Magnus rotating cylinder for ship and ship provided with same

Abstract

The present invention solves the problem of energy loss due to the change of the direction of rotation of a Magnus drum by using wind energy instead of depending on a Magnus drum driving motor, and is characterized in that: a hull is equipped with a wind direction detector and a Magnus drum; the Magnus rotating cylinder comprises a cylinder part for generating a pushing force and a cylinder part rotation direction changing part, the cylinder part for generating the pushing force is used for providing the pushing force by rotating relative to the wind; the cylinder part rotation direction changing part comprises a lower supporting table, a wing supporting table, a wing supporting table moving device, a plurality of wind receiving wings with variable postures, and a wing posture changing driving motor for changing the postures of the wind receiving wings. And a device controller for controlling the drive motor for changing the wing attitude according to the wind direction detected by the wind direction detector.

Description

Technical Field

[0001] The present invention relates to a Magnus rotor that uses wind power to change the rotation direction of the Magnus rotor according to the wind direction, and a ship that uses the Magnus rotor to convert wind energy into the driving force of the ship for utilization. Background Art

[0002] In recent years, as concerns about environmental pollution have increased, maritime regulations have also increased. In response to these regulations, efforts are being made to reduce carbon dioxide emissions while improving energy efficiency through various methods.

[0003] As part of these efforts, research on auxiliary propulsion methods using new renewable energy continues, and in particular, research on auxiliary propulsion devices using wind power is actively underway.

[0004] As a method of using wind energy as the driving force of a ship, a Magnus rotor or Flettner rotor that utilizes the Magnus effect is known.

[0005] Among them, the Magnus effect is as shown in Figure 1 When there is a rotating object in a fluid, the pressure on the side where the fluid is accelerated due to the rotation decreases, while the pressure on the opposite side increases as the fluid velocity slows down. Therefore, the rotating object receives a lift force (F) towards the side with lower pressure due to this pressure difference, and the lift force generated in this way can be used as the driving force of a ship.

[0006] The Magnus effect was discovered by the German scientist "Heinrich Magnus". Since the Magnus effect was first discovered in the 1910s, actions to utilize it as power have been carried out mainly in the transportation industry.

[0007] In particular, the shipbuilding industry at that time used the Magnus effect to build ships and thus became the focus of attention. Since a cylindrical rotating component, that is, a rotor, was used as a sail, this type of ship was called a "rotor sail ship".

[0008] As prior art related to the Magnus rotor, Korean Patent No. 10-1895425 "Wind-Assisted Propulsion Device for Ships" (authorized on August 30, 2018), etc. are disclosed. As disclosed in the above documents, a Magnus rotor can be applied as an auxiliary driving force for a ship.

[0009] On the other hand, since the Magnus cylinder has a relatively long length, there are restrictions on bridge passage when entering a specific dock. Therefore, it is preferable to be able to reduce the height of the Magnus cylinder.

[0010] Therefore, in order to avoid collision with the bridge in situations such as passing under a bridge or when the wind is blowing directly towards the ship, and to reduce the air resistance in the forward direction, it is preferable to have a structure that can shorten the length of the Magnus cylinder.

[0011] In addition, in order to generate propulsion, the Magnus cylinder must be equipped with a drive motor to rotate the cylinder at a certain speed or higher. Such motor drive requires electrical energy, which thus becomes a factor reducing the performance of the Magnus cylinder.

[0012] In order to reduce the capacity of the drive motor or eliminate the need for a drive motor, it is necessary to have a structure that uses the blowing wind to rotate the Magnus cylinder to improve the performance of the Magnus cylinder, thereby solving the problem of energy loss.

[0013] On the other hand, in order for the Magnus cylinder to generate propulsion for the ship even when the wind direction changes, it is necessary to change the rotation direction of the Magnus cylinder according to the wind direction.

[0014] Therefore, there is often a need to frequently reverse the rotation direction of the Magnus cylinder that is rotating forward or make the Magnus cylinder that is rotating in the reverse direction rotate forward according to the situation. For this purpose, it is necessary to change the rotation direction of the motor or the like that rotates the Magnus cylinder.

[0015] Therefore, in order to change the rotation direction of the Magnus cylinder according to the change in wind direction, a considerable amount of energy is lost during the process of repeated deceleration and acceleration. Summary of the Invention

[0016] The present invention is proposed to solve the above-mentioned problems of the prior art. The rotation direction of the Magnus cylinder that changes according to the wind direction is achieved by using wind energy, rather than relying on the drive motor of the Magnus cylinder, thereby solving the problem of energy loss caused by the change in the rotation direction of the Magnus cylinder.

[0017] To solve the above problems, the present invention includes: a hull; a wind direction detector provided on the hull; and at least one Magnus cylinder rotatably provided on the hull. The Magnus cylinder includes: a driving force generating cylindrical portion formed in a cylindrical shape extending in the vertical direction to rotate relative to the wind and provide a driving force to the hull; a cylindrical portion rotation direction changing portion including a lower support platform provided at the lower part of the driving force generating cylindrical portion, a wing support platform provided above the lower support platform at a distance from the lower support platform, a wing support platform moving device for adjusting the height of the wing support platform relative to the lower support platform, a plurality of wind receiving wings provided to be able to change their postures relative to the wing support platform, and a wing posture changing drive motor for changing the postures of the wind receiving wings. When the postures of the wind receiving wings are changed by the wing posture changing drive motor, the rotation direction of the driving force generating cylindrical portion relative to the wind is changed. It includes a device controller for controlling the wing posture changing drive motor according to the wind direction detected by the wind direction detector.

