Vessel with a sailing device

Abstract

A vessel (1) with a hull (2), comprising a stabilization system and at least one air chamber (c1-cn) with a telescopic mast (4) which is accommodated at least in sections in the air chamber (c1-cn) and has a telescopic axis (t), wherein the hull (2) has at least one upper deck (p1-pn), the at least one upper deck (p1-pn) comprising an uppermost deck (pn) and a main deck (13), wherein the underwater vessel (10) has at least one lower bulkhead deck (q1-qn), the at least one lower bulkhead deck (q1-qn) comprising a lowermost bulkhead deck (q1), wherein the hull (2) has bulkhead walls (b, b') which define the at least one air chamber (c1-cn) at the sides, wherein the stabilization system has at least one pair of hydrodynamically active outboard wings (5, 5') on the starboard side and port side.

Description

[0001] ship with a sailing device

[0002] The invention relates to a ship with a sailing device.

[0003] State of the art

[0004] Shipping on the world's oceans is already responsible for around 3% of global CO2 emissions. For 2015, this amounted to 932 million tons of the harmful greenhouse gas CO2 (ICCT Report 2017, p. 14). Based on this, it can be deduced that container ships, ferries, and cruise ships emitted a total of 139 million tons of CO2 in Europe. The emissions from ships carrying consumer goods amounted to 59 million tons, while passenger traffic was responsible for 20 million tons and the transport of bulk goods for 53 million tons. It should be noted that it is not only consumer goods from the Far East, which arrive in Europe by ship, that contribute to climate change. According to the study, one-fifth of all container ships transported coal, oil, and liquefied natural gas to European ports. These ships use cheap heavy fuel oil, or "bunker," as fuel, which costs approximately US$300 per ton.The fuel tank capacity of a cruise ship, for example, is 3,550 cubic meters, resulting in daily fuel costs of US$230,000. Given the seemingly unstoppable warming of the climate, urgent action is needed in all sectors of transportation, which contributes 21.6 percent to global CO2 emissions. Sailing operations appear impossible for both cruise ships and large container ships, as a fixed rig above the main deck drastically reduces the available cargo space and the space available for cabins. The term "sailing rig" encompasses various sailing techniques. The most prominent of these is a classic rig with masts, sails, and jib arms operated by ropes.In modern rigs, sail setting is partially automated, and rigid, fully automatically operated sails can also be used. The Flettner rotor consists of a rotating cylinder exposed to the wind flow. The rotor's behavior is similar to that of a sail, which, due to the Magnus effect, generates a force perpendicular to the flow. The system was named after Anton Flettner, who patented it as a ship propulsion system in 1925. Solutions with Flettner rotors that can either be pivoted horizontally or partially retracted into the hull, as well as telescopic sails, are known. Cruise ships are now considered "giants of the seas" and carry up to 10,000 people on board, including passengers and crew. In the event of an accident involving such a ship, it is almost impossible to evacuate this number of people.According to the definition of the relevant authorities and classification societies, the "main deck" is the uppermost, continuous deck of a ship, provided it is also the "freeboard deck." This is the case with full-deck ships, as the main deck also serves as the bulkhead deck. In such cases, it is essential to ensure that all watertight bulkheads extend up to the main deck. On ships that have additional continuous decks above the freeboard deck, as was formerly the case with so-called "protective deck" ships and is common today with cruise ships, the uppermost of these can be designated as a main deck. From the perspective of naval architects, the main deck is the deck containing the uppermost, continuous structural members of the ship's hull.The solution of having lifeboats on the port and starboard sides of a main deck formed by the freeboard has its limitations, especially when, as in the case of the Costa Concordia, a leaking ship lists. The sinking of the Titanic demonstrated that designating the uppermost deck as a main deck could be a viable alternative. After colliding with the iceberg in 1912, the Titanic managed to stay afloat for two hours. However, there were too few lifeboats on the uppermost deck, meaning only half the passengers could reach them. In shipbuilding, the term "bulkhead" refers to a space enclosed by watertight longitudinal and transverse walls. Hatch covers and closable passageways also fall under the general term "bulkhead" and serve to prevent water from entering the ship's hull. Since 1929, the installation of so-called collision bulkheads has been mandatory on merchant ships.Continuous walls that divide the interior of a ship into watertight or gas-tight compartments are also called bulkheads. In modern shipbuilding, such bulkheads are used longitudinally and transversely to maintain the ship's buoyancy in the event of a collision. This ensures that water can only enter leaking compartments. The upper section of these watertight compartments is called the bulkhead deck. Because the compartments are generally limited to the lower part of the hull, numerous ships considered unsinkable have nevertheless sunk. The most prominent example is the Titanic. This can be attributed to a variety of reasons, such as an excessive number of affected compartments or an excessive amount of water entering the hull on one side.In the case of the cruise ship Costa Concordia, this led to a severe list, rendering the hull unseaworthy. Due to the vulnerability of ships to fire, the installation of firewalls is of paramount importance in preventing the spread of fire throughout the entire vessel.

[0005] In automotive engineering, level control refers to a system for raising or lowering the height of a passenger compartment above the ground to maintain a constant vehicle level and consistent dynamic wheel travel under varying load conditions. Vehicles with level control offer enhanced ride comfort thanks to optimized suspension and increased driving stability, ensuring optimal ground clearance and a level vehicle position under changing load and stress conditions. In special-purpose vehicle construction, an automatic leveling system is known to horizontally align the loading platform of a stationary vehicle on uneven terrain. Sensors ensure that the vehicle's loading platform is quickly and variably adjusted to different terrain conditions using hydraulic supports.

[0006] In shipping, this is called a stabilization system. Its purpose is to counteract the ship's rotation around its longitudinal axis, such as that which occurs when a sailboat heels. It is also theoretically possible to counteract rotation around the transverse axis, but this is less important in shipping.

[0007] From EP 1 465 802 B1 emerges a ship in composite construction, in which the supporting structure of the ship's hull is a spatial truss girder with an upper chord, a lower chord and filler bars designed to keep the chords at a distance and to connect them in a bending, shear and torsionally rigid manner, wherein the ship's interior fittings with longitudinal walls, transverse walls, bulwarks and decks are freed from the global load-bearing function.

[0008] From DE 101 51 085 C1 emerges a ship, boat or submarine with a hull construction which is designed as a self-contained supporting structure in skeleton construction, consisting of a frame construction with frame beams in the longitudinal center and transverse direction and / or a truss construction with truss beams in the longitudinal center and transverse direction.

[0009] DE 10 2008 035 071 B4 discloses a sailing device for ocean-going cargo ships, yachts or the like, in which at least one mast has an upper support at its upper end and a lower support at its lower end connected to the ship for holding and setting the sail areas, wherein the sail areas are adjustable in the supports in the longitudinal and transverse directions of the ship.

[0010] From EP 4 169 828 A1 emerges a propulsion system formed by at least one mast for a ship, in which a suction side is designed to drive a drive for the alignment of the mast and with a suction side to enable sailing operation for the ship.

[0011] US Patent 11 325 686 B2 describes a plurality of sails arranged on both the starboard and port sides, designed to provide auxiliary propulsion for a ship through sail operation.

[0012] Task

[0013] Based on the presented state of the art, the object of the invention is to provide a new ship.

[0014] The stated task is fulfilled by the features mentioned in the main claim.

[0015] A ship with a longitudinal, transverse, and vertical axis and with a hull having a center of buoyancy, a center of gravity, and a metacenter, and extending with an underwater hull having a keel from a bow to a stern, comprising a stabilization system and at least one air chamber with a telescopic mast having a telescopic axis, at least partially accommodated in the air chamber, wherein the hull has at least one upper deck, wherein the at least one upper deck comprises an uppermost deck and a main deck, wherein the underwater hull has at least one lower bulkhead deck, wherein the at least one lower bulkhead deck comprises a lowest bulkhead deck, wherein the hull has bulkheads which laterally define the at least one air chamber, wherein the telescopic mast is connected to an associated sailing device and is extendable and retractable from a retracted state to an extended state.to enable sailing of the ship when deployed, wherein the sailing device is arranged at least sectionally above the uppermost deck when deployed, wherein the underwater hull forms a lower chord and the main deck an upper chord of a hull support system, and wherein the bulkheads of the at least one air chamber connect the lower chord and the upper chord, wherein the at least one air chamber is associated with a hatch cover by which the air chamber can be sealed watertight to act as a life-saving system, wherein the ship has life-saving compartments with bulkhead decks for passengers or the crew of the ship, wherein the life-saving compartments extend vertically between at least one lower bulkhead deck and at least one upper deck,wherein the stabilization system comprises at least one pair of hydrodynamically effective outboard wings arranged on the port and starboard sides, with a variable airfoil of at least three parts, wherein the stabilization system is designed to counteract a heeling of the hull by actuating the outboard wings.

[0016] In this context, the uppermost deck and the main deck are either the same upper deck or different upper decks. If there is only one lower bulkhead deck, this is also the lowest bulkhead deck.

[0017] Depending on the specific maneuver and the ship's load, the center of buoyancy, the center of gravity, and the metacenter each occupy a different elevation on the vertically oriented vertical axis. When a cargo ship is sailing empty, water ballast ensures that the center of buoyancy lies within the hull. In the case of a cruise ship, the center of buoyancy is located above the double bottom, while the center of gravity lies above the underwater hull.

[0018] In the event of an accident, the buoyancy of the ship is ensured by the air chambers and by adjacent rescue spaces for the passengers and crew of the ship, the rescue spaces preferably being accessible from each deck by means of airlocks and having a direct connection to the main deck by means of internal safety stairs.

[0019] According to a preferred embodiment, the at least one hatch cover is arranged at or above the level of the main deck. This results in a seal in the upper area.

[0020] According to a preferred embodiment, the ship has a freeboard, wherein the main deck is either formed at the level of the freeboard or is formed by the uppermost deck extending from the bow to the stern, with the at least one air chamber preferably extending upwards at least to the level of the main deck. This facilitates rescue.

[0021] According to a preferred embodiment, the at least one air chamber has at least a section-wise first cross-section consisting of a cross-sectional group comprising:

[0022] - rectangular cross-section,

[0023] - polygonal cross-section,

[0024] - round cross-section,

[0025] - oval cross-section, and

[0026] - cross-shaped cross-section.

[0027] This is advantageous for the installation of the telescopic mast.

[0028] According to a preferred embodiment, the at least one telescopic mast comprises at least one first component consisting of a component group:

[0029] - Hollow profiles,

[0030] - closed hollow profiles,

[0031] - Truss girders, and

[0032] - multi-chord truss girders.

[0033] These components enable a lightweight and stable construction.

[0034] According to a preferred embodiment, the telescopic mast has a plurality of hollow profiles arranged concentrically to the telescopic axis.

[0035] According to a preferred embodiment, the hollow profiles have at least a section with a circular or square cross-section and rounded corners. This is advantageous for the telescopic mast.

[0036] In a preferred embodiment, the telescopic mast rests at one base on a bulkhead deck. This results in a stable vertical mounting. In a preferred embodiment, the at least one telescopic mast is equipped with a hydraulic cylinder or a cable pull mechanism to enable extension from the retracted to the extended position. These are space-saving solutions.

[0037] According to a preferred embodiment, the at least one telescopic mast is assigned detents which are designed to lock the telescopic mast in different positions.

[0038] According to a preferred embodiment, the latches include upper latches designed to connect the telescopic mast to the upper deck or to at least one of the upper decks. This increases stability and improves force transmission within the system.

[0039] According to a preferred embodiment, the telescopic mast has a base mast that extends above the main deck and is fixed to the hull. This increases stability.

