Ship having a propulsive and / or flow directing element that is to be positioned to catch the wind, such as a sail or profiled mast, and device for adjusting such a propulsive and / or flow directing element

Abstract

The present invention relates generally to the automated setting of the angle of attack of propulsive and / or flow directing elements to catch the wind, such as the automated paying-out and recovery of ropes for sails or the automated rotation of profiled masts. The invention relates firstly to ships having at least one propulsion and / or flow directing element that is to be positioned to catch the wind, such as a sail, a profiled mast and the like, and that is mounted adjustably relative to a hull. The invention also relates to a device for adjusting such a propulsive and / or flow directing element that is to be positioned to catch the wind, comprising: an actuator motor and a drive train for transmitting an actuating and / or holding moment and / or an actuating and / or holding force from the actuator motor to the movably mounted propulsive and / or flow directing element; and a control device for automated adjustment of the propulsive and / or flow directing element depending on wind effects such as wind direction and / or wind strength. According to the invention, the control device for adjusting the propulsive and / or flow directing element has a measuring device for measuring the drive loading, in the form of an actuating and / or holding force and / or an actuating and / or holding moment, acting in the drive train and / or on the actuator motor, and also a control module for activating the actuator motor in order to bring the propulsive and / or flow directing element into various positions depending on the drive loading measured in the drive train and / or on the actuator motor.

Description

[0001] 2502-25 T / sw / she

[0002] Liebherr-Components Biberach GmbH

[0003] Ship with a propulsion and / or flow-guiding element such as a sail or profile mast that can be adjusted into the wind, as well as a device for adjusting such a propulsion and / or flow-guiding element.

[0004] The present invention relates generally to the automated adjustment of the angle of attack of propulsion and / or flow-guiding elements in the wind, such as the automated sheeting and easing of sails or the automated twisting of mast sections. The invention relates, firstly, to ships with at least one propulsion and / or flow-guiding element, such as a sail, mast section, or the like, which can be adjusted in the wind and is mounted in an adjustable manner relative to the ship's hull.The invention relates, on the other hand, to a device for adjusting such a propulsion and / or flow-guiding element to be positioned in the wind, comprising an actuator motor and a drive train for transmitting an actuating and / or holding torque and / or an actuating and / or holding force from the actuator motor to the movably mounted propulsion and / or flow-guiding element, as well as a control device for automatically adjusting the propulsion and / or flow-guiding element depending on wind influences such as wind direction and / or strength.

[0005] Automated steering systems have been used on sailing vessels for some time now. These systems can automatically adjust the sails depending on the desired course and can also automatically ease the sails in case of excessive gusts. More recently, adjustable profile masts, primarily used on racing yachts, have been employed to increase propulsion. These masts are streamlined to improve airflow over the luff of the sail and can be rotated around their longitudinal axis relative to the hull. This allows them to be adjusted depending on the course – close-hauled or broad reach – or at least rotated between two positions during tacking and gybing. The aforementioned automated steering systems can also adjust the angle of attack of such profile masts.

[0006] Even cargo ships designed as or built to be motor-driven have recently begun using rigging and sail systems to reduce fuel consumption and, at least in favorable winds, to generate some of their propulsion power. These cargo ships often have several wing-like rigging systems that can be mechanically adjusted and rotated while underway to match the wind angle. Sometimes, these systems employ airfoil profiles whose vertical axis of rotation, unlike traditional sail rigs with sails attached to the mast at the luff, is positioned more centrally. Automated adjustment systems are also used for these airfoil profiles, employing one or more actuator motors to adjust the rigging system, if necessary.The ability to only furl and ease the sail, or to rotate profiled mast elements or the wing profile around an upright axis, but also to adjust sails flown with actuator motor support with respect to a horizontal axis in order to be flown at a flatter or steeper angle.

[0007] Such automated steering systems regularly work with wind measurement systems that can be mounted on the mast or the sails themselves, for example, in the form of wind speed sensors and wind direction or current direction sensors. These sensors can detect the wind direction absolutely and / or relative to the orientation of the ship's hull, or they can determine the current direction, stalling, or contact with the sail itself. Based on the detected wind or current parameters, the angle of attack of the sails is then adjusted, the sails are sheeted in or eased relative to the ship's hull, or the mast is adjusted. It has also been proposed to use such automated adjustment devices as overload protection to prevent damage to the sail or other rigging components, as well as to the actuator or even the ship's hull.