[0018] In the above, the wing support platform moving device may include: a first screw configured with its upper end fixed to the wing support platform and passing through the lower support platform in the middle; a first drive motor provided on the lower support platform; and a first nut member screwed to the first screw, receiving the rotational force of the first drive motor and rotating to convert the rotational force of the first drive motor into the up and down movement of the first screw.

[0019] In the above, a plurality of guide columns with their upper ends fixed to the wing support platform and passing through the lower support platform in the middle may be provided.

[0020] In the above, the wing support platform may include: a second screw extending in the vertical direction; a second nut member screwed to the second screw; and a second drive motor for rotating the second screw.

[0021] In the above, it is possible that the wing support platform includes: a second drive motor mounting plate for mounting the second drive motor; an upper connecting platform for supporting the upper end of the second screw rod so as to be rotatable; a first upper wing support rod, one end of which is rotatably supported on the upper connecting platform in the vertical direction; a second upper wing support rod, one end of which is rotatably supported on the other end of the first upper wing support rod in the vertical direction; a third upper wing support rod, one end of which is rotatably supported on the other end of the second upper wing support rod in the horizontal direction, and the other end of which is fixed to the wind-receiving wing; a first lower wing support rod, one end of which is rotatably supported on the second nut member in the vertical direction; a second lower wing support rod, one end of which is rotatably supported on the other end of the first lower wing support rod in the vertical direction; and a third lower wing support rod, one end of which is rotatably supported on the other end of the second lower wing support rod in the horizontal direction, and the other end of which is fixed to the wind-receiving wing, and the drive motor for changing the wing attitude is used to adjust the rotation angle of the third lower wing support rod.

[0022] In the above, it is possible that the cylinder part for generating driving force is formed by connecting a plurality of unit cylinders in a telescopic sleeve manner, and its length can be adjusted in the vertical direction, and the lower support platform is fixed to the unit cylinder located at the lowermost end among the unit cylinders.

[0023] In the above, it is possible that the unit cylinder located at the uppermost end among the unit cylinders is provided with a wing support platform interference part, which interferes with the edge of the wing support platform and moves in linkage with the vertical movement of the wing support platform.

[0024] In the above, the plurality of unit cylinders may have a structure for rotating in linkage with each other.

[0025] As another idea of the present invention, it relates to a Magnus cylinder for a ship, which is used to provide driving force to the ship by using wind power. Among them, it includes: a cylinder part for generating driving force, which is formed in a cylindrical shape extending in the vertical direction, and rotates relative to the wind to provide driving force to the hull; and a cylinder part rotation direction changing part, which includes a lower support platform arranged at the lower part of the cylinder part for generating driving force, a wing support platform arranged above the lower support platform and spaced apart from the lower support platform, a wing support platform moving device for adjusting the height of the wing support platform relative to the lower support platform, a plurality of wind-receiving wings arranged to be able to change the attitude relative to the wing support platform, and a drive motor for changing the attitude of the wind-receiving wings. When the attitude of the wind-receiving wings is changed by the drive motor for changing the wing attitude, the rotation direction of the cylinder part for generating driving force relative to the wind is changed.

[0026] In the above, the wing support platform moving device may include: a first screw, configured with its upper end fixed to the wing support platform and its middle portion passing through the lower support platform; a first drive motor, equipped on the lower support platform; and a first nut member, threadedly engaged with the first screw, receiving the rotational force of the first drive motor and rotating, so that the rotational force of the first drive motor is converted into the up and down movement of the first screw.

[0027] In the above, a plurality of guide pillars may be provided, the upper ends of which are fixed to the wing support platform and the middle parts of which pass through the lower support platform.

[0028] In the above, the wing support platform may include: a second screw extending in the up-down direction; a second nut member threadedly engaged with the second screw; and a second drive motor to rotate the second screw.

[0029] In the above, the wing support platform may include: a second drive motor mounting plate for mounting the second drive motor; an upper connecting platform for supporting the upper end of the second screw rod to be rotatable; a first upper wing support rod, one end of which is rotatably supported on the upper connecting platform in the up-down direction; a second upper wing support rod, one end of which is rotatably supported on the other end of the first upper wing support rod in the up-down direction; a third upper wing support rod, one end of which is rotatably supported on the other end of the second upper wing support rod in the up-down direction, and the other end is fixed to the wind-receiving wing; a first lower wing support rod, one end of which is rotatably supported on the second nut member in the up-down direction; a second lower wing support rod, one end of which is rotatably supported on the other end of the first lower wing support rod in the up-down direction; and a third lower wing support rod, one end of which is rotatably supported on the other end of the second lower wing support rod in the horizontal direction, and the other end is fixed to the wind-receiving wing, and the wing attitude changing drive motor is used to adjust the rotation angle of the third lower wing support rod.

[0030] In the above, the thrust generating cylinder may be formed by connecting a plurality of unit cylinders in a telescopic sleeve manner, and its length can be adjusted in the up and down directions, and the lower support platform is fixed to the unit cylinder located at the lowest end among the unit cylinders.

[0031] In the above, the uppermost unit cylinder among the unit cylinders may be provided with a wing support platform interference portion, which interferes with an edge of the wing support platform and moves in conjunction with the up-and-down movement of the wing support platform.

[0032] In the above, the plurality of unit cylinders may have a structure that rotates in conjunction with each other.

