the sail body, the mast arranged within the sail does not extend up to the head of the sail body, and thus in particular extends only from the bottom and up to less than 75% of the maximum height. Accordingly, the mast is not arranged in the remaining part of the maximum height up to the head, in particular not in the remaining 25% of the maximum height. Typically, the upper region, which is the region extending from the first upper end of the mast arranged within the sail body up to the head of the first sail body, is the self-supporting region, i.e., the self-supporting area of the sail body, which is not supported or stably fixed by the mast. By this measure, the total weight of the rigid sail, i.e., the sail, can be reduced, and the product can be made less expensive. Furthermore, the mast not arranged above the maximum height of the sail body can reduce the bending pressure on the mast, enabling the mast to be made with less weight and less material. A further advantage of the mast not extending up to the maximum height of the sail body is that in the self-supporting region, i.e., the self-supporting area, at the upper part of the sail body, the material and thus the weight can be distributed almost entirely to the outer shell, and thus can be distributed to the most suitable places for withstanding bending or flexural pressure.

[0015] If the sail body is not strong enough to withstand the bending torque in the lower high-stress region, the mast acts to additionally support the lower region of the sail body. The arrangement of the mast not extending up to the maximum height of the sail body reduces the material used for the mast and also reduces the material used for the outer shell of the sail body. This is because, according to the arrangement of the mast extending up to the maximum height of the sail body, it is necessary to significantly reinforce the outer shell of the sail body in the lower region of the sail body when applicable.

[0016] Preferably, when the rigid sail is arranged on a ship, it is rotatable by at least 180°, more preferably at least 270°, particularly preferably at least 330°, and most preferably 360°, especially around the major axis of the mast. Due to being particularly freely rotatable in this way 、The sail can be optimally positioned with respect to the wind under all excellent wind conditions in order to achieve the maximum propulsion force for the ship.

[0017] Furthermore, sensors, especially wind sensors, capable of measuring the current excellent wind conditions can be provided. Furthermore, a control device can be provided. The control device processes the data acquired by the sensors, especially the wind sensors, and transmits control commands to the rigid sail, that is, to the device that controls the rigid sail. For example, the angle of attack of the rigid sail with respect to the wind can be determined by the control device, and accordingly, the rigid sail can be positioned with respect to the wind, preferably by a motor.

[0018] The mast can preferably be formed as a substantially hollow cylinder with a circular or rectangular cross-section.

[0019] The mast may include metal, especially steel, or composite materials, or carbon fiber materials, or may consist of only these.

[0020] The minimum height of the sail is preferably measured from the bottom of the sail, or from the deck of the ship when installed on the ship, to the tip of the sail, and is preferably 10 m, more preferably 20 m, and particularly preferably at least 30 m. The minimum area of the sail is preferably at least 200 m 2 、more preferably at least 300 m 2 、most preferably at least 400 m 2 。The rigid sail may have a height, especially a maximum height, of at least 50 m, preferably at least 70 m, and particularly preferably at least 80 m.

[0021] The efficiency of the rigid sail can be quantified by the aerodynamic lift-drag ratio, that is, the quotient of the lift coefficient and the drag coefficient.

[0022] Preferably, the rigid sail has an aerodynamic lift-drag ratio of at least 4, preferably at least 7, and particularly preferably at least 10.

[0023] Furthermore, (sail area [m 2 ) 1 / 2 / (weight [t])1 / 3 The ratio can be at least 9, preferably at least 11, particularly preferably at least 13.

[0024] In a more advantageous embodiment, the mast can extend to less than 50% of the maximum height, preferably less than 40%, particularly preferably less than 35%. By this measure, the weight of the hard sail and the bending pressure on the mast can be further reduced.

[0025] It is particularly advantageous if the mast extends only in the lower one-third of the maximum height measured from the bottom.

[0026] Preferably, the first end of the mast is mounted in a first bearing within the first wing sail body and / or the mast is mounted in a second bearing, particularly disposed within the region of the bottom.