[0040] According to a preferred embodiment, the telescopic mast has two azimuth bearings arranged at a vertical distance from each other for clamping the associated sail device to the telescopic mast in order to enable the sail device to rotate about the telescopic axis.

[0041] According to a preferred embodiment, the sail device has a first wing profile composed of a plurality of telescopic segments, wherein the sail device has a maximum sail area when the telescopic segments are fully extended. The sail area is thus easily adjustable.

[0042] According to a preferred embodiment, the first wing profile of the sail device has a concave and a convex side. This increases the wing effect.

[0043] According to a preferred embodiment, the first wing profile is symmetrically designed. This allows it to be used with alternating leading edges.

[0044] According to a preferred embodiment, the sail device has a multi-part airfoil formed by a plurality of telescopic segments, wherein at least one-piece leading edge segment and at least one-piece trailing edge segment are each articulated by means of a gear mechanism to a central airfoil segment formed by a supporting hollow box profile, wherein in a transition position the multi-part airfoil has a symmetrical airfoil with a central chord line, and wherein in a working position the airfoil is asymmetrical and has a chord line with a positive angle of attack to a resulting airflow, and wherein the central airfoil segment is rotatably connected to the telescopic mast by means of a lower and an upper azimuth bearing and lockable in different sail positions.

[0045] According to a preferred embodiment, an electric drive and a indexing drive are associated with the azimuth bearing.

[0046] According to a preferred embodiment, a sail device is formed by at least one wind turbine rotating at a radial distance around the telescopic axis of the telescopic mast, wherein a hollow shaft arranged coaxially to the telescopic axis of the telescopic mast connects a lower and an upper azimuth bearing of the telescopic mast with a motor generator of the wind turbine.

[0047] According to a preferred embodiment, the sail device has a multi-part airfoil with a middle airfoil segment, a nose segment and a trailing edge segment, wherein the multi-part airfoil alternates between a symmetrical and an asymmetrical airfoil profile in order to act as a wind turbine.

[0048] According to a preferred embodiment, the sail device has cross booms, wherein the cross booms are pivotally connected to the telescopic mast to allow the cross booms and rotor blades to be folded towards the telescopic mast.

[0049] According to a preferred embodiment, the sail device has at least one Flettner rotor.

[0050] According to a preferred embodiment, the sail device has a foldable rig for a plurality of textile sails which can be attached to a telescopic mast braced by ropes via spreaders.

[0051] According to a preferred embodiment, the main deck is designed to be watertight and sealable in order to allow the ship to remain afloat through the air chambers in the event of an accident.

[0052] According to a preferred embodiment, the stabilization system has starboard and port side bulkheads and pumps to counteract any heeling of the ship by shifting water ballast through the pumps.

[0053] According to a preferred embodiment, the air chambers connect a lower bulkhead deck to an upper deck, wherein the lower chord, the upper chord and the bulkhead walls form parts of a longitudinally and transversely bending, shear and torsionally stiff support system of the hull in sandwich construction.

[0054] According to a preferred embodiment, the air chambers are interconnected by longitudinally and transversely arranged frame or truss discs. According to a preferred embodiment, the ship has a plurality of air chambers, each with a telescopic mast and a telescopic axis that is at least partially contained within the air chamber, wherein the plurality of air chambers form a chamber structure.

[0055] Increased bending, shear, and torsional stiffness of the hull is achieved by means of a sandwich-construction chamber structure acting in the longitudinal and transverse directions of the ship. The air chambers and life-saving compartments are preferably arranged between a bulkhead deck and an uppermost deck, with the life-saving compartments preferably extending in at least one row along the longitudinal axis of the ship, corresponding to the number of decks. The longitudinal bulkhead walls are preferably connected on at least one side to the decks, as well as to longitudinal and transverse frames, and each forms a longitudinal beam of the hull as a truss or frame structure. The transverse bulkhead walls of the air chambers are preferably connected to the bulkhead decks of the life-saving compartments, and more preferably to the firewalls, and form a transverse beam of the hull as a truss or frame structure.Sandwich construction is always achieved when the longitudinal center and transverse beams of the hull, in conjunction with the underwater hull as a lower belt and with the main deck as an upper belt, form a hull support system that is effective in two directions against bending, shear and torsional forces.

[0056] According to a preferred embodiment, the telescopic mast axes are aligned parallel to each other.

[0057] According to a preferred embodiment, the air chambers are arranged at least partially offset from each other in the direction of the longitudinal axis.

[0058] According to a preferred embodiment, the air chambers are arranged in two rows parallel to the longitudinal axis of the ship, with a longitudinal distance and a transverse distance to the port and starboard sides relative to the longitudinal axis, and the air chambers are offset from each other. This provides multiple chambers along the length of the ship, which keep the ship stable afloat.

[0059] According to a preferred embodiment, the ship has an electric drive for a propeller, wherein the ship is designed to convert at least part of the kinetic energy of the flow into rotational energy during sailing operation via the propeller, and to convert this into electricity via the electric drive, which is used as a generator. This makes it possible to generate electrical energy via the propeller during sailing operation.

[0060] According to a preferred embodiment, the outboard wings are arranged to be extendable or pivotable.

[0061] According to a preferred embodiment, the ship is designed as a ferry, a cruise ship, a cargo ship, a warship, a sailing yacht, or a passenger ship.

[0062] According to a preferred embodiment, the outboard wings are arranged in pairs opposite each other on the port and starboard sides in a plane parallel to the plane formed by the longitudinal axis and the transverse axis of the ship and have a wing profile of at least three parts with a variable chord line.

[0063] According to a preferred embodiment, the outboard wings have a nose segment and a trailing edge segment which are synchronously adjustable in order to counteract a heeling of the ship by making the wing profile, which is symmetrical in a basic position, convertible into an asymmetrical wing profile.

[0064] According to a preferred embodiment, the lowest bulkhead deck is formed by a double ship's bottom.

[0065] According to a preferred embodiment, the at least one pair of hydrodynamically effective outboard fins arranged on the starboard and port sides is arranged on the aft side, amidships side or bow side.

[0066] According to a preferred embodiment, the telescopic mast and the sail device can be completely retracted into an associated air chamber.

[0067] The ship enables synergies between a support system, a rescue system and a propulsion system.

[0068] The hull design allows for significant weight savings on the vessel and is designed for the integration of a rescue system, in which the ship itself, with its unlimited buoyancy, acts as a lifeboat for passengers and crew in the event of an accident. For commercial shipping, adherence to schedules, routes, and timetables is of paramount importance.

[0069] The aim is to achieve the most balanced possible energy consumption and energy production for the operation of the ship.

[0070] Within the integrated ship design, a dual propulsion and energy system is preferably designed so that wind energy supplies the majority of the propulsion power. With this dual propulsion and energy system, ships are able to meet this requirement.

[0071] The hull of the ship preferably has a freeboard and a main deck and features longitudinal and transverse bulkheads extending at a height between a lower bulkhead deck and a watertight main deck.

[0072] The hull preferably has a plurality of vertical air chambers arranged coaxially or parallel to the longitudinal axis, which are spaced apart from each other substantially over the entire length and width of the hull and form a chamber structure, wherein each air chamber is designed to accommodate the telescopic mast of a sailing device.

[0073] The ship or boat can be trained according to its respective function, preferably as a ferry, as a cruise ship, as a cargo ship and as a sports boat.

[0074] Further advantageous features and embodiments of the invention are evident from the dependent claims.

[0075] Specifically, preferred embodiments have, individually or cumulatively, the following advantageous features:

[0076] - Hydrodynamic stabilization of the ship's decks by outboard wings,

[0077] - dynamically displaceable water ballasts for leveling a plane defined by the ship's longitudinal center and transverse axes,

[0078] - extendable or swiveling outboard wings of the underwater hull, which generate a torque with a force couple of lift and thrust that counteracts a torque resulting from sailing operation at the center of gravity of the ship,

[0079] - Three-part hydrodynamically effective airfoil for the outboard wings, which can change from a basic position with a symmetrical profile to an asymmetrical profile by means of a hydraulically or electrically operated adjustment mechanism,

[0080] - spatial support system for the hull of a ship, in which a plurality of air chambers arranged parallel to the vertical axis of the ship form a chamber structure,

[0081] - spatial support system in which the air chambers are round, oval, polygonal, square, rectangular, or cruciform in cross-section and are enclosed on the outside by bulkheads and upper decks and by longitudinally and transversely arranged bulkhead walls,

[0082] - spatial support system in which the longitudinal mean and transverse stiffness of the hull is increased by a sandwich construction, wherein the air chambers are connected to a lower bulkhead deck extending from the bow to the stern and to two uppermost decks which are connected to each other to form a bending and thrice-stiff plate,

[0083] - Container ship in which the spatial support system is arranged between a starboard and port side cargo hold for containers,

[0084] - Container ship in which, with a two-row arrangement of the sail device, one side of the air chambers lies in the plane of the outer hull sides,

[0085] - Rescue system for the passengers and crew of the ship, which is formed by a large number of vertical tubular air chambers arranged in the middle of the ship and formed by longitudinal central and transverse bulkheads,

[0086] - Cruise ship in which the spatial support system has two rows of vertical air chambers, each arranged at a distance from the longitudinal axis, so that a rescue space arranged parallel to the longitudinal axis can be formed for a cruise ship,

[0087] - Rescue system in which the uppermost deck is designed as a main deck and features a variety of lifeboats, a variety of inflatable life rafts, and helicopter landing pads,

[0088] - watertight closable hatches in the main deck, - fixed bearing for the lowest hollow profile of the telescopic mast connected to a double ship's bottom,

[0089] - upper and lower azimuth bearing of a telescopic mast as a connection between the uppermost hollow profile and the middle wing segment of a wing profile of at least three parts of the sail device,

[0090] - Sail device formed by a plurality of sails with a variable, three-part airfoil,

[0091] - foldable wind turbine in which the rotor blades, which are articulated to a cross boom and a hollow shaft connected to the motor generator, are moved towards the telescopic mast,

[0092] - Sailing device formed by a Flettner rotor extendable by means of the telescopic mast,

[0093] - Sailing device consisting of a rig with a telescopic mast with transverse outriggers for rope-operated textile sails,

[0094] - Drive and energy system with a favorable or as balanced a balance as possible between energy consumed and energy generated,

[0095] - Onboard energy storage.

[0096] The ship's rescue system

[0097] The ship's rescue system consists of vertically arranged air chambers for accommodating a sail device and adjacent rescue spaces with bulkhead decks.

[0098] The air chambers and life-saving compartments extend in at least one row along the longitudinal axis essentially the entire length of the ship, from a lower bulkhead deck to the uppermost deck, which serves as the main deck. The life-saving compartments are accessible to passengers and crew from each deck via airlocks and are connected by escape stairs to the main deck, which can be sealed watertight by means of hatch covers. In the event of an accident, the hull's buoyancy is maintained by the vertical air chambers and the adjacent life-saving compartments.In the case of a double-row arrangement, a longitudinal distance and a transverse distance to the port and starboard sides of the longitudinal axis are provided, allowing the air chambers to be offset from one another. In the case of a cruise ship, the design includes a multi-deck atrium, a large-volume, coaxially oriented life-saving compartment with at least one hatch in the uppermost deck. Longitudinally and transversely arranged bulkheads in the area of ​​the underwater hull's outer sides form longitudinal and transverse bulkheads for the water ballast. During sailing operations, this ballast prevents heeling by allowing it to be shifted as needed within the longitudinal bulkheads. The transverse bulkheads are connected to the bulkheads of the air chambers, thus creating multiple firewalls between the individual deck spaces.In the event of an accident, the water that has entered and the ballast water in the underwater hull are distributed in such a way that the vertical air chambers and the rescue spaces are vertical.