[0033] As described above, the present invention enables the rotational direction of the Magnus cylinder to be changed according to the wind direction to utilize wind energy, rather than relying on an electric motor for driving the Magnus cylinder, thereby solving the problem of energy loss caused by the change in the rotational direction of the Magnus cylinder.

[0034] In addition, for the rotation of the Magnus cylinder, the present invention directly utilizes wind power instead of using an electric motor for driving the Magnus cylinder, thereby further simplifying the structure for driving the rotation of the Magnus cylinder.

[0035] In addition, even when using an electric motor for driving the Magnus cylinder, the present invention enables the electric motor for driving the Magnus cylinder to consume less energy while increasing the rotational speed of the Magnus cylinder to obtain high driving force.

[0036] In addition, the present invention makes the cylindrical portion rotation direction changing portion for changing the rotational direction of the Magnus cylinder protrude only above the Magnus cylinder during use and be hidden in the Magnus cylinder in an inserted manner when not in use, so that the overall height of the Magnus cylinder is not increased, and there is no problem even when the ship passes through a bridge or the like.

[0037] In addition, the present invention can significantly reduce the total length of the Magnus cylinder in the vertical direction, thereby eliminating the resistance or inconvenience caused by the Magnus cylinder when the Magnus cylinder itself is not in use. Description of the Drawings

[0038] Figure 1 It is a diagram for explaining the Magnus effect.

[0039] Figure 2 It is a conceptual side view of a ship equipped with a Magnus cylinder according to an embodiment of the present invention.

[0040] Figure 3 It is Figure 2 A conceptual side view of the state where the vertical length of the Magnus cylinder in the ship is contracted.

[0041] Figure 4 It is Figure 2 A conceptual front view of the Magnus cylinder in the state of

[0042] Figure 5 It is Figure 3 A conceptual front view of the Magnus cylinder in the state of

[0043] Figure 6 It is Figure 5 A conceptual perspective view of the Magnus cylinder of

[0044] Figure 7 It is Figure 5Concept sectional view of the Magnus cylinder.

[0045] Figure 8 is Figure 7 Enlarged sectional view of the main part of

[0046] Figure 9 is Figure 7 Enlarged perspective view of the main part of

[0047] Figure 10 is Figure 9 Enlarged perspective view of the main part of

[0048] Figures 11 to 13 is Figure 5 Concept perspective view, concept sectional view, and enlarged sectional view of the main part of the cylinder section for generating driving force in

[0049] Figures 14 to 19 is Figure 4 Concept perspective view, concept sectional view, enlarged sectional view of the main part, and enlarged perspective view of the main part of the Magnus cylinder of

[0050] Figure 20 Concept perspective view of the cylinder section for generating driving force of the Magnus cylinder.

[0051] Figure 21 is Figure 20 Concept sectional view of

[0052] Figure 22 is Figure 21 Sectional view A - A of

[0053] Figure 23 Perspective view of the unit cylinder of the cylinder section for generating driving force of the Magnus cylinder.

[0054] Figure 24 is Figure 23 Sectional view of

[0055] Figure 25 is Figure 24 Sectional view B - B of

[0056] Figure 26 is the top - view concept diagram of the Magnus cylinder in the state where the wind - receiving wing is in the first posture Figure 4 of

[0057] Figure 27 is the top - view concept diagram of the Magnus cylinder in the state where the wind - receiving wing is in the second posture Figure 4 of

[0058] Figure 28 and Figure 29It is a conceptual top view showing a state in which a wind-receiving wing changes to a first attitude / second attitude according to a change in wind direction, causing a change in the rotation direction of a Magnus cylinder to obtain a driving force from the wind.

[0059] Figure 30 It is a control block diagram of a Magnus cylinder. Detailed implementation mode

[0060] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings so that those skilled in the art can easily implement them.

[0061] Figure 2 It is a conceptual side view of a ship equipped with a Magnus cylinder according to an embodiment of the present invention. Figure 3 It is Figure 2 A conceptual side view of the state in which the length of the Magnus cylinder in the vertical direction is contracted in the ship. Figure 4 It is Figure 2 A conceptual front view of the Magnus cylinder in the state of Figure 5 It is Figure 3 A conceptual front view of the Magnus cylinder in the state of Figure 6 It is Figure 5 A conceptual three-dimensional view of the Magnus cylinder of Figure 7 It is Figure 5 A conceptual sectional view of the Magnus cylinder of Figure 8 It is Figure 7 An enlarged sectional view of the main part of Figure 9 It is Figure 7 An enlarged three-dimensional view of the main part of Figure 10 It is Figure 9 An enlarged three-dimensional view of the main part of Figures 11 to 13 It is Figure 5 A conceptual three-dimensional view, conceptual sectional view, and enlarged sectional view of the main part of the driving force generating cylindrical part in when it is elongated in the vertical direction. Figures 14 to 19 It is Figure 4 A conceptual three-dimensional view, conceptual sectional view, enlarged sectional view of the main part, and enlarged three-dimensional view of the main part of the Magnus cylinder of Figure 20 It is a conceptual three-dimensional view of the driving force generating cylindrical part of the Magnus cylinder. Figure 21 It is Figure 20 A conceptual sectional view of Figure 22 It is Figure 21 A sectional view taken along the A-A reference line of Figure 23 It is a three-dimensional view of a unit cylinder of the driving force generating cylindrical part of the Magnus cylinder. Figure 24 It is Figure 23 A sectional view of Figure 25 It is Figure 24 A sectional view taken along the B-B reference line of Figure 26is the state when the wind-receiving wing is in the first posture Figure 4 top view conceptual diagram of the Magnus cylinder Figure 27 is the state when the wind-receiving wing is in the second posture Figure 4 top view conceptual diagram of the Magnus cylinder Figure 28 and Figure 29 is a conceptual top view showing that the wind-receiving wing changes to the first posture / second posture according to the change of the wind direction, so that the rotation direction of the Magnus cylinder changes to obtain the driving force from the wind Figure 30 is a control block diagram of the Magnus cylinder