[0027] A suitable second bearing need not be disposed directly at the bottom of the wing sail body and can be arranged above the bottom closer to the first bearing, for example, between 5% and preferably 10% to 30% of the maximum height. The first bearing and the second bearing preferably provide two-point support for the wing sail body.

[0028] Furthermore, a swivel device can be provided. The second end of the mast, on the side opposite the first wing sail body, is mounted within the swivel device, and the swivel device is adapted to swivel the mast from a vertical position at an angle when the mast is disposed on the ship.

[0029] A third bearing can be provided for mounting the mast within the swivel device. By the swivel device , the hard sail, particularly the first wing sail body, can swivel or tilt from a vertical position. Thereby, the vertical height of the hard sail measured vertically from the deck of the ship can be reduced. By the swivel device, the hard sail, particularly the first wing sail body, can be at least partially lowered, enabling the ship to pass under structures disposed above the sea area such as bridges and electric wires.

[0030] The second end of the mast is preferably arranged on the opposite side of the first end of the mast, particularly when viewed in the longitudinal direction of the mast.

[0031] Preferably, the angle is at least 45°, preferably at least 60°, particularly preferably at least 80°, and most preferably substantially 90°.

[0032] If the angle is at least 45°, 60°, 80°, or substantially 90°, the rigid sail, particularly the first wing sail body, can be pivoted from a vertical position so that the height of the ship is significantly reduced and it can pass under bridges, electric wires, etc. in the sea area. In particular, if the angle is at least 80° or preferably substantially 90°, the rigid sail can be lowered almost completely.

[0033] In a particularly advantageous embodiment, the mast has a transverse axis at its second end, and the transverse axis can be rotatably mounted within a bearing portion of a pivoting device.

[0034] The transverse axis can be formed as a cylinder, i.e., a hollow cylinder. The transverse axis is arranged at the second end on the lower side of the mast, preferably perpendicular to and across the long axis of the mast. At this end, the transverse axis can be rotatably mounted within a bearing portion. For example, the rigid sail, particularly the first wing sail body, can be mounted within a bearing of the pivoting device so as to be pivotable about the transverse axis by the pivoting device.

[0035] The transverse axis can be regarded as part of the mast or part of the pivoting device.

[0036] The pivoting device preferably comprises a partial ring gear arranged at the second end of the mast and a driving means, particularly a gear or a chain, which can be arranged on the ship and engages with the partial ring gear.

[0037] The partial ring gear can be formed as a semi-circular, one-third circular, or one-quarter circular ring gear. When attached to a ship, the partial ring gear engages with the applied driving means, in particular a gear or chain coupled to the ship. By operating the driving means, in particular the gear or chain, the partial ring gear moves, causing the mast of the rigid sail attached to the partial ring gear to pivot, thereby enabling the rigid sail to be lowered or pivoted.

[0038] Furthermore, it is preferable that the pivoting device has two or more partial ring gears, and the two or more partial ring gears are arranged adjacent to each other and / or arranged parallel to each other.

[0039] Basically, the pivoting device can include a hydraulic cylinder, a rope winch, etc. that enable the mast, i.e., the rigid sail, to pivot.

[0040] Furthermore, the pivoting device can have a guide for the partial ring gear. This can solve the problem that the partial ring gear can be distorted, especially when torque is applied to the rigid sail and the mast is distorted.

[0041] To lower the rigid sail, it is preferable to first rotate the rigid sail until it is at 90° with respect to the long axis of the ship before operating the pivoting device.

[0042] The first wing sail body of the rigid sail has a leading edge and a trailing edge, and it is preferable that the second wing sail body, in particular a fin, is rotatably arranged at the trailing edge of the first wing sail body.

[0043] In principle, a plurality of wing sail bodies can be further provided, but it is preferable that the rigid sail has only one, i.e., the first, wing sail body, or only two wing sail bodies that pivot relative to each other, i.e., the first wing sail body and the second wing sail body. It is particularly preferable that there is no further wing sail body arranged at the leading edge of the first wing sail body and the direct wind flows relative to the leading edge of the first wing sail body, and / or there is no further wing sail body arranged at the trailing edge of the second wing sail body.

