Ocean Current Turbine

Abstract

To provide an improved ocean current turbine.SOLUTION: The ocean current turbine includes a main frame (0), a reversion mechanism, an endless rotary chain (4) having a plate (1), a port side frame and a starboard side frame (PP, PS) continuously convex and extending to return from a bow part (PB), and a laterally wide stern part (PA) narrower than a maximum distance between the port side frame and the starboard side frame. When the plate (1) is guided frontward again by the rotary chain (4) and extended to the bow part (PB), the reversion mechanism rotates the plate (1) into the passive state that the plate (1) does not substantially capture water.SELECTED DRAWING: Figure 2a

Description

[Technical field]

[0001] The present invention relates to an ocean current turbine. Specifically, the present invention relates to an ocean current turbine having a main frame connected to a bow of a ship. Applied to a boat-shaped marine current turbine with convex frame sides and a transom stern The shape of the main frame is such that the sides are continuously convex and the width of the center part is wider than the transom stern. It is wider than the dinghy's waterline, and is approximately equal to the waterline of the dinghy. The sides run starboard and port main chains, respectively, with transverse plates that are captured by the water current. The main chain drives wheels that are connected to a generator to convert momentum energy into, for example, electrical energy. The power plant drives a pump that converts heat into electricity or generates hydraulic energy. The chain changes direction from transverse to longitudinal, and the backbone returns to the shielded space between the sides of the frame, The residues are aligned along the chain. [Background technology]

[0002] Patent Document 2, which is based on Patent Document 1 (filed on June 10, 2016), is a marine power plant. The marine power plant has a main frame with a sharp V-shape, and is able to withstand the current. The distance between the two straight frame sides is linear with the distance from the tip. The main frame is V-shaped as shown in the attached Figure 5. The main chain with transverse plates that are captured by the water flow runs along the starboard and port sides, respectively. The main chain drives the wheels connected to a generator, converting the momentum energy into, for example, electrical energy. From the rear end of the maximum width point, the plate rotates from lateral to longitudinal, The chain returns to the shielded space between the sides of the frame, and the plates are aligned along the chain. When submitting the plate, when looking at the V-shaped geometric shape of each plate, which appears even in the front view, A pronounced V-shape is observed in the main area when the water flow is assumed to be uniformly exposed to the water. It was predicted that the chain would transfer the maximum momentum energy of the water to the plate that drives the chain. Figure 6 Please refer to. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Norwegian Patent Application Publication No. 20160991 [Patent Document 2] Norwegian Patent No. 341417 Summary of the Invention [Means for solving the problem]

[0004] The present invention relates to an ocean current turbine for converting water current energy, the ocean current turbine comprising: a main The main frame (0) is adapted to rotate in the sea or river. The main frame (0) is placed so as to be immersed in the water flow (F), and faces directly toward the water flow (F). The bow section (PB) is arranged so that the water flow (F) is captured by the bow section (PB) and One or more starboard naval vessels having a plate (1) arranged to be driven aft by The end rotating chain and the port endless rotating chain (4) are continuously convex and return from the bow (PB). The port side frame and starboard side frame (PB, PS) extend as shown in the figure. A transversely wide stern (PA) narrower than the maximum distance between the starboard frame (PS, PB) and , and the rotating chain (4) is arranged around one or more driven wheels (5) which operate a generator (G). The rotating chain (4) extends to the right and is in driving engagement with the driven wheel (5), and has a plate (1). The port endless rotating chain and the port endless rotating chain (4) are provided, and the plate (1) is connected to the port side frame and The rotation mechanism (9) is arranged to extend along the starboard frame (PB, PS). The plates (1) are arranged to rotate and capture the water flow at the bow section (PB). are driven rearward along the starboard and port frames (PS, PP), respectively. , and returns to the rear end by the wide stern section (PA), and the rotation mechanism (8) is connected to the starboard frame and the port frame. In the shielded cavity (PH) between the side frames (PS, PP), the plate (1) is connected to the rotating chain (4). When the plate (1) is guided forward again by the water and extends to the bow (PB), Rotate each plate (1) into a qualitatively non-trapping passive state.

