Ship system, ship, and rotating body

Abstract

The invention provides a ship system, a ship and a rotating body which can be effectively used. The rotating body (50) for a ship can be used for propelling a ship (1), and generates power by rotating freely during the navigation of the ship (1). Therefore, when the ship (1) is propelled, thrust can be generated by the ship rotating body (50). On the other hand, during sail sailing or the like, power can be generated through free rotation. As a result, the time for using the rotating body (50) for the ship can be extended. As a result, the rotating body (50) for a ship can be effectively used.

Description

[0001] This application claims priority based on Japanese Patent Application No. 2023-135569 filed on August 23, 2023. The entire contents of the Japanese Patent Application are incorporated herein by reference. Technical Field

[0002] The invention relates to a ship system, a ship and a rotating body. Background Art

[0003] In recent years, ships that use renewable energy such as wind power to generate thrust have been known in order to reduce emissions of GHG such as CO 2. For example, a ship described in Patent Document 1 includes a propeller for generating electricity in addition to a sail for propulsion by wind power.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2014-184936

[0005] For the above-mentioned ship, a propulsion propeller for generating the thrust of the ship is sometimes provided. In this case, there is a problem that the power generation propeller is not used during propulsion and thus becomes a propulsion resistance. In addition, the propulsion propeller is not used during sailing. In this way, if the propulsion propeller and the power generation propeller are provided separately, there are problems such as an increase in components or costs. Therefore, it is expected to effectively use the ship components. Summary of the invention

[0006] The present invention has been made to solve such a problem, and an object of the present invention is to provide a ship system, a ship, and a rotating body that can be used effectively.

[0007] The ship system according to the present invention is a ship system for propulsion of a ship, in which power is generated by freely rotating a rotating body when the ship is sailing.

[0008] The ship system involved in the present invention can be used for ship propulsion, and can generate electricity by making the rotating body rotate freely when the ship is sailing. Therefore, thrust can be generated by the ship system when the ship is propelled. On the other hand, when sailing, etc., electricity can be generated by the free rotation of the rotating body. In this way, the time of using the ship system can be extended. Therefore, the ship system can be used effectively.

[0009] The direction of the rotating body during propulsion rotation and the direction during free rotation can be the same. In this case, there is no need for a mechanism for changing the direction of the rotating body during propulsion and free rotation.

[0010] The rotating body may be configured as follows: in the distribution of the camber amount of the wing in the radial direction, the maximum value of the camber amount (i.e., the maximum camber amount) is present on the tip side, there is one or more inflection points in the camber distribution between the radial position where the maximum camber amount is present and the root of the wing, and the camber amount is less than the sum of the camber amount of the root and the value obtained by multiplying the maximum camber amount by 0.1 at a radial position 4 / 10 of the distance from the root to the radial position where the maximum camber amount is present. In this case, the thrust generation efficiency during propulsion can be ensured, and the power generation efficiency during free rotation can be improved.

[0011] One or more of the inflection points may be located between 3 / 10 and 8 / 10 of the distance from the root to the radial position of the maximum camber. In this case, the vicinity of the root of the wing can be set to a shape suitable for free rotation.

[0012] The ship of the present invention includes the ship system and the Magnus rotor, and can use the electricity generated by the free rotation of the rotating body of the ship system as the driving force of the Magnus rotor. In this case, the ship system can effectively generate the electricity required by the Magnus rotor for sailing.

[0013] The rotating body involved in the present invention is a rotating body used for propulsion of ships, wherein, in the distribution of the camber amount of the wing in the radial direction, the maximum value of the camber amount (i.e., the maximum camber amount) is present on the tip side, there is one or more inflection points in the camber distribution between the radial position where the maximum camber amount is present and the root of the wing, and at a radial position that is 4 / 10 of the distance from the root to the radial position where the maximum camber amount is present, the camber amount becomes less than the sum of the camber amount of the root and the value obtained by multiplying the maximum camber amount by 0.1.