[0044] By rotatably disposing the second sail body, specifically a fin, at the trailing edge of the first sail body, the lift force of the rigid sail and the resulting propulsive force can be optimized for various wind conditions.

[0045] Also, the second sail body may also have a leading edge and a trailing edge. Further, the second sail body, together with the first sail body, can be lowered or rotated by a rotating device.

[0046] Rotating the second sail body relative to the first sail body can be made possible by a corresponding adjustment mechanism. The adjustment mechanism may include an electric motor or an internal combustion engine. Further, the adjustment mechanism may have a gearing, gears, a chain, a fluid pressure cylinder, a rope traction, etc.

[0047] It is preferable that the second sail body is disposed only on the first sail body without being disposed on the mast. When viewed along the sectional chord of the first sail body, the mast is preferably disposed in the center or the front half of the first sail body. Particularly preferably, the mast is disposed at a distance of about 25% to 40%, more preferably 30% to 35%, of the sectional chord length from the leading edge.

[0048] The first and / or second sail body may have a symmetric or asymmetric profile, particularly a NACA profile. Further, the first and / or particularly the second sail body may be provided with a canvas or may be formed as a canvas.

[0049] A gap substantially parallel to the trailing edge of the first sail body and / or the leading edge of the second sail body may be provided between the first sail body and the second sail body. Further, it is preferable that this gap remains as it is even when the second sail body is rotated. By providing the gap, stalling in the first sail body and / or the second sail body can be prevented, particularly in the case of extreme angles of attack or strong winds.

[0050] Also, the second sail body may have a bottom and a head.

[0051] It is particularly preferable that no fins or the like are provided on the head of the first wing sail body and / or the second wing sail body.

[0052] In a more advantageous aspect, the second wing sail body may have a plurality of segments. When viewed in the direction from the bottom to the head of the second wing sail body, it is preferable that the plurality of segments are arranged in a stacked manner. It is particularly advantageous if the plurality of segments can rotate individually with respect to the first wing sail body.

[0053] Due to the superstructure on the ship, the flow conditions can change vertically over the height of the rigid sail, specifically the first wing sail body and / or the second wing sail body. It is particularly advantageous if the plurality of segments are individually controlled to obtain optimal lift and propulsion forces.

[0054] More preferably, the second wing sail body is telescopic, and preferably, the upper segments can be retracted into the adjacent lower segments.

[0055] The plurality of segments are understood to be upper segments and lower segments that are arranged above or below adjacent segments when arranged on the ship. In order to telescopically retract the second wing sail body, that is, to retract the upper segments into the adjacent lower segments respectively, each segment is preferably formed as a hollow body. Only the lowermost segment, particularly including the bottom of the second wing sail body, cannot be housed in other segments. However, generally, it is conceivable that this lowermost segment can be housed in the ship's hull.

[0056]

[0057] ​Due to the telescoping ability of the second airfoil body, specifically the fin, the total sail area is significantly reduced. If only the second airfoil body is telescopic, since the first airfoil body always bears most of the bending load so that the telescoping mechanism does not fail, the mechanism of the rigid sail can be overall simplified. Compared with a fully telescopic rigid sail, a rigid sail in which only the second airfoil body is telescopic has a lower complexity of the mechanism.

[0058] Similarly, the first airfoil body may also have a plurality of segments. Similar to the second airfoil body, the plurality of segments of the first airfoil body may individually and independently pivot. Further, the first airfoil body may also telescope such that the plurality of segments of the first airfoil body can be retracted into each other. In this case, the plurality of segments of the first airfoil body may also be hollow bodies.

[0059] However, it is preferably possible that the first airfoil body has a plurality of segments firmly coupled to each other. Embodiments of the first airfoil body having a plurality of segments are also preferred from a production perspective. This is because the individual segments can be produced independently of each other and attached to each other.