[0005] Further details of embodiments of the invention are set out in the dependent claims. [Brief description of the drawings]

[0006] [Figure 1] Figure 1 is a perspective view of one embodiment of an improved marine current turbine showing one bow section (PB) positioned to face the current, a port side frame (PP) and a partially concealed drive chain (4) with a plate (1) that is exposed aft with the current from the bow along most of the side frame until it is short cut by a transversely wider aft section (PA). The side frame is continuously convex, i.e. curved outwardly over the entire length of the side frame. [Figure 2a]A plan view of an embodiment of a marine current turbine according to the invention, in section, showing the port and starboard endless rotating chains (4) with plates that are aligned after being positioned transversely and captured by the water flow (F) at the bow (PB), driven backwards along the starboard and port frames (PS, PP) of the water flow as they travel in the starboard and port rotating chains (4) along the convex frames (PS, PP) respectively to the aft outer end of the wide aft section (PA), then transitioning to a mainly passive state where they do not capture water, moving forward again by the rotating chains (4) in the shielded cavity (PH) between the starboard and port frames (PS, PP) and extending forward again towards the bow (PB), thus closing the chains (4). [Figure 2b] FIG. 2 is a perspective view from the stern of the main frame (0), showing the aft section (PA), with the vertical axles (7) of the two wheels (5) arranged on either side of the aft section. [Figure 2c] This is a side view of the main frame (0) seen from the starboard side. [Figure 2d] Front elevation of the main frame (0), with the bow section (PB) facing the leader. [Diagram 3] Top view of the main frame (0) with the top plate (00) and the profile of the U-shaped channel (8) when the plate (1) extends from the bow (0) to the stern (PA). The length of the whole structure can be of the order of 20 meters to 200 meters, preferably 50 meters to 150 meters, in Fig. 7 an embodiment of the shape of the starboard frame side (PS) for a hull length of 100 meters is shown. [Figure 4] FIG. 1 is a perspective view of the main frame (0) with the drive chain (4) extending between the front wheel (5) and the rear wheel (5) and showing the direction of movement of a portion of the starboard plate in the starboard (upper) drive chain (4). [Diagram 5] 1 shows the shape of the main frame in the prior art, particularly in Patent Document 2. [Figure 6] 1 shows the shape of the main frame in the prior art, particularly in Patent Document 2. [Figure 7]One embodiment of the shape of the starboard frame side (PS) for a 100m long ship is shown. [Figure 8] Figure 8A shows underwater velocity calculations calculated in the horizontal plane according to the model of the present invention, with an initial water flow velocity of 2.5 m / s and L = 100 m. Figure 8B shows underwater dynamic pressure calculations calculated in relation to the velocity fluctuations calculated in Figure 8A. [Figure 9] Shown is a rotation mechanism for the plate (1) on the front or rear wheel (5) adapted to rotate the plate 90 degrees from longitudinal to lateral or lateral to longitudinal relative to the drive chain (4). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0007] The invention is illustrated in the accompanying drawings.

[0008] FIG. 1 is a perspective view of one embodiment of an improved ocean current turbine, positioned to face the current. The bow section (PB) is connected to the port side frame (PP) and the partial concealment plate (1). The plate (1) runs from the bow along most of the side frame. Then, the side frame moves backward with the current until it is cut short by the transverse wide stern (PA). The side frames are continuously convex, i.e., the entire length of the side frames is and bends outward.

[0009] Figure 2a shows a cross-sectional plan view of an embodiment of an ocean current turbine according to the invention. The figure shows the port and starboard endless rotating chains (4) with plates. is adapted after being set laterally and captured by the water current (F) at the bow (PB), The plates are respectively connected to the starboard rotating chain and the port rotating chain (4) through the convex frame (PS, When traveling along the PP back to the aft end of the wide stern (PA), the starboard side of the water flow The left and right frames (PS, PP) are driven rearward along the left and right frames (PS, PP), respectively, and then, The starboard and port frames (PS, P P), the shielded cavity (PH) is again guided forward by the rotating chain (4), and the bow (PB) This makes the chain (4) endless.

[0010] The plate (1) is arranged to rotate within the chain (4) so ​​that the plate (1) faces backwards. When you move forward, the wheel rotates to follow the chain. The stern wheel (5) has a mechanism for reversing the plate from the longitudinal direction to the transverse direction relative to the chain. There is an opposing mechanism that rotates the wheels from lateral to longitudinal relative to the chain (4). Such an inversion mechanism is described in detail in Patent Document 2. In one embodiment, the plate (1) is Two half plates that fold together to form a transverse plate. The two half plates are aligned in a single plane. The two half plates can be folded together and rotated parallel to the chain. Now, plate (1) rotates between a transverse position to a longitudinal position relative to the chain and then The back may be a whole plate.