[0062] The ship 100 of this embodiment includes a hull 110 and a Magnus cylinder 200 equipped on the hull 110

[0063] Figure 2 The ship 100 shown can be any ship such as a merchant ship, a warship, a fishing boat, a cargo ship, a drilling ship, an icebreaker, and a special operation ship. Therefore, the scope of the rights of the present invention is not limited to the shape in the drawings

[0064] Refer to Figure 2 to briefly describe the ship 100. A living area 111 is equipped on one side of the deck of the hull 110. In addition, a thruster 112 is equipped on the other side of the hull 110

[0065] Although the thruster 112 is not equipped in all types of ships 100, if the thruster 112 is equipped as in this embodiment, the adjustment performance when the ship 100 stops or sails is improved, and the operation of the ship 100 is facilitated

[0066] The thruster 112 equipped on one side of the hull 110, especially the bow part, is called a bow thruster. Of course, since it is not necessary to apply the thruster 112, the scope of the rights of the present invention can also be applied to ships without the thruster 112

[0067] A propeller 113 is provided at the stern of the hull 110, which rotates through a motor and generates a driving force on the hull 110

[0068] The propeller 113 generates a driving force on the hull 110 while rotating. The actual driving force of the ship 100 is responsible for by the propeller 113. However, a part of the auxiliary driving force is responsible for by the Magnus cylinder 200. Therefore, it can correspondingly help to reduce the fuel consumption

[0069] A rudder assembly 114 is provided around the propeller 113. The rudder assembly 114 plays a role in adjusting the sailing direction of the hull 110 propelled by the propeller 113. Therefore, the rudder assembly 114 is also called a rudder.

[0070] On the other hand, the hull 110 is equipped with a Magnus rotor 200. As described above, the propeller 113 is responsible for the propulsion force of the hull 110, but the Magnus rotor 200 is responsible for a part of the propulsion force.

[0071] According to an embodiment, it is also possible for the Magnus rotor 200 to be responsible for the entire propulsion force of the hull 110 .

[0072] The Magnus rotor 200 is a structure that generates further propulsion force on the hull 110 by utilizing the Magnus effect of wind force. Figure 1 The description is the same.

[0073] The Magnus rotor 200 is rotatably supported on the hull 110 .

[0074] Generally, the main part of a Magnus rotor is usually a cylindrical structure with a hollow interior and extending long upward and downward.

[0075] In the present embodiment, the Magnus rotor 200 includes a thrust generating cylinder portion 210 formed in a cylindrical shape extending in the up-down direction in order to apply thrust to the hull 110 by rotating the hull 110 against wind.

[0076] In the thrust generating cylinder 210 of the present embodiment, a plurality of unit cylinders 211 are connected in a telescopic manner, and their lengths can be adjusted in the vertical direction. Figure 4 When the plurality of unit cylinders 211 overlap each other, the cylinder portion 210 for generating the driving force is extended as shown in FIG. Figure 5 Contraction shown.

[0077] It is preferred that the uppermost unit cylinder 211 among the unit cylinders 211 is provided with a wing support platform interference portion 212 which interferes with the edge of the wing support platform 223 and moves in conjunction with the vertical movement of the wing support platform 223 .

[0078] Each unit cylinder 211 is in the shape of a cylinder that is open in the up-down direction, with an inner protruding jaw 211a that protrudes radially inward formed at the lower end, and an outer protruding jaw 211b that protrudes radially outward formed at the upper end, a plurality of guide grooves 211c are formed in the inner protruding jaw 211a, and a plurality of guide protrusions 211d extending in the up-down direction are formed on the outer peripheral surface.

[0079] Therefore, the guide groove 211c of the unit cylinder 211 located on the outside is combined with the guide protrusion 211d of the unit cylinder 211 located on the inside, thereby guiding the unit cylinder 211 located on the outside to move in the up and down directions. Not only that, the unit cylinder 211 located on the outside and the unit cylinder 211 located on the inside are also rotated together.

[0080] In addition, a Magnus rotor driving motor 122 (only marked on Figure 30 ) to drive the Magnus rotor 200 to rotate.

[0081] Depending on the embodiment, the Magnus drum driving motor 122 may not be provided. That is, the Magnus drum driving motor may be selectively provided.

[0082] In general, a Magnus rotor having a Magnus rotor driving motor and a cylindrical portion for generating a driving force is commonly used.

[0083] Therefore, when the Magnus rotor driving motor 122 rotates the Magnus rotor 200 , the thrust generating cylindrical portion 210 rotates with respect to the wind and, at the same time, a thrust is applied to the hull 110 by the Magnus effect.

[0084] The Magnus rotor 200 of this embodiment further includes a cylindrical rotation direction changing portion 220 .

[0085] The cylindrical rotation direction changing portion 220 may be located inside the thrust generating cylindrical portion 210 when not in use, and may protrude toward the upper portion of the thrust generating cylindrical portion 210 when in use.

