Wind propulsion systems for ships and ships equipped with wind propulsion systems

Abstract

To provide: a wind power propulsion system for a vessel capable of being downsized when increasing a rotor effect obtaining propulsion force by using Magnus effect or obtaining identical propulsion; and a vessel.SOLUTION: A wind power propulsion system for propelling a vessel by using wind power is built standing on a hull 1 of the vessel and includes: rotor means 10, 10A having a shape with a diameter becoming greater going upward where propulsion force is generated on receiving the wind power while rotating; rotational drive means 20 for rotationally driving the rotor means 10, 10A; and control means 30 for controlling the standing state of the rotor means 10, 10A, and the rotational drive of the rotational drive means 20.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a wind propulsion system for a ship that uses the Magnus effect to propel the ship, and to a ship equipped with a wind propulsion system. [Background technology]

[0002] In order to save energy on ships, the number of ships equipped with rotors that generate thrust using the Magnus effect has been gradually increasing in recent years. Here, Patent Document 1 discloses a vessel equipped with a retractable Magnus effect rotor having a hull, a propulsion unit for propelling the vessel, and at least one rotatable cylinder mounted vertically on the vessel in an operational state, the cylinder having a hard outer surface, a motor drive for rotating the cylinder about its longitudinal axis, and a displacement member for displacing the cylinder to a non-operational position, the motor drive being positioned inside the cylinder. Patent document 2 also discloses a mechanical sail system that enables the use of the Magnus effect to provide thrust to a ship, the mechanical sail system including a silo positioned below the deck level of the ship, a lift carriage mounted within the silo and supporting a first sail cylinder and a second sail cylinder, and at least a first drive motor coupled to a control system for selectively positioning the lift carriage within the silo, the control system being operable to control the at least one first drive motor to position the lift carriage at a top position within the silo to position the first and second sail cylinders. Also, US Pat. No. 5,399,633 discloses a foldable rotor with the Magnus effect, in which a foldable envelope made of a flexible material such as canvas is inflated to erect it and rotate it about a longitudinal axis. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2013-519586 [Patent Document 2] Special Publication No. 2014-516874 [Patent Document 3] U.S. Pat. No. 4,401,284 Summary of the Invention [Problem to be solved by the invention]

[0004] The rotors described in Patent Documents 1 to 3 are cylindrical or have a shape in which the upper part is narrower than the lower part, and in order to obtain a large thrust, the diameter and overall height of the rotor must be increased. However, increasing the diameter and overall height of the rotor increases the blind spot from the bridge, increasing the danger during navigation. In addition, increasing the overall height of the rotor may interfere with crane operation during loading and unloading. Therefore, the present invention aims to provide a ship wind propulsion system that can increase the effect of a rotor that obtains thrust by utilizing the Magnus effect (so-called Flettner rotor) or can be made smaller while obtaining the same thrust, and a ship equipped with a wind propulsion system. [Means for solving the problem]

[0005] The wind propulsion system for a ship according to claim 1 is a wind propulsion system for propelling a ship by using wind power, and includes rotor means that is installed upright on the hull of the ship, receives wind power while rotating and generates propulsive force, and has a shape in which the diameter increases toward the top, rotation drive means that rotates the rotor means, and control means that controls the upright state of the rotor means and the rotation drive of the rotation drive means. a wind direction and wind speed detection means for detecting wind direction and wind speed mounted on the ship; Equipped with The control means controls the rotation of the rotary drive means based on the results of detection of the wind direction and wind speed by the wind direction and wind speed detection means, and controls the rotary drive means to stop the rotation of the rotor means when a head wind is blowing that does not generate effective thrust in the bow direction of the ship. It is characterized by: According to the present invention described in claim 1, the wind speed distribution is effectively utilized by using a rotor means having a shape in which the diameter increases toward the top, and compared to conventional rotor means, the thrust obtained by the Magnus effect can be increased for the same overall height, and miniaturization is also possible. Furthermore, the thrust force can be efficiently generated by the rotor means, and energy saving effects can be improved.

[0006] The present invention as set forth in claim 2 is characterized in that the rotor means has a telescopic structure in which the diameter increases toward the top, forming a freely expandable nested shape. According to the present invention described in claim 2, by making the rotor means extendable and retractable, when there is a headwind and thrust is not available, the rotor means can be contracted to reduce the pressure-receiving area, thereby reducing resistance and reducing the blind spot from the bridge.