[0011] The arch portion (PB) may, in one embodiment, be curved or partially pointed facing the main direction of water flow. A plate or solid structure with a front section with a starboard and port stream. The starboard and port water flows are divided by the top and bottom plates (PB). The conductors are led at the top and bottom.

[0012] The port and starboard frames (PS, PP) are continuously convex, and the bow ( PB) back to the transversely wide stern section (PA), and A) is narrower than the maximum distance between the port and starboard frames (PS, PB). The beam width point is the maximum width point of the port frame and starboard frame (PS, PP). This taper to the PPB allows for a smaller diameter compared to the conventional V-shaped main shape. In comparison, the plates (1) arranged laterally in the chain have better water velocity and pressure distribution. It turns out that this is a surprising effect.

[0013] FIG. 2b is a perspective view of the main frame (0) from the stern, showing the stern section (PA); The vertical axles (7) of the two wheels (5) are located on either side of the stern. A cylindrical receiving portion can also be seen axially above the axis (7) of the wheel (5), which A generator (G) that generates an electric current by the action of water flow on a plate (1), and a generator shaft (7) The generator can be alternatively housed in the drive chain (4) which rotates the upper wheel (5). In the figure, the starboard frame side and the left frame side are indirectly generated and compressed by the hydrogen generator. The outer plates along the sides of the ship frame (PS, PP) are lateral and capture the water flow, Plates (1) along the medial path of the sinus (PH) are aligned longitudinally with the chains (4), As a result, it is shown that the water is not captured. Upper curved longitudinal surface and lower bay extending back to near the rear wheel (5) of the tail section (PA) In the U-shaped groove (8) between the curved longitudinal surfaces (81), the plate (1) is exposed to the water flow. The groove (8) is between the upper and lower hull plates (82). The upper and lower hull plates (82) may be arranged on the plate ( Together with the plate (1), it helps capture and collect the water flowing toward the groove (8). In the rectangular case, the grooves are rectangular rather than U-shaped.

[0014] From FIG. 2b, it can be seen that the (upper and lower) drive chains (4) and the wheels (5) also have a curved longitudinal surface. The figure shows that the water flow is covered by a surface (81). This allows the water flow to gather and The air flows along the groove and does not interfere with the drive chain (4), especially the wheels (5). The intermediate links on the drive chain (4) also have upwardly projecting pins with lateral carriages (23). and downwardly projecting pins (22), and ) are provided with respective upper and lower rails (1) that are positioned along the desired path of the drive chain. 01) and runs along the upper and lower rails (101). These pins (22) are also positioned to engage vertical recesses in the drive wheels (5) to It drives the wheels (5).

[0015] FIG. 2c is a side view of the main frame (0) seen from the starboard side. (8) is shown, in which a longitudinally curved surface (81) is connected to the drive chain (4), the wheels (5), and The pin (22) and the longitudinal curved surface (81), which conceals the drive chain, form a frame. The plate (1) aligned laterally along the sides (PS, PB) of the plate is exposed, thus The water flow passes through the groove (8), which then extends from the bow (PB) back to the stern (PA). Extending into the curved surface (81) as shown.

[0016] Figure 2d shows the main frame (0) from the front, with the bow section (PB) visible to the reader. Again, the beginning of each bow of the transverse plate (1) is caught in the water flow (F). It is clearly shown that the conductor 11 is exposed in a U-shaped groove (8) having upper and lower curved surfaces (81). The wheels (5), the front running plate and the forward running plate (1) are shielded. Note that the bow section (PB) is very wide. As flow velocity and water pressure are not particularly developed here, please refer to the velocity curve and pressure curve in Figure 8. The width of the bow (PB) is the width between the port frame part and the starboard frame part (PP, PS). The maximum width (PPB) of the

[0017] FIG. 3 shows a plan view of the main frame (0) having a top plate (00) and the outline of the U-shaped groove (8). The figure shows a cross-sectional view of the ship, with plate (1) running from bow (0) to stern (PA). The length of the entire structure is of the order of 20 to 200 meters, preferably 50 to 150 meters. Figure 7 shows the shape of the starboard frame side (PS) of a 100m long ship. An embodiment is shown.

