U.S. patent application number 10/296649 was filed with the patent office on 2003-07-31 for wind-propelled watercraft.
Invention is credited to Wrage, Stephan.
Application Number | 20030140835 10/296649 |
Document ID | / |
Family ID | 26005959 |
Filed Date | 2003-07-31 |
United States Patent
Application |
20030140835 |
Kind Code |
A1 |
Wrage, Stephan |
July 31, 2003 |
Wind-propelled watercraft
Abstract
The invention relates to a wind-propelled watercraft by means of
which in contrast to the conventional solutions the wind forces can
be better utilized for the propulsion, and the turning moments
about the longitudinal axis acting on the body of the watercraft
and the hull, respectively can be reduced. With this, a sheet
element is held with at least one stay rope in close proximity to
the body of the watercraft, and the one or else a plurality of stay
ropes are attached to at least three points of the sheet element
spaced to one another. In addition, the point of application of
force of the one or else a plurality of stay ropes on the body of
the watercraft can be varied depending on the wind direction and
direction of motion.
Inventors: |
Wrage, Stephan; (Hamburg,
DE) |
Correspondence
Address: |
LEYDIG VOIT & MAYER, LTD
TWO PRUDENTIAL PLAZA, SUITE 4900
180 NORTH STETSON AVENUE
CHICAGO
IL
60601-6780
US
|
Family ID: |
26005959 |
Appl. No.: |
10/296649 |
Filed: |
December 31, 2002 |
PCT Filed: |
May 31, 2001 |
PCT NO: |
PCT/DE01/02124 |
Current U.S.
Class: |
114/102.1 |
Current CPC
Class: |
B63H 9/069 20200201 |
Class at
Publication: |
114/102.1 |
International
Class: |
B63H 009/04 |
Foreign Application Data
Date |
Code |
Application Number |
May 31, 2000 |
DE |
100 27 691.1 |
Dec 21, 2000 |
DE |
100 65 630.7 |
Claims
1. A wind-propelled watercraft having a sheet element which is held
with at least one stay rope in close proximity to the body of the
watercraft, and said stay rope(s) is (are) attached to at least
three points spaced apart from each other on said sheet element
(1), characterized in that the point (4) of application of force of
the stay rope(s) on the body (3) of the watercraft is variable
depending on the wind direction and motion.
2. A watercraft according to claim 1, characterized in that said
sheet element (1) is made of a flexible material.
3. A watercraft according to claims 1 or 2, characterized in that
on said sheet element at least one compressed gas containing
chamber (7) is formed and/or attached thereto.
4. A watercraft according to any one of claims 1 to 3,
characterized in that said compressed gas containing chamber(s) (7)
is/are charged with compressed gas having a density which is lower
than air.
5. A watercraft according to any one of claims 1 to 3,
characterized in that on the compressed gas containing chamber(s)
(7) there are apertures for charging using the dynamic pressure of
wind.
6. A watercraft according to any one of claims 1 to 5,
characterized in that said stay rope(s) (2) is/are held with an
element (5) for varying the length of said stay rope(s) (2) between
said sheet element (1) and said body (3) of the watercraft on said
body (3) of the watercraft.
7. A watercraft according to claim 6, characterized in that said
each stay rope (2) is individually held on said body (3) of the
watercraft with said element (5) for varying its length.
8. A watercraft according to claim 1, characterized in that said
point (4) of application of force is variable along a guide (8, 9)
attached to said body (3) of the watercraft.
9. A watercraft according to claim 1, characterized in that said
point (4) of application of force is excentrically disposed on a
rotary table (11) attached to said body (3) of the watercraft.
10. A watercraft according to claim 1, characterized in that said
point (4) of application of force is disposed on a pivotable jib
boom (10) attached to said body (3) of the watercraft.
11. A watercraft according to any one of claims 1 to 10,
characterized in that said point (4) of application of force is
variable with respect to the lateral straining point of said body
(3) of the watercraft.
12. A watercraft according to any one of claims 1 to 11,
characterized in that said point (4) of application of force is
variable in parallel and/or orthogonally with respect to the
longitudinal axis of the watercraft.
13. A watercraft according to any one of claims 1 to 12,
characterized in that the length of each said stay rope (2) is
individually variable.
14. A watercraft according to any one of claims 1 to 13,
characterized in that each said stay rope (2) is wound up on a
separate pulley (5).
15. A watercraft according to any one of claims 1 to 14,
characterized in that said stay ropes (2) are guided over at least
one deflection pulley (6).
16. A watercraft according to claim 15, characterized in that said
deflection pulley(s) (6) is (are) movable.
17. A watercraft according to any one of claims 1 to 16,
characterized in that said three stay ropes (2) are held on the
body (3) of the watercraft and attached to said sheet element (1)
at three points spanning a triangle.
18. A watercraft according to any one of claims 1 to 16,
characterized in that said four stay ropes (2) are held on said
body (3) of the watercraft and attached to said sheet element (1)
at four points spanning a rectangle.
19. A watercraft according to any one of claims 1 to 18,
characterized in that said compressed gas containing chamber(s)(7)
is (are) formed at the edge of said sheet element (1).
20. A watercraft according to any one of claims 1 to 19,
characterized in that the lifting force of said compressed gas
containing chamber(s) (7) is greater than or equal to the weight of
the sheet element (1).
21. A watercraft according to any one of claims 1 to 20,
characterized in that at least one hydrodynamically effective
element (31) is arranged on said body (3) of the watercraft.
22. A watercraft according to claim 21, characterized in that said
element(s) (3) is (are) pivotable about an axis.
23. A watercraft according to any one of claims 1 to 22,
characterized in that the pivoting angle of said element(s) (31) is
adjustable depending on the velocity of the watercraft and/or the
tensile force of said sheet element (1).
24. A watercraft according to any one of claims 1 to 23,
characterized in that on said sheet element (1) at least one
aerodynamically effectively pivotable element (32) is present.
25. A watercraft according to any one of claims 1 to 24,
characterized in that a leeboard attached to said body (3) of the
watercraft is rotatable with respect to the longitudinal axis.
26. A watercraft according to any one of claims 1 to 25,
characterized in that at least one sensor string guided toward said
body (3) of watercraft is attached to said sheet element (1).
27. A watercraft according to any one of claims 1 to 26,
characterized in that elements protecting from overload are present
on said stay rope(s) (2).
28. A watercraft according to any one of claims 1 to 27,
characterized in that wind stall elements are present at the outer
edges of said sheet element (1).
29. A watercraft according to any one of claims 1 to 28,
characterized in that stay rope sling elements (35) are present on
said body (3) of the watercraft.
30. A wind propulsion according to any one of claims 1 to 29,
characterized in that at least said one compressed gas containing
chamber (7) can be connected to at least one compressed gas
accumulator (104) by means of one first conduit (111) and one valve
(102), and said compressed gas containing chamber (7) can be
charged from said gas accumulator (104).