[0007] The present invention as described in claim 3 is characterized in that it further comprises telescopic drive means for extending and retracting the rotor means having a telescopic structure, and telescopic setting means for setting the extension and retraction, and by setting the extension and retraction setting means, the control means controls the telescopic drive means to extend and retract the rotor means, thereby controlling the erected state. According to the present invention as set forth in claim 3, the control means extends or retracts the rotor means in accordance with the setting of the extension / retraction setting means, so that the rotor means can be operated more efficiently.

[0008] The present invention as set forth in claim 4 is characterized in that the extension / retraction drive means for extending and retracting the rotor means is also used as the rotation drive means. According to the present invention as set forth in claim 4, by utilizing the rotation drive means that is not used during extension and contraction, it is possible to reduce costs and installation space.

[0009] The present invention as set forth in claim 5 is characterized in that the rotor means has an inverted truncated cone structure with a diameter increasing upward. According to the present invention as set forth in claim 5, the rotor means has an inverted truncated cone structure in which the diameter increases toward the top, making effective use of the wind speed distribution and enabling thrust to be obtained more efficiently than with conventional cylindrical rotor means.

[0010] The present invention as described in claim 6 further comprises an upright tilting means for changing the upright state of the rotor means to a tilted state, and an upright tilt setting means for setting the upright state and the tilted state, and is characterized in that, by setting the upright tilt setting means, the control means controls the upright tilting means to tilt the rotor means upright and control the upright state. According to the present invention as described in claim 6, the control means tilts the upright state of the rotor means in accordance with the setting of the upright tilt setting means depending on the situation, thereby making it possible to operate the ship more efficiently, such as by tilting the rotor means when there is a headwind and thrust is not available, thereby reducing the pressure-receiving area and reducing resistance, and by reducing blind spots from the bridge.

[0011] The present invention as defined in claim 7 is characterized in that the rotor means has a disk-shaped end plate at its upper end. According to the present invention as set forth in claim 7, the thrust generated by the rotor means can be further increased.

[0012] The present invention as recited in claim 8 is characterized in that it further comprises standing position changing means for changing the standing position of the rotor means, and standing position change setting means for setting the change in the standing position. According to the present invention as set forth in claim 8, by making the erected position of the rotor means changeable, the erected position of the rotor means can be moved when wind propulsion is not being used, and for example, loading and unloading operations can be carried out smoothly. 。

[0013] request request 9 The invention described is characterized in that the number of rotations per telescopic structure of the rotor means is varied based on the results of detection of wind direction and wind speed. Claim 9 According to the present invention described above, the thrust force by the rotor means can be efficiently increased.

[0014] Claim 10 The present invention described is characterized in that the control means automatically controls the erected state of the rotor means based on the detection results of the wind direction and wind speed. Claim 10 According to the present invention described above, the control means automatically controls the rotor means to be extended or vertical when thrust is available, and to be contracted or tilted when thrust is not available, thereby increasing energy saving effects without bothering the crew.

[0015] Claim 11 The invention as described is characterised in that a plurality of rotor means are provided on the hull. Claim 11 According to the present invention described above, the thrust force obtained from the rotor means can be increased, thereby achieving further energy saving.

[0016] Claim 12 A ship equipped with a wind propulsion system corresponding to the description is characterized in that the ship's wind propulsion system is provided in the hull. Claim 12 According to the present invention described above, a ship can be provided that is equipped with rotor means that is the same size as conventional ones but more effective, or rotor means that is smaller than conventional ones and can obtain the same thrust, thereby maximizing energy saving effects while satisfying the safety of navigation and restrictions during loading and unloading. Effect of the Invention

[0017] According to the ship wind propulsion system of the present invention, the rotor means has a shape in which the diameter increases as it goes upward, making effective use of the wind speed distribution, and compared to conventional rotor means, the thrust obtained by the Magnus effect can be increased for the same overall height, and miniaturization is also possible. Furthermore, the thrust force can be efficiently generated by the rotor means, and energy saving effects can be improved.

[0018] In addition, if the rotor means has a telescopic structure in which the diameter increases as it goes upwards, forming a nested shape that can be expanded and contracted, by making the rotor means expandable and contractible, when there is a headwind and thrust is not available, the rotor means can be reduced in size to decrease the pressure-receiving area and reduce resistance, and the blind spot from the bridge can be reduced.

[0019] In addition, the device further includes an extension / retraction drive means for extending and retracting the rotor means having a telescopic structure, and an extension / retraction setting means for setting the extension / retraction. When the control means controls the extension / retraction drive means to extend and retract the rotor means by setting the extension / retraction setting means, and the upright state is controlled, the control means can extend and retract the rotor means according to the setting of the extension / retraction setting means, thereby making it possible to operate the rotor means more efficiently.

