U.S. patent application number 14/109610 was filed with the patent office on 2014-04-17 for method for operating a ship, in particular a cargo ship, with at least one magnus rotor.
The applicant listed for this patent is Wobben Properties GmbH. Invention is credited to Aloys Wobben.
Application Number | 20140102344 14/109610 |
Document ID | / |
Family ID | 44654109 |
Filed Date | 2014-04-17 |
United States Patent
Application |
20140102344 |
Kind Code |
A1 |
Wobben; Aloys |
April 17, 2014 |
METHOD FOR OPERATING A SHIP, IN PARTICULAR A CARGO SHIP, WITH AT
LEAST ONE MAGNUS ROTOR
Abstract
The invention relates to a method for operating a ship, in
particular a cargo ship, with at least one Magnus rotor, comprising
a step of detecting the direction of a wind. Furthermore, the at
least one Magnus rotor is operated with one direction of rotation,
so that by means of the interaction between the wind and the Magnus
rotor a force is generated which is directed substantially opposite
the forward direction of the ship.
Inventors: |
Wobben; Aloys; (Aurich,
DE) |
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Applicant: |
Name |
City |
State |
Country |
Type |
Wobben Properties GmbH |
Aurich |
|
DE |
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Family ID: |
44654109 |
Appl. No.: |
14/109610 |
Filed: |
December 17, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13822980 |
Jul 26, 2013 |
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PCT/EP2011/065955 |
Sep 14, 2011 |
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14109610 |
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Current U.S.
Class: |
114/39.3 |
Current CPC
Class: |
B63H 9/02 20130101; Y02T
70/5236 20130101; Y02T 70/58 20130101 |
Class at
Publication: |
114/39.3 |
International
Class: |
B63H 9/02 20060101
B63H009/02 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 16, 2010 |
DE |
10 2010 040 903.0 |
Claims
1. A method of operating a cargo ship having four Magnus rotors
that are spaced apart from each other in the form of a rectangle,
the method comprising: detecting a direction of wind; and operating
each of the four Magnus rotors with a direction of rotation such
that action between the wind and the corresponding Magnus rotor
generates a force that is directed substantially in opposite
relationship to a forward direction of the cargo ship.
2. A method of operating a cargo ship, with at least four Magnus
rotors that are spaced apart from each other in the form of a
rectangle, wherein two first Magnus rotors of the four Magnus
rotors are provided on a port side of the cargo ship and two second
Magnus rotors of the four Magnus rotors are provided on a starboard
side of the cargo ship, the method comprising: detecting a wind
direction of wind; rotating the first Magnus rotors in a first
direction such that action between the wind and the first Magnus
rotors generates a force that is directed substantially in a
forward moving direction or a rearward moving direction of the
cargo ship, and at the same time rotating the second Magnus rotors
with a second direction that is opposite to the first direction
such that action between the wind and the second Magnus rotors
generates a force that is directed substantially in an opposite
relationship to the direction of the force of the first Magnus
rotors.
3. The method according to claim 2 wherein rotating the first
Magnus rotors comprises rotating the first Magnus rotors at a first
speed, and wherein rotating the second Magnus rotors comprises
rotating the second Magnus rotors at a second speed, and wherein
the first speed is different from the second speed.
4. A method of operating a cargo ship, with two first and two
second Magnus rotors that are spaced apart from each other in the
form of a rectangle, wherein two first Magnus rotors are provided
on a port side of the cargo ship and two second Magnus rotors are
provided on a starboard side of the cargo ship, the method
comprising: determining a wind direction of wind, rotating the
first Magnus rotors in a first direction and at a first speed and
rotating the second Magnus rotors in a second direction at a second
speed, the first and second directions being the same direction
such that action between the wind and the two first and second
Magnus rotors generates a force that is directed substantially in a
forward direction or a rearward movement of the cargo ship, wherein
the second speed is different from the first speed.
5. A cargo ship, comprising: four Magnus rotors mounted to a
surface of the cargo ship in a configuration that spaces each
Magnus rotors apart from each other in the form of a rectangle, a
motor associated with each Magnus rotor and with a respective
converter; at least one control unit for controlling the respective
converters to control direction of rotation and speed of rotation
of the corresponding Magnus rotor, wherein the control unit is
configured to operate in at least one of a first operating mode, a
second operating mode, and a third operating mode, wherein in the
first operating mode, the control unit is adapted to control the
direction of rotation of the four Magnus rotors in such a way that
action between wind and the four Magnus rotor generates a force
directed substantially in opposite relationship to a forward
direction of the cargo ship, wherein in the second operating mode,
the control unit is adapted to operate two first Magnus rotors of
the four Magnus rotors on the port side of the cargo ship with a
first direction of rotation such that action between the wind and
the two first Magnus rotors generates a force directed
substantially in the direction of the forward direction or the
rearward movement of the cargo ship, and to operate two second
Magnus rotors on the starboard side of the cargo ship with a second
direction of rotation which is opposite to the first direction of
rotation such that action between the wind and the two second
Magnus rotors generates a force that is directed substantially in
opposite relationship to the direction of the force of the two
first Magnus rotors, and wherein in the third operating mode, the
control unit is adapted to operate the two first Magnus rotors on
the port side of the cargo ship and the two second Magnus rotors on
the starboard side of the cargo ship with the same direction of
rotation such that action between the wind and the two first and
two second Magnus rotors generates a force directed substantially
in the direction of the forward direction or the rearward movement
of the cargo ship, wherein the speed of rotation of the two first
Magnus rotors is different from the speed of rotation of the two
second Magnus rotors.
6. The cargo ship according to claim 5 wherein the control unit is
configured to operate in each of the first operating mode, the
second operating mode, and the third operating mode.
Description
BACKGROUND
[0001] 1. Technical Field
[0002] The invention concerns a method of operating a ship, in
particular a cargo ship, with at least one Magnus rotor.