[0099] The ship's spatial support system

[0100] The ship's structural system features a chambered design, which, combined with the creation of a flexurally, shear-, and torsionally rigid hull, reduces the steel construction weight by approximately one-third. The air chambers and life-saving compartments are arranged in one or two rows along the ship's longitudinal axis and, together with the longitudinal and transverse bulkheads, form vertically rigid chambers, each connected on at least one side to stiffening decks and bulkhead decks. The underwater hull, acting as a lower chord, and the main deck, acting as an upper chord, are subjected to alternating tensile and compressive bending stresses in extreme sea conditions. The ship's longitudinal axis can be considered the neutral axis of a bending beam, which, due to its considerable height, enables optimal force distribution according to Steiner's theorem.Similarly, this also applies to the transverse direction of the hull structure. Sandwich construction is always implemented when the chambered structure of the hull, formed by the usable spaces, transfers transverse forces into the predominantly tensile and compressive stressed flanges of the hull structure, so that a significant reduction in the steel weight of the ship can be achieved with a load-bearing system that is rigid in the longitudinal center and transverse directions in terms of bending, shear, and torsional forces.

[0101] The telescopic mast for a sailing device of the ship

[0102] The ship's telescopic mast is designed to extend and retract a sail device, rotatable around its telescopic axis, from the hull beyond the main deck. The telescopic mast preferably rests at its base on a bulkhead deck in the underwater hull and extends parallel to the ship's vertical axis to a height corresponding to that of an air chamber, reaching the main deck. It is connected to the main deck and an upper deck by means of releasable upper and lower locking mechanisms, thus enabling the telescopic mast to be clamped to the hull with a vertical lever arm between its base and the locking mechanisms.In a first advantageous embodiment of the invention, the telescopic mast is configured to extend a sail device above the uppermost deck to a height corresponding to the height of the air chamber. The lowermost hollow profile of the telescopic mast has the smallest cross-section, the uppermost hollow profile the largest, and the base of the lowermost hollow profile is connected to a lower bulkhead deck. The uppermost hollow profile engages at its lower end with guide rollers in hull-side rails. In a second advantageous embodiment of the invention, the telescopic mast comprises a lower and an upper hydraulic or cable-operated system.One of the lower systems is designed to extend the hollow sections of the telescopic mast in several strokes to a height above the freeboard, while one of the second systems is designed to extend the hollow sections of the telescopic mast sequentially to a maximum height above the uppermost deck located above the freeboard. In the case of a telescopic mast with a lower and an upper hydraulic or cable system, the lowermost hollow section has the largest, and the uppermost hollow section of the telescopic mast has the smallest cross-section.In a third embodiment, advantageous for sailing yachts, the largest hollow section of the telescopic mast has a base connected to a longitudinal hull member known as the keel. This largest hollow section is clamped to the main deck and an uppermost deck of the hull, projecting beyond the main deck and accommodating a lower hydraulic cylinder arranged coaxially with the telescopic axis of the mast. This cylinder extends the next smaller hollow sections sequentially to their maximum extension height. The major advantage of the second and third embodiments of the telescopic mast is that the hollow sections can be extended and retracted one after the other and locked together in any position by means of detents.The wind-exposed area of ​​a sail can be reduced or increased in this way, allowing the ship to react to changing wind conditions by reefing or increasing the sail area. The telescopic mast has four opposing pairs of sliding surfaces for the movable mounting of hollow profiles arranged concentrically to the telescopic axis of the mast. These profiles have either a circular or a square cross-section with rounded corners and can be extended and retracted by means of a hydraulic cylinder or a cable mechanism. A gap is provided for the greased sliding bearings, the dimensions of which correspond approximately to one hundredth of a millimeter to the respective diameter of the concentrically arranged hollow profiles.

[0103] In a preferred embodiment, the sail assembly consists of a plurality of individual sails, each having a variable airfoil of at least three parts, constructed from rigidly formed wing segments. The wing segments are connected to each other by pivot joints and a linkage and can be changed from a basic position with a symmetrical airfoil to an asymmetrical airfoil. The linkage is articulated to the middle wing segment, and a gear mechanism preferably enables synchronous adjustment of the leading and trailing edge segments. This also makes the airfoil chord variable, so that, due to the unequal lengths of the leading and trailing edge segments, the variable airfoil can be aligned with a positive angle of attack of preferably up to 10 degrees to a resulting airflow and locked in the respective sail position.The two azimuth bearings, arranged at a vertical distance from each other and each connecting the middle wing segment of the variable airfoil to the uppermost hollow profile of the telescopic mast, enable, on the one hand, the clamping of the middle wing segment to the uppermost hollow profile of the telescopic mast, and, on the other hand, the rotation of a sail with an angle of 360 degrees around a rotation axis arranged coaxially to the telescopic axis of the telescopic mast.

[0104] In a particularly advantageous embodiment, the sail device comprises at least one wind turbine with a vertical axis of rotation. In this case, the variable airfoil is designed as a rotor blade and rotates at a radial distance formed by transverse outriggers around a vertical axis of rotation of the wind turbine, which is arranged parallel to the vertical axis and coaxial with the telescopic axis of the telescopic mast. The transverse outriggers are articulated to a hollow shaft arranged concentrically and coaxially with the telescopic axis of the telescopic mast, which connects the lower and upper azimuth bearings of the telescopic mast to a motor-generator of the wind turbine. The wind turbine is either rigid or foldable, similar to an umbrella.On a diameter that can be aligned perpendicular to the airflow resulting from the wind speed, the ship's speed, and the rotational speed of the variable airfoil, the variable airfoil temporarily exhibits a symmetrical airfoil profile in a transitional position, with a chord line oriented tangentially to a circular orbit. During the upwind and downwind rotations, the chord line has a positive angle of attack relative to the resulting airflow. In a foldable wind turbine, the rotor blades with the three-part variable airfoil are hinged to transverse booms and can be folded towards the telescopic mast. In a third advantageous embodiment, the sail assembly includes at least one Flettner rotor, which can be extended above the top deck by means of the telescopic mast to a height corresponding to the height of the air chamber.In a fourth advantageous embodiment, the sail device is formed by a foldable rig for a plurality of textile sails, which are attached to a telescopic mast braced by ropes via spreaders (crossbars).

[0105] The hydrodynamics of the underwater hull

[0106] The ship or boat can be configured according to its specific function as a cargo ship, passenger ship, ferry, or sailing yacht. Sailing operations affect the ship's stability and influence the hydrodynamic design of the underwater hull. Linear movements include rolling around the longitudinal axis, oscillation around the transverse axis, and diving around the vertical axis, while rotational movements around the longitudinal axis are called rolling, around the transverse axis pitching, and around the vertical axis yawing. To prevent the drift angle and yawing angle from negatively influencing each other during sailing operations, the ship has a keel extending from the bow to the stern, either in the form of a beam or a box.Improved maneuverability and compensation of drift and yawing moments during sailing are preferably achieved with a pod drive in the stern area, preferably comprising at least two motor pods for electric motors, which are rotatably connected to the underwater hull by 360°. On these ships and boats, hydrodynamic stabilization (level control) of the longitudinal and transverse axes in the underwater hull area is achieved by opposing outboard fins on the port and starboard sides, which have a variable, three-part airfoil profile in which the airfoil chord, in a basic position, lies parallel to a plane of the underwater hull formed by the longitudinal and transverse axes of the ship.With the hydraulically or electrically actuated adjustment mechanism, preferably integrated into a central wing segment, a leading edge segment and a trailing edge segment of the variable, hydrodynamically effective wing profile are preferably adjustable synchronously, so that heeling of the ship is prevented by generating a torque at the ship's center of gravity using a hydrodynamically generated force couple of lift and downforce. The wing profile, which is symmetrical in its basic position, can be converted into an asymmetrical wing profile.

[0107] The outboard fins can preferably be arranged in pairs forward and aft, as well as amidships, in a plane parallel to the ship's longitudinal and transverse axes in the underwater hull. When the ship is under sail, the resulting lateral force acting on a sail rig generates a torque at the ship's center of gravity. The outboard fins, in turn, generate a torque with an opposing direction of rotation through a hydrodynamically generated lift and downforce couple on the port and starboard sides, so that the two torques cancel each other out.Additionally, stabilization (ideally leveling) of the plane defined by the longitudinal and transverse axes is preferably achieved by partially shifting the water ballast from the starboard to the port side and from the bow to the stern, or vice versa. This ensures that the telescopic axes of the telescopic masts are aligned parallel to the vertical axis and that the center of buoyancy, the center of gravity, and the metacenter of the vessel lie vertically above one another on the vertical axis. For this purpose, longitudinal center bulkheads and transverse bulkheads are provided on the port and starboard sides of the underwater hull for sailing operations, and these bulkheads are designed to accommodate dynamically displaceable water ballast.To prevent the ship from listing, the water ballast can be shifted from the starboard to the port side and also from the bow to the stern, and vice versa. Large-volume pipes with electrically operated pumps and valves between the starboard and port longitudinal center and transverse bulkheads ensure a vertical alignment of the center of buoyancy and the metacenter on the ship's vertical axis. If the telescopic masts and the sail system can be kept in a vertical position in both the extended and retracted positions, and if the weight resulting from the sail system is directly absorbed by the double hull, the ship has a low center of gravity, which is highly advantageous for its hydrodynamic stability.Apart from extreme weather conditions, where the sail system must be retracted into the hull, the center of lift, the center of gravity, and the metacenter are therefore preferably located vertically above one another on the vertical axis. This optimal condition for sailing operation is achieved through measures for the dynamic stabilization of the hull.

[0108] Sailing with a wind turbine

[0109] In a particularly advantageous embodiment, the sailing device features at least one wind turbine with a vertical axis of rotation, in which the variable airfoil is designed as a rotor blade. With a following wind, the wind turbine delivers significantly more thrust than a sailing device formed by sails and, together with a motor-generator, simultaneously generates electricity for onboard energy storage. With a crosswind, the thrust component decreases under the influence of an assumed cruising speed of 19 knots, so that at this high speed the wind turbine primarily serves to generate electricity. When the wind is from the front, the turbines are retracted into the hull.

[0110] When the ship is in port or at anchor, the wind turbines generate electricity regardless of the wind direction, providing the ship with an autonomous power supply during seasonal lay-up periods. The three-part, variable-profile blade of a wind turbine rotates radially around a rotation axis coaxial with the telescopic mast's axis. The central blade segment is connected via multiple crossbeams to a hollow shaft of the motor-generator, which in turn is connected to the uppermost hollow section of the telescopic mast via the lower and upper azimuth bearings.The chord line of the variable airfoil is tangentially aligned in one revolution around the vertical axis of rotation of the wind turbine at a diameter that can be oriented perpendicular to the resulting inflow, wherein the airfoil exhibits a symmetrical airfoil at a diameter that can be oriented perpendicular to the inflow resulting from the wind speed, the ship's speed, and the rotational speed in a transitional position. The ship's dual propulsion and energy system.

[0111] The preferred dual propulsion and energy system is designed such that one of the four aforementioned sail devices, which can be extended with the telescopic mast, provides the majority of the propulsion power. If sailing is not possible, the ship is propelled by propellers mounted in the stern area by a number of rotatable motor pods connected to the underwater hull. These pods house motor-generators, enabling a permanently available electric propulsion system for the ship, thus ensuring that sailing and route schedules can be adhered to on time. During sailing operation, the propellers preferably convert the kinetic energy of the current into rotational energy, which is then converted into electricity by the motor-generators. This electricity is either stored in onboard battery storage or used by electrolyzers to produce storable hydrogen for a fuel cell propulsion system.With a balanced ratio between energy consumed and generated, the dual drive and energy system is able to achieve a high degree of independence from fossil energy sources.