[0008] For example, the wind speed, the position of the sail blade, and the active surfaces of the sail can be used to calculate the forces acting upon it. This allows the sail to be eased or reefed when a threshold is exceeded, preventing damage or even destruction to rigging components or the hull. While on conventional sailing vessels the sails are usually furled into the mast, boom, or around the forestay to reduce sail area, on the aforementioned merchant ships the sails can also be laid horizontally on the deck of the freighter if the wind or the resulting loads become too great. Such reefing and furling operations can also be automated with motor assistance.

[0009] In practice, however, it has proven very difficult to actually find the optimal setting for the propulsion and / or flow-guiding elements based on the recorded wind parameters, or to approach them precisely and quickly. This is because calculating the loads from the recorded wind parameters is rather inaccurate, and the many variations in wind strength and direction cannot be adequately taken into account. For example, different flow speeds and directions can prevail at different points on the sails, for instance, due to local turbulence caused by deck structures and the like. Furthermore, the wind itself can exhibit rapid local and temporal fluctuations.

[0010] The aforementioned problems caused by inaccuracies not only affect the optimal positioning of the sails to the wind, but also the overload protection function already mentioned, since an overload cannot be detected quickly and precisely enough due to the inaccurate back-calculation.

[0011] The present invention therefore aims to create an improved device and an improved vessel of the aforementioned type, avoiding the disadvantages of the prior art and advancing the latter in an advantageous manner. In particular, the automated adjustment of the propulsion and / or flow-guiding elements is to be improved in order to optimize the potential propulsion on the one hand and to reliably prevent damage on the other, without wasting propulsion or leaving strength reserves unused.

[0012] To solve the aforementioned problem, the invention proposes a device according to claim 1 and a ship according to claim 11. Preferred embodiments of the invention are the subject of the dependent claims.

[0013] It is therefore proposed that the forces exerted on the propulsion and / or flow guide element by the wind loads and the reaction forces and moments implied therein should no longer be measured at the propulsion element or flow guide element, but rather that the control for adjusting the propulsion and / or flow guide element should be based on the drive loads implied by the wind loads in the drive train or at the actuator motor.According to the invention, the control device for adjusting the propulsion and / or flow guide element has a detection device for detecting the drive load acting in the drive train and / or on the actuator motor in the form of an actuating and / or holding force and / or an actuating and / or holding torque, as well as a control module for controlling the actuator motor to move the propulsion and / or flow guide element to different positions depending on the drive load detected in the drive train and / or on the actuator motor. This allows the propulsion or flow guide element to be adjusted as needed.The flow guide element can be adjusted much more precisely and also more quickly, since the control system does not rely on the uncertainties and inaccuracies of measuring wind speed and wind direction, thus avoiding or significantly reducing the relatively large scatter band of conventional control concepts based on wind speed and wind direction and a subsequent calculation of the forces occurring.

[0014] With the aforementioned detection device, the influence of the variable wind exposure area of ​​the propulsion and / or flow-guiding element, the changing wind direction, and the also variable wind speeds, and thus the changes in the forces occurring and requiring control, can be directly measured in the drive train or at the actuator motor during operation. By evaluating the measured actuating and / or holding forces and / or torques, a control loop can be established to position the propulsion element or the flow-guiding element optimally and to protect the drive train from overloads. This control loop can not only trigger a safety function but also take into account the ship's direction of travel and the position of the rigging system or the propulsion and / or flow-guiding element.

[0015] In an advantageous embodiment of the invention, the drive load can be detected using a brake, which can be provided in the drive train or on the actuator motor. Advantageously, a brake can be arranged in the drive train and / or on the actuator motor to hold the propulsion and / or flow guide element in a set position and / or to decelerate an adjustment movement of the propulsion and / or flow guide element. The detection device can include brake torque and / or force sensors for detecting the braking torque and / or braking force. Depending on the detected braking torque or braking force, the control module can then actuate the actuator motor to adjust the positions of the propulsion and / or flow guide element.The brake in question can be rotatably mounted and held in rotation by a torque arm, so that the sensor in question can measure the load on the torque arm in order to determine the braking torque and / or the braking force of the brake.

[0016] Depending on the installation situation, the brake can also serve as an overload protection device, thus fulfilling a dual function. For example, the brake can be designed like a slip clutch, which can slip when a predetermined limit for the braking torque or braking force is reached. Alternatively or additionally, a brake with actively adjustable and / or lockable and releaseable braking force via an actuator can be used. This allows the brake to be released in the event of an overload, thereby switching the drivetrain or a part of the drivetrain connected to the propulsion or flow guide element into neutral or allowing it to yield by overcoming a defined drag torque or drag force.

