Magnus rotor, associated assemblies, and mechanisms

Abstract

The Magnus rotor, associated assemblies, and mechanisms are provided. [Solution] A Magnus rotor comprising: a rotor rotatable about a rotor axis and having an outer surface defining a rotor diameter, wherein the rotor has an internal running surface defining a running surface diameter of 80% or less of the rotor diameter; a support structure configured to rotatably support the rotor; and a plurality of wheels, each rotatably mounted on the support structure so as to rotate about its own wheel axis extending substantially parallel to the rotor axis, and the wheels are positioned so as to roll against the internal running surface as the rotor rotates about the support structure. The disclosure further relates to wheel assemblies, drive assemblies, biasing assemblies, and gimbal wheel mechanisms for Magnus rotors.

Description

[Technical Field]

[0001] Background of the Invention The Magnus rotor, also known as the rotor sail or Fretna rotor, is a type of marine propulsion system that uses a rotating cylinder instead of a conventional sail or engine to generate forward propulsion.

[0002] The fundamental principle behind the Magnus rotor is the Magnus effect, which describes the force generated when a rotating cylinder moves through a fluid. In the case of a Magnus rotor, the rotating cylinder (known as the rotor) is positioned vertically on the deck of a ship or vessel, i.e., its axis of rotation points vertically upward. An engine or motor is used to rotate the rotor, generating a lift force that propels the ship forward. This lift force is generated by the difference in air pressure in front of and behind the rotating cylinder, generating a horizontal force perpendicular to the direction of the wind.

[0003] One of the main advantages of the Magnus rotor is its potential to reduce fuel consumption and emissions in the shipping industry, leading to significant cost savings and reduced greenhouse gas emissions for shipping companies. This is particularly important given the growing concern for emissions reduction in the shipping industry, which accounts for a large portion of global emissions. The fuel required to propel a ship can be significantly reduced by using one or more Magnus rotors in place of or in addition to conventional propeller-driven propulsion.

[0004] However, Magnus rotors, as known in the art, have limitations. In particular, Magnus rotors may require a high level of maintenance due to the high level of wear they experience. To give a few examples, the bearings supporting the rotor must bear the rotor's static weight, transmit propulsion to the ship's structure, absorb vibrations caused by rotor imbalances, and withstand other periodic and / or stresses caused by fluctuating winds or the ship's movement on the high seas. In addition, exposure to elements in the marine environment leads to additional wear and corrosion due to saltwater and debris entering the moving parts of the Magnus rotor. Magnus rotor failure can be extremely destructive, forcing the ship to revert to its less efficient fuel-burning engines and propellers.

[0005] Therefore, there is a need for a more efficient Magnus rotor configuration that can operate more reliably and requires less maintenance. [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] According to a first embodiment, a Magnus rotor is provided, comprising: a rotor rotatable about a rotor axis and having an outer surface defining a rotor diameter, wherein the rotor has an internal running surface defining a running surface diameter of 80% or less of the rotor diameter; a support structure configured to rotatably support the rotor; and a plurality of wheels, each rotatably mounted on the support structure such that it rotates about its own wheel axis extending substantially parallel to the rotor axis, and the wheels are positioned to roll relative to the internal running surface as the rotor rotates about the support structure. [Means for solving the problem]

[0007] Preferably, the running surface diameter is 70% or less of the rotor diameter, and more preferably 60% or less of the rotor diameter. A smaller running surface diameter compared to the rotor diameter results in multiple wheels rotating at a lower speed relative to a given angular velocity of the rotor. This leads to reduced fatigue, wear, heat, and noise.

[0008] Preferably, each wheel has an outer surface defining a wheel diameter of at least 10% of the rotor diameter. A larger wheel diameter also results in each wheel rotating at a lower speed for a given angular velocity of the rotor, thereby allowing for reduced fatigue, wear, heat, and noise.

[0009] Preferably, the wheels are spaced apart from each other around the pitch circle such that each wheel axle extends through the pitch circle, and the pitch circle has a pitch diameter of 70% or less of the rotor diameter, preferably 50% or less of the rotor diameter.

[0010] The pitch diameter, when considered in combination, is essentially a representation of the running surface diameter and the wheel diameter. In other words, both a smaller running surface diameter and a larger wheel diameter contribute to a smaller pitch diameter for a given rotor (with a consistent rotor diameter). Thus, a smaller pitch diameter for a given rotor results in multiple wheels rotating at lower speeds for a given angular velocity of the rotor, thereby enabling reductions in fatigue, wear, heat, and noise.

[0011] Preferably, the support structure comprises a hollow tower having walls with a substantially circular cross-sectional shape, and at least one of a plurality of wheels is at least partially located within the outer diameter of the tower. Partially positioning the wheels within the tower allows the tower to be wider, providing greater rigidity and strength to the support structure. The wheels may be positioned in pockets or recesses within the tower.

[0012] Preferably, one or more of the wheels that are at least partially located within the outer diameter of the tower are positioned such that the wheel or most of each wheel is located within the outer diameter of the tower. By positioning the wheels such that they are mainly within the tower, the possible size of the tower is further increased. Preferably, at least 60%, at least 70%, or at least 80% of one or more of the wheels are located within the outer diameter of the tower.

[0013] Preferably, the rotor further includes a bearing ring having an inner surface or an outer surface that is the inner running surface of the rotor, and a radial flange configured to have an annular shape having an inner edge connected to the outer surface of the bearing ring and an outer edge connected to the inner surface of the rotor. The solid annular flange can provide higher rigidity and strength than alternatives such as a network of struts.

[0014] Preferably, the radial flange includes an access way. This enables personnel and maintenance systems to access the support structure above the level of the bearing ring and the interior of the rotor.

[0015] Preferably, at least one wheel has an axial height of at least 50% of the wheel diameter. This reduces the contact stress within the wheel when the wheel rolls compared to shorter wheels, and enables the use of fewer wheels for a given limiting contact stress.

[0016] Preferably, at least one wheel has a substantially cylindrical outer surface. This minimizes contact stress compared to a camber or crown wheel profile with point contact, and thus reduces wear and heat generation related to hysteresis.

[0017] Preferably, at least one wheel includes a solid tire, preferably a solid tire containing polyurethane, or a fully polyurethane solid tire. Solid tires have, for example, better wear resistance, higher load capacity, and lower parasitic losses than hollow pneumatic tires during rolling.

[0018] Preferably, the internal running surface is located at the bottom of the rotor when the rotor is in use. For example, the internal running surface is located within the bottom 50% of the rotor, optionally within the bottom 30%, or even further within the bottom 10%. This means that multiple wheels can be mounted at correspondingly low positions on the support structure. The wheels and the associated mechanisms for driving / positioning / suspension of the wheels can be among the heaviest components of the Magnus rotor, and therefore the cost of the support structure can be substantially reduced by mounting the wheels as close to deck level as possible.

[0019] According to a second aspect, a wheel assembly for a Magnus rotor is provided, the wheel assembly comprising a support structure and a plurality of wheels mounted on the support structure so as to be unevenly spaced apart from each other, each wheel being rotatable such as to roll against the running surface of the rotor as the rotor rotates during use.

[0020] This wheel assembly allows for the deployment of a given number of wheels in the most cost-effective manner by having more wheels in higher load areas and fewer wheels in lower load areas, thus avoiding the additional cost of unnecessary wheels in low load areas.

[0021] Preferably, each wheel in a group of wheels is Wheels of substantially the same height among multiple wheels, Wheels of substantially the same diameter among multiple wheels, Wheels of substantially the same weight among multiple wheels, and It has at least one of several wheels, each made of substantially the same material composition.

[0022] In some embodiments, a Magnus rotor comprising a wheel assembly according to a second aspect of the present invention may additionally include one or more spacer wheels that can be configured to perform distinct functions relative to the plurality of wheels mentioned above. For example, one or more spacer wheels may be included simply to provide aesthetic symmetry to the Magnus rotor. Such spacer wheels may be less expensive alternatives to the wheels included in the wheel assembly according to a second aspect of the present invention. For example, spacer wheels may be made of smaller, lighter, and less expensive materials and / or may be configured to bear significantly lower loads than the wheels of the wheel assembly. It should be understood that such spacer wheels will be excluded from any considerations of uneven spacing due to the fact that they perform different functions from the wheels of the wheel assembly.

[0023] Preferably, the wheel assembly has a rear half oriented toward the stern of the ship during use, and a forward half oriented toward the bow of the ship during use, having fewer wheels than the rear half. Since the purpose of the rotor is to assist in the propulsion of the ship, the control system is designed to ensure that the thrust load is concentrated almost entirely on the rear side of the rotor (the side away from the direction of travel of the ship). By removing the extra wheels in the forward half, rolling resistance in the wheel assembly is reduced.

[0024] It will be understood that in some embodiments, one or two wheels may be positioned to span from the front half to the rear half of the wheel assembly. In such embodiments, the proportion of each wheel located within each half may be counted according to the cross-sectional area of ​​the wheel. For example, if there are a total of six wheels, and two wheels are located within the front half, three wheels within the rear half, and one wheel is positioned such that 50% of the wheel is located within each half, then the front half may be considered to have 2.5 wheels and the rear half may be considered to have 3.5 wheels.

[0025] The front half may have a front wheel density defined by the number of wheels per support structure within the front half, and the rear half may have a rear wheel density defined by the number of wheels per support structure within the rear half.

[0026] Preferably, the front wheel density is 75% or less of the rear wheel density. More preferably, the front wheel density is 67% or less of the rear wheel density.

[0027] Preferably, the front half includes an access way positioned between two adjacent wheels. The lower wheel density in the front half frees up space for equipment and personnel access, cable routing, and ductwork compared to conventional wheel assemblies with uniformly spaced wheels.