31. A wind propulsion according to claim 30, characterized in that
a second conduit (103) which can be connected to said compressed
gas containing chamber (7) or which is connected to said first
conduit (111) is present for the recirculation of gas from said
compressed gas containing chamber (7) into at least said one or a
second compressed gas accumulator (104, 114).
32. A wind propulsion according to claims 30 or 31, characterized
in that at least said first conduit (111) is regionally formed in a
flexible manner.
33. A wind propulsion according to any one of claims 30 to 32,
characterized in that a compressor (107) is provided in an in-line
arrangement with said second conduit (103).
34. A wind propulsion according to any one of claims 20 to 33,
characterized in that in said first compressed gas accumulator
(104) a pressure of said compressed gas, which is greater than or
equal to the internal pressure in said compressed gas containing
chamber (7), is met.
35. A wind propulsion according to any one of claims 30 to 34,
characterized in that the induction side of said compressor (107)
is mounted to said compressed gas containing chamber (7), and the
delivery side thereof is mounted to said compressed gas accumulator
(104, 114) in said second conduit (103).
36. A wind propulsion according to any one of claims 30 to 35,
characterized in that said second conduit (103) with said
compressor (107) is connected to said first conduit (111) in the
form of a by-pass around said valve (102).
37. A wind propulsion according to any one of claims 30 to 35,
characterized in that said first conduit (111) is guided around
said compressor (107) as a by-pass, and a two-way valve is arranged
in said first conduit (111).
38. A wind propulsion according to any one of claims 30 to 37,
characterized in that said compressed gas containing chamber (7)
and said compressed gas accumulator (104) are charged with a gas
which has a density lower than gas.
39. A wind propulsion according to any one of claims 30 to 38,
characterized in that at least said one compressed gas accumulator
(104, 114) can be attached to the watercraft.
40. A water craft according to any one of claims 30 to 38,
characterized in that on said compressed gas containing chamber (7)
at least one lockable connecting branch (108) is present for said
first conduit (111).
Description
[0001] The invention relates to wind-propelled watercrafts in which
at least one sheet element is held with at least one stay rope on a
body of the watercraft, in particular a hull. The invention can be
employed more particularly with sail ships and other watercrafts as
well solely or in combination with additional conventional
drives.
[0002] Heretofore, it is usual for the propulsion of watercrafts
and other vehicles as well to take advantage of wind power to use
one or a plurality of sails made of textile materials which are
stabilized at least on one mast, and also in addition with
so-called booms or yards. Such sails will be aligned in accordance
with the wind direction or the desired direction of motion, and
utilize at least one component of the wind power which as a rule
merely provides one portion of the total wind power for generating
propulsion.
[0003] With this form, however, turning moments are also acting in
the longitudinal axis in which the mast(s) is (are) arranged as
well which more or less cause an oblique position about the
longitudinal axis of a hull and body of the watercraft,
respectively. To actively oppose this effect leeboards and cost
effective keel constructions, respectively are employed with sail
ships and sailing boats, respectively according to the size of the
used sail areas. Since limits are set for this, however, the
direction of motion and wind direction can be utilized in an
optimized manner to each other only to some extent, and the ship
can be adequately steered such that frequently crossing is required
with unfavourable wind directions which of course results in an
extension of the duration of travel toward a particular
destination.
[0004] With high wind velocities in particular the mast and masts,
respectively is (are) providing a weakest point, and in the case
that the mast and masts, respectively is (are) breaking sailing
boats and sail ships are nearly incapable of manoeuvring and
exposed to the rigours of weather and water without any resistance
because of the failed propulsion such that a high potential of
danger is given to the ship's crew.
[0005] For avoiding said dangers with high wind velocities it can
be required to reduce at least one portion of the sail area by
reefing sail in order to decrease the forces and turning moments
acting on the masts of the ship. Thereby, of course the driving
speed of such a boat and ship, respectively is reducing.
[0006] Therefore, it is an object of the invention to provide
wind-propelled watercrafts by means of which the wind forces can be
better used for the propulsion, and the turning moments acting
about the longitudinal axis on the body of the watercraft and hull,
respectively can be decreased.
[0007] In accordance with the invention this object is solved with
the features of claim 1. Advantageous embodiments and improvements
of the invention can be implemented with the features mentioned in
the subordinate claims.
[0008] The watercraft according to the invention uses at least a
sheet element which is formed similar to a conventional sail or a
sufficiently well-known kite as well to increase the propulsion due
to the action of wind force, and to largely reduce the tilting
moments already mentioned. Such a sheet element which should have a
small mass, if possible, is held with at least one stay rope in
close proximity to the body of the watercraft wherein the stay rope
is attached to the sheet element on at least three points spaced
apart from each other to allow the sheet element to be deflected
and aligned in the vertical and horizontal directions in order to
enable an optimum alignment of the sheet element according to the
desired direction of motion under consideration of the respective
wind direction.
[0009] This can be taking things so far that by means of a stay
rope, control the sheet element will be aligned and brought into
the wind such that it is allowed to be moved in the vertical
direction upwardly and downwardly, respectively within wind layers
having higher wind velocities.
[0010] Such an element and a plurality of elements as well, wherein
a plurality of sheet elements are preferably connected to each
other, can be made of a lightweight sheet material. Favourably,
flexible materials may also be employed for such sheet elements
which deform themselves due to the wind force then, and
equivalently increase the drag factor (EW) such that the component
of force usable for the propulsion is also increased.
[0011] Compressed gas containing chambers can be arranged, formed
and also secured, respectively on the one sheet element and a
plurality of sheet elements, respectively for increasing the
stability as well and lift, as the case may be, for such a sheet
element. Such a compressed gas containing chamber which is formed
and arranged, respectively in close proximity to the sheet element,
and in which compressed gas is contained results in an increase of
the stability of such a sheet element. Such compressed gas
containing chambers can also achieve a supporting function similar
to rigid frame constructions with a smaller mass for sheet
elements. By means of one or a plurality of compressed gas
containing chamber the form and shape of the sheet element can be
defined.
[0012] On the compressed gas containing chambers fittings with
valves can be provided which allow charging and discharging the
compressed gas containing chambers, respectively.
[0013] It is more especially advantageous to charge the compressed
gas containing chambers with gas having a lower density than air
such that a lifting force component can be obtained for the sheet
elements. Appropriate charging gases for example are helium, but
hydrogen as well. With a sufficiently great volume and sufficient
charging with such a gas having a relatively lower density it can
be achieved that the lifting force is at least greater than or
equal to the weight of the sheet element. However, it should also
be greater than or equal to the proportional weight of the stay
rope(s), if possible. In this case, the sheet element is freely
floating in the atmospheric air, and it is allowed to be
significantly easier manoeuvred and aligned relative to the
prevailing wind direction. In addition, thus it is prevented from
dropping on the ground and water surface, respectively and then an
expense action is required to bring the sheet element into the wind
again.