[0014] The rotating body according to the present invention can be used for propulsion of ships, and can generate electricity by making the rotating body rotate freely when the ship is propelled. Therefore, thrust can be generated by the rotating body when the ship is propelled. On the other hand, during sailing, etc., power can be generated by the free rotation of the rotating body. In this way, the time for utilizing the rotating body can be extended. Thus, the rotating body can be used effectively. In addition, by adjusting the arc height, the thrust generation efficiency during propulsion can be ensured while the power generation efficiency during free rotation can be improved.

[0015] According to the present invention, there are provided a ship system, a ship, and a rotating body that can be used effectively. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present invention.

[0017] Figure 2 (a) is a diagram for explaining the principle of the rotary sail. Figure 2 (b) is a top view of the ship.

[0018] Figure 3 It is a schematic diagram showing the use state of the rotating body.

[0019] Figure 4 This is a schematic diagram for explaining the pitch of a rotating body.

[0020] Figure 5 It is a graph showing the pitch distribution and arc height distribution of the propulsion rotor and the free rotation rotor.

[0021] Figure 6 It is the front view of the rotating body.

[0022] Figure 7 This is a diagram for explaining the arc height distribution of a rotating body.

[0023] Figure 8 It is a figure which shows the cross-sectional shape of a rotating body.

[0024] Fig. 9 It is a figure which shows the cross-sectional shape of a rotating body.

[0025] Fig.10 It is a graph showing the pitch distribution and arc height distribution of the propulsion rotor and the rotor involved in the embodiment.

[0026] Fig.11 This is a comparison result comparing the performance of each rotating body.

[0027] Fig.12 This is a comparison result of the performance of each rotating body.

[0028] In the figure: 1-ship, 10-Magnus rotor, 50-rotating body, 53-wing, 54-root, 55-tip part, 100-ship system. DETAILED DESCRIPTION

[0029] Hereinafter, a preferred embodiment of the present invention will be described with reference to the accompanying drawings. In this embodiment, it is assumed that the structure to which the rotating body is applied is a ship 1. In addition, in the following description, "front" and "rear" correspond to the traveling direction of the ship, "lateral" corresponds to the left and right (width) direction of the ship, and "up" and "down" correspond to the up and down directions of the ship.

[0030] Figure 11 is a schematic cross-sectional view showing an example of a ship having a rotating body 50 and a ship system 100 according to an embodiment of the present invention. The ship 1 is, for example, a ship that transports petroleum-based liquid cargoes such as crude oil or liquefied gas, such as an oil tanker. In addition, the ship is not limited to an oil tanker, and may be, for example, a bulk ship that transports ore or coal, an LNG ship, a car carrier, or other types of ships.

[0031] like Figure 1 As shown, the ship 1 includes a hull 11, a propeller 12, and a plurality of Magnus rotors 10. The hull 11 includes a bow 2, a stern 3, an engine room 4, and a cargo hold 6. An upper deck 19 is provided on the upper portion of the hull 11 (or inside the ship). The bow 2 is located on the front side of the hull 11. The stern 3 is located on the rear side of the hull 11.

[0032] The bow 2 has a shape that can reduce the wave resistance in a fully loaded draft state. The propeller 12 mechanically generates thrust for the hull 11 and has a rotating body 50 (see Figure 3 ). When propulsion is performed, the propeller 12 is arranged at a position below the waterline (the surface of the sea W) of the stern 3. In addition, a rudder 15 for adjusting the traveling direction is also arranged at a position below the waterline of the stern 3.

[0033] The engine room 4 is provided at a position adjacent to the bow side of the stern 3. The engine room 4 is a section for arranging the main engine 16 for providing driving force to the propeller 12. A living area 22 and a chimney 23 for exhaust are provided above the engine room 4 on the upper deck 19. The cargo hold 6 is provided between the bow 2 and the engine room 4. The cargo hold 6 is a section for accommodating cargo. The cargo hold 6 adopts a double hull structure of an outer plate 20 and an inner bottom plate 21, thereby being divided into a plurality of cabins 26 and a plurality of ballast tanks 27. The cabin 26 is loaded with cargo transported by the ship 1. The ballast tank 27 accommodates an amount of ballast water corresponding to the size of the ship, etc., to adjust the draft, etc.