[0028] Preferably, the support structure comprises a plurality of load distributions, each configured to force each wheel toward the running surface during use, wherein at least one load distribution forces the corresponding wheel toward the running surface according to a first load characteristic, and at least one other load distribution forces the corresponding wheel toward the running surface according to a different second load characteristic. In some embodiments, load characteristics refer to the effective stiffness of the load distribution. However, in other embodiments, such as those using fluid actuators, the load distribution does not have a defined stiffness parameter, and load characteristics refer to the relationship between the load force and the displacement of the load distribution. By using different load characteristics for different wheels, the load can be distributed non-uniformly between the wheels, making it possible to avoid resonance modes in all thrust directions.

[0029] Preferably, the first load characteristic results in a bias applied to a degree lower than that of the second load characteristic, and at least one load arrangement in the rear half is configured to force each wheel according to the first load characteristic, and at least one load arrangement in the front half is configured to force each wheel according to the second load characteristic. For the front wheels, since there are fewer of them and they are rarely subjected to high loads, it may be beneficial for them to have higher load characteristics (such as stiffer springs) than the rear wheels.

[0030] Preferably, each load distribution within the rear half is configured to exert force on each wheel according to a first load characteristic, and each load distribution within the front half is configured to exert force on each wheel according to a second load characteristic. By using one set of load distributions within the front half and another set within the rear half, different wheel densities and loads are occupied in the front and rear halves without overcomplicating the design and maintenance of the wheel assembly.

[0031] Preferably, the first and second load characteristics replicate the first and second stiffnesses, respectively. As mentioned above, some components, such as springs, have inherent stiffness characteristics, while other components, such as fluid actuators and servos, do not. However, the load characteristics of such other components can be controlled to replicate the behavior of a spring. For example, a servo can be controlled to apply a force proportional to the measured extension or displacement of the servo, where the proportionality constant is equal to the stiffness of the spring.

[0032] According to a third aspect, a drive assembly for a Magnus rotor is provided, comprising: one or more drive wheel mechanisms, each drive wheel or each drive wheel mechanism being positionable to roll relative to the running surface of the rotor during use; and one or more idler wheel mechanisms, each idler wheel mechanism being freely rotatable and positionable relative to the running surface of the rotor as the rotor rotates during use, wherein at least one drive wheel comprises a first tire having a first tire composition, and at least one idler wheel comprises a second tire having a second tire different from the first tire composition, and / or at least one drive wheel mechanism further includes a biasing mechanism configured to bias the corresponding drive wheel toward the running surface during use, wherein the biasing mechanism is configured to increase the degree of bias applied as the torque supplied by the drive mechanism increases.

[0033] In some embodiments, one or more drive wheels and one or more idler wheels may be positioned to roll on the same running surface of the rotor during use. In other embodiments, one or more drive wheels may be positioned to roll on a first running surface of the rotor during use, and one or more idler wheels may be positioned to roll on a second running surface of the rotor different from the first running surface during use.

[0034] Preferably, the first tire is a pneumatic tire.

[0035] Preferably, the first tire composition is made of a rubber material or a material containing a rubber material.

[0036] Preferably, the second tire is a solid tire.

[0037] Preferably, the second tire composition is a polyurethane material and / or a metallic material, or is formed from a material containing a polyurethane material and / or a metallic material.

[0038] Preferably, the polyurethane material has a Shore hardness of 70A or higher.

[0039] Preferably, the metal material has a Brinell hardness of 100 HB or higher.

[0040] Preferably, the drive assembly further includes a support structure on which one or more drive wheel mechanisms and one or more idler wheel mechanisms are mounted, and at least one biasing mechanism comprises a swing mount that pivotably connects a corresponding drive wheel to the support structure, and the biasing mechanism is configured to bias the swing mount to pivot relative to the support structure such that the drive wheel is forced toward the running surface. This ensures that sufficient contact force is maintained between the drive wheel and the running surface to prevent slippage as the torque supplied by the drive mechanism increases without causing excessive wear on the wheel or running surface.

[0041] A biasing assembly for a wheel of a Magnus rotor is provided, the biasing assembly comprising: a first coupling connectable to a support structure for mounting one or more wheels to a vessel; a second coupling connectable to a wheel rotatable about a wheel axle, thereby causing the wheel to roll against the running surface of the rotor as the rotor rotates about a rotor axis during use; and a biasing member connecting the first and second couplings and configured to force the wheel axle toward the running surface with a displacement-dependent force during use, the biasing member forcing the wheel toward the running surface according to a first force characteristic while the wheel axle is located in a first displacement region, and forcing the wheel toward the running surface according to a different second force characteristic while the wheel axle is located in a second displacement region.

[0042] Preferably, during use, the first displacement region is located closer to the running surface than the second displacement region in the neutral position. The running surface can be considered to be in the neutral position when no external load is applied to it. In some embodiments, the running surface may be an inward-facing surface, in which case the first displacement region will be located further away from the rotor axis than the second displacement region. In other embodiments, the running surface may be an outward-facing surface, in which case the first displacement region will be located closer to the rotor axis than the second displacement region.

[0043] Preferably, the first force characteristic results in a lower degree of bias being applied than as a result of the second force characteristic.

[0044] Preferably, the first displacement region transitions to a second displacement region at a predetermined transition point. The biasing assembly may be configured such that, when zero external load is applied during use, the wheel axle is positioned at the transition point.

[0045] Preferably, the biasing member comprises a first biasing element that defines a first force characteristic and a second biasing element that defines a second force characteristic.

[0046] Preferably, the first biasing element is a spring, a pneumatic actuator, and / or a hydraulic actuator, or includes them. The spring may be, for example, a coil spring or a leaf spring.

[0047] Preferably, the first biasing element is a pneumatic or hydraulic actuator having a pressure reservoir, or includes one thereof.

[0048] Preferably, the second biasing element is preferably formed from an elastomer material or is an elastic block containing an elastomer material, or includes an elastic block.

[0049] Preferably, the second force characteristic is selected to prevent resonant vibration of the rotor in a desired operating speed range during use.

[0050] According to a fifth aspect, a wheel assembly for a Magnus rotor is provided, comprising: a support structure defining a pitch circle; at least one wheel mounted on the support structure, rotatable about a wheel axle, and rolling against the running surface of the rotor as the rotor rotates during use; and at least one biasing assembly as described in any embodiment of the fourth aspect, wherein a first coupling or each first coupling is connected to the support structure, and a second coupling or each second coupling is connected to each wheel.

[0051] At least one wheel can be multiple wheels, and at least one biasing assembly can be each of multiple biasing assemblies. The second force characteristics of each biasing assembly can reproduce stiffness, and the second force characteristics of the multiple biasing assemblies can reproduce effective stiffness in a rotor in use, exceeding the desired moving mass of the rotor multiplied by the square of the desired maximum operating angular velocity of the rotor.

[0052] Preferably, the effective rigidity of the rotor in use is 1.5 to 10 times the effective moving mass of the rotor multiplied by the square of the rotor's maximum operating angular velocity. More preferably, the effective rigidity of the rotor in use is 2 to 5 times the effective moving mass of the rotor multiplied by the square of the rotor's maximum operating angular velocity.

[0053] A gimbal wheel mechanism for a Magnus rotor is provided, comprising: a wheel rotatable about a wheel axis and rolling against the running surface of the rotor as the rotor rotates about a rotor axis during use; and a mounting assembly comprising a gimbal support that rotatably supports the wheel with respect to a support structure during use and is configured to allow pivoting of the wheel axis about a gimbal axis that extends substantially orthogonally to the wheel axis during use, wherein the wheel axis and rotor axis extend substantially along a common radial plane, and the gimbal support is configured so that the gimbal axis further extends substantially orthogonally to the radial plane.

[0054] Preferably, the outer surface of the wheel is substantially cylindrical such that, during use, a contact line or contact area is established between the wheel and a running surface having a length substantially equal to the height of the wheel, and the center of the line or contact area represents the center of wind pressure between the wheel and the running surface.

[0055] Preferably, the height of the wheel is 50% or more of the diameter of the wheel.

[0056] The gimbal axis may extend closer to the contact line or contact area than the wheel axis, preferably extending through the contact line or contact area, and more preferably extending through the center of wind pressure. It will be understood that the gimbal axis may pass approximately through the center of wind pressure, in the sense that the gimbal axis passes close to the center of wind pressure, to such an extent that the difference in the function of the gimbal wheel mechanism can be ignored.

[0057] Preferably, the gimbal support defines first and second pivot points, thereby providing gimbal support forces acting along gimbal support axes extending through the first and second pivot points, the pivot points being positioned relative to each other such that the gimbal support axes coincide with the wind pressure center. The gimbal support axes may directly coincide with the wind pressure center, or substantially coincide in the sense that the gimbal support axes pass near the wind pressure center.

[0058] Preferably, the gimbal wheel mechanism further includes a biasing support configured to resist the pivoting of the wheel axis around the gimbal axis. This advantageously prevents unwanted rotation of the wheel around the gimbal axis under its own weight.

[0059] Preferably, the biasing support provides a biasing support force acting along the biasing support axis in the opposite direction to the rotational force acting around the wind pressure center of the gimbal wheel mechanism, the rotational force being due to the weight of the gimbal wheel mechanism.

[0060] Optionally, the gimbal axis extends closer to the center of gravity of the gimbal wheel mechanism than the curved outer surface of the wheel. More preferably, the gimbal axis extends substantially through the center of gravity of the gimbal wheel mechanism. The gimbal axis may extend directly through or substantially through the center of gravity, in the sense that the gimbal axis passes near the center of gravity.

[0061] According to the seventh aspect, a Magnus rotor according to any embodiment of the first aspect, wherein a plurality of wheels are Wheel assembly according to any embodiment of the second aspect, A drive assembly according to any embodiment of the third aspect, and A Magnus rotor is provided which defines one or more wheel assemblies according to any embodiment of the fifth aspect.