[0112] The ship's propulsion and energy system, with its ability to store energy generated on board, is flexibly adaptable to different operating conditions and, with its near independence from fossil fuels, fulfills the requirement of operating the ship without emitting harmful CO2. When the positive impact of cruises on the world's metropolitan areas on millions of passengers is taken into account, then cruising itself can be considered an environmentally friendly measure.

[0113] Further details and advantageous embodiments of the invention will become apparent from the exemplary embodiments described below and illustrated in the drawings, which are in no way to be understood as limiting the invention, as well as from the dependent claims. It is understood that the features mentioned above and those to be explained below can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the present invention. Figure 1 shows an Oasis-class cruise ship with six sails extended in a row in exploded view.

[0114] Fig. 2 shows the cruise ship according to Fig. 1 in sailing mode in a schematic cross-section in the middle of the ship.

[0115] Fig. 3 shows the telescopic mast of the sailing device of the cruise ship according to Fig. 1 in the retracted position in isometric detail section.

[0116] Fig. 4 shows the telescopic mast of the sailing device of the cruise ship according to Fig. 1 in the retracted position in detailed longitudinal section.

[0117] Fig. 5 shows the telescopic mast of the sailing device of the cruise ship according to Fig. 1 in the retracted position in a schematic horizontal section.

[0118] Fig. 6 shows the telescopic mast of the sailing device of the cruise ship according to Fig. 1 in extended position in isometric detail section,

[0119] Fig. 7 shows a variable airfoil profile with a variable chord in a schematic cross-section.

[0120] Fig. 8 shows the cruise ship according to Fig. 1 with a sail position for a following wind, on the left showing the forces on a sail and on the right in a top view.

[0121] Fig. 9 shows the cruise ship according to Fig. 1 with a sail position for crosswinds, on the left showing the forces on a sail and on the right in a top view.

[0122] Fig. 10 shows the cruise ship according to Fig. 1 with a sail position close to the wind, on the left showing the forces on a sail and on the right in a top view.

[0123] Fig. 11 shows an Oasis-class cruise ship with nine sails extended in two rows in exploded isometric view.

[0124] Fig. 12 shows a 360-meter-long container ship with seven sails extended in a row in exploded isometric view.

[0125] Fig. 13 shows a 360-meter-long container ship with twelve sails extended in two rows in exploded isometric view.

[0126] Fig. 14 Details of the container ship according to Fig. 13, on the right the sail device in cross-section, in the middle the retracted telescopic mast in longitudinal section and on the left the extended telescopic mast in longitudinal section,

[0127] Fig. 15 shows a sailing yacht with two telescopic masts, shown above in the extended position in isometric view and below in the retracted position in isometric view.

[0128] Fig. 16 shows a sailing yacht with a telescopic mast, shown above in the extended position in isometric view and below in the retracted position in isometric view; Fig. 17 shows the sailing yacht according to Fig. 16 in cross-section and the retracted telescopic mast in a sectional view.

[0129] Fig. 18 shows a cruise ship according to Figs. 1 to 6, in which the sail device is formed by a Flettner rotor in cross-section.

[0130] Fig. 19 shows an Oasis-class cruise ship with two extended wind turbines in a row in exploded isometric view.

[0131] Fig. 20 shows the cruise ship according to Fig. 19 with a cross-sectional view of an extended wind turbine.

[0132] Fig. 21 shows the variable airfoil profile of a wind turbine according to Figs. 19 and 20 in different rotation positions, illustrating the forces.

[0133] Fig. 22 shows the operating principle of the cruise ship's wind turbine according to Figs. 19 and 20 in port, illustrating the forces in the rotation of a rotor blade with the variable airfoil.

[0134] Fig. 23 shows a sail device formed by two wind turbines for the cruise ship according to Fig. 19, 20, illustrating the forces in a downwind direction.

[0135] Fig. 24 shows a sail device formed by two wind turbines for the cruise ship according to Fig. 19 and Fig. 20, showing the forces when the wind is directly from astern.

[0136] In the following, identical or similarly functioning parts are designated with the same reference symbols and are usually described only once. The description builds upon itself across figures to avoid unnecessary repetition.

[0137] Detailed character description

[0138] Fig. 1 shows a cruise ship with hydrodynamic stabilization along its longitudinal axis x. Its hull 2 ​​is designed to integrate six telescopic masts 4 with a telescopic axis t for a retractable sail s2 and has a center of buoyancy cb, a center of gravity cg, and a metacenter. The sail s2 is integrated into a chamber structure 3 of the hull 2, a life-saving system, and the ship's propulsion and energy system. The ship 1 has a hydrodynamically shaped underwater hull 10, which connects a bow 14 to a stern 15 via a keel 12 and has a bottom bulkhead q1 formed by a double bottom 11.The hull 2 ​​has longitudinal and transverse bulkheads b,b' which, together with the decks p1-p15, enclose six vertical air chambers c1-c6 with a height h, arranged at a distance d from each other and extend with the chamber structure 3 parallel to the vertical axis z from a lower bulkhead deck q1 to a main deck 13, which can be sealed watertight by hatch covers 16, as an uppermost deck p15, essentially over the entire length of the hull 2 ​​along the longitudinal axis x and are designed to accommodate a sail device s2 formed of six sails with a variable airfoil profile 30.The leveling of the longitudinal, transverse, and vertical axes x,y,z of the ship 1 is achieved via hydrodynamically effective outboard wings 5,5' of the underwater hull 10, which can be extended on the port and starboard sides. These wings, together with a movable water ballast 6,6' of the underwater hull 10, are designed to align the telescopic axes t of the telescopic masts 4, which are installed in the air chambers c1-c6, vertically when the ship is sailing. The sailing device s2, as shown in Fig. 2, can be extended by means of the telescopic mast 4 to a height h' corresponding to the height h of an air chamber c1-c6 beyond the main deck 13 to enable temporary sailing of the ship 1. The uppermost hollow profile e4 of the telescopic mast 4 is designed with a lower and an upper azimuth bearing 45,45'.The two azimuth bearings 45, 45' are arranged at a vertical distance d' from each other and allow the six sails s1-s6, each with a variable airfoil 30, to be clamped to the telescopic mast 4. Furthermore, they enable a complete rotation of a sail assembly s2 around the telescopic axis t of the telescopic mast 4 with a rotation angle of 360 degrees. The three-part, variable airfoil 30, shown in the schematic cross-section at the top left, has a variable chord ch and is composed of three rigidly formed airfoil segments 31-33. A leading-edge segment 31 and a trailing-edge segment 33 are hinged to a central airfoil segment 32, which is clamped to the uppermost hollow profile e4 of the telescopic mast 4.As shown below right in the schematic cross-section of a variable, three-part hydrodynamically effective wing profile 30', the hydrodynamic level control is achieved by means of extendable outboard wings 5,5' opposite each other on the starboard and port sides, which are designed in a plane parallel to the underwater hull 10 formed by the longitudinal axis x and the transverse axis y of the cruise ship with a hydrodynamically effective, variable, three-part wing profile 30' to counteract a heeling of the ship 1.A hydraulically or electrically actuated adjustment mechanism 46' is preferably integrated into a central wing segment 32' of the wing profile 30', such that a leading edge segment 31' and a trailing edge segment 33' of the wing profile 30' are synchronously adjustable to counteract a heeling of the ship 1 by making the wing profile 30', which is symmetrical in a basic position, convertible into an asymmetrical wing profile 30', so that in sailing operation of the ship 1, as shown in Fig. 2, the resulting lateral force rtf acting on the six sails, which generates a torque to at the center of gravity cg, can be counteracted by a force couple of lift If and downforce If hydrodynamically generated by the outboard wings 5,5' by a torque to' acting in the opposite direction of rotation at the center of gravity cg, thus achieving torque compensation.Additionally, by partially shifting the water ballast 6,6' from the starboard to the port side and from the bow 14 to the stern 15, or vice versa, the plane defined by the longitudinal and transverse axes x,y is leveled. The telescopic axes t of the telescopic masts 4 can each be aligned parallel to the vertical axis z by means of this combined leveling mechanism, so that the center of buoyancy cb, the center of gravity cg, and the metacenter of the ship 1 lie essentially perpendicular to one another on the vertical axis z.

[0139] Fig. 2 shows the cruise ship according to Fig. 1 in sailing operation with outboard wings 5.5' extended for hydrodynamic stabilization in a amidships-guided cross-section.The extendable or pivotable outboard wings 5,5', located opposite each other on the starboard and port sides, counteract a heeling of the ship 1 with a variable three-part wing profile 30', as shown above right, by means of a hydraulically or electrically actuated adjustment gear 46' that can be integrated into the middle wing segment 32 of the wing profile 30', allowing the leading edge segment 3T and a trailing edge segment 33' of the wing profile 30' to be adjusted synchronously, so that a torque compensation can be achieved at the center of gravity cg by counteracting the lateral force rtf caused by the six sails, which causes a torque to at the center of gravity cg, with a force couple hydrodynamically generated by the outboard wings 5,5' consisting of lift If and downforce If with a torque to' in the opposite direction of rotation.Additionally, by shifting the water ballast 6.6' from the starboard to the port side and from the bow 14 to the stern 15, or vice versa, the plane defined by the longitudinal and transverse axes x,y is leveled, so that the telescopic axes t of the telescopic masts 4 can be aligned parallel to the vertical axis z and the center of buoyancy cb, the center of gravity cg, and the metacenter of the ship 1 lie vertically above one another on the vertical axis z. With respect to the respective maneuver and the respective loading condition of the ship 1, the center of buoyancy, the center of gravity cb,cg, and the metacenter on the vertical axis z each assume a different position. For example, when a cargo ship is sailing empty, the water ballast 6.6' causes the center of buoyancy to lie within the hull. In the case of the cruise ship shown here, the buoyancy center cb is located in the underwater hull 10 approximately at the level of the bulkhead deck q2.The uppermost bulkhead deck q18 is designed as a main deck 13 with hatches that can be sealed watertight by hatch covers 16, thus forming a rescue system for the ship. In the event of an accident, this system ensures the buoyancy of the hull 2 ​​with its vertical air chambers c1-c6 and vertically stacked life compartments 20 with bulkhead decks q1-q18 for the passengers and crew of the ship 1. The life compartments 20 are accessible to passengers via airlocks from each deck p1-p15 and have a direct connection to the main deck 13 via internal escape stairs. Longitudinally and transversely arranged bulkheads b, b' in the area of ​​the outer sides of the underwater hull 10 form longitudinal center and transverse bulkheads for the water ballast 6, 6'. The transverse bulkheads b' are connected to the bulkheads b' of the air chambers, as shown in Fig.Figure 1 shows that five firewalls are formed between the individual compartments of decks p1-p15 of the cruise ship. The air chambers c1-c6 are arranged in a row 17 coaxially, parallel to the longitudinal axis x of the ship 1, with a distance d between them.