[0086] The cylindrical portion rotation direction changing unit 220 includes a lower support platform 221, a wing support platform moving device 222, a wing support platform 223, a wind receiving wing 224, a wing attitude changing driving motor 225, and the like.

[0087] The lower support table 221 is provided so as to be fixed to the lower part of the thrust generating cylinder 210 .

[0088] More specifically, it is preferable that the lower support table 221 is fixed to the unit cylinder 211 located at the lowermost end among the unit cylinders 211 constituting the thrust generating cylindrical portion 210 .

[0089] The wing support platform 223 is provided above the lower support platform 221 so as to be spaced apart from the lower support platform 221 .

[0090] A wing support platform moving device 222 is provided for adjusting the height of the wing support platform 223 relative to the lower support platform 221 .

[0091] In this embodiment, the wing support platform moving device 222 includes a first screw rod 222a, a first driving motor 222b, a first nut member 222c, a first nut member installation port 222d, a belt member 222e, and the like.

[0092] The first screw 222 a is configured such that the upper end is fixed to a wing support platform 223 described later and the middle portion thereof passes through a first screw through-hole 221 a formed in the lower support platform 221 .

[0093] The first driving motor 222 b is provided to be fixed to the lower support table 221 .

[0094] The first nut member 222c is screwed with the first screw 222a, receives the rotational force of the first drive motor 222b and rotates, so that the rotational force of the first drive motor 222b is converted into the up-and-down movement of the first screw 222a.

[0095] The first nut member mounting opening 222 d is used to rotatably mount the first nut member 222 c on the lower support table 221 .

[0096] The belt member 222e is used to transmit the rotation of the first driving motor 222b to the first nut member 222c.

[0097] Therefore, when the first driving motor 222b rotates the first nut member 222c through the belt member 222e, the first screw 222a threaded with the first nut member 222c moves in the vertical direction, and the wing support platform 223 fixed to the upper end of the first screw 222a can move in the vertical direction in conjunction with it.

[0098] In addition, a plurality of guide pillars 222 f are provided between the lower support platform 221 and the wing support platform 223 .

[0099] The guide post 222 f is configured in a form in which the upper end is fixed to the wing support platform 223 and the middle portion passes through the guide post through-hole 221 b formed in the lower support platform 221 .

[0100] The guide column 222f prevents the wing support table 223 from rotating by the first screw 222a, and allows the wing support table 223 to move in the up-down direction while the posture of the wing support table 223 is stably maintained.

[0101] The wing support base 223 will be described.

[0102] The wing support platform 223 includes a second drive motor mounting plate 223a, a second drive motor 223b, a second screw 223c, an upper connection platform 223d, a second nut member 223e, first, second, and third upper wing support rods 223f-1, 223f-2, 223f-3, and first, second, and third lower wing support rods 223g-1, 223g-2, 223g-3, etc.

[0103] The second drive motor mounting plate 223a has a second drive motor 223b mounted on its upper part, and the upper ends of the first screw 222a and a plurality of guide posts 222f are fixed to its lower part.

[0104] The second screw 223c is coupled to the motor shaft of the second drive motor 223b, and the second screw 223c extends in the vertical direction.

[0105] Therefore, the second screw 223c can rotate in place by the drive of the second drive motor 223b.

[0106] An upper connection platform 223d that rotatably supports the upper end portion of the second screw 223c is provided at the upper end portion of the second screw 223c.

[0107] As a fixed element, the upper connection platform 223d requires a structure for supporting the upper connection platform 223d. Since this is a conventional technique, detailed description is omitted.

[0108] The second nut member 223e is screwed onto the second screw 223c.

[0109] The first upper wing support rod 223f-1, the second upper wing support rod 223f-2, and the third upper wing support rod 223f-3 are sequentially provided on the upper connection platform 223d.

[0110] One end of the first upper wing support rod 223f-1 is rotatably supported on the upper connection platform 223d in the vertical direction.

[0111] One end of the second upper wing support rod 223f-2 is rotatably supported on the other end of the first upper wing support rod 223f-1 in the vertical direction.

[0112] One end of the third upper wing support rod 223f-3 is rotatably supported on the other end of the second upper wing support rod 223f-2 in the horizontal direction, and the other end is fixed to the wind receiving wing 224.

[0113] The first lower wing support rod 223g-1, the second lower wing support rod 223g-2, and the third lower wing support rod 223g-3 are sequentially provided on the second nut member 223e.

[0114] The first lower wing support rod 223g-1 is rotatably supported at one end in the vertical direction by the second nut member 223e.

[0115] The second lower wing support rod 223g-2 is rotatably supported at one end in the vertical direction by the other end of the first lower wing support rod 223g-1.

[0116] The third lower wing support rod 223g-3 is rotatably supported at one end in the horizontal direction by the other end of the second lower wing support rod 223g-2, and the other end is fixed to the wind-receiving wing 224.

[0117] Therefore, when the second screw rod 223c rotates by the drive of the second drive motor 223b, the second nut member 223e screwed with the second screw rod 223c can move in the vertical direction. Thus, the first upper wing support rod 223f-1 and the first lower wing support rod 223g-1 can be expanded or contracted.

[0118] A wing attitude change drive motor 225 for adjusting the rotation angle of the third lower wing support rod 223g-3 is provided on the second lower wing support rod 223g-2.

[0119] The wind-receiving wing 224 is provided such that its attitude can be changed relative to the wing support base 223.

[0120] The wind-receiving wing 224 has a shape in which the same cross-sectional structure extends in the vertical direction to receive wind.