[0062] At least one wheel may form part of a gimbal wheel mechanism according to any embodiment of the sixth aspect.

[0063] The features and advantages of the first to sixth aspects and embodiments of this disclosure shall apply mutatis mutandis to the seventh aspect and embodiments of this disclosure.

[0064] According to the eighth aspect, a Magnus rotor, A rotor that is rotatable around the rotor shaft and has an internal running surface, A support structure configured to rotatably support a rotor, The system comprises a plurality of wheels, each rotatably mounted on a support structure such that it rotates around its own wheel axis which extends substantially parallel to the rotor axis, and the wheels are positioned to roll against an internal running surface as the rotor rotates around the support structure. Multiple wheels, Wheel assembly according to any embodiment of the second aspect, A drive assembly according to any embodiment of the third aspect, and A Magnus rotor is provided which defines one or more wheel assemblies according to any embodiment of the fifth aspect.

[0065] At least one wheel may form part of a gimbal wheel mechanism according to any embodiment of the sixth aspect.

[0066] The features and advantages of the second to sixth aspects of this disclosure and their embodiments shall apply mutatis mutandis to the eighth aspect of this disclosure and its embodiments.

[0067] Therefore, although the examples so far have been mentioned in relation to the Magnus rotor's use for ship propulsion, it will be understood that they may also be suitable for other types of vessels or vehicles, such as aircraft and land vehicles. [Brief explanation of the drawing]

[0068] [Figure 1(a)] A simplified diagram of an exemplary Magnus rotor is shown, which is a cross-sectional view taken through a plane aligned with the rotor's axis of rotation. [Figure 1(b)] A simplified diagram of an exemplary Magnus rotor is shown, which is a cross-sectional view taken through plane AA in Figure 1(a). [Figure 2] This shows an exemplary wheel for use in a Magnus rotor wheel assembly. [Figure 3(a)] Simplified cross-sectional views of exemplary first and second wheel assemblies for a Magnus rotor, having non-uniform wheel spacing through a plane extending perpendicular to the rotor's axis of rotation, are shown, respectively. [Figure 3(b)] Simplified cross-sectional views of exemplary first and second wheel assemblies for a Magnus rotor, having non-uniform wheel spacing through a plane extending perpendicular to the rotor's axis of rotation, are shown, respectively. [Figure 4] A schematic example of a drive assembly for a Magnus rotor, extending through a plane perpendicular to the rotor's axis of rotation, is provided. [Figure 5(a)] An exemplary drive wheel mechanism for use in a drive assembly for a Magnus rotor is shown, with a cross-sectional view taken through a plane aligned with the rotor's axis of rotation. [Figure 5(b)]Figure 5(a) shows a further cross-sectional view through planar BB illustrating an exemplary drive wheel mechanism for use in a drive assembly for a Magnus rotor. [Figure 6(a)] A simplified diagram of a Magnus rotor including multiple first biasing assemblies is shown, and it is a cross-sectional view taken through a plane aligned with the rotor's axis of rotation. [Figure 6(b)] A simplified diagram of a Magnus rotor including multiple first biasing assemblies is shown, and a magnified view of one of the first biasing assemblies in Figure 6(a) is shown. [Figure 7] Figures 6(a) and 6(b) show graphs of the force F against the linear displacement x of the biasing member forming part of the first biasing assembly. [Figure 8] An example of a second biasing assembly is shown. [Figure 9(a)] Figures 1(a) and 1(b) show simplified diagrams of the Magnus rotor when deflected under load, and are cross-sectional views taken through a plane aligned with the rotor's axis of rotation. [Figure 9(b)] Figures 1(a) and 1(b) show simplified diagrams of the Magnus rotor when deflected under load, and Figure 9(a) shows a magnified view of a portion of the wheel and rotor, as well as the associated running surface. [Figure 10] A first exemplary gimbal wheel mechanism for a Magnus rotor is shown, where the gimbal axis is aligned with the center of gravity of the wheel. [Figure 11] A second exemplary gimbal wheel mechanism for a Magnus rotor is shown, where the gimbal axis is aligned with the wind pressure center of the wheel. [Modes for carrying out the invention]

[0069] Magnus Rota Referring to Figures 1(a) and 1(b), the exemplary Magnus rotor 100 consists of a rotor 101 that is rotatable about a rotor axis 101a, i.e., the rotor's axis of rotation. The rotor 101 is substantially cylindrical, with an outer wall 101b extending vertically and parallel to the rotor axis, and an upper disk 110 extending radially from the rotor axis 101a. During use, the rotor 101 is supported by a support structure in the form of a carrier 105 extending from the deck 106 of a vessel such as a ship. By applying a driving torque to the rotor 101, the rotor 101 can be rotated around the carrier 105, i.e., the support structure.

[0070] The rotor 101 includes a bearing ring 102 connected to the outer wall 101b of the rotor 101 by a radial flange 102b. The bearing ring 102 is positioned radially inward from the outer wall 101b of the rotor 101 toward the carrier 105. In the shown embodiment, the bearing ring 102 is annular with a rectangular cross-section. However, in other embodiments, the bearing ring may have a different shape, such as I-shaped or a hollow cross-sectional shape. The radial flange 102b joins the radial outermost edge of the bearing ring 102 to the rotor 101 so that the bearing ring 102 rotates with the rotor 101. The radial flange 102b is a continuous annular portion similar to the bearing ring 102. This means that the radial flange 102b is connected to the bearing ring 102 and the rotor 101 along its entire circumference.

[0071] The bearing ring 102, the radial flange 102b, and the rotor 101 may be joined together by welding or other fastening means. In some embodiments, the radial flange and the bearing ring 102 may be formed as a single component, for example, a flange having a "T"-shaped cross-section, with the upper edge of the "T" forming the inner surface of the bearing ring and the lower edge of the "T" being joined to the rotor. In further embodiments, the bearing ring and the radial flange may be formed integrally with the rotor.

[0072] In the embodiment shown, the aforementioned inner surface of the bearing ring 102 defines an internal running surface 102a. The bearing ring 102 contacts a plurality of wheels 103 along its running surface 102a. The wheels 103 are rotatably mounted on the carrier 105, i.e., supported by the carrier 105, so that they rotate around their respective wheel axles 103a. The wheel axles 103a are positioned parallel to the rotor axle 101a to minimize wear between the bearing ring 102 and the wheels 103. As the bearing ring 102 rotates, each wheel 103 is positioned to roll relative to the running surface 102a of the bearing ring 102. The wheels 103 are covered by the rotor 101, more specifically by the outer wall 101b of the rotor 101, thus providing protection from weather and saltwater corrosion.

[0073] In this embodiment, the internal running surface 102a is located at the bottom of the rotor 101. In other words, the internal running surface 102a is located within the bottom 50% of the rotor 101. Thus, the multiple wheels 103 are mounted at correspondingly lower positions on the carrier 105. The wheels 103 and the associated mechanisms (not shown) for driving / positioning / suspension of the wheels may be among the heaviest components of the Magnus rotor, and therefore the cost of the support structure can be substantially reduced by mounting the wheels 103 closer to the deck 106. In other embodiments, the internal running surface may be located even lower, such as within the bottom 30% of the rotor, or even further down, within the bottom 10% of the rotor.

[0074] In the shown embodiment, the running surface diameter D is defined by the running surface of the bearing ring 102. RUNNING This is less than 80% of the outer diameter of the outer wall 101b of the rotor 101 (i.e., the theoretical rotor diameter D). ROTOR It is less than 80% of the total. Also, each wheel 103 has a rotor diameter D ROTOR Wheel diameter D, which is at least 10% of the outer surface of the wheel or tire surface, and may or may not be defined by the outer surface of the wheel or tire surface. WHEEL It has a smaller running surface diameter D. RUNNING and / or larger wheel diameter D WHEELThis results in the wheel 103 rotating more slowly with respect to a given angular velocity, i.e., rotational speed, of the rotor 101. This results in less fatigue, wear, heat, and noise. In other embodiments, the running surface diameter may be 70% or even 60% or less of the rotor diameter, which can further reduce wear.

[0075] In an alternative embodiment, the outer surface of the bearing ring may define the internal running surface of the rotor. In such an embodiment, the multiple wheels are positioned and arranged between the bearing ring and the rotor, with each wheel positioned either above or below the radial flange connecting the bearing ring to the rotor.

[0076] Theoretical rotor diameter D ROTOR It should be understood that the rotor diameter is defined as the outer diameter of the outer wall 101b of the rotor 101, excluding the upper disk 110. In the embodiments shown, the outer diameter of the outer wall 101b of the rotor 101 is substantially consistent along the height of the rotor. However, in other embodiments (not shown), the outer diameter of the outer wall of the rotor may vary along the height of the rotor. In such embodiments, the rotor diameter may be considered as the average outer diameter of the outer wall of the rotor, excluding the upper disk.

[0077] In some embodiments, the rotor diameter is 3 to 6 meters.

[0078] Multiple wheels 103 are spaced apart around a pitch circle 104, indicated by the dashed line in Figure 1(b). The pitch circle 104 has a diameter centered on the rotor shaft 101a and defined by the positions of the multiple wheel shafts 103a. That is, each wheel shaft 103a is arranged to extend through the pitch circle 104. By spaced the wheels 103 circumferentially around the pitch circle, multiple contact points with the bearing ring 102 can be established around the circumference, i.e., around its inner running surface 102a. This makes it possible to transmit lateral forces between the rotor 101 and the carrier 105 in multiple directions perpendicular to the rotor shaft 101a.