[0060] In an advantageous aspect, the plurality of segments, in particular the plurality of segments of the second airfoil body, can be guided by a rail system.

[0061] The rail system can be arranged at the leading edge of the second airfoil body within the second airfoil body or at the trailing edge of the first airfoil body. The plurality of segments of the second airfoil body telescope along the rail system. When the rail system is arranged within the second airfoil body, the rail system can also be telescopic. Also, a fixed rail, on which the plurality of telescopic segments of the second airfoil body move, may be arranged at the trailing edge of the first airfoil body.

[0062] In a more advantageous embodiment, the first wing sail body and / or the second wing sail body has ribs and / or struts. It is preferred that the first and / or second wing sail bodies can be constructed in the same way as the wings of an aircraft. The plurality of ribs can be arranged at intervals of at least 1 m, preferably at least 1.5 m, particularly preferably at least 2 m, extending parallel to the cross-sectional chord of the first and / or second wing sail bodies. A plurality of long struts are preferably arranged perpendicular to each rib and can be spaced at least 1 m, preferably at least 2 m. Two, three or more struts can be provided.

[0063] The ribs and / or struts are preferably arranged with respect to the maximum height in the region where the mast is arranged within the first wing sail body.

[0064] And the ribs and struts provide a certain degree of reinforcement within this region. Furthermore, the ribs and / or struts can be arranged over the entire height of the first and / or second wing sail bodies, thereby preferably reinforcing the entire first and / or second wing sail bodies. It is particularly preferred that a plurality of struts, or at least one strut, are arranged over the entire height of the first and / or second wing sail bodies, and further particularly up to the head of the first and / or second wing sail bodies.

[0065] Moreover, additional reinforcing means can be provided, particularly within the region of the mast.

[0066] The first wing sail body and / or the second wing sail body can have an outer shell. The outer shell is particularly rigid and more preferably has an aluminum sandwich structure or a fiberglass structure. The outer shell forms the respective side walls of the wing sail body.

[0067] In the case of an aluminum sandwich structure, the outer shell has two outer plates, specifically aluminum plates, and another aluminum structure designed in the shape of a corrugated plate is interposed between these two.

[0068] In particular, the aluminum sandwich structure has particularly high strength and / or stability, while being significantly low in weight.

[0069] However, in principle, it is also conceivable that the outer shell of the first sail body and / or the second sail body is made of steel or composite material or carbon fiber material, or a fabric such as canvas, for example.

[0070] Specifically, for the rigid sail, it is preferable that the first sail body and / or the second sail body gradually become thinner in the direction towards the head.

[0071] In side view, the rigid sail is at least partially substantially triangular. By designing the first and / or second sail bodies in a tapered shape, aerodynamic advantages can be obtained. In particular, an elliptical lift distribution is obtained, thereby achieving high propulsion force and low bending load at the same time.

[0072] The rigid sail can be incorporated into a ship, and it is preferable that the bridge is arranged in the front side of the ship, that is, the bow region.

[0073] In a more advantageous embodiment, the first sail body and / or the second sail body has a predetermined breaking point. The predetermined breaking point is arranged particularly above the mast, and more specifically above the first bearing.

[0074] When the sail area of the rigid sail is enlarged, a strong bending load can be applied to the sail in strong winds. As a result, the structure of the ship may be damaged. There is also a risk of the ship capsizing. Therefore, a predetermined breaking point can be provided. Thereby, specifically, the upper part of the first sail body and / or the second sail body of the rigid sail can be surely separated under extremely strong bending pressure, and damage to the structure of the ship or vessel and capsizing of the ship or vessel can be avoided.

[0075] For example, the predetermined breaking point can be provided by a perforated part or a material thinning part.

[0076] It is particularly preferred that the first wing sail body has a bottom plate at the bottom, the second wing sail body has a bottom plate at the bottom, and the bottom plate of the second wing sail body is angled with respect to the bottom plate of the first wing sail body.