[0014] However, similar to a conventional captive balloon, the
compressed gas containing chamber(s) can also be charged with a gas
of lower density, and such a sheet element is allowed to be
suspended thereon. In case that a two-dimensional element made of a
flexible material has been used it is favourable to use at least
two of such compressed gas containing chambers in the form of a
captive balloon.
[0015] However, the compressed gas containing chambers can also be
provided with apertures by means of which they can be charged with
air due to a dynamic pressure when the sheet element is directed
into the wind.
[0016] For enabling the first already mentioned alignment of such
sheet elements both in the vertical direction and horizontal
direction it is favourable to vary the length of the stay ropes
each used between the sheet element and body of the watercraft and
hull, respectively. On that occasion, each stay rope can be
lengthened and also shortened, respectively one by one
individually. It is also possible, however, for such two stay ropes
each which are arranged on the sheet element in horizontal and
vertical planes, respectively, to be lengthened and shortened,
respectively with the same length in the opposite direction.
[0017] By simultaneously uniform lengthening or shortening all stay
ropes the sheet element can be brought into the wind or can be
hauled in.
[0018] The elements used to vary the length of the stay ropes are
allowed to be pulleys, for example, which the respective stay rope
can be wound up on and unwound therefrom, respectively. Such
pulleys can be constructed such as the elements which in the
sailor's language are designated as "winches".
[0019] The propulsion can be manually carried out in a controlled
manner by means of electric motors and backgeared motors,
respectively in which the control of the sheet element, thus
shortening and also lengthening the stay ropes can occur under
consideration of the measured wind direction, the desired direction
of motion and/or else as the case may be under consideration of the
tensile forces measured on the individual stay ropes by means of an
electronic control.
[0020] In particular, for each avoiding and reducing the turning
moments (tilting moments) acting about the longitudinal axis it is
advantageous to vary the point of application of force of the stay
ropes on the body of the watercraft and hull, respectively under
consideration of the respective wind direction and direction of
motion. This applies independently to whether with respect to a
plurality of stay ropes these are secured to the body of the
watercraft in close proximity to each other or whether a common
virtual point of application of force results from the force
vectors of these stay ropes.
[0021] With this, various solutions are possible.
[0022] Thus, on the one hand it is possible to adequately adapt the
point of application of force of the stay ropes on the body of the
watercraft by means of a guide. In the most simple case such a
guide can be a hoop being orthogonally aligned with the
longitudinal axis of the body of the watercraft which the stay
rope(s) is (are) lead about such that according to the alignment of
the sheet element with respect to the longitudinal axis of the
point of application of force will be automatically displaced. It
is more especially advantageous for this transversal hoop to be
curvedly formed such that the convex contour of such a hoop is
facing upwardly and in the direction of the front of the body of
the watercraft (direction of hoop) respectively and obliquely
forwardly.
[0023] Such a solution can be additionally improved when such a
transversal guide is received within two guides aligned in parallel
with the longitudinal axis of the body of the watercraft, and is
allowed to be displaced by means of such guides along the
longitudinal axis of the body of the watercraft.
[0024] Another alternative to vary the point of application of
force of the stay ropes is to provide it excentrically on a rotary
table which is rotatable with its centre about a vertically aligned
rotational axis such that the point of application of force with
respect to the longitudinal axis of the body of the watercraft is
allowed to be automatically varied in its position due to the
excentric arrangement and the turning moments correspondingly
acting. However, such a variation of position can also be
implemented in a controlled manner with an equivalent rotary drive
for the rotary table.
[0025] A third alternative of varying the point of application of
force for the stay rope(s) is in the use of a lever shaped jib boom
which on one side comprises a link by means of which the lever
shaped jib boom is attached, e.g., to the longitudinal axis of the
body of the watercraft. Then, the stay rope(s) are secured in a
distance preferred at the end of this jib boom such that during
pivoting the jib boom about the link it can be achieved a variation
of the position of the force application point of the stay rope(s)
with respect to the longitudinal axis of the body of the
watercraft. Ball and socket joints and universal joints, for
example, are suitable as a link which can also be secured inside a
guide which is aligned at right angles to the longitudinal
axis.
[0026] The point of application of force can also be varied with
respect to the so-called lateral centre of pressure, and
selectively adjusted such as still to be described in the
following. With the lateral centre of pressure it deals with the
area related centre of inertia of the projected area on the
longitudinal axis of the watercraft. It is allowed to coincide with
the mean transversal axis, and the transversal axis can be located
close to the lateral centre of pressure, respectively such that
this as well can be used as reference for the point of application
of force in a simplified manner.
[0027] By means of selectively influencing the position of the
point of application of force with respect to the lateral centre of
pressure it is also allowed for the direction of motion (course) of
the watercraft to be influenced. Thus, with a position of the point
of application of force in front of the lateral centre of pressure
the watercraft can be turned into the direction of the side
sheltered from the wind (lee side) and into the direction to the
side facing towards the wind (weather side) during positioning the
point of application of force in the opposite direction, thus
behind the lateral centre of pressure (always viewed in the
direction of motion).
[0028] By influencing the position of the point of application of
force of the sheet element orthogonally to the longitudinal axis
and direction of motion, respectively the heeling can be
selectively influenced in a completely compensated manner. Thus, in
certain cases even a negative heeling can be met if the point of
application of force has been displaced quite far in the direction
of the side sheltered from the wind, for example.
[0029] In addition to the already mentioned elements for varying
the effective lengths of the stay rope(s) additional deflection
pulleys can be disposed between the point of application of force
and the sheet elements. The stay ropes can be deflected through
these deflection pulleys which is favourably effecting during the
variation of position of the point of application of force, on the
one hand. These deflection pulleys can also be displaced, on the
other hand, whereby a unique and additional variation of length of
a plurality of stay ropes can be achieved in a relatively simple
manner and without any required actuating forces.
[0030] For a sail-shaped and kite-shaped sheet element,
respectively which has been stretched in a two-dimensional manner
using the already mentioned compressed gas containing chambers if
possible, the most different geometric forms can be employed
wherein optimizing the shapes of the sheet elements for the
respective application can also be carried out under consideration
of the design of the body of the watercraft used.
[0031] For a sufficient manoeuvrability of the sheet element it is
advantageous to use at least three stay ropes being variable in its
effective length independently from each other, which are attached
to the body of the watercraft and to the sheet element then.
Mounting on the sheet element is achieved such that the three
mounting points of the stay ropes are spanning a triangle, and thus
with lengthening and shortening, respectively the effective lengths
of the three stay ropes the sheet element can be moved both in
horizontal and vertical directions as well by means of the
attacking wind force, and in addition the angle of attack is
variable with respect to the prevailing wind direction.