[0079] For a given diameter D of the rotor 101 ROTOR the diameter of the pitch circle 104, for each wheel 103, decreases as the diameter D WHEEL of each wheel 103 increases or as the running surface diameter D defined by the running surface 102a of the bearing ring 102 decreases. A smaller diameter D of the pitch circle 104 RUNNING is supposed to correspond to less wear and noise. Thus, in some embodiments, the pitch circle 104 has a pitch diameter D PITCH that is 70%, 60%, or even 50% or less of the diameter D of the rotor 101 ROTOR PITCH

[0080] In the embodiment shown, the carrier 105 comprises a hollow tower 105a having a wall with a substantially circular cross-sectional shape. For example, the tower 105a can be conical as shown, or cylindrical, or ogive-shaped, or can comprise a combination of cylindrical and conical sections. A cross-sectional shape defining a regular shape with five or more sides (e.g., pentagonal, hexagonal, heptagonal, etc.) is understood to be substantially circular in this context.

[0081] Additionally, in the embodiment shown, each of the plurality of wheels 103 is at least partially located within the tower 105a. That is, when viewed from above (i.e., as shown in Fig. 1(b)), the outline of each wheel 103 overlaps the outline of the tower 105a. This makes the tower 105a wider, thereby for a given pitch diameter D PITCH ​​The arrangement of the wheels 103 in this configuration makes it possible to provide greater rigidity and strength to the carrier 105 and the multiple wheels 103. In some other embodiments (not shown), the wheels may be positioned such that their wheel axles lie on the outer circumference of the tower (or, if the tower has a polygonal cross-section rather than a circular one, the circumference defined by the corners of the polygon). In other words, in such other embodiments, the pitch circle coincides with the outer circumference of the tower. In yet another embodiment, one or more wheels are positioned such that the majority of each wheel lies within the tower. In other words, the pitch circle has a smaller diameter than the tower and carrier. This further increases the diameter of the tower compared to a given pitch diameter and thus further reduces the bending stress due to the load applied to the rotor 101. In some embodiments, 60%, 70%, or even 80% of the cross-section of each wheel lies within the outer circumference of the tower.

[0082] It will be understood that the outer circumference of the tower 105a may change with height, for example, if it has a conical shape as in the embodiment shown. Therefore, when considering the position of the wheel 103 relative to the tower 105a, the outer circumference is considered at the plane level with respect to the center of the wheel 103, as shown in Figure 1(a).

[0083] In known Magnus rotors, access ways may be provided within the carrier, for example, to allow maintenance personnel to pass through. In the shown embodiment, providing suitably sized access ways that allow passage through the carrier may be difficult because the bearing ring 102 restricts the available space in the carrier 105, and the large diameter wheel 103 and associated mechanical and support structures restrict the space within the carrier 105. This can complicate maintenance of the Magnus rotor 100. For this reason, the radial flange 102b in the shown embodiment is provided with an access way 109 in the form of an access hatch, which is simply an opening extending through the radial flange 102b.

[0084] By providing an access way 109 through the radial flange 102b, the requirements for an access way within the carrier 105 can be eliminated, thus reducing the diameter of the running surface 102b, i.e., the running surface diameter D of the running surface 102a. RUNNING This makes it possible to reduce the size and / or increase the wheel diameter.

[0085] In other embodiments, the access way may include a door, flap, or other movable closure that can be used to seal the access way when not in use, preventing airflow from circulating through the access way. The shown access way 109 is large enough for maintenance personnel to pass through, allowing maintenance personnel to enter the internal space between the rotor 101 and the carrier 105. However, in other embodiments, the access way may be smaller and sized to allow access only to tools and monitoring equipment such as cameras, because a larger access way 109 facilitates access but could potentially lead to increased structural stress in the radial flange 102b.

[0086] In the exemplary embodiments shown, the carrier 105, and more specifically its tower 105a, includes a housing 108 that encloses a portion of each wheel within the tower 105a, providing additional protection to each wheel 103. (Any influence the housing has on the shape of the tower 105a is not considered when considering the outer perimeter of the tower 105a.)

[0087] In the embodiment shown in Figure 1(a), an upper bearing assembly 107 is provided. Thus, the multiple wheels 103, bearing ring 102, and radial flange 102b can be considered together to form a lower bearing assembly. In this embodiment, the upper bearing assembly 107 is located on top of the carrier 105 and is configured to support the axial load from the rotor 101 (primarily the weight of the rotor 101 itself), meaning that the bearing ring 102 and wheels 103, i.e., the lower bearing assembly, primarily transmit the lateral load from the rotor 101. In some embodiments, the drive torque is supplied to the rotor through the upper bearing assembly, i.e., applied, for example, by a drive shaft that aligns with the rotor axis, extends through the carrier, and connects to the rotor. In alternative embodiments, the drive torque is supplied through one or more of the multiple wheels 103, as will be described in more detail below.

[0088] Referring now to Figure 2, the wheel 203 for use in any of the aforementioned embodiments or embodiments, including the embodiment shown, is configured to rotate around the wheel axle 203a. The wheel has a wheel diameter D WHEEL and has an axial height H (measured along the direction of the wheel axle 203a). The axial height H is equal to the wheel diameter D WHEEL It is at least 50% of that. That is, the wheel 203 is taller than its diameter. This reduces the contact stress and makes it possible to use a wheel with less contact stress for a given limiting contact stress compared to, for example, shorter, flatter wheels known in the art.

[0089] The outer surface 203b of the wheel 203 is configured to roll in contact with the bearing ring 102, specifically the running surface 102a, without causing sliding or significant friction. To maximize the contact area while minimizing wear, the shape of the outer surface 203b may be manufactured to match the shape of the running surface 102a of the bearing ring 102. In the shown embodiment, the wheel 203 has a substantially cylindrical outer surface 203b configured to roll against the substantially flat running surface 102a of the bearing ring 102. Such a wheel shape against a flat running surface 102a minimizes contact stress compared to cambered or crowned wheel profiles, and therefore reduces wear and hysteresis-related heat generation.

[0090] Additionally, the shown wheel 203 comprises a tire 203d mounted on the rim of a wheel hub 203e. The wheel hub 203e comprises a hole 203c configured to receive an axle around which the wheel 203 rotates. In the shown embodiment, the tire 203d is formed of polyurethane or a material containing polyurethane. In other embodiments, the tire may be formed of steel or a material containing steel. Polyurethane tires offer lower rolling resistance compared to other types of tires, such as rubber tires. Preferably, the tire 203d is made as stiff as possible to reduce rolling resistance and heating due to hysteresis of the tire 203d. One way to achieve this is, for example, to use a solid tire, more specifically a solid polyurethane tire, as opposed to inflatable tires, pneumatic tires, or hollow tires. The stiffness of the tire 203d can be further increased by making the tire 203d as stiff and thin as possible for a given material, increasing wear resistance, load capacity, and reducing parasitic losses. Thermal stress in tire 203d can be further reduced by using wheel hub 203e made of a material with high thermal conductivity, such as aluminum. This allows heat from rolling resistance to be quickly transferred from tire 203d, extending the life of tire 203d.

[0091] Wheel assembly The wind and inertial loads applied to the rotor of a Magnus rotor are not evenly distributed around the rotor's circumference. Since the rotor's purpose is to assist in the propulsion of a ship or other vessel, the associated control systems are typically designed to ensure that thrust loads are almost entirely concentrated on the rear side of the rotor (i.e., the side facing away from the ship's direction of travel), except in cases of temporary changes in wind direction. Inertial loads are concentrated on the rotor side perpendicular to the direction of travel because the rolling acceleration on a ship or other vessel, such as a seaplane, is generally much higher than the pitching acceleration. Therefore, when wheels 103, 203 are evenly distributed around the pitch circle 104 (for example, as shown in Figure 1(b)), the forwardest wheel will have the smallest load on average, with little thrust and low inertial force.

[0092] Figure 3(a) shows an alternative and more efficient first wheel assembly 300a for a Magnus rotor. The first wheel assembly 300a comprises a plurality of wheels 303 mounted on a support structure 302, which may or may not be a carrier 105 as shown in the exemplary Magnus rotor 100 of Figures 1(a) and 1(b), or may include such a carrier 105.

[0093] Each wheel 303 is rotatable during use so that it rolls against the running surface of the rotor (not shown in Figure 3(a)). Additionally, the wheels 303 not only have substantially the same height H (i.e., as defined with respect to the wheel 203 shown in Figure 2), but also substantially the same weight and substantially the same material composition, although this is not necessarily the case in other embodiments of the present invention.

[0094] The forward, aft, port, and starboard sides of the rotor are defined in relation to the direction of travel 301, indicated by the arrows. That is, it is assumed that the direction of travel of the ship is effectively aligned with the bow of the ship (or other vessel). As previously mentioned in relation to Figure 1(b), the support structure 302, and in this embodiment, the wheel axle, define a pitch circle 304. However, rather than being evenly distributed circumferentially around the pitch circle 304, the wheels 303 are unevenly spaced from one another around the pitch circle 304. More specifically, the wheels 303 are spaced more closely together in areas of higher load, i.e., aft, as well as port and starboard, on the rotor sides, and further apart on the forward side of the rotor. In the embodiment shown in Figure 3(a), this results in the effective removal of the foremost wheel 303. This frees up space for equipment and personnel access, cable routing, and ductwork within the support structure 302. Furthermore, the extra costs incurred by including the forward-facing wheels (including equipment costs, installation, maintenance, and the weight of the wheels and their support equipment) are eliminated. Rolling resistance is also reduced due to the removal of the extra wheels, without a significant increase in contact stress on the remaining wheels 303 (since the effectively removed wheels did not bear a large load).

[0095] In other embodiments (not shown), the wheels may be of various sizes, and therefore the wheel axles may not be located on the pitch circle. In such embodiments, the wheel spacing may instead be based on the spacing of adjacent contact points between the wheel and the running surface around the running surface.