[0034] The Magnus rotor 10 is a mechanism that generates thrust by receiving wind force. Thus, the Magnus rotor 10 uses wind force to propel the hull 11. One or more (here, four) Magnus rotors 10 are arranged on the upper deck 19 of the hull 11 in the front, rear, left, and right directions. Figure 2 As shown in (a), the Magnus rotor 10 includes a cylindrical rotor sail 31 (main body) extending in the up-down direction and a motor for rotating the rotor sail 31. When the wind WD blows into the rotor sail 31 laterally, the rotation direction of the rotor sail 31 and the direction of the wind WD become opposite to each other on the rear side of the rotor sail 31, while on the front side, the rotation direction of the rotor sail 31 and the direction of the wind WD become the same. As a result, a pressure difference is generated in front and behind the rotor sail 31, thereby generating a thrust PF (Magnus effect) toward the front side. Figure 2As shown in (b) , when the wind WD blows toward the hull 11 from the lateral direction, the hull 11 moves forward due to the thrust PF of each Magnus rotor 10 .

[0035] Here, the ship 1 includes a ship system 100 for propulsion of the ship. The ship system 100 is configured to include a propeller 12. The propeller 12 has a rotating body 50 (see Figure 3 ), so the rotating body 50 becomes a component of the ship system 100. The ship system 100 is a system in which the rotating body 50 (refer to Figure 3 ) rotates to generate propulsion, and when sailing, the rotating body 50 is freely rotated to generate electricity. The ship system 100 includes: a mechanism connecting the rotating body 50 and the main engine 16; and a power generation mechanism that generates electricity based on free rotation.

[0036] Figure 3 1 is a schematic enlarged view showing the propeller 12. Figure 3 As shown, the propeller 12 includes a rotating body 50 and a shaft 51. The shaft 51 is provided to transmit the driving force from the main engine 16. In addition, the shaft 51 is provided to transmit the rotational force to a generator (not shown). The rotating body 50 is provided at the end of the shaft 51 on the stern side. The rotating body 50 includes: a hub 52 connected to the shaft 51; and a plurality of wings 53 extending from the hub 52 to the outer peripheral side.

[0037] Figure 3 (a) is a schematic diagram showing the state of the rotating body 50 when the ship 1 is propelled. Figure 3 As shown in (a), by rotating the rotating body 50, water is pushed toward the stern side (water flow direction WF1). As a result, the rotating body 50 can generate a thrust that makes the traveling direction D of the ship 1 become the bow side. The rotation direction of the rotating body 50 at this time is RD1. And the rotating body 50 is facing the stern side.

[0038] Figure 3 (b) is a schematic diagram showing the state of the rotating body 50 when the ship 1 is sailing based on the Magnus rotor 10. Figure 3As shown in (b), when the ship 1 is sailing with the bow side as the travel direction D based on the thrust of the Magnus rotor 10, the rotating body 50 is freely rotated by the relative water flow WF2 flowing into the rotating body 50. The water flow WF2 is a flow from the bow side to the stern side. As a result, the rotating body 50 can rotate the shaft 51, so that power can be generated by the generator connected to the shaft 51. The rotation direction of the rotating body 50 at this time is RD1. And the rotating body 50 is facing the stern side. In this way, the rotation direction of the rotating body 50 during propulsion and the rotation direction of the rotating body 50 during free rotation are both the rotation direction RD1. And the direction of the rotating body 50 during propulsion and the direction of the rotating body 50 during free rotation are both toward the stern side. That is, the movement of the rotating body 50 during propulsion and free rotation is the same.

[0039] Next, the structure of the rotating body 50 will be described. First, a conventional rotating body designed to be optimal as a propulsion device for marine navigation and a rotating body designed to be optimal for free rotation will be described.