[0032] It is more favourably to use four stay ropes which provide
the connection between the sheet element and the body of the
watercraft. On that occasion, the four stay ropes are attached to
the sheet element such that the mounting points are spanning a
square, if possible, wherein each two mounting points are in a
common horizontal plane, and the other two mounting points are in a
vertical plane. For manoeuvring the sheet element at least
lengthening and shortening, respectively of a stay rope is
required. However, the stay ropes which mounting points are on the
sheet element in a plane can also be lengthened and shortened with
the same length if possible in opposite direction each. If this
modification will be selected, the actuation power each required
can be correspondingly reduced such that manual actuating is
readily possible.
[0033] With the invention the keel constructions being common for
watercrafts heretofore, first are allowed to be smaller dimensioned
and even more substituted by more cost effectively leeboards since
the turning moments acting about the longitudinal axis will be
significantly reduced.
[0034] Application in average situations is also possible, e.g., if
with a conventional sail ship or sailing boat a mast has been
broken and a wind propulsion according to the invention which is
onboard can be rapidly and simply employed and provide the
propulsion and manoeuvrability.
[0035] In additions it is advantageous to provide at least one
hydrodynamically effective element, which can also be designated
with the term "hydrofoil", on the body of the watercraft. On that
occasion, such an element is located beneath the floating line on
the body of the watercraft and allows stabilizing the watercraft
during the progressive movement.
[0036] It is more especially advantageous that such a
hydrodynamically effective element can be pivoted about an axis
such that a lift force or a depression force can be adjusted for
the watercraft.
[0037] However, these hydrodynamically effective elements should be
arranged such that symmetrical force relations occur with respect
to the longitudinal axis of the watercraft. Thus, for example, two
such elements can be arranged in the same level on the two outer
sides of the body of the watercraft.
[0038] Favourably, the pivoting angle of the hydrodynamically
effective elements can also be adjusted depending on the vehicle
speed and/or tensile force of the sheet element. In particular,
during immediately occurring gusts of wind, thus it can be ensured
that the body of the watercraft will be carried in the water also
during extreme situations. With this, the pivoting angle of the
hydrodynamically effective elements can be adjusted by a mechanical
coupling by means of the tensile force acting on the stay ropes or
point of application of force.
[0039] These elements are allowed to be formed similar to wings and
either aligned horizontally or in an angle slightly inclined toward
the horizontal.
[0040] The aerodynamic properties of the sheet element can be
influenced by effecting the three-dimensional form which can be
achieved by means of the stay ropes, and if the case may of
additional stay ropes. In addition, supplementary aerodynamically
effective elements can be attached to the sheet element. These
aerodynamically effective elements are allowed to be pivotally
secured on the sheet element and formed in a flap shape, for
example, such that being more or less put upright they cause lift
or side forces on the sheet element effected by the correspondingly
increased flow resistance against the attacking wind according to
the adjusted angle and the corresponding arrangement, and thus
allowing for the position of the sheet element to be manipulated
with respect to the body of the watercraft and the wind direction.
The adjustment of the pivoting angle of these aerodynamically
effective elements can be achieved by means of equivalent ropes as
well, for example, which are guided toward the body of the
watercraft.
[0041] It can also be of advantage if airflow breakaway elements
(winglets) are provided on the outer edges of the sheet element
which are allowed to cause an improvement of the aerodynamics as
well.
[0042] To avoid situations of danger additional elements protecting
from overload can be used. These elements ensure that with
exceeding a predeterminable maximum tensile force on the one or a
plurality of stay ropes this force cannot attack on the body of the
watercraft in full size. A possibility to oppose these overload
conditions is in that to provide the stay ropes with a spring, a
damper or a spring damping system wherein the spring and damper
characteristics should be adjusted such that the equivalent spring
or damping forces become effective until exceeding the threshold
already mentioned, and for example a tension spring having a
degressive spring characteristic should be selected such that the
correlative tensile forces of such an element protecting from
overload can be reduced again.
[0043] Another alternative for an element protecting from overload
is in the use of sliding clutches which are provided at winches,
for example, to influence the length of the stay ropes as the case
may be.
[0044] Another advantageous aspect of the watercraft according to
the invention can be equipped with a manipulable leeboard. Such a
leeboard is allowed to be reciprocated in the vertical direction
such that the effective area can be adjusted as the occurring
heeling on the vehicle according to the invention can be
completely, however, at least largely compensated.
[0045] However, such a leeboard can also be deflected with respect
to the longitudinal axis of the body of the watercraft such that it
is allowed to completely take over or support the function of a
conventional rudder. In addition, with such a leeboard it is
allowed to go higher by the wind (more height running).
[0046] To increase the safety at least one sensor string can be
attached to the sheet element which is guided therefrom to the body
of the watercraft. By means of these sensor strings with touching
them the propulsion of the watercraft can be influenced, and such
propulsion can be drastically reduced by the correlative influence
of the aerodynamically effective surfaces and shape of the sheet
element in a very short time. Preferably, two sensor strings can be
attached to the outer edges of the sheet element.
[0047] Controlling a watercraft according to the invention can be
facilitated by different ways and completely automated with
adequate expense as well.
[0048] Thus, measured values detected with various sensors can be
processed in control electronics, and at least the position of the
sheet element can be influenced with respect to the desired
direction of motion and wind direction with this control
electronics.
[0049] However, controlling a vehicle according to the invention,
can also be influenced purely mechanically in a relatively simple
manner with sling elements for stay ropes which are provided on the
body of the watercraft.
[0050] With these sling elements for stay ropes which are arranged
on the body of the watercraft between the respective mounting point
of the corresponding stay rope and the sheet element, influencing
the position of the sheet element can be achieved. In the most
simple case a sling element for stay ropes is allowed to be a
vertically aligned rod attached to the body of the watercraft which
the laterally drifting stay rope abuts against during equivalent
movement of the sheet body which results in a relatively shortening
of the stay rope which prevents a further movement of the sheet
element into the direction which is not desired.
[0051] However, a sling element for stay ropes can also be designed
in the form of a hoop which is attached to the body of the
watercraft. The respective stay rope is guided through this hoop
such that an abutting limit is provided on both sides in the
horizontal direction and upwardly in the vertical direction.
[0052] The sheet element for a watercraft according to the
invention is allowed to comprise at least one compressed gas
containing chamber. The compressed gas containing chamber can be a
part of the sheet element or be connected with the sheet element.
Such a compressed gas containing chamber should be able to be
charged from a gas accumulator tank in which compressed gas being
preferably helium is contained via a first conduit which is
connected and can be connected to the compressed gas containing
chamber, respectively. On that occasion, a defined gas volume is to
be filled in into the compressed gas containing chamber which is
sufficient to effect a lifting force for the complete sheet element
which should be greater than or equal to the component of the
gravitational force of the sheet element.