[0140] Fig. 3 shows the telescopic mast 4 for the sail rigging s2 of the cruise ship according to Figs. 1 and 2 in a retracted position. As also shown in Fig. 6, the telescopic mast 4 is designed for extending the sail rigging s2 and, as shown in cross-section in Fig. 5, preferably comprises a set of hollow profiles e1-e4 arranged concentrically to the telescopic axis t, with a circular or square cross-section and rounded corners. The hollow profiles e1-e4 are slidably mounted by means of four mutually opposing sliding surfaces 40 and can be extended and retracted in several strokes by the hydraulic cylinder 41 and locked in different positions by means of electrically or hydraulically actuated detents.The lowest hollow profile e1 of the telescopic mast 4 has the smallest cross-section and is connected at a base 42 to the lowest bulkhead deck q1 formed by the double bottom 11, while the uppermost hollow profile e4 has the largest cross-section and engages at its lower end with guide rollers 43,43' in a hull-side rail 21, 2T and can be positively connected to the main deck 13 by means of lower and upper catches 44,44', so that a vertical lever arm, the height h of which corresponds to the height of an air chamber c1-c6 as shown in Fig. 2, enables the telescopic mast 4 to be clamped to the hull 2 ​​between the base 42 and the main deck 13.The hydrodynamic level control, by leveling the longitudinal axis x and the transverse axis y of the ship 1, ensures that the vertical load resulting from the sailing device s2 is transferred directly into the underwater hull 10 via the double bottom 11, while the horizontal forces resulting from the sailing operation are transferred to the hull 2 ​​in the plane of the main deck 13.

[0141] Fig. 4 shows the telescopic mast 4 of the sailing device s2 of the cruise ship according to Figs. 1 to 7 in a retracted position. The telescopic mast 4 is designed for extending the sailing device s2 and, as shown in cross-section in Fig. 5, has a series of hollow profiles e1-e4 arranged concentrically to a telescopic axis t, with a circular or square cross-section and rounded corners. The hollow profiles e1-e4 are slidably mounted by means of four mutually opposing sliding surfaces 40 and can be extended and retracted by a hydraulic cylinder 41 or by a cable mechanism and locked in different positions by means of electrically or hydraulically actuated detents 44, 44'.

[0142] Fig. 5 shows the telescopic mast 4 according to Figs. 1 to 7 for the sail device s2 in a retracted position in a schematic horizontal section. For extending the sail device s2, four hollow profiles e1-e4 with a square cross-section and rounded corners are arranged concentrically to the telescopic axis t. The hollow profiles e1-e4 are slidably mounted by means of four mutually opposing sliding surfaces 40 and can be extended and retracted by a hydraulic cylinder 41 and locked in different positions by means of electrically or hydraulically actuated detents 44, 44'.The lowest hollow profile e1 of the telescopic mast 4 has the smallest cross-section and is preferably connected at a base point 42 to a lowest bulkhead deck q1 formed by the double bottom 11, while the uppermost hollow profile e4 has the largest cross-section and engages at its lower end with guide rollers 43,43' in starboard and port-side, hull-side, U-shaped rails 21,21' and is positively connected to the main deck 13 with lower and upper catches 44,44', so that the horizontal transverse forces rtf resulting from the sail device s2 shown in Fig. 2 are transferred to the hull 2 ​​in the plane of the main deck 13.

[0143] Fig. 6 shows a preferred telescopic mast 4 for the sail device s2 of a ship 1 according to Figs. 1 to 12 in the extended position. As shown in cross-section in Fig. 5, the telescopic mast 4 has a series of hollow profiles e1-e4 arranged concentrically to a telescopic axis t, each with a circular or square cross-section and rounded corners. When the telescopic mast 4 is extended, guide rollers 43, 43', articulated to a lower and an upper ring support of the uppermost hollow profile e4, are guided in hull-side, U-shaped rails 21, 2T.The uppermost hollow profile e4 of the telescopic mast 4 is clamped between deck p13 and deck p15 by lower and upper locking lugs 44, 44' on the main deck 13 and, in its extended position, cantilevers over the main deck 13, so that the middle wing profile 32 of the sail assembly s2 is rigidly connected to the telescopic mast 4 via a lower and an upper azimuth bearing 45, 45', allowing it to rotate and be locked in different sail positions. By means of the two azimuth bearings 45, 45', which are spaced apart by a distance d', the sail assembly s2 can be rotated 360 degrees about a rotation axis arranged coaxially with the telescopic axis t and can be locked in any sail position.

[0144] Fig. 7 shows the sail assembly s2 of a ship 1 according to Figs. 1 to 12 above the azimuth bearing 45, 45' shown in Fig. 4 in a close-hauled sail position, which corresponds approximately to the sail position shown in Fig. 9. The sail assembly s2 has a multi-part, variable airfoil 30, which is constructed from three rigidly formed airfoil segments 31-33 and changes its position for sailing operation by means of a gearbox 46, in which electromechanically actuated spindle drives are connected to the middle airfoil segment 32 of the multi-part airfoil 30. From the basic position shown with a symmetrical airfoil, the variable airfoil 30 changes to a sailing position with an asymmetrical airfoil in cross-section.By means of the spindle drives articulated to the central wing segment 32 of the multi-part airfoil 30, the leading edge segment 31 and the trailing edge segment 33 are preferably adjustable synchronously and lockable in the respective sail position. In the sail position, the variable airfoil chord ch has a positive angle of attack α relative to the resulting airflow μ shown in Figs. 8-10. The azimuth bearing 45, 45' has two opposing electric drives 8, with which the sail assembly s2 can be rotated 360 degrees about the telescopic axis t of the telescopic mast 4 and locked in different sail positions. As shown in Fig. 2, the central wing segment 32 is clamped to the telescopic mast 4 by the two azimuth bearings 45, 45' arranged at a vertical distance d' from each other, which each connect the central wing segment 32 of the three-part wing profile 30 to the uppermost hollow profile e4 of the telescopic mast 4. As also shown in Fig.Figures 5 and 6 show that 4 mast-side guide rollers 43, 43' and catches 44, 44' are provided for clamping the uppermost hollow profile e4 of the telescopic mast. These engage in hull-side rails 21, 2T. As shown in Figure 1, the rectangular air chambers c1-c6, enclosed by the bulkheads b, b', are arranged in a row 17 symmetrically to the longitudinal axis x and in the direction of travel of the ship 1, extending from a lowest bulkhead deck q1 to the main deck 13 formed by deck p15.

[0145] Fig. 8 shows the cruise ship from Fig. 1 under sail with a sail configuration for a downwind course. The chord lines ch of the variable airfoil 30 of the six sails s2 are oriented towards a resulting airflow ri, which, assuming a wind speed ws of 23 knots and including the electric drive 7, enables a cruising speed ds of the ship 1 of 20 knots. The resulting airflow ri causes a lift If of 14 kN on the asymmetric, variable airfoil 30, a resulting lateral force rtf, and a thrust force acting in the direction of travel of 13.5 kN. Since the resulting thrust rth is the same for all six sails, this results in a total thrust for the ship of 81 kN, thus significantly reducing the load on the electric drive.At a cruising speed ds of only 10 knots, the electric drive 7 switches to generator mode and uses the generated electricity to charge an onboard battery. Fig. 9 shows the cruise ship from Fig. 1 with a sail configuration for a course on a beam reach. The assumed wind speed of 23 knots and an assumed cruising speed of approximately 19 knots result in a true wind as a resulting oncoming airflow ri of 31 knots. This results in a lift of 150 kN at the variable airfoil 30 and a resulting lateral force rtf, as well as a thrust force rth of 120 kN acting in the direction of travel. This means that the six sails generate a thrust of 720 kN on this course. With a double-row arrangement of the sails, as shown in Fig. 11, the thrust can be doubled, so that a cruising speed of 19 knots can also be achieved without the electric drive 7.

[0146] Fig. 10 shows the cruise ship from Fig. 1 sailing close-hauled. Assuming a wind speed of 23 knots and a cruising speed of 19 knots, this results in a true wind, with a resulting airflow ri of 40 knots onto the variable airfoil 30, which strikes the six deployed sails s2. The airfoil 30, which can be oriented with its chord ch at a positive angle of attack a of approximately 3 degrees, produces a lift force of 260 kN and a resulting lateral force of 250 kN, as well as a thrust force of 72 kN acting in the direction of travel of the ship, which adds up to a total thrust of 432 kN with six sails.

[0147] Fig. 11 shows an Oasis-class cruise ship of sandwich construction with two rows 17,17' of air chambers c1-c9 for accommodating a sail assembly s2 consisting of nine sails, extending along the longitudinal axis x of the ship 1, wherein the longitudinal and transverse bulkheads b,b' are each connected to the decks p1-p15 at least on one side and form a longitudinal beam of the hull 2 ​​as spatial frame discs. The transverse bulkheads b' of the air chambers c1-c9 are connected at least partially to the bulkhead decks q1-q18 of the life-saving compartments 20 and define seven firewalls of the cruise ship. The chamber structure 3 in conjunction with the underwater hull 10 as a lower chord 22 and with the main deck 13 as an upper chord 22' enables the formation of a longitudinally, centrally and transversely bending, shear and torsionally stiff support system of the hull 2 ​​in sandwich construction.The air chambers c1-c9 each accommodate a telescopic mast 4 consisting of four hollow profiles e1-e4, which is directly connected to the lowest bulkhead deck q1 formed by the double hull 11 via a base 42. The nine telescopic masts 4 are each rotatably connected to the central wing segment 32 of a three-part airfoil 30 of the sail assembly s2 via a lower azimuth bearing 45 and an upper azimuth bearing 45'. As shown in Fig. 7, a leading edge segment 31 and a trailing edge segment 33 are articulated to the central wing segment 32 by means of spindle drives, so that the multi-part airfoil 30 can be converted from a basic position with a symmetrical profile to a sail position with an asymmetrical airfoil. In Fig. 4 and Fig.Figure 6 shows the two azimuth bearings 45, 45', spaced apart by a vertical distance d', with an electric drive 8, which allow the variable airfoil 30 of the sail assembly s2 to be rotated 360 degrees about a rotation axis coaxial with the telescopic axis t of the telescopic mast 4 and locked in different sail positions. In the extended position, the nine sails s1-s9 are arranged at a height h' above the main deck 13 and can be fully retracted into the air chambers c1-c9 at a height h by means of the telescopic mast 4. Hatch covers 16 are provided on the main deck 13 for a watertight seal. The hatch covers 16 are preferably moved into the closed position, but a rotational movement to the closed position is also possible. Technical and rescue compartments 20 are arranged between the air chambers c1-c9, with safety stairwells providing direct access to the uppermost deck p15.The schematic cross-section at the bottom right shows a variable, three-part, and hydrodynamically effective airfoil profile 30' of an outboard wing 5.5'. Hydrodynamic level control on this vessel is achieved by means of two pairs of retractable outboard wings 5.5', positioned opposite each other on the port and starboard sides. The first pair is connected to the bow 14 and the second pair to the stern 15 in a plane parallel to the underwater hull 10 formed by the longitudinal axis x and the transverse axis y of the cruise ship. Two pairs allow for the generation of higher forces, and influencing rotation about the transverse axis y of the ship is more effective than with only one pair, for example, by having the forward pair generate downforce and the aft pair generate lift.With the hydrodynamically effective, variable, and three-part airfoil 30', the outboard wings 5, 5' are designed to counteract heeling of the ship 1 by means of a hydraulically or electrically actuated adjustment mechanism 46'. As shown in Fig. 2, top right, the indexing mechanism 46' is integrated into a central airfoil segment 32' of the airfoil 30', so that a leading edge segment 3T and a trailing edge segment 33' of the airfoil 30' are synchronously adjustable, whereby the airfoil, which is symmetrical in a basic position, can be converted into an asymmetrical airfoil, so that in sailing operation of the ship 1, as shown in Fig.As shown in Figure 2, a torque compensation can be achieved at the center of gravity cg of the ship 1 between a torque to resulting from the lateral force rtf acting on the sails s1-s9 and a torque to' acting in the opposite direction of rotation, resulting from a force couple hydrodynamically generated on the outboard wings 5,5' consisting of lift If and downforce If. Additionally, a leveling of the plane spanned by the longitudinal and transverse axes x,y is achieved by partially displacing the water ballast 6,6' from the starboard to the port side and from the bow 14 to the stern 15, or vice versa. The telescopic axes t of the telescopic masts 4 can each be aligned parallel to the vertical axis z by means of this combined leveling system, so that the center of buoyancy cb, the center of gravity cg, and the metacenter of the ship 1 lie essentially perpendicular to one another on the vertical axis z.