[0096] Returning to the wheel assembly 300a shown, the wheel assembly 300a is the port-to-starboard midplane P of the associated rotor. P-S Along the anterior half H F and posterior half H S It can be divided into the front half H of the wheel assembly 300a. F and posterior half H A Each of the hemispheres H F H AThis can be defined as the number of complete wheels 303 per support structure 302 within the structure. Thus, in the wheel assembly 300a of the first embodiment, the density of front wheels is 3, and two wheels 303 are completely in the front half H F Located within the midplane, the leftmost wheel 303p and the rightmost wheel 303s are, respectively, the port-right midplane P. P-S It is divided into two by that, that is, each half is the anterior half H F Because it is located inside, it is counted as half a wheel. Similarly, the rear half H A Since there are three complete wheels 303 and two half wheels 303p and 303s inside, the rear wheel density is 4. Therefore, the front wheel density is 75% of the rear wheel density.

[0097] In addition to the above, in the first embodiment, the wheel assembly 300a, each wheel 303, is mounted to the wall of the support structure 302 by a mounting bracket 306 and a load distribution 307. Each wheel 303 is connected to the mounting bracket 306 via an axle 306a on which the wheel 303 can rotate. The mounting bracket 306 is then connected to the support structure 302 via the load distribution 307. The load distribution 307 forces the wheel 303 radially outward, i.e., toward the running surface on which the wheel 303 is configured to roll during use. That is, each load distribution 307 can be considered to provide a force to the corresponding wheel 303 in a radially outward direction, i.e., each load distribution 307 can be considered to bias the corresponding wheel 303 toward the running surface during use. This ensures that a desirable degree of contact force is maintained between each wheel 303 and the running surface during use, and that a restoring force is provided to return a given wheel 303 to a contact state with the running surface if it is displaced, for example, by a bulge on the running surface.

[0098] The force applied to the wheel 303 by the load distribution 307 can take the form of a load characteristic. In the shown embodiment, the load distribution 307 comprises a pair of springs configured to apply tension that pulls the corresponding wheel 303 toward the running surface (however, fewer than two or more springs may be used). The load characteristic of such a load distribution 307 is the effective stiffness of the pair of springs. In another embodiment (not shown), the load distribution 307 may instead comprise an active actuator, such as a computer-controlled piston. The load characteristic of such a load distribution is the force applied to the wheel by the actuator, e.g., the piston, which may be configured as a function of the radial displacement of the wheel from the running surface.

[0099] To achieve the minimum required total effective stiffness, for example, to avoid resonant modes in the rotor of a Magnus rotor under all thrust directions, it may be advantageous, as described above, for the non-uniformly distributed load characteristics of the wheels 303 in the first wheel assembly type to differ at a given wheel position. For example, if each load arrangement 307 has two springs, as shown, the forward half H F The load distribution 307 for each of the wheels 303 inside is few in number and rarely heavy, and the rear half H A Each of the wheels 303 inside may have a spring stiffer than the load distribution 307. That is, the front half H F The load characteristics (rigidity) of each load distribution 307 on the inner wheel 303 are as follows: Rear half H A The load characteristics are higher than those for the inner wheel 303. Therefore, preferably, the front half H F Each load distribution on the internal wheel 303 has a first effective rigidity, and the rear half H A The load distribution on the inner wheel 303 has a second effective rigidity, and more preferably, the first rigidity is greater than the second rigidity, but this is not necessarily the case.

[0100] Figure 3(b) shows a second exemplary wheel assembly 300b similar to the first wheel assembly 300a, sharing the same reference number and having similar features. Thus, in the second wheel assembly 300b, the wheels 303 are similarly spaced unevenly around a pitch circle 304 defined by the support structure 302, although for clarity similar mounting brackets and load arrangements are omitted from Figure 3(b).

[0101] Additionally, as in the first wheel assembly 300a, the wheels 303 of the second wheel assembly 300a not only have substantially the same height H (i.e., as defined with respect to the wheel 203 shown in Figure 2), but also substantially the same weight and substantially the same material composition as in the first wheel assembly 300a, although this is not necessarily the case in other embodiments of the present invention.

[0102] The wheels 303 in the second wheel assembly 300b are unevenly arranged around the pitch circle 304, but instead, only a single wheel 303 is positioned on the front half H F It is completely located inside, with only two wheels 303 on the rear half of the H F They are arranged in such a way that they are completely located within the structure. Defining the wheel density as described above, the second wheel assembly 300b has a forward wheel density of 2 and a rear wheel density of 3. Thus, the forward wheel density is approximately 67% of the rear wheel density. In other embodiments (not shown), the ratio between the forward and rear wheel densities may be even lower. In the second wheel assembly 300b shown, thrust loads are generally transmitted through the two rearmost wheels 303, and the main inertial loads due to rolling are transmitted through the leftmost wheel 303p and the rightmost wheel 303s, meaning that a single forward wheel 303 only needs to transmit low inertial loads mainly due to pitching.

[0103] Front half H of the support structure 302 for the second wheel assembly 300b FThe absence of internal wheels 303 offers an opportunity to simplify the access design to the interior of the structure. Access way 305 is the front half H F It can be positioned within a large circumferential gap between a single wheel 303 and an adjacent wheel 303p or 303s on either the port or starboard side. As previously mentioned, the access way 305 may be large enough for a person to pass through completely, or it may be large enough to serve as a conduit for cable routing, fluid pipes, or it may simply be large enough to serve as a hole for inserting a monitoring device such as a camera.

[0104] In the embodiment of the second wheel assembly 300b shown, the front half H of the support structure 302 F The wide spacing of the internal wheels 303 allows the access way 305 to be large enough to optionally include a ladder 305a, thus allowing personnel to pass through the support structure 302 more easily.

[0105] The first wheel assembly 300a or the second wheel assembly 300b described above may be used in conjunction with any of the aforementioned embodiments or configurations of the Magnus rotor. That is, as previously stated, the support structure 302 in each of Figure 3(a) or Figure 3(b) may be the carrier 105 of the exemplary Magnus rotor 100 in Figures 1(a) and 1(b), or may form part thereof, and the wheel 303 may be arranged to roll against the running surface 102a of the bearing ring 102 of such Magnus rotor 100, as previously stated. It will also be understood that either the first wheel assembly 300a or the second wheel assembly 300b may be used in conjunction with other Magnus rotor designs. For example, one or the other of the first wheel assembly 300(a) and the second wheel assembly 300(b) may be configured such that the wheel 303 runs directly against the rotor wall rather than against a bearing ring or other running surface having a diameter reduced compared to the rotor diameter.

[0106] Drive Assembly As mentioned above, in some embodiments, one or more wheels may be used not only to transmit load between the rotor and a support structure such as a carrier, but also to drive the rotation of the rotor. Driving the rotation of the rotor via one or more wheels, for example via a lower drive assembly, offers several advantages over driving the rotor through an upper bearing assembly. Firstly, the resulting weight in the Magnus rotor is distributed lower down because the heavier drive assembly is located lower, and otherwise less weight is above the upper bearing assembly, for example, on the carrier or tower. Such a lower weight distribution provides a virtuous cycle with respect to the overall weight of the Magnus rotor, as less weight is at the top and less bending stress at the bottom of the tower (due to inertial forces), thus requiring less steel, i.e., support structure, etc., for the tower. Secondly, access to the equipment is simplified. The rotor drive assembly is an area that is likely to require a lot of maintenance (and possible replacement of components) throughout the rotor's operating life. Therefore, having the drive system at the bottom of the rotor, where the components are more easily accessible, is clearly advantageous. Additionally, gearing requirements are reduced. A low-cost AC induction motor operating at typical AC power at a frequency of 60Hz has an efficient top speed of approximately 1200 rpm, but a rotor with a diameter of 5m needs to rotate at a maximum speed of approximately 200 rpm, requiring a speed reduction of approximately 1 / 6. This can be achieved by driving the rotor through a shaft in the upper bearing assembly using a gearbox, belt drive, or chain drive, but this undesirably causes power loss and generates heat. Instead, if one or more wheels in a wheel assembly are driven, thus creating a drive assembly, the ratio of rotor running surface to wheel diameter can be set to approximately 6, thus eliminating the need for gearing. Finally, using multiple wheels in a drive assembly as drive wheels allows for distributed power transmission, alternative running modes, and additional redundancy.

[0107] Figure 4 schematically illustrates an example of a drive assembly 400 for a Magnus rotor. The drive assembly 400 consists of a drive wheel mechanism 407 and a plurality of idler wheel mechanisms 408. The drive wheel mechanism 407 includes a drive wheel 403a that can be positioned to roll against the running surface 402a of the rotor, and a drive mechanism 410 connected to the drive wheel 403a. The drive mechanism 410 can be configured to provide torque to drive the rotation of the drive wheel 403a. The drive wheel 403a then transmits this drive torque to the running surface 402a of the rotor.

[0108] The drive wheel mechanism 407 further includes a biasing mechanism 409 configured to bias the drive wheel 403a toward the running surface 402a during use. More specifically, in the embodiment of the drive assembly 400 shown, the biasing mechanism 409 is configured to increase the degree of bias applied as the torque supplied by the drive mechanism 410 increases.

[0109] Each idler wheel mechanism 408 is equipped with an idler wheel 403b. The idler wheels 403b are also configured to roll against the running surface 402a. However, the idler wheels 403b are freely rotatable, meaning they rotate around their respective wheel axles with minimal resistance or counter-torque. Therefore, during use, as the drive wheels 403a roll on the running surface 402a, the running surface 402a consequently rolls against the idler wheels 403b.

[0110] In the shown embodiment, the drive wheels 403a are equipped with pneumatic tires 406a, and the idler wheels 403b are each equipped with solid tires 406b. The drive wheels 403a may be designed to carry a lower maximum load than the idler wheels 403b, which need to withstand the thrust of the rotor during use, but require a higher coefficient of friction or preload to facilitate the transmission of torque to the running surface 402. The pneumatic tires 406a on the drive wheels 403a provide greater friction against the running surface 402a than the solid tires 406b on the idler wheels 403b, and the solid tires 406b on the idler wheels are longer-lasting and more wear-resistant. In other words, both types of wheels 403a, 403b use tires that are optimal for their load characteristics.