[0053] The connection between the compressed gas accumulator which
can be a conventional gas bottle, and the compressed gas containing
chamber on the sheet element can be achieved by a valve and can be
disconnected therefrom again. Then, the valve can be arranged in
close proximity on the outlet of the compressed gas accumulator but
also in the first conduit, and can be manually opened and closed in
a most simple manner.
[0054] However, a valve which automatically closes depending on the
internal pressure in the compressed gas containing chamber can also
be employed with reaching a predeterminable internal pressure.
[0055] For recirculating gas from the compressed gas
containing-chamber at least a second conduit should be present
which in an alternative is passing in parallel to the first conduit
already mentioned, and which can also be connected to the at least
one compressed gas containing chamber wherein this second conduit
is allowed to lead into a second compressed gas accumulator or into
a second port of that one compressed gas accumulator connected to
the compressed gas containing chamber as well.
[0056] However, the second conduit has not to be absolutely
connected in close proximity with a compressed gas containing
chamber, but it is also allowed to be connected to the first
conduit wherein the port to the first conduit can be achieved
through a so-called T-piece.
[0057] The second conduit can also represent a by-pass around the
valve already mentioned to the first conduit, however, wherein in
this case the gas recirculated from the compressed gas containing
chamber is to be carried into the one compressed gas
accumulator.
[0058] As a rule, at least in such cases in which the recirculated
gas is to be carried into the gas accumulator which has also been
used for charging the compressed gas containing chamber, in the
second conduit a compressor can be disposed the induction side of
which is connected to the portion of the second conduit towards the
compressed gas containing chamber, and the delivery side of which
is connected to the portion of the second conduit which
communicates with the gas accumulator.
[0059] Compressors in the most different well-known forms are
possible, however, wherein on the delivery side a gas pressure
should be available by means of which it is ensured that the
compressed gas accumulator can be charged again with the
recirculated gas.
[0060] In the most simple cases manually actuated compressors such
as hand pumps or piston compressors can be employed.
[0061] If two gas accumulators are used, then the second gas
accumulator into which the gas from the compressed gas containing
chamber is again recirculated can be differently dimensioned such
that inside thereof a relatively low internal pressure occurs with
the recirculated gas wherein the already mentioned compressor can
be abandoned as the case may be.
[0062] The recirculated gas temporarily stored in the second
compressed gas accumulator is thus allowed to be recirculated from
this second compressed gas accumulator into a first compressed gas
accumulator and to be compressed higher at any times by means of an
equivalent compressor.
[0063] The first conduit already mentioned can be temporally
connected to the compressed gas containing chamber for charging and
recirculating the gas wherein in this case a lockable connecting
branch should be provided on such a compressed gas containing
chamber.
[0064] As the required internal pressures in the compressed gas
containing chamber are relatively low, however, it is also possible
to stationarily connect a relatively weak dimensioned first conduit
having a low mass to the compressed gas containing chamber such
that the first conduit with a sufficient length has not to be
separated from the sheet element during the progressive movement of
the watercraft.
[0065] The first conduit should be made of flexible material not
only in this case such that handling is facilitated.
[0066] However, the first conduit connecting the compressed gas
containing chamber and a compressed gas accumulator can also be
guided as a by-pass around a compressor wherein the gas stream can
be guided through this first conduit or the compressor by means of
at least one two-way valve. The second conduit can be formed in
this case by the compressor with its two ports. The first conduit
can be guided through the compressor housing.
[0067] The compressed gas accumulator utilized at least for
charging the one and also a plurality of compressed gas containing
chambers, respectively should have an internal pressure of gas
before and during charging which is greater than or equal to the
required internal pressure in the pressure chamber and in the
pressure chambers, respectively.
[0068] All the components required for charging and recirculating
the gas are allowed to be carried with the wind-propelled
watercraft such that replenishing the compressed gas containing
chamber is also possible during the further movement. At least one
of the compressed gas accumulators should be able for this to be
attached to the vehicle wherein the attachment should be formed
such that the equivalent compressed gas accumulator can be carried
separately of the vehicle to a tank installation for replenishing
with gas.
[0069] In the following, the invention shall be explained in more
detail according to embodiments in which
[0070] FIG. 1 shows an embodiment of a sheet element which can be
employed on a watercraft according to the invention;
[0071] FIG. 2 shows another embodiment of a sheet element having a
kite shape;
[0072] FIG. 3 illustrates a top view upon a body of the watercraft
with an embodiment for a wind propulsion according to the
invention;
[0073] FIG. 3a illustrates an enlarged section X from FIG. 3;
[0074] FIG. 3b shows a jib boom which can be employed with the
embodiment according to FIG. 3;
[0075] FIG. 4 illustrates a top view of another embodiment with a
body of the watercraft;
[0076] FIG. 4a shows the enlarged section Y from FIG. 4;
[0077] FIG. 4b shows an embodiment of an element suitable for
varying the length of stay ropes;
[0078] FIG. 5 shows a top view of another embodiment for carrying
out guides on a body of the watercraft;
[0079] FIG. 5a shows a sectional view along A-A from FIG. 5;
[0080] FIG. 5b illustrates the section Z as an enlargement from
FIG. 5a;
[0081] FIG. 6 shows another embodiment of wind propulsion in a top
view;
[0082] FIG. 7 shows a top view upon a body of the watercraft having
a jib boom for varying the point of application of force;
[0083] FIG. 7a shows a front view upon an embodiment according to
FIG. 7;
[0084] FIG. 7b shows the enlargement of the sections W and W' from
FIG. 7a;
[0085] FIG. 8 shows a top view upon-another embodiment of a wind
propulsion; FIG. 8a shows a side view of FIG. 8;
[0086] FIG. 9 shows a diagrammatic view of an embodiment of a wind
propulsion on a sailing boat;
[0087] FIG. 10 shows a top view upon a diagrammatically illustrated
body of the watercraft;
[0088] FIG. 11 shows three embodiments of modification for sheet
elements and the possible alignment thereof toward the wind;
[0089] FIG. 12 shows three embodiments for adjusted forms of a
sheet element under consideration of the wind force;
[0090] FIG. 13 shows a diagrammatic view of a sheet element having
aerodynamically effective elements;
[0091] FIG. 14 shows a diagrammatic view of a sling element for
stay ropes disposed on a body of the watercraft in three views;
[0092] FIG. 15 shows diagrammatically a body of the watercraft
which is connected to a sheet element by means of a stay rope;
[0093] FIG. 16 shows an embodiment of a sheet element comprising a
compressed gas containing chamber and a connecting branch;
[0094] FIG. 17 shows the structure of an embodiment of a gas supply
and recirculation according to the invention in a diagrammatic
form;
[0095] FIG. 18 shows a second embodiment of a gas supply and
recirculation according to the invention;
[0096] FIG. 19 shows a third embodiment of a gas supply and
recirculation to be used according to the invention;
[0097] FIG. 20 shows an embodiment of a gas supply and
recirculation to be used according to the invention with two gas
accumulators.