[0121] By the wing attitude change drive motor 225, the rotation angle of the third lower wing support rod 223g-3 relative to the second lower wing support rod 223g-2 is adjusted. Thus, the attitude of the wind-receiving wing 224 can be changed relative to the wing support base 223.

[0122] The wing attitude change drive motor is used to change the attitude of the wind-receiving wing 224 and is composed of the wing attitude change drive motor 225 and the like.

[0123] The attitude of the wind-receiving wing 224 changed by the drive of the wing attitude change drive motor 225 is changed to either the first attitude or the second attitude.

[0124] The first attitude is the attitude in which the driving force generating cylinder portion 210 rotates counterclockwise by receiving wind.

[0125] Figure 26 And Figure 28 Based on the first attitude.

[0126] The second attitude is the attitude in which the driving force generating cylinder portion 210 rotates clockwise by receiving wind.

[0127] Figure 27 AndFigure 29 Based on the second posture.

[0128] Therefore, in order to change the rotation direction of the present Magnus cylinder 200, the wind-receiving wing 224 is changed to either the first posture or the second posture, and the rotation direction of the Magnus cylinder 200 is changed by the wind-receiving wing 224.

[0129] As Figure 3 shown, the present Magnus cylinder 200 is in a state where the vertical length of the driving-force generating cylinder portion 210 is reduced by overlapping the unit cylinders 211, and in addition, by inserting the cylinder-portion rotation-direction changing portion 220 inside the driving-force generating cylinder portion 210, the overall height of the Magnus cylinder 200 is significantly reduced.

[0130] On the other hand, in a state where the Magnus cylinder 200 is required, as Figure 2 shown, the unit cylinders 211 are extended in a telescopic sleeve manner, whereby the vertical length of the driving-force generating cylinder portion 210 is extended, and the cylinder-portion rotation-direction changing portion 220 protrudes from the driving-force generating cylinder portion 210.

[0131] This process will be described in more detail.

[0132] From Figure 3 , Figure 6 or Figure 7 's state is changed to Figure 11 or Figure 12 's state by the driving of the first drive motor 222b.

[0133] That is, when the first nut member 222c rotates by the driving of the first drive motor 222b, the first screw 222a moves up and down by screwing with the first nut member 222c, whereby the second drive-motor mounting plate 223a of the wing support base 223 moves upward.

[0134] The second drive-motor mounting plate 223a of the wing support base 223 interferes with the wing support interfering portion 212 of the unit cylinder 211 provided at the uppermost end during the upward movement, whereby the uppermost unit cylinder 211 also moves upward together, and when the uppermost unit cylinder 211 moves upward, the unit cylinders 211 located below also move upward in sequence, and are changed to Figure 11 or Figure 12 's state.

[0135] Then, it is changed to Figure 14 or Figure 15 's state by the driving of the second drive motor 223b.

[0136] That is, when the second screw 223c rotates by the drive of the second drive motor 223b, the second nut member 223e screwed thereto moves in the upward direction. As a result, the first upper wing support rod 223f-1 and the first lower wing support rod 223g-1 are deployed, and the wind receiving wing 224 moves outward in the radial direction.

[0137] In this state, the wing attitude changing drive motor 225 appropriately changes the attitude of the wind receiving wing 224.

[0138] When the Magnus cylinder 200 is not needed, from Figure 14 or Figure 15 the state is transformed into Figure 11 or Figure 12 the state, and then transformed into Figure 3 , Figure 6 or Figure 7 the state.

[0139] As described above, the present invention can shorten the length of the Magnus cylinder to avoid collision with the bridge and reduce the air resistance in the forward direction.

[0140] On the other hand, this ship is also equipped with a wind direction detector 170 and a device controller 160 to control the wing attitude changing drive motor 225 and the like.

[0141] The wind direction detector 170 is a sensor that detects the wind direction toward the Magnus cylinder 200.

[0142] The wind direction detector 170 can be installed on the deck 115 of the hull 110. Of course, multiple wind direction detectors 170 instead of one can also be applied.

[0143] The device controller 160 is connected to the wind direction detector 170 and controls the operations of the wing attitude changing drive motor 225 and the Magnus cylinder drive motor 122 based on the detection value of the wind direction detector 170 to generate further driving force for the hull 110.

[0144] For example, for the ship traveling (forward) direction as shown in Figure 28 , if the wind direction (blowing) is generated from the upper side to the lower side in the figure, the device controller 160 can control in the following manner, that is, by driving the wing attitude changing drive motor 225 to change the attitude of the wind receiving wing 224, thereby causing the Magnus cylinder 200 to rotate counterclockwise.

[0145] As a result, through the Magnus effect of the Magnus cylinder 200 in the ship traveling (forward) direction, further driving force can be generated for the ship 100.

[0146] In addition, for the ship traveling (forward) direction as shown in Figure 29In the shown direction of the ship's travel (forward), if a wind direction (blowing) is generated from the lower side to the upper side in the figure, the device controller 160 can be controlled in the following manner, that is, by driving the wing attitude change driving motor 225 to change the attitude of the wind-receiving wing 224, thereby causing the Magnus cylinder 200 to rotate clockwise.

[0147] Thus, through the Magnus effect of the Magnus cylinder 200 in the direction of the ship's travel (forward), a further driving force can be generated on the ship 100.

[0148] The device controller 160 that performs this function may include a central processing unit (CPU) 161, a memory 162, and a support circuit 163.