[0003] 2. Description of the Related Art
[0004] Magnus rotors are also known as Flettner rotors or sailing
rotors.
[0005] The Magnus effect describes the occurrence of a transverse
force, that is to say perpendicularly to the axis and to the afflux
flow direction, in the case of a cylinder which rotates about its
axis and which has an afflux flow perpendicularly to the axis. The
flow around the rotating cylinder can be viewed as a
superimposition of a homogeneous flow and an eddy around the body.
The irregular distribution of the overall flow affords an
asymmetrical distribution of pressure at the cylinder periphery. A
ship is thus provided with rotating or turning rotors which in the
flow of the wind generate a force perpendicular to the effective
wind direction, that is to say the wind direction which is
corrected with the highest speed, which force can be used similarly
as when sailing to propel the ship. The vertically disposed
cylinders rotate about their axis and air flowing thereto from the
side then preferably flows in the direction of rotation around the
cylinder, by virtue of the surface friction. Therefore on the front
side the flow speed is greater and the static pressure is lower so
that the ship receives a force in the forward direction.
[0006] Such a ship is already known from `Die Segelmaschine` by
Claus Dieter Wagner, Ernst Kabel Verlag GmbH, Hamburg, 1991, page
156. That investigated whether a Magnus rotor, also known as a
Flettner rotor, can be used as a drive or auxiliary drive for a
cargo ship.
[0007] What is common to such ships is that the Magnus effect is
used only to generate a forward propulsion force for the ship.
BRIEF SUMMARY
[0008] In accordance with one embodiment of the invention there is
provided a method of operating a ship, in particular a cargo ship,
with at least one Magnus rotor, comprising a step of detecting the
wind direction of a wind. In addition the method provides for
operating the at least one Magnus rotor with a direction of
rotation such that the action between the wind and the Magnus rotor
provides for generating a force which is directed substantially in
opposite relationship to the forward direction of the ship.
[0009] In that way it is possible to generate a rearwardly directed
force by the Magnus effect in order on the one hand to move the
ship rearwardly and on the other hand to produce a braking effect
for the ship from a forward movement. In that respect it is
precisely the latter that is advantageous as a ship does not have
any brake in the actual sense, but its forward movement can only be
braked by an oppositely directed rearward movement. Producing such
a rearward movement however is not physically possible at all in
the case of classic sailing ships by means of the position of the
sail and, in the case of ships which have a screw drive, can only
be achieved by way of the screw drive. Producing a rearwardly
directed screw force however causes unwanted lateral deflections on
the part of the ship which change the course thereof and which, in
the event of heavy braking, that is to say producing a rearwardly
directed screw force at full power, can be so great that those
lateral deflections can no longer be compensated for by the rudder
assembly.
[0010] It is therefore advantageous, in accordance with the method
of the invention, to generate a rearwardly directed force by means
of the Magnus effect in order thereby to maneuver the ship in
reverse without the use of a screw propeller and without the
lateral deflection caused by same, or to slow the ship down, or to
assist with the rearwardly directed screw force by means of the
Magnus effect and thereby to achieve maneuvering or braking more
quickly or by virtue of less screw involvement.
[0011] The invention also concerns a method of operating a ship, in
particular a cargo ship, with at least two Magnus rotors, wherein
at least one Magnus rotor is provided on the port side of the ship
and at least one Magnus rotor is provided on the starboard side of
the ship. The method comprises a step of detecting the direction of
a wind. The method further comprises a step of operating the at
least one Magnus rotor on the port side of the ship with a
direction of rotation such that the action between the wind and the
at least one Magnus rotor on the port side of the ship provides for
generating a force directed substantially in the direction of the
forward direction or the rearward movement of the ship. At the same
time the at least one Magnus rotor on the starboard side of the
ship is operated with the direction of rotation which is opposite
to the direction of rotation of the at least one Magnus rotor on
the port side of the ship such that the action between the wind and
the at least one Magnus rotor on the starboard side of the ship
provides for generating a force directed substantially in opposite
relationship to the direction of the force of the at least one
Magnus rotor on the port side of the ship.
[0012] This method is advantageous as the forces generated in
opposite directions on the port side of the ship and the starboard
side of the ship produce a turning moment about the center of
gravity of the ship. By means of that turning moment, the ship can
be turned in a desired direction which can be predetermined by the
respective directions of rotation of the port and starboard Magnus
rotors. If in that case the ship does not experience any other
forwardly or rearwardly directed force, the ship rotates
substantially on the spot. If for example a forwardly or rearwardly
directed force is generated by a screw, the ship can be deflected
in one direction or the other by means of that turning moment
without using a rudder assembly for that purpose or for assisting
same in the deflection movement. The degree of deflection due to
the Magnus effect can be predetermined in that case by the
respective speeds of rotation of the Magnus rotors.
[0013] The invention also concerns a method of operating a ship, in
particular a cargo ship, with at least two Magnus rotors, wherein
at least one Magnus rotor is provided on the port side of the ship
and at least one Magnus rotor is provided on the starboard side of
the ship. The method has a step of detecting the direction of a
wind. The method further has a step of operating the at least one
Magnus rotor on the port side of the ship and the at least one
Magnus rotor on the starboard side of the ship with the same
direction of rotation so that the action between the wind and the
at least two Magnus rotors provides for generating a force directed
substantially in the direction of the forward direction or the
rearward movement of the ship. In that case the speed of rotation
of the at least one Magnus rotor on the port side of the ship is
different from the speed of rotation of the at least one Magnus
rotor on the starboard side of the ship.
[0014] That method is advantageous as in that way, in the case of a
forward or rearward movement which is at least partially caused by
the Magnus rotors, deflection of the ship can be effected only by
or in supporting relationship by the Magnus rotors. Thus the
deflection can be effected jointly with a rudder assembly in order
to assist the latter, or also solely by the operating according to
the invention of the Magnus rotors to completely relieve the load
on the rudder assembly.