[0017] However, such a mechanical overload protection is not mandatory, but can also be achieved electronically by controlling the actuator motor.

[0018] In a particularly advantageous embodiment of the invention, the control module can be configured to compare the drive load detected in the drive train and / or at the actuator motor, resulting from the wind loads on the propulsion and / or flow-guiding element, with at least one predetermined threshold value. If the threshold value is exceeded, the control module can move the actuator motor in a direction that reduces the wind-exposed area of ​​the propulsion and / or flow-guiding element. If the drive load reaches or exceeds an upper permissible threshold value, the control module can control the actuator motor in such a way that the sail or propulsion wing is eased to reduce the wind load on the sail or wing.In general, if a permissible maximum drive load in the drive train or on the actuator motor is reached or exceeded, the control module can adjust the propulsion and / or flow guide element so that its wind attack surface becomes smaller in order to reduce the wind load on the said propulsion element or flow guide element.

[0019] Depending on the design of the propulsion and / or flow-guiding element, this can be achieved by changing the angle of attack to the wind, for example by easing a sail or twisting a propulsion wing around its longitudinal axis, so that the angle of attack of the propulsion and / or flow-guiding element to the wind becomes more acute or smaller, or is controlled towards zero in order to minimize wind loads.

[0020] Alternatively or additionally, the actuator motor could also be used to reduce the effective, wind-exposed surface area of ​​the propulsion element or flow-guiding element, for example by reefing the sail. This can be achieved by hauling or furling it in the mast or boom, or by rolling it around a forestay. If necessary, a sail can also be folded over or laid down on the deck to reduce its wind-exposed surface area.

[0021] The aforementioned brake can therefore be designed in fundamentally different ways. For example, a spring-applied multi-disc brake, an electrically released brake, or a hydraulically actuated brake can be provided, although other holding units can also be used as brakes, such as jaw couplings, which only have two braking states: engaged and disengaged.

[0022] The loads on the aforementioned torque arm can be detected and determined, for example, using a load cell or a force measuring shaft, in order to determine the braking torque or force held by the brake. Advantageously, the brake can be located directly on or immediately after the actuator motor in the drive train, since comparatively small torques need to be held directly on the actuator motor or at its interface with the drive train, allowing the brake to be designed with a small form factor.

[0023] For example, the brake can act on the motor shaft of the actuator motor or on an input shaft of the drive train coupled to it at the same speed, or on a rotor element of the drive train rotating at the same speed, whereby the braking torque can be converted into a larger or smaller braking torque at the propulsion and / or flow guide element by means of gear reduction stages or transmission stages.

[0024] Alternatively, the aforementioned brake can also be located on the B-side of the engine.

[0025] To enable the measurement of drive loads even during adjustment operation, an advantageous embodiment of the invention provides that not only the brake but also the actuator motor itself is rotatably mounted, with the aforementioned torque support holding the brake or brake stator and the actuator motor rotationally fixed, so that the motor torque of the actuator motor can also be measured when the drive element or flow guide element is adjusted. For example, the actuator motor can be rigidly coupled to the rotatably mounted brake.

[0026] In an advantageous further development of the invention, the control module can not only raise the propulsion and / or flow guide element or adjust it to a position with a reduced wind attack area when the drive load in the drive train or on the actuator motor reaches or exceeds a predetermined upper threshold, but the control module can alternatively or additionally compare the drive load detected in the drive train and / or on the actuator motor with a lower threshold value in order to control the actuator motor when the said lower threshold value is reached or fallen below, so that the wind attack area of ​​the propulsion element or flow guide element is increased.

[0027] The aforementioned lower threshold can be lower than the previously mentioned upper threshold, allowing the control module to adjust the windage area so that the detected drive load remains within a predetermined load range. Specifically, the actuator motor can remain inactive as long as the detected drive load is within the load range between the lower and upper thresholds. This prevents the actuator from constantly moving back and forth and avoids the constant adjustment of the sail or propulsion and / or flow-guiding element. This results in smoother and more stable steering overall.

[0028] Alternatively, it would also be possible to work with only one threshold value. In this case, when the threshold is exceeded, the control module can actuate the actuator in such a way that the wind exposure area of ​​the propulsion and / or control guide element is reduced. Conversely, when the threshold is undershot, a reverse actuation movement can be generated, increasing the wind exposure area. If necessary, when using only one threshold value, response thresholds or minimum time windows for exceeding and falling below the threshold can be implemented to achieve stable control without constant back-and-forth adjustments.