[0020] Furthermore, when the extension / retraction drive means for extending / retracting the rotor means is also used as the rotation drive means, the cost and installation space can be reduced by utilizing the rotation drive means that is not used during extension / retraction.

[0021] Furthermore, when the rotor means has an inverted truncated cone structure in which the diameter increases toward the top, the rotor means having an inverted truncated cone structure in which the diameter increases toward the top can effectively utilize the wind speed distribution, thereby making it possible to obtain thrust more efficiently than conventional rotor means having a cylindrical shape, etc.

[0022] The ship is further provided with an upright tilting means for changing the upright state of the rotor means to a tilted state, and an upright tilting setting means for setting the upright state and the tilted state, and by setting the upright tilting setting means, the control means controls the upright tilting means to tilt the rotor means upright, and when controlling the upright state, the control means tilts the upright state of the rotor means upright in accordance with the setting of the upright tilting setting means depending on the situation, thereby tilting the rotor means when there is a headwind when thrust is not available, thereby reducing the pressure-receiving area and reducing resistance, and reducing blind spots from the bridge, thereby enabling the ship to be operated more efficiently.

[0023] Furthermore, if the rotor means has a disk-shaped end plate at the upper end, the thrust generated by the rotor means can be further increased.

[0024] In addition, when the vehicle further includes a vertical position changing means for changing the vertical position of the rotor means and a vertical position change setting means for setting the change in the vertical position, the vertical position of the rotor means can be changed, and the vertical position of the rotor means can be moved when wind propulsion is not used, for example, to smoothly proceed with loading and unloading operations. 。

[0025] Ma Furthermore, when the rotation speed of each telescopic structure of the rotor means is changed based on the detection results of the wind direction and wind speed, the thrust force by the rotor means can be increased efficiently.

[0026] In addition, when the control means automatically controls the upright state of the rotor means based on the detection results of wind direction and wind speed, the control means automatically controls the rotor means to be extended or upright when thrust is available, and to be retracted or tilted when thrust is not available, thereby increasing energy saving effects without bothering the crew.

[0027] Furthermore, when a plurality of rotor means are provided on the hull, the thrust obtained from the rotor means can be increased, thereby achieving further energy saving.

[0028] Furthermore, a ship equipped with the wind propulsion system of the present invention is equipped with rotor means that is the same size as conventional ones but more effective, or rotor means that is smaller than conventional ones and can obtain the same thrust, making it possible to provide a ship that maximizes energy saving effects while satisfying navigation safety and loading and unloading constraints. [Brief description of the drawings]

[0029] [Figure 1] Schematic diagram of a ship equipped with a wind propulsion system according to an embodiment of the present invention. [Diagram 2] FIG. 13 shows the vertical tilting means. [Diagram 3] FIG. 13 shows the vertical installation position changing means. [Figure 4] Control block diagram [Diagram 5] A diagram showing wind speed at sea level by height [Figure 6] Thrust distribution diagram of rotor means [Figure 7] FIG. 1 is a schematic front view of a vessel equipped with rotor means in a wind propulsion system according to another embodiment of the present invention; [Figure 8] Schematic diagram of the expansion and contraction structure of the rotor means [Figure 9] Control block diagram DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0030] A wind propulsion system for a ship according to an embodiment of the present invention and a ship equipped with the wind propulsion system will now be described. Fig. 1 is a schematic diagram of a ship equipped with a wind propulsion system for ships according to this embodiment, with Fig. 1(a) being a front view and Fig. 1(b) being a right side view. In addition, Fig. 2 is a diagram showing the erection tilting means, Fig. 3 is a diagram showing the erection position changing means, Fig. 4 is a control block diagram, Fig. 5 is a diagram showing wind speeds at different altitudes above sea level, and Fig. 6 is a thrust distribution diagram of the rotor means. The ship's wind propulsion system is a wind propulsion system that uses wind power to propel the ship, and includes rotor means 10 that is vertically installed on the ship's hull 1 and rotates while receiving wind power to generate propulsive force, rotational drive means 20 such as a motor that also serves as an extension and retraction drive means for rotationally driving the rotor means 10, control means 30 that controls the upright state of the rotor means 10 and the rotational drive of the rotational drive means 20, upright tilting means 40 that changes the upright state of the rotor means 10 to a tilted state, upright tilt setting means 50 that sets the upright state and the tilted state, upright position change means 60 that changes the upright position of the rotor means 10, and upright position change setting means 70 that sets the change in the upright position. The ship is also equipped with wind direction and speed detection means 80 for detecting wind direction and wind speed.