[0077] Thereby, the clearance height under the second wing sail body increases, and collision with the deck structure on the ship is avoided. Furthermore, by inclining the bottom of the second wing sail body, the rigid sail can be pivoted from the vertical position at a small angle without first having to rotate it.

[0078] Another solution to the problems in the present invention is to provide the above-mentioned rigid sail on the ship.

[0079] In particular, the ship may have a plurality of rigid sails.

[0080] Furthermore, the pivoting device can be arranged at least partially inside the ship's hull so that it does not take up space. to be arranged in.

[0081] The ship is particularly preferably a large ship such as a tanker, a bulk carrier, a car carrier, or a bulk freighter. In particular, the ship is preferably not a container ship.

[0082] Another solution is to provide the above-mentioned pivoting device for the above-mentioned rigid sail.

Brief Description of the Drawings

[0083] The present invention will be described in more detail based on the accompanying drawings. Each figure is as follows:

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

BEST MODE FOR CARRYING OUT THE INVENTION

[0084] FIG. 1 shows a rigid sail 100 which is arranged on a ship 10. Only the deck 11 of the ship is shown. The rigid sail 100 is shown as a side view and includes a first wing sail body 12 and a second wing sail body 13. The first wing sail body 12 is coupled to the deck 11 of the ship via a mast 14. The first wing sail body 12 includes a first bottom portion 15 having a first bottom plate 16 and a first head portion 17. Similarly, the second wing sail body 13 includes a second bottom portion 18 having a second bottom plate 19 and a second head portion 20. The mast 14 penetrates the first bottom portion 15, i.e., the first bottom plate 16, and is introduced into the first wing sail body 12 and is arranged therein. The mast 14 starts from the first bottom portion 15 and extends over approximately one-third of the maximum height 21 measured between the first bottom portion 15 and the first head portion 17. Further, the first wing sail body 12 and the second wing sail body 13 have leading edges 22, 24 and trailing edges 23, 25. The second wing sail body 13 is pivotally arranged on the trailing edge 23 of the first wing sail body 12. Here, the second wing sail body 13 is simply attached to the first wing sail body 12 and is not particularly attached to the mast 14. The second wing sail body 13 has a plurality of segments 26 which are extendable and retractable as shown in FIG. 5. The mast 14 has a first end 27 attached within a first bearing 28 in the first wing sail body 12. Further, the mast 14 is attached within a second bearing 29 in the region of the first bottom portion 15 of the first wing sail body 12. The plurality of segments 26 of the second wing sail body 13 are pivotable individually with respect to the first wing sail body 12. Further, the rigid sail is rotatable 360° around the mast 14.

[0085] A turning device 31 is disposed at a second end 30 on the side opposite to the first end 27 of the mast 14. The turning device 31 is disposed at least partially under the deck 11 of the ship. In order to attach the mast 14 to the turning device 31, the mast 14 has a horizontal axis 32 at the second end 30. The horizontal axis 32 is rotatably attached within a bearing receiving portion 33 of the turning device 31. Further, a partial ring gear 34 is disposed at the second end 30 of the mast 14, and this partial ring gear 34 engages with a driving means having at least one gear 35. By operating the driving means 36, the partial ring gear 34 rotates around the bearing receiving portion 33, and the mast 14 coupled to the partial ring gear 34, and thereby the entire rigid sail 100 also pivots around the horizontal axis 32, i.e., the bearing receiving portion 33. Thereby, the rigid sail 100 descends. To lower the rigid sail 100, the rigid sail 100, specifically the first wing sail body 12 or the second wing sail body 13, is first rotated 90° around the mast 14 from the posture shown in FIG. 1. Next, the turning device 31 can lower the rigid sail 100 up to 90°. In particular, in order to reduce the turning and avoid obstacles by the deck structure, the second bottom 18 of the second wing sail body 13 is inclined. That is, the second bottom plate 19 of the second wing sail body 13 is angled with respect to the first bottom plate 16 of the first wing sail body 12. Further, the first wing sail body 12 has a plurality of segments 37, but these are firmly fixed to each other. Furthermore, both the first wing sail body 12 and the second wing sail body 13 have an outer shell 38. The first wing sail body 12 and the second wing sail body 13 have a wing profile that becomes thinner as they rise towards their respective heads 17, 20.