[0029] In a further development of the invention, the control device for adjusting the propulsion and / or flow-guiding element can also, in a conventional manner, take into account the prevailing wind direction and / or a desired or actual ship's course and / or a desired orientation of the ship's hull relative to the wind direction and include appropriately designed determining means for determining the aforementioned parameters, such as a wind speed sensor and / or a wind direction sensor that can operate absolutely and / or relative to the orientation of the ship's hull, for example, in absolute compass coordinates. Depending on the detected wind direction and / or the desired ship's course and / or the desired orientation of the ship's hull relative to the wind direction, the control module can then determine and approach a target position of the actuator motor to control the propulsion element or flow-guiding element.to optimally position the flow guide element towards the wind, whereby, in a further development of the invention, the aforementioned threshold control and / or overload protection control may also be taken into account and implemented, in order, for example, to ease the sail from the optimal position for optimal propulsion, accepting propulsion losses, if an overload in the drive train is imminent.

[0030] The control module can generally be designed to move the actuator motor away from the target position in a direction where the wind attack area of ​​the propulsion and / or flow guide element becomes smaller when the threshold value is exceeded.

[0031] The optimal angle of attack for maximum propulsion of the propulsion and / or flow-guiding element can be determined by the control module, or possibly solely based on the drive loads occurring or detected in the drive train or at the actuator motor, so that the actuator motor can be controlled solely on the basis of the detected drive load in the form of the detected actuating and / or holding torque or force, in order to adjust the sail or the propulsion and / or flow-guiding element appropriately.

[0032] In a further development of the invention, the control module can be configured to detect and / or analyze the course of the measured drive load as a function of the angle of attack of the sail or propulsion and / or flow-guiding element, and / or to compare it with a previously detected and / or pre-stored characteristic course of the drive load as a function of the angle of attack. With the exception of downwind courses and very shallow broad reaches, it is characteristically the case that maximum propulsion is not achieved when the wind load on the sail is at its maximum, but rather when the wind is applied to the upwind side of the sail with its convexly curved surface in a laminar flow pattern, ideally without flow separation. If the sail is eased too much or not sheeted in tightly enough, flow separation occurs at the leading edge, particularly on the upwind side, although the sail pressure remains relatively low.Characteristically, a sailcloth blade forms a counter-bulge at the leading edge or flutters slightly on the leading edge side. Conversely, if the sail is sheeted in too tightly, flow separation or turbulence occurs on the leeward side of the leading edge, so that the propulsion decreases compared to the optimal angle of attack, while at the same time the sail pressure and thus the lateral force on the rig increases excessively.

[0033] This flow behavior across the angle of attack translates into a drive load in the drive train or on the actuator motor and gives the drive load a characteristic curve across the angle of attack, which essentially starts at zero when the propulsion element is aligned parallel to the wind, initially rising relatively flat and evenly until the optimal angle of attack is reached, while the drive load then increases very sharply when the optimal angle of attack is reached and especially after exceeding it, i.e. when the sail is sheeted in too tightly.

[0034] The control module can utilize this known profile of the drive load across the angle of attack of the propulsion element to set the optimal angle of attack solely based on the detected drive load. This is achieved, for example, by analyzing the slope and change in the slope of the drive load as a function of the angle of attack, thus keeping the propulsion element within a favorable angle of attack range. For instance, this allows the system to approach a curve with a relatively sharp bend but a moderate gradient.

[0035] In a further development of the invention, several actuator motors and several drive trains can also be provided for adjusting the propulsion and / or flow guide element, wherein the arrangement of the actuator motors and drive trains can, for example, be such that the several actuator motors jointly and summarily provide the actuating and / or holding force and / or the actuating and / or holding torque for adjusting and / or holding the propulsion element or the flow guide element via the several drive trains. For example, the several actuators and drive trains can be arranged such that even if one actuator motor and / or drive train fails, at least one further actuator motor with a corresponding drive train can provide the actuating and / or holding torque or the actuating and / or holding force.

[0036] In such arrangements of multiple actuator motors with multiple drive trains, more or less different drive loads regularly occur in the various drive trains. The torque can be distributed differently across the individual rotary drives, depending on how differently or unevenly the braking torque is distributed, which can be applied via a brake provided in the respective drive train. Alternatively or additionally, the gear meshing can also be unevenly distributed, and in the worst case, the load distribution across the different actuator motors and drive trains can vary considerably, meaning that a gearbox unit or drive train and an actuator motor must, at least temporarily, absorb several times the load that would normally be borne by a distributed load.

[0037] To remedy this, the control device can use multiple sensors in several or all drive trains and / or on several or all actuator motors to detect the drive load present in each. The control module can then compare the detected drive loads and, if deviations in the detected drive loads exceed a predetermined threshold, control one or more actuator motors in such a way that the drive loads acting in the drive trains are balanced or equalized.