[0031] The rotor means 10 is shaped so that its diameter increases upward. As shown in Fig. 5, the wind speed distribution on the sea surface is such that the wind speed increases with increasing vertical distance from the sea surface. Therefore, the rotor means 10, whose diameter changes so as to gradually increase in the height direction, can effectively utilize the wind speed distribution and can obtain a larger thrust even with the same overall height, compared to conventional cylindrical rotor means. From another perspective, the thrust obtained by conventional cylindrical rotor means at a given overall height can be obtained at a smaller overall height. In this way, the rotor means 10, which has a shape in which the diameter increases toward the top, effectively utilizes the wind speed distribution, and compared to conventional cylindrical rotor means, it is possible to increase the thrust at the same total height, or reduce the total height to obtain the same thrust, thereby making it more compact. The smaller rotor means improves the safety of navigation and reduces restrictions on loading and unloading.

[0032] The control means 30 controls the rotation of the rotary drive means 20 by the rotary speed controller 32 based on the target rotary speed set in the rotary speed setting unit 31 and the detection results of the wind direction and wind speed. In addition, the rotary speed controller 32 switches the rotary drive means 20 when the rotor means 10 extends or retracts, thereby controlling the extension or retraction. As shown in Fig. 6, the rotor means 10 utilizing the Magnus effect generates maximum thrust when there is a crosswind to a diagonal tailwind relative to the hull 1, but generates little or no lift (thrust) toward the bow on the headwind side. Therefore, the control means 30 controls the rotor means 10 to rotate at an appropriate rotation speed according to the wind speed when there is a crosswind or a diagonal tailwind, and stops the rotation of the rotor means 10 when there is a headwind. This allows the rotor means 10 to generate thrust efficiently and enhances energy saving effects.

[0033] The rotor means 10 has an inverted truncated cone structure with a diameter that increases toward the top. The rotor means 10 with an inverted truncated cone structure with a diameter that increases toward the top makes effective use of the wind speed distribution, and can obtain thrust more efficiently than the conventional rotor means 10 with a cylindrical shape, etc. Furthermore, the rotor means 10 has at its upper end a disk-shaped end plate 11. By having the disk-shaped end plate 11, the thrust force generated by the rotor means 10 can be further increased.

[0034] As shown in Fig. 4, the rotor means 10 can be set to extend by pulling the rotation speed setting unit 31, and can be set to retract by pushing it, and can be extended or retracted by the rotation drive means 20 that also serves as the extension drive means. Also, by turning the rotation speed setting unit 31, the rotation speed of the rotor means 10 can be increased or decreased, and the rotation speed setting unit 31 functionally also serves as the extension setting means. Also, as shown in Fig. 2, the erect tilting means 40 can change the vertically erected state (Fig. 2(a)) to a substantially horizontally tilted state (Fig. 2(b)). The erect tilting means 40 is, for example, a hydraulic elevation platform provided below the rotor means 10. The erected state of the rotor means 10 can be arbitrarily set using the erection / tilt setting means 50. The control means 30 controls the erection / tilt setting means 40 based on the erection state set in the erection / tilt setting means 50, and makes the rotor means 10 stand vertically or tilt it. By the control means 30 tilting the erection state of the rotor means 10 in accordance with the setting of the erection / tilt setting means 50 depending on the situation, the rotor means 10 is tilted when there is a headwind in which thrust cannot be obtained, thereby reducing the pressure receiving area, reducing resistance, and reducing the blind spot from the bridge, thereby enabling the ship to be operated more efficiently. For example, when the rotor means 10 standing vertically would hinder crane operation during loading and unloading, the upright tilting means 40 can be used to change the upright state of the rotor means 10 to a tilted state, allowing loading and unloading operations to proceed smoothly.

[0035] Also, the control means 30 can automatically control the standing state of the rotor means 10 based on the results of detection of the wind direction and wind speed by the wind direction and wind speed detection means 80 . The control means 30 automatically controls the rotor means 10 to be in a vertically upright position under conditions where thrust can be obtained (such as when there is a crosswind or a diagonal tailwind), and to change the upright position of the rotor means 10 to an inclined position under conditions where thrust cannot be obtained (such as when there is a headwind), thereby increasing energy saving effects without bothering the crew.