[0148] Fig. 12 shows a 360-meter-long container ship with a sailing device s1, which consists of seven sails with a one-piece airfoil 3, as shown in the upper left. The seven sails each have four telescopic segments 34, which can be extended sequentially on the telescopic mast 4 to a maximum height h" above the uppermost deck p15 of the ship. The ship 1 has a hull 2 ​​in which a total of fourteen decks p1-p14 with a height h are arranged between a lowest bulkhead deck q1 of the underwater hull 10 and an uppermost bulkhead deck q18.

[0149] As shown in Fig. 14, the telescopic mast 4 has a lower hydraulic cylinder 41 and an upper hydraulic cylinder 4T, allowing four hollow profiles e1-e4 to be extended. For sailing operations, even in difficult weather conditions, the upper hollow profiles e1-e4, connected to the four telescopic segments 34 of the sail assembly s1, are retracted incrementally, thus enabling sailing with reefed sails. A telescopic mast 4 is used to extend the sail assembly s1. As shown on the far right of Fig. 14, this mast consists of four concentrically arranged lower hollow profiles e1-e4. The base 42 is connected to the smallest hollow profile e1 and to the lowest bulkhead deck q1 of the underwater hull 10, while the hollow profile e4 with the largest cross-section e4 is connected to the largest telescopic segment 34 of the one-piece wing profile 3 of the sail assembly s1.The telescopic mast 4 has a base 42 at its lower end and engages, as shown in Fig. 6, at its upper end with guide rollers 43, 43' in hull-side left and right hull-side rails 21, 2T, whereby a force-fit connection to the main deck 13 can be established with lower and upper catches 44, 44', so that clamping of the telescopic mast 4 to the hull 2 ​​is made possible.

[0150] The four telescopic segments 34 of the sail device s1, which in the extended state have a maximum height h" above the uppermost deck p14, can each be retracted into an air chamber c1-c7 with height h. The air chambers c1-c7 can be sealed watertight at the top of deck p14. Longitudinal and transverse bulkheads b, b' form a vertical connection between the lower chord 22 formed by the underwater hull 10 and the upper chord 22' formed by the uppermost bulkhead deck q15 of a spatial support system with a chamber structure cs formed by the air chambers c1-c7. The rescue system for the crew of the container ship consists of rescue compartments 20 in the bow 14 and stern 15, each extending between the lowest bulkhead deck q1 and the uppermost bulkhead deck q15.

[0151] Fig. 13 shows a ship 1 with a sail assembly s2 formed by a multi-section airfoil 30, which, as shown above left and in more detail in Figs. 3 and 4, is rotatably connected to the telescopic mast 4 by means of a lower and an upper azimuth bearing 45, 45' with an electric drive 8 and can be locked in different sail positions. As shown below right, the multi-section, variable airfoil 30' is used in the area of ​​the underwater hull 10 as a hydrodynamically effective outboard wing 5, 5' to generate a torque to, as shown in Fig. 2, which counteracts the torque to' resulting from sail operation at the center of gravity cg of the container ship. The 400-meter-long and 62.5-meter-wide container ship can carry approximately 24,000 containers and, with twelve sails deployed, has a total sail area of ​​20,000 m². 2This allows for a cruising speed of approximately 10 knots under sail. During sailing, the stabilization system, formed by pairs of outboard fins 5.5' arranged on the port and starboard sides, is effective along the transverse axis y, the vertical axis z, and the longitudinal axis x of the container ship. Low drag is achieved by the ship displacing water with minimal or no heeling. For passage under bridges and in port facilities, the 12 sails are fully retracted into the hull, with the air chambers c1-c12 being watertightly sealed by hatch covers 16 on the main deck 13. As shown in Fig. 14, the telescopic mast 4 has a lower hydraulic cylinder 41 and an upper hydraulic cylinder 4T, each capable of extending four hollow profiles e1-e4.For sailing operations, even in difficult weather conditions, the upper hollow profiles e1-e4, connected to the four telescopic segments 34' of the sail rigging s2, are designed to be retracted incrementally, allowing sailing to continue with reefed sails. The design of the uppermost deck as a main deck 13 enables the formation of a rigid structure resistant to bending, shear, and torsion. This structure, with a chamber 3, extends between a lower chord 22 formed by the underwater hull 10 and a main deck 13 formed by longitudinal center and transverse beams as an upper chord 22', featuring an internal lever arm of height h. This internal lever arm is available for the force resolution of the bending moments and allows for a considerable reduction in the steel weight of the hull structure, which can be up to 30%.

[0152] Fig. 14 shows details of the sail device s2 according to Fig. 13, with a schematic cross-section through the variable airfoil 30 of the sail device s2 on the right. In this device, a leading edge segment 31 and a trailing edge segment 33 are each rotatably connected to the central airfoil segment 32 of the three-part airfoil 30 by means of screw drives subjected to tension and compression, and lockable in different sail positions. This allows the airfoil chord ch' to be aligned with an angle of attack α of preferably up to 15 degrees to the resulting outflow. The telescopic mast 4, integrated into an air chamber c1-c12, is shown in its retracted position at the center of the blade.The telescopic mast 4 has a lower hydraulic system formed by four hollow profiles e1-e4 with a lower hydraulic cylinder 41, which is designed to extend the lower hollow profiles e1-e4 to the level of the main deck 13 and connect them to the hull by means of lower and upper detents 44, 44', so that the lower part of the telescopic mast 4 is clamped to the hull 2 ​​by a lever arm of height h. The upper hydraulic system has an upper hydraulic cylinder 4T and is rigidly connected to the lower hydraulic system via a lower and an upper azimuth bearing 45, 45' and an electric drive 8, wherein the azimuth bearing 45, 45' is designed to hold the sail assembly s2 in different sail positions, so that the telescopic mast 4 is subjected to torsional stress. As shown in Fig.Figure 15 shows the upper four hollow profiles e1-e4, which can be extended in four longitudinal sections over the main deck 13, which can be sealed watertight by a hatch cover 16, by means of the upper hydraulic cylinder 4T. The overview section on the right shows the telescopic mast 4 in the extended position. The four hollow profiles e1-e4 overlap each other lengthwise and can each be locked to one another by lower and upper detents 44, 44' (not shown in detail). Figure 15 shows a ship 1, which is designed as a sailing yacht with two telescopic masts 4. Both masts are connected to the sail device s2, which is explained in more detail in Figure 7. The three-part variable airfoil 30 has a leading segment 31, a middle airfoil segment 32, and a trailing edge segment 33. Four telescopic segments 34' of the variable airfoil 30, of equal length but different sizes, can be extended sequentially on the telescopic mast 4, as shown in Figure 15.Figure 17 shows the largest telescopic segment 34' with the largest hollow profile e4 and the next smaller telescopic segments 34' with the next smaller hollow profiles e3 to e1, wherein, as shown in Figure 4, the largest hollow profile e4 is articulated to the telescopic mast 4 via a lower and an upper azimuth bearing 45, 45', with the middle wing segment 32 of the variable wing profile 30, and can be locked in different sail positions. Hydrodynamically effective outboard wings 5 ​​arranged on the port and starboard sides are extended from the hull in the area of ​​the underwater hull 10, as shown in Figure 17, and generate a torque at the center of gravity cg that counteracts the torque caused by the sail assembly s2, so that the vertical axis z of the ship and the telescopic axes t of the sail assembly s2 maintain a position as vertical as possible during sailing. The operation of the telescopic mast 4 is explained in more detail in Figure 14.By gradually retracting the telescopic segments 34' of the sail device s2, the two sails of the sailing yacht are reefed in storms and hurricanes. As shown below, passing under a bridge is possible, as is sailing in extreme weather conditions.

[0153] Fig. 16 shows a ship 1 with a sailing device s4 designed for a rig with textile sails. In the example shown here, the sailing device s4 has a mainsail, a jib, and a genoa. The ship 1, configured as a sailing yacht, is shown at the top right with its telescopic mast 4 retracted. When sailing, the yacht is stabilized by extendable outboard wings 5 ​​on the port and starboard sides, which ensure that the four decks p1-p4 of the ship, shown in Fig. 17, maintain a horizontal position. The sailing device s4, further explained in Fig. 17, is suitable for various rigging configurations, and on larger sailing ships, the telescopic mast 4 can also be connected to yards instead of the spreaders shown.

[0154] Fig. 17 shows a cross-section through the hull 2 ​​of the sailing yacht according to Fig. 16. The underwater hull 10 of the hull 2 ​​has a keel 12 extending from the bow to the stern and a double bottom 11 formed by a lower bulkhead deck q1. Extendable outboard wings 5.5', each with a variable airfoil 30', are arranged on the bulkhead deck q1. When the ship 1 is sailing, these wings are extended in pairs from unspecified pockets located on the starboard and port sides. An adjustment mechanism 46' is integrated into the central airfoil segment 32' of the outboard wings 5.5'. This mechanism allows a leading edge segment 3T and a trailing edge segment 33' of the variable airfoil 30' to be synchronously adjusted via pivot joints a'.The asymmetrical arrangement of the central wing segment 32' results in a positive angle of attack α for the airflow during adjustment, regardless of whether the airfoil 30' generates lift or downforce. The outboard wings 5,5' have a symmetrical airfoil 30' in their basic position and, as shown in Fig. 2, are designed to counteract torque at the center of gravity cg of the ship 1 using a force couple consisting of lift If and downforce If. Deck p3 is designed as the main deck 13, with the largest hollow profile e4, rigidly connected to the main deck 13, having a height h and projecting beyond the main deck 13. Hollow profiles e3 to e1 can be extended successively to the maximum height h" by means of a hydraulic cylinder 41 integrated into the telescopic mast 4.On the main deck 13, detachable clamp connections (not shown) for roller shrouds and roller stays are provided, so that the telescopic mast 4 can be stabilized up to its maximum extension height h" by means of the running rigging formed by the roller shrouds and roller stays. The hull 2 ​​has a central escape compartment 20, which is formed by the air chamber c1. The hatch cover 16 is designed in two parts and allows it to slide towards the telescopic mast 4, so that the telescopic mast 4 slides into a corresponding recess in the hatch cover 16, thus creating a seal.

[0155] Fig. 18 shows the cross-section through a cruise ship with a sail s5 formed by a Flettner rotor, which is rotatably and rigidly connected to the telescopic mast 4 by means of a lower and an upper azimuth bearing 45, 45'. The ship 1 itself and the design of the telescopic mast 4 essentially correspond to the embodiment described in Figs. 1-6. The Flettner rotor has an electric drive 7' and rotates at up to 175 revolutions per minute from a wind speed of ten meters per second. On a course with a beam to broad reach – crosswind to slightly aft of the direction of travel – the Flettner rotor generates a forward thrust at a wind speed of 20 m / s that corresponds to an engine power of 10,000 to 12,000 kW. Only 100 kW of power is required for the electric drive of the 60-meter-high rotor sail.Eight Flettner rotors that can be retracted into and out of the hull would thus provide a propulsion power of 60,000 to 80,000 kW under favorable wind conditions, which corresponds to the total propulsion power of an Oasis-class cruise ship, and would enable a cruising speed of 22.5 knots.