[0098] In the FIGS. 1 and 2 are shown two possible embodiments for
sheet elements 1 as can be employed in the sail and kite shapes as
well, respectively for a wind propulsion according to the
invention.
[0099] With the embodiment according to FIG. 1 the sheet element 1
is attached with four stay ropes 2 to the not illustrated body 3 of
the watercraft wherein the length of the four stay ropes 2 can be
varied each individually, if possible in order to move the sheet
element 1 in the most different directions and align in accordance
with the desired direction of motion with a present wind
direction.
[0100] In this embodiment the sheet element 1 is made of a flexible
material, for example a film and a textile fabric, respectively
which at least are gasproof. The at least two-layered sheet element
1 sealed at the edges defines a compressed gas containing chamber 7
in the complete interior thereof which, e.g., is filled with
helium. Charging the compressed gas containing chamber 7 is
achieved under consideration of the chamber volume and the masses
of the sheet element 1, the mass thereof and the shared mass of the
stay ropes 1 in so far that a lifting force can be generated which
is greater than the corresponding gravitational force such that the
sheet element 1 will be readily held in the atmosphere as permitted
by the respective length of the stay ropes 2.
[0101] The sheet element 1 shown herein approximately corresponds
to the contour and cross-sectional geometry, respectively of a
conventional wing of an aircraft which makes effecting a dynamic
lift component caused by flow conditions on the element 1 in
addition to the static lift. By adequate adjusting the lengths of
the four stay ropes 2 it is allowed to be aligned into the wind
such that, if possible, a great air resistance is achieved with a
great effective acting surface, if possible which can be opposed to
the wind.
[0102] However, more than four stay ropes 2 as illustrated herein
can also be employed wherein this may be advantageous with large
surface dimensioned sheet elements 1.
[0103] The embodiment of a sheet element 1 shown in FIG. 2 is
similar to the design of conventional kites, and it is immediately
attached to the body 3 of the watercraft also not shown with merely
one stay rope 2. The stay rope 2 runs starting from a hitch 20 in
three individual lines which are attached to edge points of the
kite-shaped sheet element 1, wherein the sheet element 1 comprises
a frame construction 12 which preferably may be made of a
lightweight and solid material. On that occasion, it is allowed to
concern with carbon fiber reinforced plastics in tube or rod shapes
which adequately stabilize a textile fabric and keep it in
form.
[0104] The variation of the respective length of one and a
plurality of stay rope(s) 2 as well respectively can be implemented
in various manner which it shall be better explained by way of
example with the subsequent description of another figures.
[0105] Thus, FIG. 3 being a top view upon a diagrammatically
illustrated body 3 of the watercraft shows a possibility with four
stay ropes 2 in all which each can be individually varied with
elements 5 in its effective length between the body 3 of the
watercraft and the sheet element 1 not shown.
[0106] From the illustrations shown in FIGS. 3, 3a and 3b several
variations can be derived by a corresponding explanation.
[0107] Thus, the elements 5 which are commonly formed as pulleys
which the respective stay ropes 2 can be wound up on and unwound
therefrom, respectively are allowed to be anchored on the body 3 of
the watercraft. From these pulleys 5 the four stay ropes 2 are
guided over a deflection pulley 6' which herein is modified as a
so-called four-pulley block or with two double blocks, over further
four deflection pulleys 6 toward a deflection element which
represents the actual point 4 of application of force of the stay
ropes 2 on the body 3 of the watercraft, and therefrom to the sheet
element 1 not shown.
[0108] On that occasion, the force application point 4 and the
sheet element 1 are selectively drifting caused either by
lengthening and shortening, respectively the individual stay ropes
1 due to winding up and unwinding, respectively on the pulleys 5.
It is also allowed to drift in that the double block 6' as
deflection pulleys for the stay ropes 2 will be varied its
position. In particular with the description of the FIGS. 3a and 3b
it shall be still referred back to possibilities, for example, on
how this can be achieved.
[0109] In FIG. 3a the detail X from FIG. 3 is shown as an
enlargement.
[0110] Then, several arrows have been drawn especially on the
deflection pulley system 6' herein used as a four-pulley block to
indicate the possibilities for influencing the position of the
point 4 of force application. Thus, it is possible to provide
shifting in parallel or orthogonally to the longitudinal axis of
the body 3 of the watercraft as well as a pitch circle diameter
shifting as indicated with the correspondingly formed double arrow.
The latter can be achieved with an arrangement on a rotary table 11
which can be distorted about a symmetrically arranged rotational
axis. Then, the deflection system 6' is excentrically disposed on
the rotary table 11 and moves on a circle path during rotating the
rotary table.
[0111] In another variant the use of a lever arm and jib boom 10,
respectively secured to a joint 16 on the body 3 of the watercraft
which the deflection system 6' is attached to as two double blocks.
The jib boom 10 can be automatically adequately pivoted,
selectively manually but also mechanically at the upper end due to
the deflection of the sheet element 1 such that the deflection
point for the stay ropes 2, which is predetermined by the
deflection system 6', is drifting therewith according to the
movement of the jib boom 10.
[0112] In particular, in FIG. 3a on the bottom of the body 3 of the
watercraft anchored eyes can be seen which the four another
deflection pulleys 6 are attached to, which one stay rope 2 each is
further deflected on.
[0113] With the embodiment of a control shown in FIGS. 4, 4a and 4b
for the wind propulsion according to the invention four stay ropes
2 have been used again which are guided on a sheet element 1 and
attached thereto which can be formed such as according to FIG. 1.
Each individual stay rope 2 is guided through a separate deflection
pulley 6 toward an element 5 by means of which the respective
length of the stay rope 2 can be varied. Such an element 5 can be
formed as indicated with FIG. 4b, for example, as a conventional
winch as it is used on sailing boats and sail ships, respectively,
and is allowed to comprise a free-wheel and brake. Additionally, a
crank can be joined by means of which the respective stay rope can
be wound up and unwound.
[0114] The force application point 4 for the four stay ropes on the
body 3 of the watercraft can be varied by means of a deflection
system, for example a pulley system which in the sailor's language
is designated as a four-pulley block, and the position thereof by
varying the length of the four stay ropes 2 under consideration of
the desired direction of motion and the present wind direction.
[0115] The enlarged illustration of the section Y in FIG. 4a is
intimating herein that eyes 13 are anchored on the bottom of the
body 3 of the watercraft as well, and which serve for supporting
the deflection pulleys 6.
[0116] With the embodiments according to FIGS. 5, 5a and 5b guides
8 and 9 are employed to vary the position of the force application
point 4 with respect to the longitudinal and transversal axes of
the body 3 of the watercraft.