[0036] 3, the upright position of the rotor means 10 can be changed by an upright position changing means 60. The upright position changing means 60 is, for example, a rail-like hydraulic moving platform provided below the rotor means 10. The position at which the rotor means 10 is erected can be arbitrarily set by using the erection position changing and setting means 70. The control means 30 moves the rotor means 10 to the erection position set by the erection position changing and setting means 70. By making it possible to change the upright position of the rotor means 10, the upright position of the rotor means 10 can be moved when wind propulsion is not used, etc. Therefore, for example, when the rotor means 10 is located at the bow and this interferes with crane operation during loading and unloading, the rotor means 10 can be moved to near the center of the ship's length by the upright position changing means 60, thereby making it possible to smoothly proceed with loading and unloading operations. The extension / retraction driving means (rotation driving means 20), the upright tilting means 40, and the upright position changing means 60 can be used in any combination, and any one of them may be used alone or may not be used. In addition, if these are not provided, the rotation speed setting unit 31 may be modified to also function as the extension / retraction setting means, or the upright tilt setting means 50 and the upright position changing setting means 70 may be modified according to the situation.

[0037] Also, a plurality of rotor means 10 may be provided on the hull 1 . This makes it possible to increase the thrust force obtained from the rotor means 10 and achieve further energy saving.

[0038] Next, a wind propulsion system for a ship according to another embodiment of the present invention and a ship equipped with the wind propulsion system will be described. Note that the same functional members as those in the above embodiment are designated by the same reference numerals and their description will be omitted. Fig. 7 is a schematic front view of a ship equipped with a rotor means in this embodiment. Fig. 8 is a schematic diagram of the telescopic structure of the rotor means having a telescopic structure, Fig. 8(a) shows the telescopic drive means using a ball screw, and Fig. 8(b) shows the telescopic drive means using a hydraulic cylinder. Fig. 9 is a control block diagram. The ship wind propulsion system of this embodiment has a rotor means 10A with a telescopic structure that is a nested shape that can be freely extended and retracted, with the diameter increasing toward the top. Also, the system is equipped with a telescopic driving means 90 that extends and retracts the rotor means 10A with the telescopic structure, and a telescopic setting means 100 that sets the extension and retraction in the upright state as dedicated setting means. Each stage of the telescopic structure is cylindrical, and the diameter of the upper stage is larger than that of the stage immediately below, i.e., the diameter of each stage increases from one stage to the next. This allows the rotor means 10A to be extended as shown in Figure 7(a) or contracted as shown in Figure 7(b). The rotor means 10A that utilizes the Magnus effect exerts maximum thrust when there is a crosswind to a diagonal tailwind with respect to the hull 1, but does not produce or generates a strong lift (thrust) in the bow direction when there is a headwind, so rather than achieving energy saving effects, it creates resistance. Therefore, by making the rotor means 10A extendable, it is possible to reduce the rotor means 10A in the headwind when no thrust is obtained, thereby reducing the pressure receiving area and reducing resistance. In addition, by reducing the rotor means 10A, it is also possible to reduce the blind spot from the bridge.

[0039] The control means 30 can also change the rotation speed of each telescopic structure of the rotor means 10A based on the results of detection of the wind direction and wind speed by the wind direction and wind speed detection means 80 when the rotor means 10A is in an extended state. As described above, the wind speed increases vertically away from the sea surface. Therefore, by changing the rotation speed of each stage according to the wind direction and speed, such as by reducing the rotation speed of the lower stage, which has less lift generating effect, compared to the upper stage, it is possible to increase the thrust provided by the rotor means 10A and save input energy.

[0040] Furthermore, based on the results of detection of the wind direction and wind speed by the wind direction and wind speed detection means 80, the control means 30 automatically controls the erected state of the rotor means 10A. The control means 30 automatically controls the rotor means 10A to extend from the upright state to the extended state when thrust is available, such as when there is a crosswind or a diagonal tailwind, and the rotor means 10A to retract from the upright state to the contracted state when thrust is not available, such as when there is a headwind, thereby increasing energy saving effects without bothering the crew.