[0156] Fig. 19 shows an Oasis-class cruise ship in which a sail arrangement s3 is formed by two wind turbines w1, w2 with a vertical axis of rotation arranged coaxially to the telescopic axis t of the telescopic mast 4. As shown in the upper left, the wind turbines w1, w2 each have four rotor blades with the variable airfoil 30. The rotor blade with the three-part, variable airfoil 30 has a chord ch and is composed of three rigidly connected blade segments 31-33. The leading segment 31 and the trailing segment 33 are each hinged to a central blade segment 32. As shown in Fig. 20, lower and upper latches 44, 44' allow the telescopic mast 4 to be clamped to the hull 2 ​​of the ship 1. The middle wing segment 32 of the three-part variable wing profile 30 is connected to the uppermost hollow profile e4 of the telescopic mast 4 via transverse extensions.As shown in the upper left, four rotor blades each rotate around the vertical axes of rotation of the wind turbines w1, w2, which are arranged coaxially to the telescopic axes t of the telescopic masts 4. A hollow shaft hs, arranged coaxially to the axes of rotation of the wind turbines w1, w2, connects the hollow profile e4 of the telescopic mast 4 to a motor-generator at the lower end of the hollow shaft hs. As shown in Fig. 21, the suction side of the variable airfoil 30 switches from the outside to the inside of the orbit and vice versa at a diameter 34, 34' that can be oriented perpendicular to an inflow ri resulting from the wind speed ws, the speed ds of the ship 1, and the rotational speed rs of the variable airfoil 30. In a transitional position, the variable airfoil 30 temporarily has a symmetrical airfoil with a chord ch oriented tangentially to a circular orbit.In both the upwind and downwind rotations, the profile chord ch has a positive angle of attack α relative to the oncoming flow μ resulting from the wind speed ws, the rotational speed rs, and the ship's speed ds 1. As shown below right in the schematic cross-section of a variable, three-part, hydrodynamically effective airfoil 30', retractable outboard wings 5, 5' opposite each other are provided on the port and starboard sides for hydrodynamic stabilization. These wings are designed to counteract any heeling of the ship 1. The electrically driven adjustment gear 46', integrated into the middle wing segment 32' of the hydrodynamically effective airfoil 30', rotates the leading edge segment 3T and the trailing edge segment 33' synchronously, transforming the airfoil 30', which is symmetrical in its basic position, into an asymmetrical airfoil 30', so that during sailing operation of the wind turbines w1, w2, as shown in the figures.As shown in Figures 14, 17, and 18, a torque compensation can be achieved at the center of gravity cg, a torque to resulting from the operation of the wind turbines w1, w2, and a torque to' with an opposite direction of rotation caused by the outboard blades 5, 5'. Additionally, a leveling of the plane spanned by the longitudinal and transverse axes x, y is achieved by partially shifting the water ballast 6, 6' from the starboard to the port side and from the bow 14 to the stern 15, or vice versa. The telescopic axes t of the telescopic masts 4 can each be aligned parallel to the vertical axis z by means of this combined leveling system, so that the center of buoyancy cb, the center of gravity cg, and the metacenter of the ship 1 lie essentially perpendicular to one another on the vertical axis z.The uppermost deck p15 is designed as a main deck 13 with watertight hatches. In the event of an accident, the buoyancy of the ship 1 is ensured by the air chambers c1, c2 and the intermediate life-saving compartment 20, accessible from each deck p1-p14, for the passengers and crew of the ship 1. This central life-saving compartment 20 is accessible from each deck p1-p14 via airlocks and has a direct connection to the main deck 13 via internal safety stairs. The permanently deployable electric propulsion system 7 for ship propellers, which is formed in the area of ​​the stern 15 by four motor pods for motor-generators rotatably connected to the underwater hull 10, can be temporarily supplemented by the sail device s3 formed by the two wind turbines w1, w2.The electricity generated from the operation of wind turbines w1 and w2 is either stored in battery storage systems with numerous accumulator cells or used for electrolyzers to produce storable hydrogen for a fuel cell propulsion system for ship 1, thus enabling a high degree of independence of the propulsion and energy system from external energy sources. Operating the wind turbines while the ship is docked in port is particularly advantageous, as ship 1 can then supply itself with electricity.

[0157] Fig. 20 shows a cross-section of the cruise ship according to Fig. 19 with the wind turbines w1, w2 and the outboard vanes 5, 5' of the hydrodynamically effective level control extended. The detailed sections at the top left and right show the extendable or pivotable outboard vanes 5, 5' on the starboard and port sides, respectively. As shown below on the hull 2, these vanes, acting as a force couple consisting of lift If and downforce If, ​​generate a torque to' at the center of gravity cg of the ship 1. This torque counteracts the torque to resulting from the operation of the wind turbines w1, w2. Assuming a cruising speed ds of 19 knots, the hydrodynamically induced torque at the center of gravity cg is 142 meganewton meters, while the torque resulting from the operation of the wind turbines w1, w2 amounts to 140 meganewton meters.The outboard wings 5.5' have a variable three-part airfoil 30' with an integrated adjustment gear 46' by which the airfoil 30' can be transformed from a symmetrical airfoil in its basic position to an asymmetrical airfoil with a positive angle of attack α. The torque δ, results from the lateral force rtf acting on the wind turbines w1, w2, while the torque δ', with the opposite direction of rotation, results from a force couple hydrodynamically generated by the outboard wings 5.5' consisting of lift If and downforce If, ​​so that the moments δ, δ' balance each other at the center of gravity cg of the cruise ship.Additionally, by shifting the water ballast 6,6' from the starboard to the port side and from the bow 14 to the stern 15, or vice versa, at least partial leveling of the plane spanned by the longitudinal and transverse axes x,y can be achieved, so that the telescopic axes t of the telescopic masts 4 can be aligned parallel to the vertical axis z, with the center of buoyancy cb, the center of gravity cg, and the metacenter of the ship 1 lying vertically above one another on the vertical axis z. Depending on the respective maneuver and the respective loading condition of the ship 1, the center of buoyancy, the center of gravity, and the metacenter on the vertical axis z each assume a different elevation. When a cargo ship is sailing empty, for example, the water ballast ensures that the center of buoyancy cb lies within the hull 2. In the case of the cruise ship shown here, the center of buoyancy cb lies at the level of the bulkhead deck q2.Preferably, the uppermost deck p15 of the ship 1 is designed as a main deck 13 with watertight hatches, thus forming a rescue system for the ship. In the event of an accident, the buoyancy of the ship 1 is ensured by the air chambers c1, c3 for accommodating the sail device s3 and by the central rescue compartment 20 for the passengers and crew. The central rescue compartment 20, shown with dashed lines, is accessible from each deck p1-p15 via airlocks and has a direct connection to the main deck 13 via internal rescue stairs. Longitudinally and transversely arranged bulkheads b, b' in the area of ​​the outer sides of the underwater hull 10 form longitudinal and transverse bulkheads for the water ballast 6, 6'. The transverse bulkheads b' are connected to the bulkheads b' of the air chambers, so that seven firewalls are formed between the individual compartments of the decks.The air chambers c1-c3 are arranged in a row 17 coaxial to the longitudinal axis x of the ship 1.

[0158] Fig. 21 shows a multi-section airfoil 30 designed for the wind turbines w1, w2 depicted in Figures 19 and 20. Three schematic cross-sections illustrate the multi-section airfoil 30, in each of which a two-section leading edge segment 31 and a four-section trailing edge segment 33 are articulated to a central, load-bearing airfoil segment 32 formed by a box girder. An electric drive 9 for a gearbox 46 is integrated into the central airfoil segment 32. The gearbox is configured, by means of a linkage (not specified), to adjust the two-section leading edge segment 31 and the four-section trailing edge segment 33. The multi-section design of the leading and trailing edge segments 30, 33 allows for a positive angle of attack α of up to 15 degrees of the airfoil chord ch' relative to the airfoil chord ch, which is tangential to the orbit and shown at the center of the blade.Hinge-like joints are formed between the individual segments of the leading edge segment 31 and the trailing edge segment 33. The individual segments of the multi-segment airfoil 30 are connected to each other airtight by overlapping joints, thus preventing unwanted airflow within the blade.

[0159] Fig. 22 shows the orbit of the multi-part airfoil 30 depicted in Fig. 21. In the upwind orbit, the asymmetric airfoil 30 has a suction side oriented towards the inside of the orbit, and in the leeward orbit, a suction side oriented towards the outside of the orbit. As also shown in Figs. 23 to 25, regardless of the wind direction, the rotor blades of the wind turbines w1, w2 convert the kinetic energy of the wind into electricity, which is stored in onboard battery storage and is available as drive energy during periods of calm.On the diameter 35,35' which can be aligned perpendicular to the resulting inflow ri, the multi-part, variable airfoil 30 has a symmetrical airfoil 30 in a transition position between the upwind and downwind halves of the orbit, whereby the inflow ri resulting from the speed of travel and the wind speed is referred to in nautical terms as the true wind.

[0160] The suction side of the variable airfoil 30 is oriented towards the inside during the upwind rotation and towards the outside during the downwind rotation. In contrast, the resulting flow ri' over the airfoil 30 in each rotational position is composed of the rotational speed rs and the resulting flow ri, and is represented by a scaled vector. With the exception of the vane position of the multi-section airfoil 30' shown at diameter 35.35', a tangential driving force tdf is present in every rotational position. The force of the wind can thus be converted very effectively into rotational energy.

[0161] Fig. 23 shows the cruise ship from Figs. 19 and 20 moored in the harbor. The ship 1 is moored to the wind, and the wind strikes the wind turbines w1, w2 at a wind speed ws in the direction of the longitudinal axis x. The resulting airflow ri' over the airfoil 30 can be five times the wind speed ws and is composed of the wind speed ws and the rotational speed rs of the rotor of a wind turbine w1, w2, so that the four rotor blades of the wind turbines w1, w2 generate a high lift force If and a correspondingly large tangential driving force tdf. Under these conditions, the resulting lateral force rtf is also very high, so that, as shown in Fig. 14, a torque compensation is achieved at the vertical axis z of the ship with the water ballast 6, 6'.

[0162] Fig. 24 shows the two wind turbines w1, w2 of the ship 1 according to Figs. 19-22 under sail, with a broad reach. The true wind, as the resulting onflow ri, is composed of the ship's speed ds and the wind speed ws. In every position of the four rotor blades, the resulting onflow ri', composed of the rotational speed rs and the resulting onflow ri, strikes the variable airfoil 30 at a positive angle of attack a and causes a tangential driving force tdf, derived from the lift If of the variable airfoil 30 and acting in the direction of rotation, and a thrust force rth acting in the direction of travel of the ship. In this case, as shown in Fig. 20, a torque balance can be achieved at the center of gravity cg of the ship 1 between the torque to resulting from the high lateral force rtf and the torque to' caused by the outboard wings 5, 5'.While the thrust rth resulting from the operation of the two wind turbines w1 ,w2 is rather low on this course, the power generated by the generators of the wind turbines is high and charges the onboard battery storage.