[0040] The rotor used as a propeller for marine navigation is usually designed so that even if the rotor rotational power input from the engine or motor to the rotor is relatively small, the wings will generate a relatively large output (= rotor thrust). The relationship between the rotor thrust and the rotational power can be expressed as the following rotor open water efficiency based on the forward power of the rotor, for example, and it is required to obtain the largest possible open water efficiency.

[0041] Rotating body open water efficiency ηo = forward momentum based on the rotating body / rotating body rotational power

[0042] =(rotating body thrust × rotating body forward speed) / (2×π×rotating speed×rotating body torque)

[0043] Furthermore, since the rotating body used in ships moves in water, suppressing cavitation during propulsion has also become a problem in wing design. Since cavitation occurs when the pressure on the wing surface is locally reduced to below the saturated vapor pressure, the greater the thrust of the rotating body, the easier it is to produce cavitation. If cavitation occurs above a certain amount, it will cause thrust reduction or wear corrosion on the surface of the rotating body. In other words, in the design of the rotating body used in ships, it is required to design the wing to suppress cavitation within a specified range while maximizing efficiency, so the degree of freedom of the shape that can be adopted is quite small.

[0044] On the other hand, when the rotating body for a ship is made to rotate freely and used as a rotor blade for power generation, the blade receives force (input) from the water flow around the rotating body, thereby generating power (output) to rotate the rotating body. At this time, the force received by the blade from the surrounding water flow acts as a negative thrust (resistance to stop the ship), so it is required to reduce the negative thrust as much as possible and increase the rotational power. In free rotation, the pressure reduction on the blade surface is less, so the risk of cavitation is also less. That is, in free rotation and propulsion, the relationship between input and output and the direction of action are completely opposite, and the optimal design of each is different. In other words, the free rotation performance of a rotating body designed to be optimal for propulsion is not necessarily the optimal design.

[0045] The blades of the rotating body are designed so that the airfoil has a slightly different shape (= performance characteristics) at each radial position and is continuous from the root to the tip. In the design of the blades of the rotating body for a ship, the rotation speed, diameter, number of blades and deployment area ratio are determined under certain design conditions and operating conditions. As a design parameter that has a great influence on the open water efficiency of the rotating body, the "distribution of the pitch amount in the radial direction (pitch distribution)" can be cited (refer to Figure 4 (b)), "arc height distribution (arc height distribution)" and "wing thickness distribution". The pitch of a rotating body refers to the theoretical distance that a rotating body advances when it rotates once, based on the twist angle of the wing (refer to Figure 4 (a)). In the design of a ship's rotating body, generally, the larger the pitch, the greater the thrust generated, and the greater the rotational power required to be input. In addition, cavitation increases in proportion to the increase in thrust. Figure 4 The reference to the "Propeller pitch in Figure 3-31" in "(2) Propeller pitch" in "2.1 Terms and descriptions related to propellers" in "2.1.1 Terms and descriptions related to propellers" in "3S-class marine engine maintenance technician's manual (Japan Marine Engine Maintenance Association / Marine Engine Maintenance Technician Qualification Committee)" (URL: "https: / / nippon.zaidan.info / seikabutsu / 2002 / 00200 / contents / 074.htm") corresponds to the present application. Figure 4 (a)) and "3-32 Figure propeller pitch" (corresponding to the present application Figure 4 (b)).

[0046] The camber height is the distance between the chord line GL and the camber line CL of the wing of the rotating body (refer to Figure 8). In the design of a rotating body for a ship, generally, the greater the camber of the wing, the greater the thrust generated, and the greater the rotational power required to be input. Although it depends on the design conditions, as long as it is adjusted properly, the increase in cavitation can be prevented. The wing thickness can be increased or decreased to ensure the necessary strength. Generally, the greater the wing thickness, the greater the strength, but on the other hand, the greater the rotational kinetic energy required to be input.

[0047] In the design of a rotating body for a ship, the efficiency is best if a design with the following distribution is adopted, wherein the maximum thrust is generated at a position about 5 / 10 to 7 / 10 of the radius of the rotating body from the center of the rotating body. On the other hand, regarding cavitation, the wing tip side where thrust is generated becomes relatively serious in an environment where the circumferential speed is high and the static pressure is also low. Therefore, a design called "Tip Unload" is usually adopted to reduce the thrust share on the tip side.