[0038] In particular, load measurements on the brakes of the drive trains can be used to analyze any unequal loads and compensate for them by adjusting the actuator motors. For example, by implementing a precise, individual active torque control system, it may even be possible to install one fewer drive train and one fewer actuator motor in an existing system if excessive loads due to uneven distribution can be avoided in this way.

[0039] The invention is explained in more detail below with reference to preferred embodiments and accompanying drawings. The drawings show:

[0040] Figure 1 - a perspective view of a ship with several motor-adjustable propulsion and flow guidance elements in the form of rotatable sail wings, wherein the actuators for adjusting the sail wings each form a mast base by means of which the sail wing is mounted on the ship's deck,

[0041] Figure 2 - a sectional view of an adjustment device for adjusting the sails of the ship from Figure 1 according to an advantageous embodiment of the invention, in which a brake arranged between the actuator motor and the gearbox is rotatably mounted together with the actuator motor and held by a torque support,

[0042] Figure 3 - a sectional view of an adjusting device similar to Figure 2 according to a further, advantageous embodiment of the invention in which the actuator motor is supported in a fixed position via the housing and the rotatably mounted brake is supported via a torque arm,

[0043] Figure 4 - a sectional view of an adjusting device similar to Figures 2 and 3 according to a further advantageous orientation of the invention, in which the brake is arranged on the B-side of the actuator motor and the rotatably mounted motor is supported via a torque arm, and

[0044] Figure 5 - a graphical representation of a typical curve of the drive load P versus the angle of attack <p eines Segels des Schiffs aus Figur 1 . Wie Figur 1 zeigt, kann ein Schiff 1 mehrere im Betrieb aufrecht stehende Vortriebs- und / oder Strömungsleitelemente 2 aufweisen, die jeweils durch ein Drehwerk 5 um jeweils eine aufrechte Schwenkachse 6 verschwenkt und damit in ihrem Anstellwinkel zum Wind verstellt werden können. Das genannte Drehwerk 5 kann im Bereich eines Mastfußes angeordnet sein bzw. den Mastfuß bilden, mittels dessen die Vortriebs- und / oder Strömungsleitelemente 2 auf dem Deck des Schiffsrumpfs 7 montiert bzw. gelagert sind. Insbesondere kann das Gehäuse des Drehwerks den besagten Mastfuß bilden, mittels dessen die Vortriebselemente 2 jeweils am Deck des Schiffsrumpfs 7 montiert und gehalten sind.

[0045] As shown in Figure 1, the propulsion and flow guidance elements 2 can each comprise a sail 3 and a profile mast 4, to which the sail 3 is attached by its luff, whereby the sail 3 can be pivoted relative to the profile mast 4, or eased and furled, as indicated by arrows 19. Additionally, the sails 3 together with the profile mast 4 can be adjusted about the aforementioned vertical pivot axes 6, whereby these pivot axes 6 can also have a more or less pronounced inclination relative to the vertical when the ship's hull 7 heels.

[0046] As shown in Figures 2 to 4, the aforementioned rotary mechanism 5 comprises an actuator motor 8, which can be connected via a drive train 9 with a drive element 11, for example in the form of a pinion, a crank or a friction wheel, to the propulsion and / or flow guide element 2, for example the profile mast 4, in order to transmit an actuating and / or holding torque or also an actuating and / or holding force via the drive train 9 to the propulsion and / or flow guide element 2 and to be able to adjust the latter in its angle of attack, for example in order to be able to pivot the aforementioned pivot axes 6.

[0047] As shown in Figures 2 to 4, the aforementioned drive train 9 can include a gearbox, for example in the form of a multi-stage planetary gearbox, to transmit the rotational speed of the motor shaft 20 to the drive element 11 with the desired gear ratio. The propulsion and / or flow-guiding element 2 can, for example, be rotatably mounted on the deck-fixed mast base via a centerless large-diameter roller bearing 21, wherein one of the rings of the bearing can have a toothed section that can mesh with the pinion 11, see, for example, Figure 2.

[0048] In order to adjust the sails 3 or the propulsion and / or flow control elements 2 to the wind direction and the course of the ship 1 and to rotate them accordingly around the pivot axes 6, a control device 12 is provided which controls the actuator motors 8 via a control module 13 in order to set the desired angle of attack to the wind.