[0163] Fig. 25 shows the cruise ship according to Figs. 19 and 20 with the sail device s3 on a downwind course. At the diameter 34, 34', which can be oriented perpendicular to the resulting inflow ri, the variable airfoil 30 has a symmetrical airfoil profile in a transition position between the upwind and downwind halves of its orbit. Within the scope of the invention, the true wind resulting from the ship's speed ds 1 and the wind speed ws is referred to as the resulting inflow ri. The suction side of the variable airfoil 30 is oriented inwards during upwind rotation and outwards during downwind rotation. In contrast, the resulting inflow ri' of the airfoil 30 in each orbital position is composed of the orbital speed rs and the resulting inflow ri, and is represented by a scaled vector.The wind turbines w1, w2 generate lift If on each of the four rotor blades with the three-part, variable airfoil 30, resulting in a high thrust rth and a tangential driving force tdf acting in the direction of rotation. On a downwind course, the torque to is effective about the transverse axis y of the ship 1 and can be compensated, as shown in Fig. 20, by transferring the water ballast 6, 6' from the bow 14 to the stern 15, so that in this case, too, the lift center, the center of gravity, and the metacenter lie vertically above one another on the vertical axis z. Under these conditions favorable for energy generation, the two wind turbines w1 ,w2 generate electricity for the ship's onboard battery storage, into which the electricity generated in generator operation of the four pod drives at the stern of the ship is also fed, whereby the two wind turbines w1 ,w2 with a thrust rth of 1500 kN ensure that the ship travels slowly.

[0164] Naturally, various variations and modifications are possible within the scope of the present invention.

[0165] For example, sails may be provided on one part of the telescopic masts and a wind turbine on another part, or different types of sails may be attached to the masts.

Claims

Patent claims 1. Ship (1) with a longitudinal, transverse, and vertical axis (x, y, z) and with a hull (2) having a center of buoyancy (cb), a center of gravity (cg), and a metacenter (mz), and extending with an underwater hull (10) with a keel (12) from a bow (14) to an stern (15), comprising a stabilization system and at least one air chamber (c1-cn) with a telescopic mast (4) having a telescopic axis (t) at least partially accommodated in the air chamber (c1-cn), wherein the hull (2) has at least one upper deck (p1-pn), wherein the at least one upper deck (p1-pn) comprises an uppermost deck (pn) and a main deck (13), wherein the underwater hull (10) has at least one lower bulkhead deck (q1-qn), wherein the at least one lower bulkhead deck (q1-qn) comprises a lowest bulkhead deck (q1) comprising, wherein the fuselage (2) has bulkheads (b,b') which laterally define the at least one air chamber (c1-cn),wherein the telescopic mast (4) is connected to an associated sail device (s1-s5) and is extendable and retractable from a retracted state to an extended state in order to enable sailing of the ship (1) in the extended state, wherein the sail device (s1-s5) is arranged at least sectionally above the uppermost deck (pn) in the extended state, wherein the underwater hull (10) forms a lower chord (22) and the main deck (13) an upper chord (22') of a hull support system (2), and wherein the bulkheads (b, b') of the at least one air chamber (c1-cn) connect the lower chord (22) and the upper chord (22'), wherein the at least one air chamber (c1-cn) is associated with a hatch cover (16) with which the air chamber (c1-cn) can be sealed watertight in order to act as a life-saving system, wherein the ship (1) has life-saving compartments (20) with has bulkhead decks (q1-qn) for passengers or the crew of the ship (1),wherein the escape spaces (20) extend vertically between at least one lower bulkhead deck (q1-qn) and at least one upper deck (p1-pn), wherein the stabilization system comprises at least one pair of hydrodynamically effective outboard wings (5,5') arranged on the port and starboard sides with a variable airfoil (30') of at least three parts, wherein the stabilization system is designed to counteract a heeling of the hull (2) by actuating the outboard wings (5,5').

2. Ship (1) according to claim 1, wherein the at least one hatch cover (16) is arranged at the level of the main deck (13) or above.

3. Ship (1) according to one of the preceding claims, which has a freeboard (f), wherein the main deck (13) is either formed at the level of the freeboard (f) or is formed from the uppermost deck (pn) extending from the bow (14) to the stern (15), wherein the at least one air chamber (c1-cn) preferably extends upwards at least to the main deck (13).

4. Ship (1) according to one of the preceding claims, wherein the at least one air chamber (c1-cn) has at least sectionally a first cross-section consisting of a cross-sectional group comprising: - rectangular cross-section, - polygonal cross-section, - round cross-section, - oval cross-section, and - cross-shaped cross-section.

5. Ship (1) according to one of the preceding claims, wherein the at least one telescopic mast (4) comprises at least one first component from a group of components consisting of: - Hollow profiles, - closed hollow profiles, - Truss girders, and - multi-chord truss girders.

6. Ship (1 ) according to one of the preceding claims, wherein the telescopic mast (4) has a plurality of hollow profiles (e1-en) arranged concentrically to the telescopic axis (t), wherein the hollow profiles (e1-en) preferably have at least partially a circular or square cross-section with rounded corners.

7. Ship (1) according to one of the preceding claims, wherein the telescopic mast (4) is supported by a base (42) on a bulkhead deck (q1-q5).

8. Ship (1) according to one of the preceding claims, wherein the at least one telescopic mast (4) is associated with a hydraulic cylinder (41, 4T) or a cable pull mechanism to enable extension from the retracted state to the extended state.

9. Ship (1) according to one of the preceding claims, wherein the at least one telescopic mast (4) is associated with detents (44, 44') designed to lock the telescopic mast (4) in different positions, wherein the detents (44, 44') preferably comprise upper detents (44, 44') designed to connect the telescopic mast (4) to the upper deck or to at least one of the upper decks.

10. Ship (1 ) according to one of the preceding claims, wherein the telescopic mast (4) has a base mast (e4) which extends to above the main deck (13) and is fixed to the hull (2).

11. Ship (1) according to one of the preceding claims, wherein the telescopic mast (4) has two azimuth bearings (45,45') arranged at a vertical distance (d') from each other for clamping the associated sail device (s1-s5) on the telescopic mast (4) in order to enable the sail device (s1-s5) to rotate about the telescopic axis (t).

12. Ship (1) according to any one of the preceding claims, wherein the sail device (s1) has a first airfoil (3) which is constructed from a plurality of telescopic segments (34), wherein the sail device (s1) has a maximum sail area when the telescopic segments (34) are fully extended, wherein the first airfoil (3) of the sail device (s1) preferably has a concave and a convex side, and wherein the first airfoil (3) is preferably symmetrical.

13. Ship (1) according to one of the preceding claims, wherein the sail device (s2) has a multi-part airfoil (30') formed by a plurality of telescopic segments (4), wherein at least one-piece leading edge segment (31) and at least one-piece trailing edge segment (33) are each articulated by means of a gear (46) to a central airfoil segment (32) formed by a supporting hollow box profile, wherein in a transition position the multi-part airfoil (30) has a symmetrical airfoil with a central chord line (ch) and wherein in a working position the airfoil (30) is asymmetrically designed and has a chord line (ch') with a positive angle of attack (a') to a resulting airflow (ri) and wherein the central airfoil segment (32) is articulated by means of a lower and an upper azimuth bearing (45,45') rotatably and lockably in different sail positions connected to the telescopic mast (4), wherein the azimuth bearing (45,45') is preferably associated with an electric drive (8) and a step-detent gear.

14. Ship (1) according to one of the preceding claims, wherein a sailing device (s2) is formed by at least one wind turbine (w1-wn) rotating at a radial distance (d") around the telescopic axis (t) of the telescopic mast (t), wherein a hollow shaft (hs) arranged coaxially to the telescopic axis (t) of the telescopic mast (4) connects a lower and an upper azimuth bearing (45,45') of the telescopic mast (4) with a motor generator of the wind turbine (w1-wn).

15. Ship (1) according to claim 14, wherein the sail device (s2) has a multi-part wing profile (30') comprising a middle wing segment (32), a leading segment (31) and a trailing edge segment (33), wherein the multi-part wing profile (30) switching between a symmetrical and an asymmetrical airfoil profile to act as a wind turbine (w1-wn).

16. Ship (1) according to claim 14 or 15, wherein the sail device (s3) has transverse booms, the transverse booms being pivotably articulated to the telescopic mast (4) to allow the transverse booms and rotor blades to be folded towards the telescopic mast (4).

17. Ship (1 ) according to one of the preceding claims, wherein the sailing device (s4) has at least one Flettner rotor.

18. Ship (1 ) according to one of the preceding claims, wherein the sail device (s5) has a foldable rig for a plurality of textile sails which can be attached to a telescopic mast (4) braced by ropes via spreaders.

19. Ship (1) according to one of the preceding claims, wherein the main deck (13) is designed to be watertight in order to enable the buoyancy of the ship (1) through the air chambers (c1-cn) in the event of an accident.

20. Ship (1) according to any of the preceding claims, wherein the stabilization system comprises starboard and port bulkheads and pumps to counteract a heeling of the ship (1) by means of a displacement of water ballast by the pumps.

21. Ship (1) according to one of the preceding claims, wherein the air chambers (c1-cn) connect a lower bulkhead deck (q1-q5) with an upper deck (pn), wherein the lower chord (22), the upper chord (22') and the bulkhead walls (b,b') form parts of a longitudinally and transversely bending, shear and torsionally stiff support system of the hull (2) in sandwich construction, wherein preferably the air chambers (c1-cn) are connected to each other by longitudinally and transversely arranged frame or truss discs.

22. Ship (1 ) according to one of the preceding claims, which has a plurality of air chambers (c1-cn) each with a telescopic mast (4) having a telescopic axis (t) received at least partially in the air chamber (c1-cn), wherein the plurality of air chambers (c1-cn) form a chamber structure (cs), wherein the telescopic mast axes (t) are preferably aligned parallel to each other.

23. Ship (1) according to claim 22 in which the air chambers (c1-cn) are arranged at least partially offset from each other in the direction of the longitudinal axis.

24. Ship (1 ) according to claim 22 or 23, wherein the air chambers (c1-cn) are arranged in two rows (17,17') parallel to the longitudinal axis (x) of the ship (1 ), wherein a longitudinal distance and a starboard and port transverse distance to the longitudinal axis (x) are provided and the air chambers (c1-cn) are formed with an offset to each other.

25. Ship (1 ) according to one of the preceding claims, which has an electric drive (7) for a ship's propeller, wherein the ship (1) is designed to convert the kinetic energy of the flow into rotational energy at least partially by means of the ship's propeller during sailing operation, and to convert it into electricity by means of the electric drive (7) used as a generator.

26. Ship (1) according to one of the preceding claims, wherein the outboard wings (5,5') are arranged to be extendable or pivotable.

27. Ship (1) according to any of the preceding claims, which is configured as a ferry, cruise ship, cargo ship, warship, sailing yacht or passenger ship.

28. Ship (1) according to one of the preceding claims, wherein the outboard wings (5, 5') are arranged in pairs on the port and starboard sides in a parallel to the longitudinal axis (x) and the transverse axis (y) of the ship (1). The planes are opposite each other and have a wing profile of at least three parts (30') with a variable chord line (ch).

29. Ship (1 ) according to one of the preceding claims, wherein the outboard wings (5,5') have a nose segment (31') and a trailing edge segment (33') which are synchronously adjustable to counteract a heeling of the ship (1) by making the wing profile (30') which is symmetrical in a basic position convertible into an asymmetrical wing profile (30').

30. Ship (1 ) according to one of the preceding claims, wherein the lowest bulkhead deck (q1) is formed by a double ship bottom (11 ).

31. Ship (1) according to one of the preceding claims, wherein the at least one pair of hydrodynamically effective outboard wings (5,5') arranged on the starboard and port sides is arranged on the aft side, amidships side or bow side.

32. Ship (1 ) according to one of the preceding claims, wherein the telescopic mast (4) and the sail device (s1-s5) are fully retractable into an associated air chamber (c1-cn).

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