[0048] Figure 5 The graph GA1 in (a) shows the pitch distribution in the radial direction of a rotating body for a general ship (general propulsion propeller) designed as a propulsion device without taking free rotation into consideration. Figure 5 The graph GA2 in (a) shows the pitch distribution in the radial direction of a conventional rotating body (general rotating body for free rotation) designed for the purpose of outputting rotational power based on free rotation. Figure 5 The graph GB1 in (b) shows the arc height distribution in the radial direction of a conventional propulsion rotor. Figure 5 The curve GB2 in (b) shows the arc height distribution in the radial direction of a conventional free-rotating rotating body. When a conventional free-rotating rotating body is intended to output a large rotational power, it is preferably formed into a shape in which the pitch distribution is designed to be the largest as the pitch moves from the center of the rotating body toward the end of the rotating body or as the pitch moves from the center of the rotating body toward the end side that is closer to 7 / 10 of the radius and no arc height is provided. However, this shape not only tends to deteriorate in efficiency during propulsion, but also needs to consider suppressing cavitation during propulsion when used as a propulsion rotating body, so it is difficult to directly adopt this shape.

[0049] The inventors of the present invention have conducted in-depth research on how to use the ship-use rotating body 50 to achieve both propulsion and free rotation. Figure 6 As shown in FIG. 1 , a rotating body 50 is found in which the area on the root 54 side of the wing 53 (the area with hatching) is set as an airfoil suitable for free rotation and the area on the tip 55 side (the area without hatching) is set as an airfoil suitable for propulsion. The distribution of the camber amount of the wing in the radial direction that can achieve this is studied.

[0050] Specifically, the Figure 7 The distribution of arc height is shown in Figure 2. Figure 7 As shown, in the distribution of the camber amount of the wing 53 in the radial direction, the maximum camber amount, namely the maximum camber amount CA, is present on the side of the tip portion 55. MAX . The area on the side of the terminal portion 55 refers to: an area closer to the side of the terminal portion 55 than the 1 / 2 radius position in the radial direction of the wing 53. There is one or more inflection points FP in the arc height distribution between the radius position RP1 where the maximum arc height is obtained and the root 54 of the wing 53. The inflection point FP refers to: the switching point between the positive and negative differential values ​​of the arc height distribution curve. The radius position which is 4 / 10 of the distance L1 from the root 54 to the radius position RP1 where the maximum arc height is obtained is set as "radius position RP2". At this time, at the radius position RP2, the arc height amount CA2 becomes the difference between the arc height amount CA1 of the root 54 and the maximum arc height amount CA2. MAX The total value is less than the value obtained by multiplying by 0.1.

[0051] Furthermore, one or more of the inflection points FP exist between a position 3 / 10 and a position 8 / 10 of the distance L1 from the root 54 to the radial position RP1 of the blade 53 where the camber amount is the maximum.

[0052] refer to Figure 8 and Fig. 9 , an example of the cross-sectional shape of the wing 53 of the rotating body 50 is described. In addition, Figure 8 The cross-sectional shapes of the blade 53 according to the embodiment and the blade of a conventional propulsion rotor according to the comparative example at the 40% radius position are shown. Fig. 9 The cross-sectional shape of the blade 53 according to the embodiment and the blade of the conventional propulsion rotor according to the comparative example at the 90% radius position is shown. Figure 8 and Fig. 9 In FIG. 1 , the chord line GL, the camber line CL1 of the embodiment and the line FL1 on the wing surface, and the camber line CL2 of the comparative example and the line FL2 on the wing surface are shown. Figure 8 and Fig. 9 In order to facilitate understanding of the difference in cross-sectional shapes between the two, the features are emphasized.