[0086] FIG. 2 is a cross-sectional view taken along the line A-A in FIG. 1. The first wing sail body 12 has a leading edge 22 and a trailing edge 23, and a cross-sectional chord 39 passes between the two. The second wing sail body 13 is disposed at the trailing edge 23 of the first wing sail body 12. A gap 40 is formed between the first wing sail body 12 and the second wing sail body 13.

[0087] FIG. 3 is a cross-sectional view within region B in FIG. 2, taken through the outer shell 38 of the first wing sail body 12. The outer shell 38 has an aluminum sandwich structure 41, in which aluminum corrugated plates 43 are disposed between two aluminum plates 42.

[0088] FIG. 4 is a rear view of the rigid sail 100. Specifically, the first wing sail body 12 and the second wing sail body 13 are gradually tapered toward the heads 17, 20 also in the front contour.

[0089] FIG. 5 is another side view of the rigid sail 100. The second wing sail body 13 is telescopic, and the upper segments 26a can be inserted into the lower segments 26b respectively. For this purpose, the plurality of segments 26, 26a, 26b are formed as a hollow body 44. A rail system 45 that is also telescopic is provided at the leading edge 24 of the second wing sail body 13 to operate and insert each upper segment 26a and each lower segment 26b. Instead, a fixed rail on which the telescopic segments 26, 26a, 26b move may be disposed at the trailing edge 23 of the first wing sail body 12. Further, as shown in FIGS. 1 and 5, at least the first wing sail body 12 and the second wing sail body 13 have a predetermined breaking point 46 above the first end 27 of the mast 14, that is, above the first bearing 28. The predetermined breaking point 46 can be implemented, for example, as a perforated portion 47 of the first wing sail body 12 or the second wing sail body 13.

[0090] Referring back to FIG. 1, a reinforcing portion 48 for the first wing sail body 12 is shown. The reinforcing body 48 is formed as a rib 49 disposed from the leading edge 22 to the trailing edge 23 of the first wing sail body 12, and as a support column 50 extending vertically and oriented substantially parallel to the mast 14. The rib 49 and the support column 50 are shown only in the lower one-third within the region of the mast 14. However, it is preferable that the rib 49 and the support column 50 extend to the head 17 of the first wing sail body 12 to reduce the density, and if the second wing sail body 13 has ribs and / or support columns, it is also preferable that these extend to the head 20 of the second wing sail body 13.

[0091] FIG. 6 shows the slewing device 31. The mast 14 is guided through the first bottom plate 16 of the first bottom 15 of the first wing sail body 12. A horizontal shaft 32 in the form of a hollow cylinder 51 is disposed at the second end 30 of the mast 14. At this end, the hollow cylinder 51 is disposed within the bearing receiving portion 33. Further, at the second end 30 of the mast 14, there is a partial ring gear 34. The slewing device 31 also includes a driving means 36 having a gear 35. By driving the gear 35, the partial ring gear 34 rotates around the horizontal shaft 32 attached to the bearing receiving portion 33, whereby the mast 14 and the first wing sail body 12 attached to the mast 14, together with the second wing sail body 13 attached thereto, descend.