[0015] The invention also concerns a ship, in particular a cargo
ship, comprising at least one Magnus rotor, a motor associated with
the Magnus rotor and an associated converter. The ship further has
a control unit for controlling the converter, the motor and
therewith the Magnus rotor. The control unit in a first operating
mode is adapted to operate the at least one Magnus rotor with a
direction of rotation such that the action between the wind and the
Magnus rotor provides for generating a force which is directed
substantially in opposite relationship to a forward direction of
the ship. The control unit in a second operating mode is adapted to
operate a Magnus rotor on the port side of the ship with a first
direction of rotation such that the action between the wind and the
first Magnus rotor provides for generating a force directed
substantially in the direction of the forward direction or the
rearward movement of the ship. The control unit is further adapted
to operate a second Magnus rotor on the starboard side of the ship
with a second direction of rotation which is opposite to the first
direction of rotation such that the action between the wind and the
at least one second Magnus rotor provides for generating a force
which is directed substantially in opposite relationship to the
direction of the force of the at least one first Magnus rotor. The
control unit in a third operating mode is adapted to operate a
first Magnus rotor on the port side of the ship and a second Magnus
rotor on the starboard side of the ship with the same direction of
rotation such that the action between the wind and the first and
second Magnus rotors provides for generating a force directed
substantially in the direction of the forward direction or the
rearward movement of the ship. The speed of rotation of the first
Magnus rotor is different from the speed of rotation of the second
Magnus rotor.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0016] Embodiments by way of example and advantages of the
invention are described more fully hereinafter with reference to
the following Figures.
[0017] FIG. 1 shows a perspective view of a ship with four Magnus
rotors,
[0018] FIG. 2 shows a block circuit diagram of a control of the
ship with four Magnus rotors,
[0019] FIG. 3 shows a perspective view of a ship with four Magnus
rotors,
[0020] FIG. 4 shows a diagrammatic plan view of the ship with four
Magnus rotors,
[0021] FIG. 5 shows a diagrammatic plan view of the ship with four
Magnus rotors for generating a forward propulsion force,
[0022] FIG. 6 shows a diagrammatic plan view of the ship with four
Magnus rotors for generating a rearward propulsion force,
[0023] FIG. 7 shows a diagrammatic plan view of the ship with four
Magnus rotors for generating a moment about the center of gravity
of the ship,
[0024] FIG. 8 shows a diagrammatic plan view of the ship with four
Magnus rotors for generating a forward propulsion force and a
moment about the center of gravity of the ship.
[0025] FIG. 9 shows a diagrammatic cross-sectional view of a Magnus
rotor according to the present invention,
[0026] FIG. 10 shows a diagrammatic plan view of a Magnus rotor of
a ship with a rotor mounting,
[0027] FIG. 11 shows the view of FIG. 10 with a vector diagram,
[0028] FIG. 12 shows the views from FIGS. 10 and 11 with a vector
diagram, and
[0029] FIG. 13 shows the view from FIG. 12 with an alternative
vector diagram.
DETAILED DESCRIPTION
[0030] FIG. 1 shows a perspective view of a ship with four Magnus
rotors 10. In this case the ship has a hull comprising an
underwater region 16 and an above-water region 15. The ship further
has four Magnus rotors 10 which are arranged at the four corners of
the hull and which are preferably cylindrical. In this case the
four Magnus rotors 10 represent wind-operated drives for the ship
according to the invention. The ship has a bridge 30 arranged in
the forecastle. The ship has underwater a screw 50 or a propeller
50 as well as a rudder assembly 60 or a rudder 60. For improved
maneuverability the ship can also have transverse thruster rudders,
wherein preferably one is provided at the stern and one to two
transverse thruster rudders are provided at the bow (not shown).
Preferably those transverse thruster rudders are driven
electrically. In this case the bridge 30 and all superstructures
above the weather deck 14 are of an aerodynamic configuration to
reduce wind resistance. That is achieved in particular by sharp
edges and sharp-edged structures being substantially avoided. To
minimize wind resistance and achieve an aerodynamic configuration
as few superstructures as possible are provided.
[0031] The ship has a longitudinal axis 3 arranged to extend
parallel to the keel line and horizontally. Thus when travelling
straight ahead (and without the operation of transverse thruster
rudders) the longitudinal axis 3 corresponds to the direction of
travel of the ship.
[0032] FIG. 2 shows a block circuit diagram of a control of the
ship with four Magnus rotors. Each of the four Magnus rotors 10 has
its own motor M and a separate converter U. The converters U are
connected to a central control unit SE.
[0033] A diesel drive DA is connected to a generator G to generate
electrical energy. In that respect, instead of a diesel drive DA,
it is possible to provide an array of a plurality of individual
diesel drives DA with the generator G or a corresponding number of
individual generators G which considered as a whole respectively
provide to the exterior the same power as a corresponding
individual large diesel drive DA or generator G. The respective
converters U are connected to the generator G. The Figure also
shows a main drive HA also connected to an electric motor M which
in turn is connected with a separate frequency converter U both to
the control unit SE and also to the generator G. In this case the
four Magnus rotors 10 can be controlled both individually and also
independently of each other.
[0034] Control of the Magnus rotors 10 and the main drive HA is
effected by the control unit SE which, from the current wind
measurements (wind speed, wind direction) E1, E2 and on the basis
of the items of information relating to the target and actual
travel speed E3 (and optionally on the basis of items of navigation
information from a navigation unit NE), determines the appropriate
speed of rotation and direction of rotation for the individual
Magnus rotors 10 and the main drive HA to achieve a desired forward
propulsion force. In dependence on the thrust force of the four
Magnus rotors 10 and the current speed of the ship and the target
value of speed, the control unit SE steplessly regulates the main
drive HA in a downward direction if that is necessary. Thus the
wind energy power can be automatically and directly converted into
a fuel saving. The ship can be controlled even without the main
drive HA, by means of the independent control of the Magnus rotors
10. In particular stabilization of the ship can be achieved in a
heavy swell, by suitable control of the respective Magnus rotors
10.