[0053] like Figure 8 As shown in FIG. 1 , the camber height on the root 54 side of the rotating body 50 of the embodiment is relatively small (or the camber height is zero) compared to the propulsion rotating body of the comparative example. Thus, the area on the root 54 side of the rotating body 50 of the embodiment becomes an airfoil suitable for free rotation. Fig. 9As shown, the camber height of the rotor 50 of the embodiment on the side of the tip 55 is relatively large compared to the propulsion rotor of the comparative example. Thus, the area on the side of the tip 55 of the rotor 50 of the embodiment becomes an airfoil suitable for propulsion.

[0054] Another specific example of the rotating body 50 designed based on the above viewpoint will be described. Fig.10 The graph GA1 in (a) shows the pitch distribution in the radial direction of a general ship rotor (general propulsion rotor) designed as a propeller without taking free rotation into consideration. Fig.10 The graph GA3 in (a) shows the pitch distribution in the radial direction of the rotating body 50 according to another embodiment. Fig.10 The graph GB1 in (b) shows the arc height distribution in the radial direction of a conventional propulsion rotor. Fig.10 The curve graphs GB3a and GB3b in (b) show the arc height distribution in the radial direction of the two rotating bodies 50 involved in other embodiments. Figure 5 The graphs shown are the same.

[0055] In addition to the above conditions, if Fig.10 As shown in (a), it is preferred that there is a portion where the pitch becomes the largest within a range of 6 / 10 or more and 8 / 10 or less of the radius of the rotating body from the rotating body center of the wing 53. Fig.10 As shown in (b), it is preferred that there is no arc height or a constant arc height within the range from the center of the rotating body to 4 / 10 of the radius of the rotating body, and there is a portion where the arc height is maximum within the range of more than 6 / 10 and less than 8 / 10 of the radius of the rotating body from the center of the rotating body.

[0056] refer to Fig.11 and Fig.12 ,right Figure 5 The conventional propulsion rotating body, the conventional free-rotation rotating body and Fig.10 The performance of the rotating body 50 according to the illustrated embodiment will be described. Fig.11The horizontal axis represents the value (%) obtained by setting the open water efficiency of the conventional propulsion rotor during propulsion to 100% and comparing the open water efficiency of each rotor during propulsion with this. The vertical axis represents the value (%) obtained by setting the rotational power obtained by the conventional propulsion rotor to 100% and comparing the maximum amount of rotational power of each rotor during free rotation while maintaining the pitch angle during propulsion (assuming a fixed-pitch rotor). Point PX1 represents the result of the conventional propulsion rotor, point PX2 represents the result of the conventional free-rotating rotor, and point PX3 represents the result of the rotor 50 involved in the embodiment. At point PX2, the open water efficiency during propulsion is greatly deteriorated. On the other hand, if the airfoil of the rotor 50 involved in the embodiment is used, the deterioration of the open water efficiency during propulsion is small and the regenerative power can be increased.

[0057] Fig.12 The horizontal axis of (a) represents the pitch angle (%) when the pitch angle of each rotating body during propulsion is set to 100% and the pitch angle of the variable pitch is changed. Fig.12 The vertical axis of (a) represents the rotational power that can be obtained during free rotation by setting the maximum amount of rotational power that can be obtained when a conventional propulsion rotating body freely rotates while maintaining the pitch angle during propulsion as 100% and comparing it with the maximum amount of rotational power when the pitch angle of the variable pitch of each rotating body is changed (%). Graph GC1 represents the results of a conventional propulsion rotating body, graph GC2 represents the results of a conventional free-rotating rotating body, and graph GC3 represents the results of the rotating body 50 involved in the embodiment. All rotating bodies can adjust the rotational power by changing the pitch angle. Moreover, compared with graph GC1, graph GC3 can obtain greater rotational power.

[0058] Fig.12 The horizontal axis of (b) represents the value (%) obtained by setting the open water efficiency of the conventional propulsion rotor during propulsion to 100% and comparing the open water efficiency of each rotor during propulsion with this. The vertical axis represents the value (%) obtained by setting the maximum amount of rotational power that can be obtained when the conventional propulsion rotor is freely rotating while maintaining the pitch angle during propulsion to 100% and comparing the maximum amount of rotational power when the pitch angle of the variable pitch of each rotor is changed with this. Point PY1 represents the result of the conventional propulsion rotor, point PY2 represents the result of the conventional free-rotating rotor, and point PY3 represents the result of the rotor 50 involved in the embodiment. At point PY2, the open water efficiency during propulsion is greatly deteriorated. On the other hand, if the airfoil of the rotor 50 involved in the embodiment is used, the degradation of the open water efficiency during propulsion is small and the regenerative power can be increased.