[0049] The control device 12 includes a detection unit 14 for detecting the drive load that acts on the respective propulsion and / or flow-guiding element 2 in the drive train 9 or on the actuator motor 8 due to wind loads. The drive load in the drive train 9 naturally depends primarily on the wind speed and increases with increasing wind speed. Additionally, the drive load induced in the drive train 9 also depends essentially on the wind-exposed area of ​​the propulsion or flow-guiding element 2, which varies depending on the angle of attack. <p verändert, wobei im Wesentlichen gilt, dass die Windangriffsfläche bei einem Winkel <p = 0 minimal ist und bei einem Winkel <p = 90° maximal ist.

[0050] As Figure 5 illustrates, flow effects such as turbulence and flow separation at the leading edge can result in a non-linear relationship between induced propulsive load P and angle of attack. <p zum Wind ergeben, insbesondere dergestalt, dass sich, ausgehend von windrichtungsparalleler Anstellung, d.h. <p etwa 0, bei zunächst flacherem und / oder näherungsweise gleichbleibendem Anstieg von P für zunehmendem Anstellwinkel <p bei Erreichen einer für den Vortrieb optimalen Ausrichtung zum Wind ein deutlich stärkerer Anstieg der Antriebsbelastung einstellt, wenn die Segel 3 bzw. die Vortriebselemente 2 noch stärker dichtgeholt werden, wobei sich nach diesem optimalen Anstellwinkel für größtmöglichen Vortrieb zwar die Antriebsbelastung P weiter stark erhöht, bis sich beim Anstellwinkel von 90° ein Plateau bzw. Maximum einstellt, ohne dass hier die Vortriebskraft noch größer geworden wäre, vgl. Fig. 5.

[0051] Therefore, an angle of attack in the window between cp1 and <p2, vgl. Figur 5, optimal sein, um größtmöglichen Vortrieb zu erzielen, ohne übermäßige Antriebsbelastungen zu erhalten. Dies gilt zumindest für Kreuzkurse am Wind, Halbwindkurse und leichte Raumschotkurse, während bei Vorwindkursen platt vorm Wind sich der maximale Vortrieb bei Anstellwinkeln von näherungsweise 90° zum Wind ergeben kann.

[0052] The control device 12 can, by means of a control module 13, align the propulsion element 2 and / or flow guide element 2 favorably with the wind depending on the drive load detected in the drive train 9 and / or at the actuator motor 8, for example by examining changes in the detected drive load for their relationship to the angle of attack. Alternatively or additionally, the control module 13 can also serve to detect overloads in the drive train 9 without delay or, depending on the delay-free detection, to prevent them by counteracting them.

[0053] In an advantageous embodiment of the invention, the detection device 14 for detecting the drive load P can include or utilize a brake 16, which can be provided in the drive train 9 or on the actuator motor 8, wherein said brake can serve to fix a set sail position or to hold the drive train 9 in a position. The brake 16 can thus act as a holding brake, see Figures 2 to 4.

[0054] Advantageously, the brake 16 is arranged to hold the propulsion and / or flow guide element 2 in a set position and / or to brake an adjustment movement of the propulsion and / or flow guide element 2, wherein the aforementioned detection device 14 can have a brake torque and / or force sensor 15 for detecting the brake torque and / or braking force of the brake 16. Depending on the detected brake torque or braking force, the control module 13 can then control the actuator motor 8 to adjust the positions of the propulsion and / or flow guide element 2 according to the detected brake torque or braking force.

[0055] The brake 16 mentioned above can be rotatably mounted and held in a rotationally fixed position by a torque support 17, so that the sensor 15 mentioned above can measure the load on the torque support 17 in order to determine the braking torque and / or the braking force of the brake, see Fig. 2 and 3.

[0056] The aforementioned brake 16 can be designed in fundamentally different ways. For example, a spring-applied multi-disc brake, an electrically released brake, or a hydraulically actuated brake can be provided, but other holding units can also be provided as brake 16, for example, jaw couplings that only have two braking states, namely engaged and disengaged.

[0057] The loads on the aforementioned torque support 17 can be detected or determined, for example, via a load cell or a force measuring shaft in order to determine the braking torque or braking force held by the brake 16. The sensor system 15 can therefore comprise a load cell or a force measuring shaft engaged with the torque support 17, see Figs. 2 and 3.

[0058] Advantageously, the brake 16 mentioned above can be arranged directly or immediately on the actuator motor 8 or after the actuator motor 8 in the drive train 9, since comparatively small torques have to be maintained directly on the actuator motor 8 or at its interface to the drive train 9, so that the brake 16 can be designed to be small.