[0117] Thus, two longitudinal guides 9 which are aligned in
parallel to the longitudinal axis of the body 3 of the watercraft
are disposed at the edges of the body 3 of the watercraft. In these
longitudinal guides 9 a transversal guide 8 is held and guided such
that it can be displaced over the total length of the body 3 of the
watercraft, as required.
[0118] However, only one of the guides 8 or 9 can be employed as
well.
[0119] As can be seen in the sectional view 5a along the section
A-A, however one or a plurality of stay ropes 2 as well are guided
to the deflection pulleys 6 disposed on a guide element 14 guided
on the transversal guide 8 or in close proximity toward this guide
element 14 with the deflection pulleys 6 abandoned, and are
attached thereto.
[0120] As can be better seen in the enlarged sectional view Z in
FIG. 5b the guide element 14 can be reciprocated along the
transversal guide 8 which it is guided on in a form-fit manner and
held as indicated with double arrow such that the force application
point 4 can be varied orthogonally to the longitudinal axis of the
body 3 of the watercraft by means of shifting the guide element 14.
If the transversal guide 8 now is displaced along the longitudinal
guides 9 a further variation of the position of the force
application point 4 can be obtained.
[0121] With the embodiment shown in FIG. 6 relating to a
possibility for varying the effective length of the stay ropes 2
between the body 3 of the watercraft and sheet element 1 not shown
as well, a double lever 5 has been used which ends each a stay rope
2 is attached to. Then, the double lever arm 5 can be distorted
about an axis 15 of rotation such that according to the distortion
angle of the double lever 5 about the rotational axis the right and
the left stay ropes 2, respectively either can be lengthened or
shortened. The stay ropes are guided to the sheet element 1 around
one deflection pulley 6 each which can be formed here as a double
block. On that occasion, this deflection pulley system 6 is allowed
to represent the force application point 4.
[0122] With the embodiment shown in FIGS. 7, 7a and 7b a jib boom
10, which is attached to the body 3 of the watercraft with a joint
16, is used for varying the position of the force application point
4 for the stay ropes.
[0123] The joint 16 is preferably a ball and socket joint and a
universal joint, respectively by means of which the jib boom 10 can
be pivoted into the most different directions.
[0124] The stay ropes 2 are slung to the opposite end of the jib
boom 10 with respect to the joint 16 wherein the jib boom 16 is
allowed to have a length which can protrude beyond the maximum
extension of the body 3 of the watercraft. Thus, the tilting moment
can be further reduced by more appropriately lever relations.
[0125] As indicated in FIG. 7a the jib boom 10 can be held and
aligned with at least one and preferably two (in opposition to the
illustration) rope systems in the form of sheets as such elements
are commonly designated in the sailor's language.
[0126] In FIG. 7b sections W and W from FIG. 7a are shown to
indicate the configuration of the joint 16 with its fixation on the
body 3 of the watercraft and slinging the stay ropes 2 on the jib
boom 10.
[0127] With the embodiment shown in FIGS. 8 and 8a for a
possibility to vary the length of stay ropes 2 in principle there
are two alternatives for influencing the effective lengths of the
individual stay ropes 2 which can be performed and used together,
however individually as well.
[0128] Thus, each of the two stay ropes 2 herein are wound up on a
pulley 5 as a "winch" and guided through a deflection pulley system
herein comprising four, however at least two deflection pulleys
6.
[0129] As can be appreciated from the top view according to FIG. 8
at least two of the deflection pulleys 6 can be translationally
displaced forth and back.
[0130] As can be clearly seen from the side view according to FIG.
8a these deflection pulleys 6 are guided in a form-fit manner and
kept together with one pedal 19 each on a guide 18. When the pedals
19 are translationally moved either forth and back along the guide
18 which is attached to the body 3 of the watercraft then the
effective length of the respective stay rope 2 will be adequately
shortened or lengthened.
[0131] In FIG. 9 is shown a sailing boat with a hull as a body 3 of
the watercraft having a leeboard 21 and a conventional rudder 22.
Four stay ropes 2 are slung on the body 3 of the watercraft and at
the other ends attached to a sheet element 1 in the form of a
textile sail. At the edge of this sail-shaped sheet element 1 an
encircling compressed gas containing chamber 7 is formed which can
also comprise a plurality of separated individual chambers in which
compressed gas is contained. With such a compressed gas containing
chamber 7 a frame and stabilization function for a flexible sheet
element 1 is achieved. The stability can be further increased as
indicated with additional rod-shaped elements and also by means of
an adequate chamber design, respectively.
[0132] The length of the four stay ropes can be varied in a most
different form for example with one of the already previously
described systems.
[0133] In FIG. 10 is diagrammatically shown a top view upon a body
3 of the watercraft for an embodiment of the watercraft according
to the invention. On that occasion, the hatched area which can
extend over the total width of the body 3 of the watercraft and
also beyond as the case may be, and which is arranged in the area
of the drawn transversal axis of the body 3 of the watercraft
herein represents the surface in which the point of application of
force can be positioned by means of guides 8 and 9 as shown in
FIGS. 5a and 5b in order to minimize the heeling and to be able to
achieve an optimum driving speed. This area is allowed to be
circular when a rotary table or a jib boom 10 are used.
[0134] The effects which can be achieved by adequately positioning
the point of application of force are mentioned in the general part
of the description.
[0135] In FIG. 11 three embodiments relating to the forms of
modification of the sheet elements are illustrated wherein the
individual cross-sections are discernible herein. With these
embodiments the construction of the sheet elements 1 is based on
the shapes known from wings of aircrafts, and sheet elements 1 thus
formed are allowed to be aligned with respect to the wind as shown
in FIG. 11 such that on these sheet elements 1 a lifting component
is generated with the wind which can be used for the propulsion of
the watercraft through the stay ropes 2 not shown herein. By means
of the different modifications as shown in FIG. 11 different
propulsion forces acting as a tensile force on the point of
application of force can be implemented by the correspondingly
varied flow relations.
[0136] If sheet elements 1 are used in the modification forms as
shown in FIG. 11 the so-called Ca coefficient (lift coefficient of
a profile) is of importance in addition to the Cd factor, and just
the Ca coefficient should be great in these cases, and accordingly
the drag factor should be kept small.
[0137] By influencing the three-dimensional form with the profile
the position, aerodynamic properties and accordingly also the
acting forces can be influenced with the correspondingly occurring
Ca coefficient and Cd factor.
[0138] During the travel of the watercraft the shape of the sheet
elements 1 can also be influenced by varying the internal pressure
within the compressed gas containing chambers 7.
[0139] In FIG. 12 there are shown three further embodiments for
adjusted shapes of a sheet element 1 which can be adjusted by
varying the length of individual stay ropes 2 and by means of which
differently great wind forces can be taken into account.