[0059] The effects of the rotating body 50 and the ship 1 according to the present embodiment will be described.

[0060] In the past, with the trend towards zero emissions, the demand for technologies that use wind power as propulsion, such as sails or kites, has gradually increased. In recent years, ships that use wind power for propulsion are usually equipped with not only wind-powered propulsion devices (sails, kites, etc.) but also conventional turbine propulsion devices in order to prepare for situations where there is not enough wind.

[0061] The propulsion for turbine navigation is usually a rotary wing (propeller) type. In the sail technology, there are cloth sails, steel sails, rotor sails, etc. When using a rotor sail, electricity is required to rotate the rotor, so in order to sail completely with zero emissions, it is necessary to obtain electricity for rotating the rotor sail from natural energy.

[0062] As a method of generating electricity from natural energy, a power generation rotor that uses the water flow around the hull to generate electricity can be used. In power generation using the rotor, if the rotor is set as far as possible at a position with a fast flow rate, the amount of power generated will increase and the operating efficiency will become good. Among the flow rates on the side of the hull, the flow rate at the front in the direction of travel is the fastest, and as it moves backward, the flow rate slows down due to the friction between the hull and the water (based on the wake). Therefore, the power generation efficiency is best when the power generation rotor is set at the front in the direction of travel. However, on the other hand, when power generation is not performed using the rotor, the rotor in the rapid flow will become a large resistance, thereby damaging the propulsion performance of the ship, so it is preferably located in a slow flow. When the propulsion device for turbine navigation is a rotor (propeller) method, the propulsion efficiency (fuel consumption performance) is usually good when it is set in the slow flow (in the wake) on the stern side. When the propulsion device for turbine navigation is a rotor (propeller) method, it can also have the function of a power generation rotor.

[0063] In view of the above situation, the ship system 100 according to the present embodiment can be used to propel the ship 1, and can generate electricity by free rotation when the ship 1 is traveling. Therefore, thrust can be generated by the ship system 100 when the ship 1 is propelled. On the other hand, during sailing, etc., electricity can be generated by free rotation of the rotating body 50. In this way, the time of using the ship system 100 can be extended. Thus, the ship system 100 can be used effectively.

[0064] If the ship system 100 according to the present embodiment is used, it can be used as a propulsion device for ship navigation (it can also be used as a power generation rotor blade) during ship navigation. During wind propulsion, it can be used as a rotor blade that generates electricity by free rotation to rotate the rotor sail. Furthermore, if an azimuth propulsion device is used as a propulsion device for ship navigation, it also has the function of a rudder, so the above-mentioned performance can be ensured more effectively.

[0065] The direction of the rotating body 50 during propulsion rotation and the direction during free rotation may be the same. In this case, there is no need for a mechanism for changing the direction of the rotating body 50 for a ship during propulsion and free rotation.

[0066] The rotating body 50 may be configured as follows: in the distribution of the camber amount of the blade in the radial direction, the maximum value of the camber amount (i.e., the maximum camber amount) is present on the side of the tip portion 55, there is one or more inflection points in the camber distribution between the radial position where the maximum camber amount is present and the root 54 of the blade 53, and the camber amount is less than the sum of the camber amount of the root 54 and the value obtained by multiplying the maximum camber amount by 0.1 at a radial position 4 / 10 of the distance from the root 54 to the radial position where the maximum camber amount is present from the root 54. In this case, the thrust generation efficiency during propulsion can be ensured while the power generation efficiency during free rotation can be improved.