[0111] In the embodiments shown, the pneumatic tire 406a has a cylindrical profile (for example, as shown in wheel 203 in Figure 2), which is molded to maximize the effective contact area with the running surface 402a. The pneumatic tire 406a is preferably formed from rubber or a rubber-containing material, but is not necessarily so. As used herein, rubber refers to synthetic rubber compounds similar to those used in automobile tires. In fact, automobile tires themselves may be suitable for the drive wheel 403a.

[0112] The solid tire 406b may be formed from polyurethane and / or metal, or from a material containing polyurethane and / or metal. Tires containing polyurethane or metal tend to be less prone to wear but may provide lower traction to the running surface 402a. To minimize wear, the solid tire 406b preferably uses a polyurethane material having a Shore hardness of 70A or higher, or a metal material having a Brinell hardness of 100HB or higher.

[0113] In the embodiment shown, the drive wheel 403a and the three idler wheels 403b are positioned to roll relative to the same running surface 402a. However, in other embodiments, one or more drive wheels may roll relative to one running surface, while one or more idler wheels may roll relative to different running surfaces.

[0114] It should be understood that the wheel assembly 300 described in relation to Figure 3 may be modified to include one or more drive wheels and the remaining number of idler wheels, as described above, to define a further drive assembly according to another embodiment of the present invention. More specifically, such a further drive assembly would include a plurality of wheels that are unevenly spaced, one or more of which are drive wheels and the remaining wheels are idler wheels.

[0115] Figure 5 shows an exemplary drive wheel mechanism 507 for use in the drive assembly 400 of Figure 4 (or any other drive assembly such as the further drive assembly described above). The drive wheel mechanism 507 consists of a drive wheel 503, a drive mechanism 510, and a biasing mechanism 509.

[0116] The drive wheel 503 is configured to roll against the running surface of the rotor. In the shown embodiment, the running surface 502a is the inner surface of a bearing ring 502 that is attached to the rotor 501 and rotates with the rotor 501. The drive wheel 503 is mounted on an axle such that the drive wheel 503 rotates around the wheel axle 503a. The drive wheel 503 also includes a resiliently compressible tire, such as a pneumatic tire.

[0117] The drive mechanism 510 may include a motor (such as an electric motor), a turbine, or other power supply system. In some embodiments, the drive mechanism is the power source of the ship, and the driving torque is transmitted to the drive wheels by a dedicated drive shaft.

[0118] In the embodiment shown, the drive mechanism 510 provides torque to the wheel 503 via a biasing mechanism 509, and more specifically, provides torque via a drive shaft 510a connected to the axle.

[0119] On the other hand, the biasing mechanism 509 includes a swing mount taking the form of a swing bracket 511 connected to the distal end of the axle via its respective bearing 511a. The swing bracket 511 is then pivotably connected to a pair of pivot brackets 512 located on either side of the swing bracket 511 along the drive wheel axle 503a. The pivot brackets 512 are fixedly mounted to a support structure 505 which may be a carrier and / or tower, or may include a carrier and / or tower, as described herein.

[0120] The biasing mechanism 509, namely the swing bracket 511 and its associated components, is arranged to pivot relative to the pivot bracket 512 around the pivot axis 512a. Since the drive wheel 503 is separated from the pivot axis 512a, the pivot of the swing bracket 511 causes the wheel 503 to trace an arc 515 around the pivot axis 512a. The wheel 503, the swing bracket 511, and the pivot axis 512a are arranged relative to each other such that the movement of the wheel 503 through the arc 515 changes the distance between the wheel axis 503a and the running surface 502a. More specifically, the wheel axle 503a is furthest from the running surface 502a when the swing bracket 511 is in a first position 515a relative to the pivot bracket 512, that is, when the swing bracket 511 is aligned with the pivot bracket 512, and as the swing bracket 511 pivots toward a second position 515b relative to the pivot bracket 512, the wheel axle 503a moves toward the running surface 502a, that is, the separation between the wheel axle 503a and the running surface 502a decreases.

[0121] As the torque supplied by the drive wheel 503 increases, the risk of the drive wheel 503 slipping against the running surface 502a instead of rolling smoothly increases. Slipping results in increased wear on both the wheel 503 and the running surface 502a, and is inefficient in torque transmission from the drive wheel 503 to the running surface 502a.

[0122] The biasing mechanism 509 counteracts this problem. During use, the torque supplied by the drive mechanism 510 spins the drive wheel 503 so that the rotor rotates, applying a driving force 513 to the running surface 502a. However, a counterforce 514 is also applied to the wheel 503 by the running surface 502a, forcing the wheel to roll around the running surface 502a. The counterforce 514 ultimately acts on the swing bracket 511, which in turn causes the swing bracket 511 to pivot the pivot bracket 512, thereby moving the wheel 503 through the arc 515, and thus moving the wheel axle 503a closer to the running surface 502a, i.e., toward the second position 515b, thereby pressing the wheel 503 against the running surface 502, which causes compression of the wheel tire.

[0123] As the torque increases, the driving force 513 increases, and consequently, the opposing force 514 acting on the swing bracket 511 also increases, pressing the wheel 503 against the running surface 502a to an even greater extent. In other words, there is an increased normal contact force between the wheel 503 and the running surface 502a, which increases the traction force of the wheel 503 on the running surface 502a, allowing the driving wheel 503 to transmit a greater lateral force to the running surface 502a without slipping.

[0124] However, the higher normal contact force itself can lead to increased wear on the wheel 503 and / or the running surface 502a, as well as increased rolling resistance of the drive wheel 503 on the running surface 502a, which results in more energy being required to rotate the rotor.

[0125] Therefore, it is desirable that the normal contact force can be adjusted as needed, in particular to be able to be reduced. The biasing mechanism 509 is also further configured to achieve this. More specifically, as the torque decreases, for example from the maximum desired level, the driving force 513 decreases, and so the opposing force 514 acting on the swing bracket 511 also decreases. Then the elasticity, i.e., compressibility of the wheel tire can overcome the force pressing the wheel 503 against the running surface 502a, and the expansion of the tire pivots the swing bracket 511 in the opposite direction (towards the first position 515a), resulting in a decrease in the traction force between the wheel 503 and the running surface 502a.

[0126] Therefore, the biasing mechanism 509 ensures that torque can be efficiently transmitted from the drive wheels 503 to the running surface 502a at all speeds and levels of drive torque without slipping or excessive wear. In other words, the radial load on the drive wheels 503 changes with the drive torque so that the drive wheels 503 provide minimal rolling resistance when the drive torque is low, but the radial load is high enough to generate sufficient friction to prevent wheel slip when the drive torque is high.

[0127] In other embodiments, the biasing mechanism may include a servo or pneumatic actuator configured to move the wheel axle 503a relative to the running surface 502a. In one such embodiment, the controller receives information about the level of drive torque (e.g., from the drive mechanism 510 itself) and then commands the servo to reduce the separation between the wheel axle 503a and the running surface 502a.

[0128] In the embodiments shown, the drive wheel 503 comprises a pair of pneumatic tires mounted parallel to each other along the wheel axle 503a. In other embodiments, the drive wheel may have a single continuous tire with a cylindrical profile (for example, as shown in wheel 203 in Figure 2), which is shaped to maximize the effective contact area with the running surface. In some further embodiments, the drive wheel may be formed from rubber or a rubber-containing material. In fact, the automobile tire itself may be suitable for the drive wheel in some embodiments.

[0129] The swing bracket 511 and pivot bracket 512 may be constrained so that the swing bracket 511 cannot rotate beyond 15 degrees from its alignment with the pivot bracket 512. This can additionally help to avoid wheel slip between the drive wheel 503 and the running surface 502a.

[0130] biasing assembly As previously mentioned in relation to Figures 3(a) and 3(b), the first wheel assembly 300a and the second wheel assembly 300b may include a load distribution 307 configured to force the wheel radially outward. Alternatively or additionally, a biasing assembly, such as the first biasing assembly 604 shown in Figure 6(b), may function as a suspension system for the wheels in such wheel assemblies 300a, 300b to absorb and dampen, for example, periodic or transient forces between the rotor and the support structure.

[0131] Referring to Figure 6(a), the Magnus rotor comprises a rotor 601 and a support structure 602. The support structure 602 is permanently connected to a vessel such as a ship during use. The rotor 601 is disposed coaxially with the support structure 602, and a third wheel assembly 600a, comprising several wheels 603, transmits the load between the running surface 601a of the rotor 601 and the support structure 602. The wheel assembly 600a and the running surface 601a can be considered to form at least part of the lower bearing assembly.

[0132] In this embodiment, the running surface 601a is the inner surface of the rotor 601. In other embodiments, the running surface may be the inner surface of a bearing ring as described herein, or the outer surface of a bearing ring as described further herein.

[0133] During use, when an external load 606 is applied to one side of the rotor 601 (for example, a gust of wind), the asymmetric load on the rotor 601 causes an increased load on the wheel 603 proximal to the point of application of the external load 606, and a decreased load on the wheel 603' distal to the point of application of the external load 606.

[0134] From this, it will be understood that the prime symbol used with the reference number (e.g., 603') indicates a specific reference to the characteristics when it is in use and distal to the point of application of the external load 606.

[0135] Wheels configured solely to prevent rotor deflection when an external load is applied are likely to introduce periodic or transient forces between the rotor and the support structure, potentially leading to failure of the associated Magnus rotor. Therefore, it is desirable to include a biasing assembly within the Magnus rotor, such as a first biasing assembly 604 according to one embodiment of the present invention, to absorb and dampen such periodic or transient forces. Accordingly, each wheel 603 in the Magnus rotor shown in Figure 6(a) is connected to the support structure 602 via such a first biasing assembly 604.