[0140] Thus, the shape shown above can be met with small up to mean
wind forces to keep to aerodynamic relations by means of this
shape, which a maximum propulsion can be achieved with.
[0141] With setting the shape of a sheet element 1 as shown in the
mean illustration, the propulsion force can be reduced at greater
wind forces, and with quite high wind forces such as occurring with
gusts of wind, a variation of the shape of the sheet element 1 as
shown in the bottom illustration of FIG. 12 results in that the
propulsion force is reduced toward 0, and accordingly a very low
tensile force occurs on the point of application of force. Such a
modification can also be adjusted in other situations of danger
such as by means of the at least one sensor string already
mentioned in the general part of the description.
[0142] FIG. 13 shows in a diagrammatic form a sheet element 1
having four aerodynamically effective pivotable elements 32 in all
which can be pivoted individually or together such that they are
allowed to act similar to flaps and horizontal stabilizers known
from aircrafts in order to be able to be used for a selective
motion of the sheet element 1 in the vertical and horizontal
direction when a determined pivoting angle is adjusted with respect
to the surface of the sheet element 1. To these elements 32, for
example, adequate ropes can be attached by means of which the angle
of attack can be adjusted. In the cases in which these elements 32
engage the remaining part of the sheet element 1 in a
two-dimensional manner they are ineffective.
[0143] With these aerodynamically effective elements 32 the Ca/Cd
ratio can be influenced as well to manipulate the propulsion in the
each desired form.
[0144] With FIG. 14 the effect and function of sling elements 35
for stay ropes shall be explained in a diagrammatic form. On that
occasion, merely one such element 35 which is present in a
rod-shaped manner on the body 3 of the watercraft is shown with its
effect and function for only one stay rope 2. A stay rope 2 is
illustrated with the solid lines when the sheet element 1 is
positioned into the wind such that the watercraft is on the desired
course that means it is moved in the desired direction of motion.
If the sheet element 1 is now drifting, however, the equivalent
stay rope 2 is moving therewith and is touching the sling element
35 for stay ropes, and the drifting motion will be limited
correspondingly which necessarily results in a motion of the sheet
element 1 into the direction opposite thereto without requiring any
engagement manually or by means of another steering
possibility.
[0145] Of course, a plurality of such sling elements 35 for stay
ropes can be present in the form not shown. These are also allowed
to be employed in pairs for one stay rope 2 each to limit the
drifting motion of the sheet element 1 in two directions.
[0146] However, sling elements 35 for stay ropes are also allowed
to be formed in a bundle shaped manner as already mentioned in the
general part of the description.
[0147] In FIG. 15 a wind-propelled vehicle 3 is shown in a very
simplified manner which is connected to a sheet element 1 being
similar to a kite through at least one stay rope 100 such that the
wind forces attacking the sheet element 1 can be used for the
propulsion of the body 3 of the watercraft.
[0148] In FIG. 16 a sheet element 1 is shown with a compressed gas
containing chamber 7 which comprises a connecting branch 108. The
connecting branch 108 can be connected to a conduit 111 which the
compressed gas containing chamber 7 can be charged through with a
gas which is preferably helium such that by means of the charged
compressed gas containing chamber 7 a lift component can be
achieved which is sufficient to balance the gravitational force
acting upon the sheet element 1.
[0149] The connecting branch 108 is allowed to be desiged in the
form of a conventional quick acting closure, for example, which
should be able to be locked after charging the compressed gas
containing chamber 7 such that the first conduit 111 (not shown
herein) can be released again from the connecting branch 108 after
charging the compressed gas containing chamber 7, and the
connection will be provided again only if the gas is to be
recirculated again from the compressed gas containing chamber
7.
[0150] In FIG. 17 an embodiment is shown in a diagrammatic form how
compressed gas can be directed from a compressed gas accumulator
104 into the compressed gas containing chamber 7 of the sheet
element 1 after opening the valve 102 which is disposed in a first
conduit 111. On that occasion, the valve 105 disposed in the second
conduit 103 which is put around the valve 102 in the form of a
by-pass, is closed.
[0151] For recirculating the gas from the compressed gas containing
chamber 7 into the compressed gas accumulator 104 the valve 102
will be closed, and the valve 105 in the second conduit 103 will be
opened wherein preferably a force of expansion can be exerted upon
the compressed gas containing chamber 7 at least to assist the
recirculation of the gas from the compressed gas containing chamber
7 into the compressed gas accumulator 104.
[0152] In FIG. 18 is shown another embodiment of gas supply and
recirculation from a compressed gas accumulator 104 into a
compressed gas containing chamber 107 and vice versa. Here, two
conduits 111 and 103 are connected in parallel to each other to the
compressed gas accumulator 104 and the compressed gas containing
chamber 7. The gas contained in a compressed form within the
compressed gas accumulator 104 is allowed to pass into the
compressed gas containing chamber 7 after opening the valve 102,
and can be temporarily stored there and used for the lift of the
sheet element 1.
[0153] When the compressed gas containing chamber 7 is to be
discharged either the connection through the conduit 111 is
separated wherein this can achieved by closing the valve 102, and
simultaneously the compressor 107 which is connected with its
induction side to the compressed gas containing chamber side is
switched on and the gas can be pumped from the compressed gas
containing chamber 7 into the compressed gas accumulator 104.
[0154] The embodiment according to FIG. 19 is modified with respect
to the embodiment according to FIG. 18 in that the conduit 103 is
formed as a by-pass around the valve 102. However, in the form not
shown as already explained in the general part of the description
the valve 102 and compressor 107 as well as the conduits 111 and
103 can be exchanged.
[0155] In FIG. 19 is also indicated that at least one area 111' of
the first conduit 111 can be formed in a flexible manner.
[0156] In FIG. 20 is shown an embodiment of a gas supply and
recirculation device having two compressed gas accumulators 104 and
114.
[0157] On that occasion, it deals with a compressed gas accumulator
104 with higher internal pressure which the compressed gas
containing chamber can be charged from after opening the valve 102
in the first conduit 111.
[0158] With the closed valve 102 and the opened valve 105 in the
second conduit the gas which is adequately compressed in the
compressed gas containing chamber 7 is allowed to be recirculated
into the second compressed gas accumulator 114 and temporarily
stored there with relatively low pressure, wherein the internal
volume of the compressed gas accumulator 114 is preferably allowed
to be relatively great with respect to that of the compressed gas
accumulator 104. From this compressed gas accumulator 114 the
temporarily stored gas from the low pressure gas accumulator 114
into the compressed gas accumulator 104 can be subsequently
compressed and replenished, at a suitable time after switching oh
the compressor 107 which is connected with its induction side to
the compressed gas accumulator 104 and with its delivery side to
the compressed gas accumulator 104.
* * * * *