[0059] For example, the brake 16 can act on the motor shaft 20 of the actuator motor 8 or on an input shaft of the drive train 9 coupled at the same speed or on a rotor element of the drive train 9 rotating at the same speed, see Fig. 2 and 3.

[0060] As Figures 2 to 4 illustrate, the braking torque can be converted into a larger or smaller braking torque at the propulsion and / or flow guide element 2 by means of gear reduction stages or gear ratio stages of the gearbox 10 of the drive train 9, cf. Figures 2 to 4.

[0061] Alternatively, the aforementioned brake 16 can also be arranged on the B-side of the motor 8, see Figure 4.

[0062] In order to also be able to detect the drive loads P during adjustment operation, an advantageous embodiment of the invention may also provide that not only the brake 16, but also the actuator motor 8 itself is rotatably mounted, wherein the aforementioned torque support 7 can hold the brake 16 or its brake stator and the actuator motor 8 in a rotationally fixed manner, so that when the drive element or flow guide element 2 is adjusted, the motor torque of the actuator motor 8 can also be detected. For example, the actuator motor 8 can be rotationally fixedly coupled to the rotatably mounted brake 16, cf. Figure 2.

[0063] The actuator motor 8 can also be fixedly or rotationally fixed to a bearing block or a bearing housing, see Figure 3. The load detection via the sensor system 15 takes place only at the holding brake 16, see Figure 3.

[0064] As already explained, the control module 13 can be configured to compare the drive load P detected in the drive train 9 and / or at the actuator motor 8 with at least one predetermined threshold value and, if the threshold value is undershot, to move the actuator motor 8 in a direction that increases the wind attack area of ​​the propulsion and / or flow guide element 2, and / or, if the threshold value or any other threshold value is exceeded, to move the actuator motor 8 in a direction that reduces the wind attack area of ​​the propulsion and / or flow guide element 2.

[0065] The control device 12 may also include determining means 18 for determining a wind direction and / or a ship's course and / or a desired orientation of the ship's hull relative to the wind direction or take their signals into account, wherein such determining means 18 are, for example, located on the ship's hull.

[0066] 7 may be provided, see Figure 1.

[0067] The control module 13 can move the actuator motor 8 to a target position depending on the detected wind direction and / or the desired ship course and / or the desired orientation of the ship's hull relative to the wind direction.

[0068] Nevertheless, if necessary, especially if the aforementioned threshold is exceeded, the control module 13 can move the actuator motor 8 away from the target position in a direction in which the wind attack area of ​​the propulsion and / or flow guide element 2 becomes smaller.

[0069] Although not specifically shown in the figures, several actuator motors 8 and several drive trains 9 can also be provided for adjusting the propulsion and / or flow guide element 2 and arranged such that the several actuator motors 8 jointly and summarily provide the actuating and / or holding force and / or the actuating and / or holding torque for adjusting and / or holding the propulsion and / or flow guide element 2 via the several drive trains 9, wherein the control device 12 has several sensing devices 14 for sensing the drive load in each of the several drive trains 9 and / or on each of the several actuator motors

[0070] 8 and the control module 13 can be designed to compare the detected drive loads with each other and to control the several actuator motors 8 in such a way that the actuating and / or holding forces and / or actuating and / or holding torques acting in the drive trains 9 are made more uniform or equalized with each other.

[0071] The described device thus achieves the following key advantages:

[0072] • It can be a standard commercially available brake that is rotatably mounted, e.g. in the form of a spring-applied multi-disc brake or an electrically released brake or a holding unit.

[0073] • A standard commercially available force measuring axle or load cell can be used as a torque support.

[0074] • Integration of the load-sensing brake into the drivetrain may be provided.

[0075] • Load collective detection is possible with the system braked.

[0076] • Alternatively, load collective detection is also possible during engine operation.

[0077] • Control of the system in case of overload, change of the flow direction (by rotating or holding the position), detachment of the sail blade or after failure of the hydraulic system is possible.

[0078] • The direction of airflow to the wind sails can be optimized.

[0079] • It is possible to optimize the speed of travel or to provide support during steering maneuvers of the ship.

[0080] • This allows for an even distribution of the load across the number of gearboxes in use, especially when the brake is closed.

[0081] • Active torque distribution is possible.

[0082] • The load-sensing brake is also suitable for use in wind turbines for azimuth and blade adjustment.

[0083] • The arrangement of the slewing gears on the slewing ring can be either external or internal gearing. The sketches show an internal gearing arrangement.

[0084] • The rotation of the rotatably mounted brake can be carried out using either rolling bearings or a sliding bearing.