[0035] In addition it is possible to provide one or more transverse
thruster rudders QSA to improve maneuverability of the ship. In
that respect a transverse thruster rudder QSA can be arranged at
the stern and one to two transverse thruster rudders QSA can be
provided on the ship at the front. A motor M for the drive and a
converter U are associated with each transverse rudder QSA. The
converter U is in turn connected to the central control unit SE and
the generator G. Thus the transverse thruster rudders (only one is
shown in FIG. 2) can also be used for controlling the ship as they
are connected to the central control unit SE (by way of the
converter U). The transverse thruster rudders QSA can each be
actuated individually in respect of their rotary speed and
direction of rotation, by the central control unit SE. Control can
be effected in that respect as described above.
[0036] FIG. 3 shows a perspective detail view of the ship with four
Magnus rotors 10. The Figure shows the control of an individual one
of the four Magnus rotors 10. In this respect, the Figure shows the
control unit SE for actuation of the diesel drive DA, the generator
G and the converter U of the one Magnus rotor 10. The diesel drive
DA serves to drive the generator G which then in turn generates
electrical energy and feeds it inter alia into the illustrated
converter U. In accordance with its actuation the converter U feeds
that electrical energy through the control unit SE to the motor M
to operate it in respect of direction of rotation and rotary speed
in accordance with the settings of the control unit SE. In that
case the generator G can also feed its electrical energy to further
consumers like the converters U of the further three Magnus rotors
10 in FIG. 1 or also to the on-board network or transverse thruster
rudders and the like. The converter U can also receive electrical
energy from other sources.
[0037] The control unit SE is connected to an operating unit BE
which can be arranged for example on the bridge of the ship. By way
of that operating unit BE, inputs can be actuated to the control
unit SE by the crew of the ship. The operating unit BE can have
input options such as a keyboard or a touch screen display. There
can also be knobs for pressing or turning, keys, switches, levers
or the like as the input means. They can be physically defined
and/or can be virtually displayed for example on a touch screen
display. It is also possible to implement inputs to the control
unit SE by means of speech input, for example by way of a
microphone. In addition items of information and messages of the
control unit SE can also be displayed and outputted by means of the
operating unit BE, for example optically on display elements such
as displays or monitors, acoustically by way of loudspeakers etc,
in the form of signal or warning sounds or a spoken message or also
by means of a printer or plotter in the form of a printout on paper
or the like.
[0038] FIG. 4 shows a diagrammatic plan view of the ship with four
Magnus rotors 10a, 10b, 10c and 10d. In this case the four Magnus
rotors 10 in FIG. 1 as shown as Magnus rotors 10a, 10b, 10c and
10d. The Magnus rotors 10a, 10b, 10c and 10d are each driven by the
four respective motors Ma, Mb, Mc and Md which in turn are
respectively fed and actuated by the four converters Ua, Ub, Uc and
Ud. The four converters Ua, Ub, Uc and Ud are actuated by the
control unit SE which receives its inputs by way of the operating
unit BE. In that respect the positions of the motors Ma, Mb, Mc and
Md and converters Ua, Ub, Uc and Ud, shown in FIG. 4, do not have
to correspond to the real arrangement as this diagrammatic plan
view is only intended to illustrate the interrelationship in
principle of the control of the Magnus rotors 10a, 10b, 10c and
10d.
[0039] According to the invention therefore the Magnus rotors 10a,
10b, 10c, and 10d can each be actuated individually by the control
unit SE by means of the converters Ua, Ub, Uc and Ud. It is thus
possible to give each Magnus rotor 10a, 10b, 10c and 10d, its own
rotary speed and its own direction of rotation out of two possible
directions of rotation. In that respect, those presettings can be
implemented on the one hand by the operating unit BE, that is to
say settings for each individual one of the four Magnus rotors 10a,
10b, 10c and 10d can be actuated directly by way of the operating
unit BE, and those settings can then be converted by the control
unit SE into corresponding control signals for the converters Ua,
Ub, Uc and Ud. On the other hand, the operating units BE can also
predetermine modes of operation of the ship, which are then further
processed by the control unit in order to actuate each individual
Magnus rotor 10a, 10b, 10c and 10d in such a way that the
co-operation of all four Magnus rotors 10a, 10b, 10c and 10d
provides the predetermined operating mode for the ship.
[0040] The possible options arising out of that individual
actuation of the four Magnus rotors 10a, 10b, 10c and 10d for the
ship according to the invention will be illustrated
hereinafter.
[0041] FIG. 5 shows a diagrammatic plan view of the ship with four
Magnus rotors 10a, 10b, 10c and 10d for generating a forward
propulsion force. To improve clarity of the drawing this view shows
the four Magnus rotor 10a, 10b, 10c and 10d without the motors Ma,
Mb, Mc and Md, the converters Ua, Ub, Uc and Ud, the control unit
SE and the operating unit BE in FIG. 4. In this view, a wind W acts
from the left, that is to say from port, on the ship or the Magnus
rotors 10a, 10b, 10c and 10d. To generate a forward propulsion
force using the Magnus effect the Magnus rotors 10a, 10b, 10c and
10d are therefore actuated by the control SE in such a way that
they rotate to the right, that is to say clockwise. In order
moreover to generate the same respective forward propulsion force
by each of the four Magnus rotors 10a, 10b, 10c and 10d they are
also operated at the same speed of revolution. In that respect, for
the sake of simplification, it is assumed that the wind speed is
matched to the speed of revolution of the Magnus rotors 10a, 10b,
10c and 10d, that is to say it is assumed to be the same for all
four Magnus rotors 10a, 10b, 10c and 10d. Nonetheless it is however
also possible to determine a specific wind speed for each
individual Magnus rotor 10a, 10b, 10c and 10d and to adapt the
speed of revolution of each individual Magnus rotor 10a, 10b, 10c
and 10d thereto in order to achieve the same forward propulsion for
each individual Magnus rotor 10a, 10b, 10c and 10d.