[0018] FIG. 4 is a perspective view of the main frame (0), and shows the drive mechanism between the front and rear wheels (5). The chain (4) extends and indicates the direction of movement of a part of the starboard plate in the starboard (upper) drive chain (4). For clarity, only the lower wheels and upper drive chain are shown here. In an embodiment, there is an upper drive chain and a lower drive chain (4).

[0019] FIG. 5 shows the shape of the main frame of the prior art, particularly that of Patent Document 2. Starboard frame side The port frame side is straight and forms an angle of 30 degrees with the centerline from bow to stern. is.

[0020] FIG. 7 shows an embodiment of the shape of the starboard frame side (PS) for a hull length of 100 m; The "Circle 1", "Circle 2", etc. are used in the modeling of Figure 8. In the modeling, the pre-load is aligned along the U-shaped groove (8) along the starboard frame side (PS). The figure shows the positions of the eight circles representing the route (1).

[0021] FIG. 8A shows the velocity calculation in water calculated in the horizontal plane according to the model of the present invention. The water velocity is 2.5 m / s and L = 100 m. In this model, the imaginary plate (1) is It is slightly different from the above drawing in that it is also inserted in the front part of the main body (PB). is the inflow water flow with a velocity of 2.5 m / s just before point (N) along the side of the frame (PP). Therefore, the plate (1) is moved at the average speed. The water also slows the plate (1) down, making it possible to start the stroke of the plate (1) from a point before this point. Therefore, the bow section (PB) is Although it blocks the incoming water flow, it does not constitute an obstacle to the plate. Behind the bow (PB) of the ship, a chain (4) with a plate (1) rotates around two The water flow velocity along the side of the frame is calculated as up to 4 m / s, and even at the stern at the maximum width point (PPB) on the frame side (PB), (PA) remains above 3.125 until the end of the PA, where the average velocity is 2.5 m / s faster than the surrounding water flow. It is 0.95m / s higher at 3.45m / s. (The calculation is done in three steps from 1 / 8m / s to 4m / s.) This was done in two stages, with contour intervals of 0.125 m / s.) Outer end of transom aft (PA) A vortex with high water velocity is formed at the stern of the ship, but it is located on the outside of the plate (1) and in the entire structure. Water velocity over distance is of little significance to the energy utilization in this invention. The water velocity just around the rate (1) is what is important. (5) converts the water flow velocity and hydraulic power into rotational energy to drive a generator (8) Behind the transverse aft (PA) there is an opportunity for very low water velocity on either side of the centerline. A vortex is formed, but its extension is narrow and elongated. In addition, in the model calculation, the water pressure is It has been shown that the maximum width of the frame (PPB) can be tolerated. This allows the plate (1) to be driven more efficiently at high steady water flow velocities. One can speculate that this is one of the reasons for the efficiency, but at the same time, the transom stern The width of the tail mirror is much narrower than that of the prior art, which corresponds to the length of the structure. , a lot of energy is lost in the large vortexes that must form.

[0022] In the modeling of the speed conditions of the present invention, the starboard frame side and the port frame side (PS, The shape of the hull (PB) is continuously convex and has a specific tapered stern with a maximum width point. This results in a significantly higher water flow velocity than the initial water flow velocity, which spreads over the entire exposed portion of the frame side. This occurs along the line, and is significantly more efficient than the prior art triangular model shown in FIG. This shows the somewhat surprising fact that

[0023] FIG. 8B shows the dynamic pressure calculations in water, calculated in relation to the velocity fluctuations calculated in FIG. 8A. In FIG. 8B, the calculations are performed for a double embodiment with two rows of plates (1). Note that the pressure now builds up to about 3,000 Pa at the bow (PB). However, as the velocity increases along the frame side (PP) of the model, the pressure Decreasing towards -3,000 Pa over distance, the aft end of the frame side (PP) It can be seen that the velocity continues all the way along the same range until it returns to the point where it increases significantly. In the flow model presented by , there are no sudden and undesirable pressure fluctuations along the flow path (8, 81).

[0024] FIG. 9 shows the drive chain (4) in a longitudinal to transverse or transverse to longitudinal direction. A plate ( ) at the front or rear wheel (5) arranged to rotate the plate by 90 degrees The rotation mechanism of the plate (1) is cleverly controlled as shown in the patent document 2. The mechanism can be rotated by a magnet, an actuator, etc. .