[0149] In this embodiment, the central processing unit 161 is connected to the wind direction detector 170 and can be one of various computer processors applicable in the industry. Based on the detection value of the sensor 170, through an organic mechanism, it controls the operations of the wing attitude change driving motor 225 and the Magnus cylinder driving motor 122 to generate a further driving force on the hull 110.

[0150] The memory 162 is connected to the central processing unit 161. The memory 162 can be installed at a local or remote location as a computer-readable recording medium. For example, it can be at least one of easily usable memories such as a random access memory (RAM), a ROM, a floppy disk, a hard disk, or any digital storage form.

[0151] The support circuit 163 is combined with the central processing unit 161 to support the typical operations of the processor. Such a support circuit 163 may include a cache, a power supply, a clock circuit, an input / output circuit, a subsystem, etc.

[0152] In this embodiment, the device controller 160 is connected to the wind direction detector 170, and based on the detection value of the wind direction detector 170, through an organic mechanism, it controls the operations of the wing attitude change driving motor 225 and the Magnus cylinder driving motor 122 to generate a further driving force on the hull 110. Such a series of control programs, etc., can be stored in the memory 162.

[0153] Typically, software routines can be stored in the memory 162. The software routines can also be stored or run by other central processing units (not shown).

[0154] Although the program according to the present invention is described as being run by software routines, at least a part of the program according to the present invention can also be run by hardware. As such, the program according to the present invention can be implemented by software running on a computer system, or by hardware such as an integrated circuit, or by a combination of software and hardware.

[0155] According to an embodiment, in addition to the wind direction detector 170, a wind speed sensor (not shown) may be provided to detect the speed of the wind, i.e., the wind speed.

[0156] In addition, according to an embodiment, the wind direction detector 170 may also be a wind direction and wind speed sensor capable of detecting both the wind direction and the wind speed.

[0157] The wind direction detector 170, the wind speed sensor, or the wind direction and wind speed sensor is preferably provided on the upper deck of the ship in a manner exposed to the wind. More preferably, a plurality of them are provided at multiple locations such as the bow, stern, port side, and starboard of the upper deck so that the wind direction or wind speed of the wind blowing from all directions affecting the ship can be detected more accurately as a whole.

[0158] The above description of the present invention is for illustration, and those skilled in the art can implement the present invention in different forms.

[0159] The scope of the present invention is defined by the claims described later.

[0160] Description of Reference Numerals

[0161] 100: Ship 110: Hull

[0162] 122: Motor for driving the Magnus cylinder

[0163] 160: Device controller

[0164] 170: Wind direction detector

[0165] 200: Magnus cylinder

[0166] 210: Cylindrical portion for generating driving force

[0167] 211: Unit cylinder

[0168] 211a: Inner protruding jaw portion 211b: Outer protruding jaw portion

[0169] 211c: Guide groove 211d: Guide protrusion

[0170] 212: Wing support table interference portion

[0171] 220: Cylindrical portion rotation direction changing portion

[0172] 221: Lower support table 221a: First screw through hole

[0173] 221b: Guide post through-hole

[0174] 222: Wing support platform moving device 222a: First screw

[0175] 222b: First drive motor 222c: First nut member

[0176] 222d: First nut member mounting port 222e: Belt member

[0177] 222f: Guide post

[0178] 223: Wing support platform 223a: Second drive motor mounting plate

[0179] 223b: Second drive motor 223c: Second screw

[0180] 223d: Upper connecting platform 223e: Second nut member

[0181] 223f-1: First upper wing support rod 223f-2: Second upper wing support rod

[0182] 223f-3: Third upper wing support rod

[0183] 223g-1: First lower wing support rod 223g-2: Second lower wing support rod

[0184] 223g-3: Third lower wing support rod

[0185] 224: Wind-receiving wing

[0186] 225: Drive motor for changing wing attitude.

Claims

1. A ship equipped with a Magnus rotor, characterized in that: include: hull; a wind direction detector, provided on the hull; and At least one Magnus rotor is rotatably mounted on the hull. The Magnus rotor comprises: a thrust generating cylinder portion formed in a cylindrical shape extending in the up-down direction so as to rotate with respect to wind to provide thrust to the hull; and The cylindrical portion rotation direction changing portion comprises a lower support platform provided at the lower portion of the thrust generating cylindrical portion, a wing support platform provided at the upper portion of the lower support platform to be separated from the lower support platform, a wing support platform moving device for adjusting the height of the wing support platform relative to the lower support platform, a plurality of wind receiving wings provided to be able to change their posture relative to the wing support platform, and a wing posture changing driving motor for changing the posture of the wind receiving wings, wherein when the posture of the wind receiving wings is changed by the wing posture changing driving motor, the rotation direction of the thrust generating cylindrical portion relative to the wind is changed. A device controller is included to control the drive motor for changing the wing attitude according to the wind direction detected by the wind direction detector.

2. The ship equipped with a Magnus rotor according to claim 1, characterized in that: The wing support platform moving device comprises: A first screw rod, configured such that an upper end thereof is fixed to the wing support platform, and a middle portion thereof passes through the lower support platform; A first driving motor is provided on the lower support platform; and The first nut member is threadedly engaged with the first screw rod, receives the rotational force of the first drive motor and rotates, so that the rotational force of the first drive motor is converted into the up-and-down movement of the first screw rod.

3. The ship equipped with a Magnus rotor according to claim 2, characterized in that: It is equipped with a plurality of guide columns, the upper ends of which are fixed to the wing support platform and the middle parts of which pass through the lower support platform.