[0042] When the Magnus rotors 10a, 10b, 10c and 10d are actuated in
such a way that each of them generates the same forward propulsion
force F.sub.forward then the four forward propulsion forces
F.sub.forward,1, F.sub.forward,2, F.sub.forward,3 and
F.sub.forward,4 are added to give a total forward propulsion force
F.sub.forward,total of the ship, which the ship experiences by
virtue of the Magnus rotors 10a, 10b, 10c and 10d. At the same time
ideally there are no lateral forces or a moment about the center of
gravity of the ship.
[0043] FIG. 6 shows a diagrammatic view of the ship with four
Magnus rotors 10a, 10b, 10c and 10d for generating a rearward
propulsion force. For that purpose the four Magnus rotors 10a, 10b,
10c and 10d, with the same wind conditions as assumed in FIG. 5,
are actuated with the opposite direction of rotation as was used in
FIG. 5 to generate the forward propulsion force. In the case shown
in FIG. 6 of a wind W from port, that means that the four Magnus
rotors 10a, 10b, 10c and 10d for generating a rearward propulsion
force are driven in rotation towards the left, that is to say in
the anti-clockwise direction. In that respect in this case also the
four Magnus rotors 10a, 10b, 10c and 10d can be driven at different
speeds of rotation in order in each case to achieve the same
rearward propulsion force F.sub.rearward for each Magnus rotor 10a,
10b, 10c and 10d. Those four individual rearward propulsion forces
F.sub.rearward,1, F.sub.rearward,2, F.sub.rearward,3 and
F.sub.rearward,4 are added to give a total rearward propulsion
force F.sub.rearward,total. At the same time ideally no lateral
forces or a moment about the center of gravity of the ship
occur.
[0044] That total rearward propulsion force F.sub.rearward,total
can be used on the one hand to drive the ship according to the
invention in the rearward direction, just as the total forward
propulsion force F.sub.forward,total can drive the ship according
to the invention in the forward direction. In that respect the
respective total forward propulsion force F.sub.forward,total or
the total rearward propulsion force F.sub.rearward,total of the
four Magnus rotors 10a, 10b, 10c and 10d can be used alone to drive
the ship according to the invention, that is to say in the case of
a pure total forward propulsion force F.sub.forward,total or total
rearward propulsion force F.sub.rearward,total no lateral forces or
moments occur and the ship travels in a straight line forwardly or
rearwardly.
[0045] In that respect it is to be noted that, by virtue of the
movement of the ship in the medium which is itself moving, namely
water, flows and waves act at any time on the underwater region 16
of the ship and influence the direction of movement, that is to say
the course of the ship, by way of those forces. Equally the wind W
not only produces the Magnus effect but also acts on the
above-water region 15 of the ship and thus also causes deflection
of the ship from its desired direction of movement and displacement
of the ship into the direction of the ship, in which the wind is
blowing, that is to say towards leeward. Those sea and wind
influences may have to be taken into consideration in navigation so
that an ideal pure forward or rearward movement of the ship will
only rarely occur, but rather the generated forward propulsion
force F.sub.forward,total, or total rearward propulsion force
F.sub.rearward,total of the four Magnus rotors 10a, 10b, 10c and
10d are superposed with the natural forces acting on the ship to
produce a real forward or rearward movement thereof.
[0046] Furthermore, still further drives for the ship can
additionally act both in the forward direction and in the rearward
direction. Thus forward travel or rearward travel of the ship can
be assisted by a forward propulsion force F.sub.forward,screw or
rearward propulsion force F.sub.rearward,screw by a ship screw 50
or the like. In addition, in forward or rearward travel of the
ship, lateral forces can also be produced, for example by
transverse thruster rudders, to laterally deflect the ship.
Likewise lateral forces can be exerted by way of the rudder
assembly 60 to deflect the ship. All those forces are added to give
a total forward or rearward movement of the ship.
[0047] In addition the total rearward propulsion force
F.sub.rearward,total of the four Magnus rotors 10a, 10b, 10c and
10d can also be used to brake a ship which is travelling forwardly
in order on the one hand to reduce the forward travel or on the
other hand to completely stop its forward travel. That situation
can occur if the ship is travelling forwardly and then the total
rearward propulsion force F.sub.rearward,total of the four Magnus
rotors 10a, 10b, 10c and 10d is applied.
[0048] In that case the forward movement can be produced by the
total forward propulsion force F.sub.forward,total of the four
Magnus rotors 10a, 10b, 10c and 10d and/or by the forward
propulsion force F.sub.forward,screw of a ship screw 50 or the
like. If the forward movement of the ship is at least partially
produced by the total forward propulsion force F.sub.forward,total
of the four Magnus rotors 10a, 10b, 10c and 10d, the four Magnus
rotors 10a, 10b, 10c and 10d are to be reduced in their speed of
revolution, down to a stopped condition. Then the direction of
rotation is to be reversed and the speed of rotation is to be
attained, which is intended to produce the total rearward
propulsion force F.sub.rearward,total by the four Magnus rotors
10a, 10b, 10c and 10d. In that respect, braking of the four Magnus
rotors 10a, 10b, 10c and 10d and reversal thereof and acceleration
in the opposite direction of rotation is coordinated as between the
four Magnus rotors by the control unit SE in such a way that, at
any moment in time, reversal of the total forward propulsion force
F.sub.forward,total to the total rearward propulsion force
F.sub.rearward,total causes as far as possible only forces in the
forward or rearward direction respectively in order to avoid
lateral forces and moments due to the four Magnus rotors 10a, 10b,
10c and 10d. If the ship is driven forwardly by other drive forces
like the forward propulsion force F.sub.forward,screw of a ship
screw 50 or the like, that is to say the four Magnus rotors 10a,
10b, 10c and 10d are in a stopped condition, then, to initiate a
braking action by means of the Magnus effect, they are to be
accelerated in the appropriate direction of rotation to the
required rotary speed, in the same way as described hereinbefore
for the situation involving a reversal in the forces involved.