Explanation of Signs

[0092] 100 Rigid sail 10 Ship 11 Ship's deck 12 First wing sail body 13 Second wing sail body 14 Mast 15 First bottom 16 First bottom plate 17 First head 18 Second bottom 19 Second bottom plate 20 Second head 21 Maximum height 22 Leading edge 23 Trailing edge 24 Leading edge 25 Trailing edge 26 Segment 26a Upper segment 26b Lower segment 27 First end 28 First bearing 29 Second bearing 30 Second end 31 Slewing device 32 Horizontal shaft 33 Bearing receiving portion 34 Partial ring gear 35 Gear 36 Driving means 37 segments 38 outer shell 39 cross-sectional chord 40 gap 41 aluminum sandwich structure 42 aluminum plate 43 corrugated aluminum plate 44 hollow body 45 rail system 46 predetermined breaking point 47 perforated part 48 reinforcement 49 rib 50 strut 51 hollow cylinder

Claims

Claim 1 A rigid sail (100) for a ship (10), comprising a mast (14), and a first wing sail body (12) attached to the mast (14) and having a bottom (15) and a head (17), wherein the mast (14) is inserted through the bottom (15) into the first wing sail body (12) and disposed within the first wing sail body (12). In the rigid sail (100), the mast (14) does not extend from the bottom (15) to the maximum height (21) of the first wing sail body (12), and a swivel device (31) is provided. The mast (14) has a second end (30) on the side opposite to the first wing sail body (12), and the second end is attached within the swivel device (31). The swivel device (31) is configured to swivel the mast (14) at an angle from a vertical posture when disposed on the ship (10). The mast (14) has a first end (27) and a second end (30) disposed on the side opposite to the first end. The mast (14) has the first end (27) attached within a first bearing (28) within the first wing sail body (12), and the mast (14) is attached within a second bearing (29) disposed within the region of the bottom (15). Rigid sail (100). Claim 2 The rigid sail (100) according to claim 1, wherein the mast (14) extends to less than 50% of the maximum height (21). Claim 3 The rigid sail (100) according to claim 1 or 2, wherein the angle is at least 60°. Claim 4 The rigid sail (100) according to any one of claims 1 to 3, wherein the mast (14) has a transverse axis (32) at the second end (30), and the transverse axis (32) is rotatably attached within a bearing receiving portion (33) of the swivel device (31). Claim 5 The rigid sail (100) according to claim 1, wherein the swivel device (31) comprises a hydraulic cylinder. Claim 6 The rigid sail (100) according to claim 1, wherein the first wing sail body (12) has a leading edge (22) and a trailing edge (23), and a second wing sail body (13) is rotatably disposed at the trailing edge (23) of the first wing sail body (12). Claim 7 The rigid sail (100) according to claim 6, wherein the second wing sail body (13) has a plurality of segments (26, 26a, 26b). Claim 8 The rigid sail (100) according to claim 7, characterized in that the plurality of segments (26, 26a, 26b) are rotatable individually with respect to the first wing sail body (12).

9. The rigid sail (100) according to claim 7, characterized in that the second wing sail body (13) is telescopic, and an upper segment (26, 26a) can be retracted into an adjacent lower segment (26, 26b).

10. The rigid sail (100) according to claim 9, characterized in that the plurality of segments (26, 26a, 26b) are guided by a rail system (45).

11. The rigid sail (100) according to claim 1, characterized in that the first wing sail body (12) has ribs (49) and / or struts (50).

12. The rigid sail (100) according to claim 1, characterized in that the first wing sail body (12) has an outer shell (38), and the outer shell (38) has an aluminum sandwich structure (41) and / or a fiberglass structure.

13. The rigid sail (100) according to claim 1, characterized in that the rigid sail gradually tapers in the direction towards the head (17, 20).

14. The rigid sail (100) according to claim 1, characterized in that the first wing sail body (12) has a predetermined breaking point (46) above the mast (14).

15. A ship (10) comprising the rigid sail (100) according to any one of claims 1 to 14.

16. The rigid sail (100) according to claim 6, characterized in that the second wing sail body (13) has an outer shell (38), and the outer shell (38) has an aluminum sandwich structure (41) and / or a fiberglass structure.

17. The rigid sail (100) according to claim 6, characterized in that the second wing sail body (13) has a predetermined breaking point (46) above the mast (14).

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