4. The ship equipped with a Magnus rotor according to claim 1, characterized in that: The wing support platform comprises: A second screw extending in the up-down direction; a second nut member threadedly engaged with the second screw; and The second drive motor rotates the second screw.

5. The ship equipped with a Magnus rotor according to claim 4, characterized in that: The wing support platform comprises: A second drive motor mounting plate, for mounting the second drive motor; an upper connecting platform for rotatably supporting the upper end of the second screw; A first upper wing support rod, one end of which is rotatably supported on the upper connecting platform in the up-down direction; a second upper wing support rod, one end of which is rotatably supported in the up-down direction on the other end of the first upper wing support rod; a third upper wing support rod, one end of which is rotatably supported in the horizontal direction on the other end of the second upper wing support rod, and the other end of which is fixed to the windward wing; a first lower wing support rod, one end of which is supported by the second nut member so as to be rotatable in the up-down direction; a second lower wing support rod, one end of which is vertically rotatably supported on the other end of the first lower wing support rod; and A third lower wing support rod, one end of which is supported on the other end of the second lower wing support rod so as to be rotatable in the horizontal direction, and the other end of which is fixed to the windward wing, The wing attitude changing drive motor is used to adjust the rotation angle of the third lower wing support rod.

6. The ship equipped with a Magnus rotor according to claim 1, characterized in that: The thrust generating cylinder is formed by connecting a plurality of unit cylinders in a telescopic sleeve manner, and its length can be adjusted in the vertical direction. The lower support platform is fixed to the unit cylinder located at the lowermost end of the unit cylinders.

7. The ship equipped with a Magnus rotor according to claim 6, characterized in that: The uppermost unit cylinder among the unit cylinders is provided with a wing support platform interference portion, which interferes with an edge of the wing support platform and moves in conjunction with the up-and-down movement of the wing support platform.

8. The ship equipped with a Magnus rotor according to claim 6, characterized in that: The plurality of unit cylinders are provided with a structure for rotating in conjunction with each other.

9. A Magnus rotor for a ship, used to provide propulsion to the ship using wind power, characterized in that: include: a thrust generating cylinder portion formed in a cylindrical shape extending in the up-down direction so as to rotate with respect to wind to provide thrust to the hull; and The cylindrical portion rotation direction changing portion includes a lower support platform provided at the lower portion of the thrust generating cylindrical portion, a wing support platform provided at the upper portion of the lower support platform to be separated from the lower support platform, a wing support platform moving device for adjusting the height of the wing support platform relative to the lower support platform, a plurality of wind receiving wings provided to be able to change their posture relative to the wing support platform, and a wing posture changing driving motor for changing the posture of the wind receiving wings. When the posture of the wind receiving wings is changed by the wing posture changing driving motor, the rotation direction of the thrust generating cylindrical portion relative to the wind is changed.

10. The Magnus rotor for a ship according to claim 9, characterized in that: The wing support platform moving device comprises: A first screw rod, configured such that an upper end thereof is fixed to the wing support platform, and a middle portion thereof passes through the lower support platform; A first driving motor is provided on the lower support platform; and The first nut member is threadedly engaged with the first screw rod, receives the rotational force of the first drive motor and rotates, so that the rotational force of the first drive motor is converted into the up-and-down movement of the first screw rod.

11. The Magnus rotor for a ship according to claim 10, characterized in that: It is equipped with a plurality of guide columns, the upper ends of which are fixed to the wing support platform and the middle parts of which pass through the lower support platform.

12. The Magnus rotor for a ship according to claim 9, characterized in that: The wing support platform comprises: A second screw extending in the up-down direction; a second nut member threadedly engaged with the second screw; and The second drive motor rotates the second screw.

13. The Magnus rotor for a ship according to claim 12, characterized in that: The wing support platform comprises: A second drive motor mounting plate, for mounting the second drive motor; an upper connecting platform for rotatably supporting the upper end of the second screw; A first upper wing support rod, one end of which is rotatably supported on the upper connecting platform in the up-down direction; a second upper wing support rod, one end of which is rotatably supported in the up-down direction on the other end of the first upper wing support rod; a third upper wing support rod, one end of which is rotatably supported in the horizontal direction on the other end of the second upper wing support rod, and the other end of which is fixed to the windward wing; a first lower wing support rod, one end of which is supported by the second nut member so as to be rotatable in the up-down direction; a second lower wing support rod, one end of which is vertically rotatably supported on the other end of the first lower wing support rod; and A third lower wing support rod, one end of which is supported on the other end of the second lower wing support rod so as to be rotatable in the horizontal direction, and the other end of which is fixed to the windward wing, The wing attitude changing drive motor is used to adjust the rotation angle of the third lower wing support rod.

14. The Magnus rotor for a ship according to claim 9, characterized in that: The thrust generating cylinder is formed by connecting a plurality of unit cylinders in a telescopic sleeve manner, and its length can be adjusted in the vertical direction. The lower support platform is fixed to the unit cylinder located at the lowermost end of the unit cylinders.

15. The Magnus rotor for a ship according to claim 14, characterized in that: The uppermost unit cylinder among the unit cylinders is provided with a wing support platform interference portion, which interferes with an edge of the wing support platform and moves in conjunction with the up-and-down movement of the wing support platform.

16. The Magnus rotor for a ship according to claim 14, characterized in that: The plurality of unit cylinders are provided with a structure for rotating in conjunction with each other.

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