[0049] In that respect, braking of a ship is of particular
significance as the ship moves floating in the medium water and
does not have a solid surface therebeneath, like for example a
motor vehicle, in relation to which a braking force can be applied.
Thus, hitherto ships were decelerated by reversing the direction of
rotation of the screw 50, thereby producing a force in the water,
that is in opposition to the forward movement. That deceleration
effect only acts very slowly because of the enormous inertia of the
mostly very large ships, in particular cargo ships, so that braking
of the ship already has to be initiated a long time before the
moment at which the ship comes to a stop. As a result, a ship and
in particular a cargo ship can scarcely perform a braking operation
in order for example to avoid a collision with another ship or the
like. Furthermore, generating a rearward force by the screw 50 to
decelerate the ship in the water also leads to a lateral force
which deflects the ship from its actual course and which has to be
compensated by the rudder assembly 60. If deceleration is indeed
performed with full rearward force by the screw 50, that lateral
force can even become so great that it can no longer be compensated
by the rudder assembly 60 and the ship runs off course.
[0050] It is therefore particularly advantageous to support
deceleration of a ship by means of the four Magnus rotors 10a, 10b,
10c and 10d or to perform such deceleration solely thereby. It is
possible in that way to generate a higher rearward propulsion force
than only by the screw 50 alone so that it is precisely in a
deceleration situation under full power to avoid a collision, that
it is possible to achieve faster braking to a stopped condition. In
addition, when performing braking solely by means of the Magnus
rotors 10a, 10b, 10c and 10d, the laterally acting force due to the
screw 50 can also be avoided and the ship can be held reliably on
course by the rudder assembly 60 or the like, even when being
decelerated.
[0051] FIG. 7 shows a diagrammatic plan view of the ship with four
Magnus rotors 10a, 10b, 10c and 10d for generating a moment about
the center of gravity of the ship. In that respect, it is assumed
that the ship is being subjected to the same wind W acting from
port, as in FIGS. 5 and 6. In this case the four Magnus rotors 10a,
10b, 10c and 10d are actuated by the control unit SE in such a way
that the two Magnus rotors 10a and 10c rotate in such a way that
they are added to give a total forward propulsion force
F.sub.forward,total and the two Magnus rotors 10b and 10d are
rotating in such a way that they are added to give a total rearward
propulsion force F.sub.rearward,total. In the FIG. 7 situation that
means that the two Magnus rotors 10a and 10c are rotating towards
the right, that is to say in the clockwise direction, and the two
Magnus rotors 10b and 10d are rotating towards the left, that is to
say in the anti-clockwise direction.
[0052] Thus a total forward propulsion force F.sub.forward,total is
produced on the port side of the ship and a total rearward force
F.sub.rearward,total is produced on the starboard side of the ship,
by the four Magnus rotors which are actuated in that way. As
however the ship is designed as a whole, that is to say the two
sides of the ship are joined together, that superimpositioning of
the port-side total forward propulsion force F.sub.forward,total
and the starboard-side total rearward propulsion force
F.sub.rearward,total results in a rotary moment Mm about the center
of gravity S of the ship. In that respect the four Magnus rotors
10a, 10b, 10c and 10d can be operated at the same speeds of
revolution or also in part or respectively at different speeds.
[0053] In the FIG. 7 situation that moment Mm causes rotation of
the ship about its center of gravity S towards the right, that is
to say in the clockwise direction. Reversing the directions of
rotation of all four Magnus rotors 10a, 10b, 10c and 10d however
can also produce a moment Mm which acts in the opposite direction,
that is to say towards the left, that is to say in the
anti-clockwise direction.
[0054] That moment Mm can be used to rotate the ship on the spot in
order thereby to maneuver the ship. A rotary moment Mm can be used
in one direction of rotation to initiate rotation of the ship in
that direction. In addition the opposite moment Mm can be used by
reversal of the direction of rotation for braking the rotation of
the ship. The same considerations apply in that respect as when
decelerating the ship as shown in FIG. 6.
[0055] In that respect the four Magnus rotors 10a, 10b, 10c and
10d, for producing a pure rotary moment about the center of gravity
of the ship, are to be actuated in such a way that, by virtue of
their speeds of rotation, they respectively generate a force
F.sub.forward,1, F.sub.rearward,2, F.sub.forward,3 and
F.sub.rearward,4 which are identical in magnitude, and the forces
F.sub.forward,1 and F.sub.forward,3 differ from the forces
F.sub.rearward,2 and F.sub.rearward,4 only in their sign, that is
to say their orientation in the forward and rearward direction
respectively of the ship.
[0056] FIG. 8 shows a diagrammatic plan view of the ship with four
Magnus rotors 10a, 10b, 10c and 10d for generating a forward
propulsion force and a moment about the center of gravity of the
ship. Here the four Magnus rotors 10a, 10b, 10c and 10d are driven
at different speeds of rotation in the same directions of rotation.
In the FIG. 8 case a wind W is again acting on the ship from port.