[0025] However, in one embodiment of the present invention, the rotation mechanism can be realized without an electronic control mechanism. In one embodiment of the present invention, the reversing mechanism is a so-called Geneva mechanism (90). Such a Geneva mechanism, in a more substantial embodiment, is The indexing wheel (91) is coupled to the vertical axis of the plate (1). The indexing track (94) has a cross-shaped indexing track (94). Each time the index pin rotates 360 degrees around the counting wheel (93), the index pin (92) The counting wheel (93) runs on a curved friction path (95) The curved friction path (95) can be arranged by the front and rear wheels (5). The plate (93) is thus rotated in a direction perpendicular to the axis of rotation of the counting wheel (93). 1) rotates a quarter turn each time it passes the front or rear wheel (5). Rotating the plate Such a Geneva mechanism does not require an electronic control device and requires the index plate to be rotated first 9 Can be fitted with a spring-loaded stop mechanism that holds the device in place in each of the four directions after rotating it 0 degrees. So, plate (1) does not rotate uncontrollably with each revolution.

[0026] In one embodiment of the present invention, the generator (G) is connected to a power grid that extends partially through the sea. The present invention provides an alternative embodiment of the present invention. In this mode, the generator (G) uses seawater as a power source, except when it is economically beneficial to connect to the power grid. and oxygen, and deliver compressed hydrogen or liquid hydrogen (and A hydrogen plant may be provided to supply the oxygen separately.

Claims

1. 1. An ocean current turbine for converting energy of a water current, comprising: The marine current turbine comprises a main frame (0) and a rotation mechanism (9), The main frame (0) is arranged so as to be submerged in a water flow (F) of a sea or a river, The main frame (0) is A bow portion (PB) arranged to directly face the water flow (F); one or more starboard and port endless rotating chains (4) having plates (1) arranged to be captured in the bow (PB) and driven rearward by the water current (F); Starboard and port frames (PS, PP) are continuously convex and extend rearward from the bow (PB); A transversely wide stern portion (PA) narrower than the maximum distance between the starboard and port frames (PS, PP); Equipped with The one or more starboard endless rotating chains and the port endless rotating chains (4) each extend around and are in driving engagement with one or more driven wheels (5) that power a generator (G); The one or more starboard endless rotating chains and port endless rotating chains (4) each include a starboard endless rotating chain and a port endless rotating chain (4) provided with the plate (1), the plate (1) being arranged to extend along the starboard side frame and the port side frame (PS, PP); the rotating mechanism (9) is arranged to rotate the plate (1) to capture the water flow (F) at the bow (PB); The plate (1) is driven rearward along the starboard and port frames (PS, PP) respectively and returned rearward by the transverse wide stern section (PA); the rotation mechanism (9) rotates the plate (1) to a passive state in which the plate (1) does not substantially capture a water flow (F) when the plate (1) is guided forward again by the starboard endless rotating chain and the port endless rotating chain (4) and extends to the bow portion (PB) within the shielded cavity (PH) between the starboard side frame and the port side frame (PS, PP); The plates (1) are arranged laterally outside and along the starboard and port frames (PS, PP) so as to complement the water flow (F) when heading aft, and the plates (1) along the inner path of the cavity (PH) are longitudinally aligned with the starboard and port endless rotating chains (4) respectively when heading forward, a marine current turbine.

2. said bow (PB) forms a wide shielding section forming a width corresponding to ¼ to ½ of the length of the maximum width (PPB) of said main frame (0); 2. An ocean current turbine as claimed in claim 1, wherein the starboard and port side frames (PS, PP) are continuously convex in shape and have a tapered stern with a maximum width point.

3. An ocean current turbine as described in claim 1 or 2, wherein the plate (1) is exposed to the water flow (F) within a groove (8) between an upper curved longitudinal surface (81) extending from the vicinity of the bow portion (PB) back to the vicinity of a rear wheel (5) at the stern portion (PA).

4. An ocean current turbine as described in claim 3, wherein the groove (8) is arranged between an upper hull plate and a lower hull plate (82).

5. An ocean current turbine as described in any one of claims 1 to 4, wherein the bow section (PB) is a plate structure or a solid structure having a curved or partially pointed front portion facing the main direction of the water flow (F) such that the water flow (F) is divided into one starboard water flow and one port water flow.

6. The marine current turbine according to any one of claims 1 to 5, wherein the rotation mechanism (9) comprises a Geneva mechanism arranged to rotate the plate (1) 90 degrees relative to the starboard endless rotating chain and the port endless rotating chain (4) while the plate (1) passes through the front and rear wheels (5).

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