[0067] One or more of the inflection points may be located between 3 / 10 and 8 / 10 of the distance from the root 54 to the radial position of the maximum arc height from the root 54 of the wing 53. In this case, the vicinity of the root of the wing 53 can be set to a shape suitable for free rotation.

[0068] The ship according to the present embodiment may include the ship system 100 and the Magnus rotor 10, and use the power generated by the free rotation of the rotating body 50 of the ship system 100 as the driving force of the Magnus rotor 10. In this case, the power required by the Magnus rotor 10 for sailing can be efficiently generated by the ship's rotating body 50.

[0069] Furthermore, the rotating body 50 according to the present embodiment can be used for the propulsion of the ship 1, and can generate electricity by making the rotating body 50 rotate freely when the ship 1 is propelled. Therefore, thrust can be generated by the rotating body 50 when the ship 1 is propelled. On the other hand, during sailing, etc., power can be generated by the free rotation of the rotating body 50. In this way, the time for utilizing the rotating body 50 can be extended. Thus, the rotating body 50 can be used effectively. Furthermore, by adjusting the arc height, the thrust generation efficiency during propulsion can be ensured while the power generation efficiency during free rotation can be improved.

[0070] In addition, by further setting the rotating body 50 as a variable pitch rotating body, it is possible to control the pitch angle to be most suitable for regeneration according to the ship speed (flow velocity). In the variable pitch rotating body, it can be used even when the pitch angle is changed to more than 90° to 360°. In the case of using a reverse rotating body, for example, by using a rotating body with optimized propulsion performance in the front rotating body and adopting this design in the rear rotating body to optimize the thrust sharing rate, the propulsion efficiency of the entire ship can be improved. In the case of using an azimuth propeller, this design can be adopted. This design can also be adopted in a ship with multiple rotating bodies on board. If the propeller used for regeneration is a motor drive method such as an azimuth type, this solution can be adopted without carrying a special generator.

[0071] The present invention is not limited to the above-mentioned embodiments.

[0072] The structure of the hull 11 is not limited to Figure 1 The structure shown can be appropriately changed according to the purpose, etc. For example, the regenerated power can also be used for the control of the sails, the steel sails, or the operation of the air-breathing wing, etc. In addition, the present invention is not limited to sailing, but can also be used for regeneration purposes when the ship is stopped in an area with water flow such as a river (using the water flow of the river to regenerate power and supply it to the power supply inside the ship, etc.).

Claims

1. A ship system, used for propulsion of a ship, characterized in that: When the ship is sailing, the rotating body is freely rotated to generate electricity.

2. The ship system according to claim 1, characterized in that: The orientation of the rotating body during the propulsion rotation is the same as that during the free rotation.

3. The ship system according to claim 1, characterized in that: The rotating body is configured such that, in the distribution of the camber amount of the blade in the radial direction, the maximum camber amount, that is, the maximum camber amount, is present at the tip end side, There is one or more inflection points in the camber distribution between the radius position where the maximum camber amount is obtained and the root of the blade, At a radial position 4 / 10 of the distance from the root to the radial position at which the maximum arc height is obtained, the arc height is equal to or less than the sum of the arc height of the root and the value obtained by multiplying the maximum arc height by 0.

1.

4. The ship system according to claim 3, characterized in that: One or more of the inflection points exist between a position of 3 / 10 and a position of 8 / 10 of the distance from the root to the radial position where the maximum camber amount is obtained.

5. A ship, characterized in that: have: The ship system according to any one of claims 1 to 4; and Magnus rotor, The electric power generated by the free rotation of the rotating body of the marine system is used as a driving force of the Magnus rotor.

6. A rotating body used for propulsion of a ship, characterized in that: In the distribution of the camber amount of the blade in the radial direction, the maximum camber amount, that is, the maximum camber amount, is present on the tip end side. There is one or more inflection points in the camber distribution between the radius position where the maximum camber amount is obtained and the root of the blade, At a radial position 4 / 10 of the distance from the root to the radial position at which the maximum arc height is obtained, the arc height is equal to or less than the sum of the arc height of the root and the value obtained by multiplying the maximum arc height by 0.1.

Images