To produce a total forward propulsion force F.sub.forward,total the
four Magnus rotors are correspondingly driven towards the right,
that is to say clockwise, see FIG. 5. In that respect however in
the FIG. 8 case, the two Magnus rotors 10a and 10c at the port side
of the ship are driven at a higher rotary speed than the two Magnus
rotors 10b and 10d on the starboard side of the ship. In that way,
a higher forward propulsion force is generated at the port side of
the ship by the forces F.sub.forward,1 and F.sub.forward,3 than by
the forces F.sub.forward,2 and F.sub.forward,4 at the starboard
side of the ship. That excess of port-side forward propulsion force
in relation to the starboard-side forward propulsion force
generates a moment Mm about the center of gravity S of the ship, in
this case a moment Mm which acts towards the right, that is to say
clockwise, see FIG. 7. The total forward propulsion force
F.sub.forward,total and the moment Mm are superimposed to give an
overall movement of the ship so that the ship is moved on the one
hand forwardly and on the other hand at the same time towards the
right.
[0057] Thus the different speeds of rotation of the four Magnus
rotors 10a, 10b, 10c and 10d make it possible to also steer the
ship when moving, that is to say to laterally influence the course,
in the case shown in FIG. 8 to travel in the forward movement along
a right-hand curve, that is to say a curve towards starboard, that
is to say in the clockwise direction. If the speeds of rotation of
the four Magnus rotors 10a, 10b, 10c and 10d are so selected that
the two starboard-side Magnus rotors 10b and 10d generate higher
forward propulsion forces F.sub.forward,2 and F.sub.forward,4 than
the two port-side Magnus rotors 10a and 10c, the ship is deflected
towards the left, that is to say towards port, that is to say in
the anti-clockwise direction.
[0058] If the four Magnus rotors 10a, 10b, 10c and 10d are operated
in such a way that a total rearward propulsion force
F.sub.rearward,total is generated, then in this case also the ship
can be deflected in the manner shown in FIG. 8, that is to say also
in the case of a rearward movement of the ship, whether that is for
braking the ship or for the rearward movement of the ship,
deflection of the ship can be effected by means of different rotary
speeds of the starboard-side and port-side Magnus rotors 10a, 10b,
10c and 10d with the same directions of rotation.
[0059] In all those cases either the lateral deflection of the ship
can be effected solely by the different rotary speeds of the
starboard-side and port-side Magnus rotors 10a, 10b, 10c and 10d
with the same directions of rotation, or such lateral deflection
can also be effected jointly with the rudder assembly 60 or also by
transverse thruster rudders in order to assist with the effects
thereof.
[0060] In comparison with the production of a pure total forward
propulsion force F.sub.forward,total, as described with reference
to FIG. 5, the production of a combined total forward propulsion
force F.sub.forward,total with a moment Mm, in accordance with the
description relating to FIG. 8, involves the production of a lesser
total forward propulsion force F.sub.forward,total as two of the
four Magnus rotors 10a, 10b, 10c and 10d cannot be operated at full
power, that is to say the maximum rotary speed, in order to produce
the moment Mm required for deflection of the ship, by virtue of
that difference in the rotary speeds and thus the starboard-side
and port-side forward propulsion forces. Thus exerting a moment Mm
for deflection of the ship always leads to a reduction in the total
forward propulsion force F.sub.forward,total.
[0061] In regard to the above-described possible ways of
maneuvering center a ship with Magnus rotors, attention is to be
drawn to the fact that four Magnus rotors 10a, 10b, 10c and 10d are
admittedly shown in and described with reference to FIGS. 5 to 8,
but those possible options are possible with a multiplicity of
combinations of Magnus rotors as long as the rotary speed and
direction of rotation can be predetermined as described
hereinbefore at least for some of the Magnus rotors. In addition,
for producing a moment Mm, as shown in FIGS. 7 and 8, it is at
least necessary to have a respective Magnus rotor 10a, 10c on the
port side of the ship and a Magnus rotor 10b, 10d on the starboard
side.
[0062] FIG. 9 shows a sectional view of the Magnus rotor 10
according to the invention of a ship. The Magnus rotor 10 has a
cylindrical rotor body 8 and an end plate 12 arranged in the upper
region. The rotor body 8 is mounted rotatably on a rotor mounting 4
by means of a bearing 6. The rotor body 8 is connected by way of
means for force transmission, to a drive motor 106, in the upper
region of the mounting 4. The rotor mounting 4 has an inside
surface 7. A measuring device 5 is arranged in the region of the
inside wall 7, in a lower region of the rotor mounting 4. The
measuring device 5 can be reached by means of a working platform
108.
[0063] The measuring device 5 is adapted to determine a flexural
loading on the rotor mounting, as a consequence of a substantially
radial force loading on the bearing 6, due to the action of a force
on the rotor body 8. The measuring device has two strain gauge
sensors 9, 11 which in the present example are arranged at an angle
of 90.degree. to each other.
[0064] The rotor mounting 4 is connected to the deck of the ship by
means of a flange connection 110.
[0065] FIG. 10 shows a diagrammatic cross-sectional view through a
Magnus rotor 10 according to the invention. The Magnus rotor 10 has
the rotor mounting 4 within the rotor body 8. A first strain gauge
sensor 9 and a second strain gauge sensor 11 are arranged at the
inside surface 7 of the rotor mounting 4, as part of the measuring
device. The first strain gauge sensor 9 is on a first axis 13, as
viewed from the center point of the rotor mounting 4. The first
axis 13 extends at an angle .beta. relative to the longitudinal
axis 3 of the ship. In a particularly preferred embodiment the
angle .beta.=0. The second strain gauge sensor 11 is arranged along
a second axis 17 at the inside surface 7 of the rotor mounting 4,
as considered from the center point of the rotor mounting 4. In a
particularly preferred embodiment the angle between the first axis
13 and the second axis 17 .alpha.=90.degree..