Claims

2502-25 T / sw Liebherr-Components Biberach GmbH Ship with a propulsion and / or flow-guiding element such as a sail or profile mast that can be adjusted into the wind, as well as a device for adjusting such a propulsion and / or flow-guiding element. Claims 1. Device for adjusting a propulsion and / or flow-guiding element (2) such as a sail (3), profile mast (4) and the like, which is to be positioned in the wind, comprising an actuator motor (8) and a drive train (9) for transmitting an actuating and / or holding torque and / or an actuating and / or holding force from the actuator motor (8) to the movably mounted propulsion and / or flow-guiding element (2), and a control device (12) for adjusting the propulsion and / or flow-guiding element (2) depending on wind influences such as wind direction and / or strength, characterized in thatthat the control device (12) includes a detection device (14) for detecting a drive load acting in the drive train (9) and / or on the actuator motor (8) in the form of an actuating and / or holding force and / or torque, and a control module (13) for controlling the actuator motor (8) to move to different positions of the propulsion and / or flow guide element (2) depending on the drive load detected in the drive train (9) and / or on the actuator motor (8).

2. Device according to the preceding claim, wherein a brake (16) for holding the propulsion and / or flow guide element (2) in a set position and / or braking an adjustment movement of the propulsion and / or flow guide element (2) is arranged in the drive train (9) and / or on the actuator motor (8), and the said detection device (14) has a brake torque and / or force sensor (15) for detecting the brake torque and / or force of the brake (16), wherein the control module (13) is configured to adjust the actuator motor (8) to move the propulsion and / or flow guide element (2) to different positions depending on the detected brake torque and / or brake force.

3. Device according to the preceding claim, wherein the brake (16) is rotatably mounted and has a torque support (17) whose load can be measured by the brake torque and / or force sensor (15).

4. Device according to the preceding claim, wherein said torque support (17) provides rotationally fixed support to both the rotatably mounted brake (16) and the rotatably mounted actuator motor (8).

5. Device according to one of claims 2 to 4, wherein the brake (16) is arranged between the actuator motor (8) and the drive train (9) or on a B-side of the actuator motor (8) and / or acts on a motor shaft of the actuator motor (8) or on a rotor element coupled to it at the same speed.

6. Device according to one of the preceding claims, wherein the control module (13) is configured to compare the drive load detected in the drive train (9) and / or at the actuator motor (8) with at least one predetermined threshold value and, if the threshold value is undershot, to move the actuator motor (8) in a direction that increases the wind attack area of ​​the propulsion and / or flow guide element (2), and / or if the threshold value is exceeded ...). to move the actuator motor (8) in a direction that reduces the wind attack area of ​​the propulsion and / or flow guide element (2) above the aforementioned or any other threshold value.

7. Device according to one of the preceding claims, wherein the control device (12) has determining means (18) for determining a wind direction and / or a ship's course and / or a desired orientation of the ship's hull relative to the wind direction and the control module (13) is configured to move to a target position of the actuator motor (8) depending on the detected wind direction and / or the desired ship's course and / or the desired orientation of the ship's hull relative to the wind direction.

8. Device according to the two preceding claims, wherein the control module (13) is configured to move the actuator motor (8) away from the target position in a direction in which the wind attack area of ​​the propulsion and / or flow guide element (2) becomes smaller when the threshold value is exceeded.

9. Device according to one of the preceding claims, wherein the control module (13) is configured to control and / or regulate the actuator motor (8) depending on the detected drive load such that the detected drive load is maximized, taking into account a permissible maximum load, and / or assumes a value that lies within a predetermined window of a drive load-angle of attack curve, which indicates the increase of the drive load over different angles of attack of the propulsion and / or flow guide element (2).

10. Device according to one of the preceding claims, wherein several actuator motors (8) and several drive trains (9) are provided for adjusting the propulsion and / or flow guide element (2) and are arranged such that the several actuator motors (8) are controlled via the The control device (12) has several detection devices (14) for detecting the drive load in each of the several drive trains (9) and / or on each of the several actuator motors (8), and the control module (13) is configured to compare the detected drive loads with each other and, in the event of deviations of the detected drive loads from each other that exceed a predetermined threshold value, to control the several actuator motors (8) in such a way that the actuating and / or holding forces and / or actuating and / or holding torques acting in the drive trains (9) are made more uniform or equalized with each other.

11. Ship with at least one adjustable propulsion and / or flow-guiding element (2) such as a sail (3) or profile mast (4), which can be positioned in the wind, and with a device for adjusting said propulsion and / or flow-guiding element (2), which is designed according to one of the preceding claims.

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