[0136] The first biasing assembly 604 allows the wheel 603 proximal to the external load 606 and rotor 601 to be deflected from the direction of the load 606. However, when the wheel 603 is loaded (and deflected) on one side of the support structure 602, the wheel 603' on the other side of the support structure 602, i.e., distal to the load 606, becomes unloaded (and deflected) by the same distance.

[0137] It is advantageous that all wheels 603 remain in contact with the running surface 601a with sufficient force under all operating conditions to prevent rapid wear, ensuring no slippage between any of the wheels 603 and the rotor 601. Therefore, it is desirable that each biasing assembly 604 apply a preload to its wheel 603 such that the distally loaded wheel 603' maintains contact with the running surface 601a even if the rotor 601 is deflected away from the support structure 602. In other words, it is desirable that each biasing assembly 604 be configured to apply a biasing force to force the wheel 603 toward the running surface 601a, even when there is no other external force on the rotor 601.

[0138] However, if each biasing assembly 604 generates a constant force characteristic (for example, if the biasing member is a rigid-elastic spring obeying Hooke's Law), then with four wheels 603, the preload on each wheel 603 must be at least half of the rotor's maximum operating load (i.e., the maximum expected value of the asymmetric force 606), meaning a total preload of twice the maximum operating load. However, such an arrangement would result in low efficiency because the rolling resistance is approximately proportional to the radial force on the wheel 603.

[0139] To solve this problem, the biasing assembly 604 instead includes a pair of biasing members 605, each exhibiting non-constant force characteristics, thereby allowing the two functions of transferring the load to the load side of the rotor 601 and maintaining contact on the unloaded side to be separated. Other embodiments (not shown) may include fewer than two or more biasing members 605.

[0140] Each biasing member 605 includes a first coupling 604a connectable to a support structure 602. The first coupling 604a is connectable in the sense that the biasing member 605 can be selectively removed from the support structure 602, for example, for maintenance or replacement. Each biasing member 605 also includes a second coupling 604b connectable to a wheel 603, so that each wheel 603 can rotate around a wheel axle 603a relative to its respective biasing member 605. In the shown embodiment, the first coupling 604a takes the form of a mounting bracket that connects a given biasing member 605 to the support structure 602, and the second coupling 604b takes the form of a wheel bearing that supports an axle around which the wheel 603 rotates. In other embodiments, the first and second couplings may take different forms, insofar as they interconnect the biasing members between the support structure and the wheel axle.

[0141] Each pair of biasing members 605 is configured to force the corresponding wheel 603 radially outward r toward the running surface 601a, in the sense that the biasing member 605 provides a biasing force that pulls the wheel 603 radially outward toward the running surface 601a.

[0142] More specifically, the biasing member 605 forces the wheel 603 toward the running surface 601a according to a first force characteristic while the wheel axle 603a is located within a first displacement region, and forces the wheel 603 toward the running surface 601a according to a different second force characteristic while the wheel axle 603a is located within a second displacement region.

[0143] For example, if the biasing member 605 includes a spring, the force characteristics may be the stiffness of the spring.

[0144] In the embodiments shown, each biasing member 605 includes a first biasing element 605d and a second biasing element 605e. The first biasing element 605d and the second biasing element 605e have different force characteristics, more specifically, the first biasing element 605d has a first force characteristic and the second biasing element 605e has a second force characteristic, the first force characteristic resulting in a lower degree of biasing being applied than as a result of the second force characteristic. Thus, the first biasing element 605d provides a lower degree of biasing than the second biasing element 605e.

[0145] Figure 7 shows a graph 700 of the biasing force F with respect to displacement x, corresponding to the force characteristics provided by each of the biasing members 605 described above. Displacement x is the displacement of the wheel axle 603a from the transition point 703 with respect to direction r shown in Figure 6(b). Thus, a positive displacement x represents the displacement of the wheel axle 603a in the direction away from the running surface (in this embodiment, away from the rotor axis 601b), and a negative displacement -x represents the displacement of the wheel axle 603a in the direction opposite to the running surface (in this embodiment, toward the rotor axis 601b).

[0146] The transition point 703 represents the point where the first displacement region 704 transitions to the second displacement region 705. As described above, while the wheel axle 603a is located within the first displacement region 704, each nonlinear biasing member 605, provided by the first biasing element 605d, forces the wheel 603 toward the running surface 601a according to the first force characteristic 701, as represented by the gradient of the first force characteristic 701. On the other hand, when the wheel axle 603a is located within the second displacement region 705, each nonlinear biasing member 605, provided by the second biasing element 605e, forces the wheel 603 toward the running surface 601a according to the second force characteristic 702, as represented by the gradient of the second force characteristic 702.

[0147] When installed for use, each biasing assembly 604 may be configured such that the wheel axle 603a is positioned at the transition point 703 if the rotor 601 is not experiencing an external load 606, otherwise causing deflection of the running surface 601a. ​​In some embodiments, each biasing member is adjustable to allow for changes in the transition point and the application of preloads to one or both of the biasing elements. In further embodiments, the biasing elements themselves are provided with adjustment mechanisms that allow for independent adjustment of their preload levels.

[0148] Therefore, if there is no effective external load on a particular biasing assembly 604 during use, the biasing force F provided therein by each biasing member 605 is associated with the transition point 703. As shown in graph 700 of Figure 7, the biasing force F at the transition point 703 is generated entirely or almost entirely by the first biasing element 605d of each biasing member 605, i.e., due to the preload applied to the first biasing element 605d. The biasing force F may be provided slightly or not provided at all by the second biasing element 605e. Furthermore, at the transition point 703, a given biasing member 605 is preferably configured such that the first biasing element 605d provides its maximum biasing force F such that no additional biasing force F can be provided by the first biasing element 605d. This can be achieved, for example, by the presence of a mechanical stop.

[0149] When an external load 606 is applied to the rotor 601, the rotor 601 moves through the running surface 601a to the wheel 603 closest to the application of the load 606, and then to the corresponding biasing assembly 604. In response to the increased load, as the wheel 603 is deflected inward (towards the rotor axis 601b), the wheel axis 603a moves into a second displacement region 705, and the biasing member 605 of the biasing assembly 604 then forces the wheel 603 toward the running surface according to the second force characteristic 702 of the second biasing element 605e, so that the biasing member 605 of the biasing assembly 604 faces the load with an increased biasing force F.

[0150] The inward deflection of the proximal wheel 603 in response to the application of load 606 allows the distal running surface 601a to deflect outward in response to the application of load 606 (as shown on the left side of Figure 6(a)). This reduces the load applied to the distal wheel 603' in response to the application of load 606, and therefore reduces the load on the corresponding biasing assembly 604'. As the opposing load is reduced, the biasing force F generated by the biasing member 605' of the biasing assembly 604' is also reduced by the preload in the discharged first biasing element 605d'. In other words, as the wheel axle 603a' of the distal wheel 603' moves into the first displacement region 704 in response to the load, each biasing member 605' forces the wheel 603' toward the running surface 601a according to the reducing first force characteristic 701 provided by the corresponding first biasing element 605d'.

[0151] The first biasing element 605d may be, or include, a coil spring, a leaf spring, a pneumatic actuator, and / or a hydraulic actuator (or other type of fluid actuator). Such a component may be equipped with an end stopper and designed such that the component has low effective stiffness (at the transition point 703) until the end stopper displacement is reached. The force characteristics selected for the first biasing element may be a compromise between different requirements. As described, the force that keeps the wheel 603 in contact with the running surface 601a must be as low as possible while maintaining sufficient grip to keep the wheel 603 from turning. Thus, the effective stiffness must be much lower than that of the second biasing element 605e so that when the second biasing element 605e is deflected, the opposite wheel 603' (i.e., the wheel on the opposite side of the support structure) does not lose as much contact force due to the extension of its first biasing element 605d from its initial preloaded position. In other words, the first biasing element should be selected or configured such that the first force characteristic 701 has a shallow slope on the graph 700.

[0152] However, if the effective stiffness of the first biasing element 605d is too low (or virtually zero stiffness if the preload is from gravity, or from, for example, a pneumatic or hydraulic actuator with a pressure reservoir), its dynamic behavior can become unpredictable.

[0153] The second biasing element 605e may optionally be or include an elastic block formed from or containing an elastomer material. An elastic block, such as a solid rubber block, can be manufactured to have a higher effective stiffness than any actuator or spring. The force characteristics selected for the second biasing element 605e may also be a compromise. Preferably, the second biasing element 605e should be sufficiently stiff so that the rotor 601 can adequately withstand the maximum load without contacting the support structure 602, but not so stiff that it causes unnecessarily high periodic loads on the wheel 603 or biasing assembly 604 due to runout (non-circularity) of the wheel 603 or running surface 601a. ​​For example, if the effective stiffness of the second biasing element 605e is 10 kN / mm, runout (non-circularity) on the running surface 601a of 2 mm causes a periodic load of 20 kN, repeating once per rotation. Since the rotor runs continuously for most of its operating life, this can result in a considerable number of stress cycles in total.

[0154] The effective stiffness of the second biasing element 605e can be selected to be stiff enough to prevent resonant vibration of the rotor 601a within the desired operating speed range. A biasing assembly 604 with low effective stiffness may result in resonance within the rotor's operating speed range caused by a small imbalance in the rotor. This is undesirable because it may necessitate avoiding a portion of the rotor's operating speed range, thereby potentially truncating the rotor's operating speed range. Furthermore, wear / fatigue increases as the rotor experiences that portion of the speed range. For example, in a 5m × 35m rotor 601, the rotor mass may be in the 20-ton range, then the effective moving mass in the lower bearing assembly is approximately 10 tons, and it has a maximum operating speed of 180 rpm. Thus, an estimate of the minimum stiffness required to keep the resonant mode outside the operating range can be calculated via the following formula. Maximum operating speed = 180rpm approximately 20rads -1 (1)

number

[0155] Thus, the second force characteristic 702 of the biasing member 605 in each biasing assembly 604 of a typical 5m × 35m rotor 601 should represent a stiffness of substantially more than 4 kN / mm that is effective in the rotor. To avoid resonance, in some embodiments, the second force characteristic should represent a stiffness that is effective in the rotor, which is at least twice the moving mass of the rotor multiplied by the square of the desired maximum operating angular velocity of the rotor. In some embodiments, the effective stiffness is 1 to 4 times the minimum stiffness required to prevent resonant rigid-body vibration of the rotor in the operating speed range.