[0066] The first strain gauge sensor 9 is connected by means of a
signal line 19 to a data processing installation 423. The second
strain gauge sensor 11 is connected by means of a second signal
line 21 to the data processing installation 23. The data processing
installation 23 is connected by means of a third signal line 25 to
a display device 27. The display device 27 is adapted to display
the direction and magnitude of the propulsion force acting on the
rotor mounting 4. The data processing analysis is adapted to
perform the method according to the invention.
[0067] FIGS. 11 to 13 show in principle the same view as FIG. 10,
except that the diagrammatically indicated signal lines and the
data processing installation as well as the display device have
been omitted. The way in which the force acting on the Magnus rotor
10 is interpreted and determined by means of the measuring device
is illustrated by means of FIGS. 11 to 13.
[0068] Beginning with FIG. 11 it is to be noted that the Magnus
rotor 10 has a side remote from the wind and a side 34 towards the
wind. The side 34 towards the wind has a surface, towards which
wind flows in an afflux flow. The direction from which the wind
flows to the Magnus rotor 10 in an afflux flow differs in that
respect from the actual wind direction when considered
stationarily, as the ship is generally in motion. Wind is incident
on the Magnus rotor 10 in the direction of the arrow 33, whereby
the Magnus rotor 10 is acted upon with a force, in the direction of
the wind. That is referred to hereinafter as the wind force or
briefly F.sub.W. The Magnus rotor 10 rotates in the direction of
the arrow 29. Because of the Magnus effect, that produces a force
in the direction of the arrow 35, as shown in FIG. 12. That force
is referred to hereinafter as the Magnus force or briefly F.sub.M.
The vector F.sub.M extends orthogonally relative to the vector
F.sub.W.
[0069] Therefore a force which is composed of the wind force
F.sub.W on the one hand and the Magnus force F.sub.M on the other
hand acts on the rotor mounting 4. Addition of the two vectors
F.sub.W and F.sub.M results in a vector for the total force,
hereinafter referred to as F.sub.G. The vector F.sub.G is in the
direction of the arrow 37.
[0070] FIG. 13 corresponds to FIGS. 11 and 12, and also FIG. 10,
with the exception that the longitudinal axis 3 and the first axis
13 on which the first strain gauge sensor 9 is disposed coincide in
FIG. 13. The total force F.sub.G in the direction of the arrow 37,
which has already been deduced by reference to FIGS. 11 and 12, can
be interpreted in the case of vectorial consideration as a sum of
two vectors at a right angle to each other. In a particularly
preferred embodiment the first strain gauge sensor 9 and the second
strain gauge sensor 11 are arranged at a right angle to each other.
In the FIG. 13 embodiment the first strain gauge sensor is arranged
in the direction of travel and thus in the direction of the
longitudinal axis 3 of the ship at the inside of the rotor mounting
4 while the second strain gauge sensor 11 is orthogonal thereto and
is thus arranged substantially precisely in the transverse
direction of the ship along the second axis 17.
[0071] Consequently the vector of the total force F.sub.G can be
divided into a vector in the direction of the longitudinal axis 3
or the first axis 13 and a second vector in the direction of the
second axis 17. The proportion in the direction of the first axis
13 or the longitudinal axis 3 is referred to hereinafter as
F.sub.V. The vector in the direction of the second axis 17 is
referred to hereinafter as F.sub.Q. In that respect F.sub.V stands
for propulsion force and extends in the direction of the arrow 39
while F.sub.Q is to be interpreted as a transverse force and is in
the direction of the arrow 41.
[0072] Depending on the direction in which the vector F.sub.G acts,
the flexural loading detected by the first strain gauge sensor 9
differs from the flexural loading detected by the second strain
gauge sensor 11. The ratio of the flexural loadings in the
directions of the arrows 39 and 41 relative to each other changes
with an angle .gamma. between the total force F.sub.G in the
direction of the arrow 37 and one of the two axes 13 and 17. For
the situation where the flexural loadings detected by the first
strain gauge sensor and the second strain gauge sensor 11 are of
equal magnitude, the angle between the total force F.sub.G and the
propulsion force F.sub.V .gamma.=45.degree.. For the situation
where for example the flexural loading detected by the first strain
gauge sensor 9 is twice as great as that detected by the second
strain gauge sensor 11, the angle of F.sub.G to F.sub.V or relative
to the first axis 13, .gamma.=30.degree..
[0073] In general terms consequently the angle .gamma. between
F.sub.G and F.sub.V follows from the relationship .gamma.=arctan
(signal value of the first strain gauge sensor 11/signal value of
the second strain gauge sensor 9).
[0074] Likewise, taking the two signal values ascertained by the
individual strain gauge sensors 9, 11, in addition to the angle of
the acting force F.sub.G, it is possible to ascertain therefrom the
magnitude thereof in relation to selectively the first or second
strain gauge sensor measurement value. The magnitude of the vector
is afforded by the relationship F.sub.G=F.sub.V/cos(.gamma.) or
signal value equivalent=(signal value of the first strain gauge
sensor 9)/cos .gamma.).
[0075] The various embodiments described above can be combined to
provide further embodiments. All of the U.S. patents, U.S. patent
application publications, U.S. patent applications, foreign
patents, foreign patent applications and non-patent publications
referred to in this specification and/or listed in the Application
Data Sheet are incorporated herein by reference, in their entirety.
Aspects of the embodiments can be modified, if necessary to employ
concepts of the various patents, applications and publications to
provide yet further embodiments.
[0076] These and other changes can be made to the embodiments in
light of the above-detailed description. In general, in the
following claims, the terms used should not be construed to limit
the claims to the specific embodiments disclosed in the
specification and the claims, but should be construed to include
all possible embodiments along with the full scope of equivalents
to which such claims are entitled. Accordingly, the claims are not
limited by the disclosure.
* * * * *