[0041] As shown in FIG. 8, the extension / contraction driving means 90 has an erected portion 91 arranged in the height direction inside the rotor means 10A, and an operating portion 92 that operates the erected portion 91. When a ball screw is used for the telescopic drive means 90, the standing portion 91 is composed of a screw shaft, a nut, balls, etc., and the operating portion 92 is a motor. By rotating the standing portion 91 with the operating portion 92, the rotor means 10A attached to the standing portion 91 can be easily telescopically extended or retracted. When a hydraulic cylinder is used for the telescopic drive means 90, the standing portion 91 is composed of a cylinder tube and a piston rod or the like disposed therein, and the operating portion 92 is a hydraulic pressure generating device. By extending or contracting the standing portion 91 with the operating portion 92, the rotor means 10A attached to the standing portion 91 can be easily extended or contracted. The extension and contraction of the rotor means 10A can be set arbitrarily using the extension and contraction setting means 100. The control means 30 controls the extension and contraction driving means 90 based on the settings inputted to the extension and contraction setting means 100, and causes the rotor means 10A to extend or contract. The control means 30 automatically extends or contracts the rotor means 10A according to the settings of the extension and contraction setting means 100 in response to the wind direction, etc., and thus the rotor means 10A can be operated more efficiently.

[0042] Furthermore, when a ball screw is used for the expansion and contraction driving means 90, the operating portion 92 can also serve as the rotation driving means 20. By utilizing the rotation drive means 20 that is not used during extension and contraction, costs and installation space can be reduced compared to when a motor or the like is separately provided as the operating unit 92. [Industrial Applicability]

[0043] By applying the present invention to a ship, it is possible to maximize energy saving effects while satisfying the safety of navigation and restrictions during loading and unloading. [Explanation of symbols]

[0044] 1. Hull 10, 10A rotor means 11 End plate 20 Rotation drive means (extension drive means) 30 Control Means 31 Rotation speed setting unit (expansion / contraction setting means) 40 Standing and tilting means 50 Vertical tilt setting means 60 Standing position changing means 70 Vertical installation position change setting means 80 Wind direction and speed detection means 90 Telescopic drive means 100 Stretch setting means

Claims

1. A wind propulsion system that uses wind power to propel a ship, A ship wind propulsion system comprising: rotor means that is mounted upright on the hull of the ship and has a shape with a diameter increasing towards the top so that it receives the wind force as it rotates and generates propulsive force; rotary drive means that drives and rotates the rotor means; control means that controls the upright state of the rotor means and the rotary drive of the rotary drive means; and wind direction and wind speed detection means that is mounted on the ship and detects the wind direction and wind speed, wherein the control means controls the rotation of the rotary drive means based on the detection results of the wind direction and wind speed by the wind direction and wind speed detection means, and controls the rotary drive means to stop rotation of the rotor means when a head wind is blowing in the direction of the bow of the ship that does not generate effective thrust.

2. 2. A wind propulsion system for a vessel according to claim 1, wherein said rotor means has a telescopic structure in which the diameter of said rotor means increases upwardly to form a freely expandable nested shape.

3. 3. A marine wind propulsion system according to claim 2, further comprising: telescopic drive means for extending and retracting the rotor means having the telescopic structure; and telescopic setting means for setting the telescopic extension, wherein the control means controls the telescopic drive means to extend and retract the rotor means by setting the telescopic extension setting means, thereby controlling the upright state.

4. 4. A wind propulsion system for a ship according to claim 3, wherein the rotation drive means also serves as the telescopic drive means for telescoping the rotor means.

5. 2. A wind propulsion system for a vessel according to claim 1, wherein said rotor means has an inverted truncated cone structure as said shape with a diameter increasing upward.

6. 6. A ship wind propulsion system as described in claim 5, further comprising an upright tilting means for changing the upright state of the rotor means to a tilted state, and an upright tilting setting means for setting the upright state and the tilted state, and wherein, by setting the upright tilting setting means, the control means controls the upright tilting means to tilt the rotor means upright and control the upright state.

7. 7. A marine vessel wind propulsion system according to claim 1, wherein the rotor means has a disk-shaped end plate at an upper end thereof.

8. 8. A ship wind propulsion system as claimed in any one of claims 1 to 7, further comprising an upright position changing means for changing the upright position of the rotor means, and an upright position change setting means for setting the change in the upright position.

9. 5. A ship wind propulsion system according to claim 2, wherein the number of rotations of each of said telescopic structures of said rotor means is changed based on the detection results of said wind direction and said wind speed.

10. 10. A wind propulsion system for a ship according to claim 9, wherein said control means automatically controls said erected state of said rotor means based on the detection results of said wind direction and said wind speed.

11. 11. A ship wind propulsion system according to claim 1, wherein a plurality of said rotor means are provided on said hull.

12. A ship equipped with a wind propulsion system, comprising the ship wind propulsion system according to any one of claims 1 to 11 on a hull.

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