[0156] Figure 8 shows an example of a second biasing assembly 804 according to a further embodiment of the present invention, specifically showing in more detail the corresponding biasing member 805 within the second biasing assembly 804. The biasing member 805 is coupled to a support structure (not shown) via a first joint 804a and to a wheel 803 via a second joint 804b, so that the second biasing assembly 804 is fully compatible with the first biasing assembly 604 described above.

[0157] The biasing member 805 comprises a first biasing element 805d and a second biasing element 805e. More specifically, the first biasing element 805d includes a coil spring, and the second biasing element 805e includes a pair of elastic blocks, each formed from a solid elastomer material.

[0158] The second joint 804b is connected to the second biasing element 805e, which is connected in series to the plate 810. Meanwhile, the first joint 804a is connected from the first joint 804a through the second joint 804b to the rod 811, which extends between the two elastic blocks of the second biasing element 805e and through the plate 810. A transition nut 812 is fixed to the rod 811. The transition nut 812 screws onto the rod 811 and is movable along the rod 811, but only through the application of sufficient torsional force. Thus, the transition nut 812 may be rotated to a given position along the rod 811 by an operator, such as the installer of the second biasing assembly 804, and then remain fixed in that position until another torsional force is applied.

[0159] Therefore, the rod 811 is fixed to the support structure via the first joint 804a, and the transition nut 812 can be fixed at a selected distance from the first joint 804a (and thus from the support structure). On the other hand, the second joint 804b, the second biasing element 805e, and the plate 810 are freely movable along the rod 811, and this movement facilitates the movement of the wheel 803 relative to the support structure. However, the plate 810 is configured to abut against the transition nut 812, meaning that any additional movement of the wheel 803 toward the rotor axis (i.e., in the -r direction) requires compression of the elastic block of the second biasing element 805e.

[0160] As can be seen in Figure 8, the rod 811 extends beyond the transition nut 812 and through the coil spring of the first biasing element 805d to the preload nut 813. The preload nut 813 is similar to the transition nut 812 in that it can rotate along the rod 811 to a given position and then remain fixed in that position so as to be at a constant distance from the first joint 804a and the support structure during use. A shelf 814 is mounted at a certain distance from the plate 810 so that the first biasing element 805d can apply a force that forces the wheel 803. The shelf 814 provides a surface for the coil spring to apply force to, while bypassing the obstruction that would otherwise be caused by the transition nut 812. As the rotor deflects away from the rotor axis, the load acting on the first biasing element 605d is reduced, and the coil spring extends (in direction r) so that the shelf 814, and therefore the plate 810, moves radially outward from the transition nut 812. This, in turn, moves the wheel 803 radially outward (in direction r), thereby maintaining the wheel in rotational contact with the associated running surface of the rotor.

[0161] It should be noted that the second biasing element 805e is selected to be sufficiently rigid so that it does not compress (or exhibits negligible compression) in response to the load applied to it by the first biasing element 805d, and therefore ensures that only the first biasing element 805d is acting when the wheel axle (not shown in Figure 8) is within the first displacement region 704 (i.e., as shown in Figure 7).

[0162] At the time of installation, the biasing member 805 can be configured to the desired setting by suitably positioning the transition nut 812 and the preload nut 813. Firstly, the transition nut 812 is positioned such that when the rotor is rotating under normal conditions (i.e., without any external load acting to deflect the rotor), the position of the wheel 803 as it rolls relative to the rotor's running surface causes the plate 810 to contact the preload nut 813, but there is no compression of the second biasing element 805e. Thus, the elastic block only begins to force the wheel 803 away from the rotor axis (in direction r) in response to an external load deflecting the rotor in the opposite direction. In other words, this positioning of the transition nut 812 sets the transition point 703 (shown in Figure 7) where the second biasing element 805e begins to act on the wheel in addition to the first biasing element 805d.

[0163] Secondly, the preload nut 813 is positioned so as to be sufficiently compressed to provide sufficient preload to the first biasing element 805d. Sufficient preload ensures that sufficient force is applied by the first biasing element 805d to force the wheel 803 away from the rotor axis (in direction r) so that the wheel 803 remains in rolling contact with the running surface even if the rotor is deflected away from the wheel 803. Thus, sufficient preload can be set so as to load the first biasing element 805d sufficiently to keep the wheel 803 in rolling contact with the running surface when the rotor is deflected by the maximum expected amount in direction r. However, as described above, when the rotor is rotating under normal conditions (i.e., without external load), it is desirable that the load applied by the first biasing element 805d is not substantially high, which can be achieved by the selection of the first biasing element (e.g., the stiffness of the coil spring).

[0164] Gimbal-type wheel mechanism Another inducer of excessive wear in the Magnus rotor is deformation of the components under load. Figure 9(a) shows a simplified version of the Magnus rotor 100 of Figures 1(a) and 1(b), where the rotor 101 is joined to the carrier 105 through an upper bearing assembly 107 and configured to rotate around the carrier 105. The wheel assembly comprises a plurality of wheels 103, each in contact with a running surface 102a on a bearing ring 102 that runs around the inner surface of the rotor 101. Each wheel 103 is mounted to the carrier 105 so that the wheel can rotate around a wheel axle 103a, as shown in Figure 9(b), which illustrates an enlarged view of one such wheel 103. The wheels 103 are substantially cylindrical, which maximizes their contact area with the running surface 102a, as previously described.

[0165] During use, when a load 901 is applied to the carrier 105 by the rotor 101, this can cause the carrier 105 to bend in the direction of the applied load 901. This then leads to the rotor 101 tilting relative to the deck 106 to which the carrier 105 is fixed during use, as the upper bearing assembly 107 connected to the top of the carrier 105 is displaced. As a result, the wheel axles 103a of one or more wheels 103 may become misaligned with the running surface 102a, as best shown in Figure 9(a), for example. Consequently, instead of contacting the running surface 102a along its entire height, the misaligned wheel, or each misaligned wheel, only contacts the running surface 102a along its edge or a smaller contact area. This results in increased local contact stress and asymmetric loads on such misaligned wheels 103 and the running surface 102a, accelerating their respective wear rates.

[0166] The degrees of bending and displacement in Figures 9(a) and 9(b) are exaggerated for clarity. However, it should be understood that even small degrees of bending and displacement can cause misalignment between the wheel axle 103a and the running surface 102a of the bearing ring 102. In addition, manufacturing defects and tolerances in components such as the running surface 102a, carrier 105, and / or wheel 103 can also lead to misalignment between one or more wheel axles 103a and the running surface 102a.

[0167] Accordingly, Figures 10 and 11 show a first gimbal wheel mechanism 1000 and a second gimbal wheel mechanism 1100 for a Magnus rotor, which are configured to eliminate such wheel misalignment. The first gimbal wheel mechanism 1000 and the second gimbal wheel mechanism 1100 each include mounting assemblies 1001 and 1101 that, during use, rotatably support the wheels 1003 and 1103 with respect to a support structure (not shown) via bearings, so that each wheel 1003 and 1103 can rotate around the corresponding wheel axle 1003a and 1103a with respect to the mounting assemblies 1001 and 1101. Each wheel 1003 and 1103 is configured to travel on the corresponding running surfaces 1002a and 1102a of the rotor. Neither rotor is shown itself, except for its respective axis of rotation 1002 and 1102. As described above, the running surfaces 1002a and 1102a may be the inner or outer surfaces of the bearing rings connected to the inner wall of the rotor, or they may be the walls of the rotor itself.

[0168] In any case, in both instances, the wheel axles 1003a, 1103a and the rotor axles 1002, 1102 are located within a common radial plane. For example, in Figures 10 and 11, both the wheel axles 1003a, 1103a and the rotor axles 1002, 1102 are located within the plane of the figure itself, and such a plane thus defines a common radial plane. The radial plane may additionally be aligned with the radius or diameter of the rotor or carrier (since the rotor may be arranged to rotate coaxially around the carrier).

[0169] Each mounting assembly 1001, 1101 includes a gimbal support that allows each wheel axle 1003a, 1103a to pivot around the corresponding gimbal axis 1007, 1107 such that each wheel axle 1003a, 1103a remains aligned with the corresponding running surface 1002a, 1102a of the rotor. Each gimbal axis 1007, 1107 is perpendicular to the corresponding wheel axle 1003a, 1107a and perpendicular to the corresponding radial plane common to the corresponding rotor axes 1002, 1102 and the corresponding wheel axles 1003a, 1103a. In other words, each gimbal axis 1007, 1107 extends perpendicular to the plane of the figures in Figures 10 and 11 themselves.

[0170] Each wheel 1003, 1103 is substantially cylindrical, having a diameter D and axial height H as described (for example, having a height H measured along the direction of the wheel axles 1003a, 1103a, as shown in relation to a similar wheel 203 in Figure 2). The axial height H is preferably at least 50% of the wheel diameter to reduce contact stress within the wheels 1003, 1103, but this is not necessarily required.

[0171] In any case, when each wheel 1003, 1103 and the corresponding running surfaces 1002a, 1102a are properly aligned, i.e., as shown in Figures 10 and 11 respectively, the contact surfaces between the wheels 1003, 1103 and the running surfaces 1002a, 1202a can be approximated as lines extending along the running surfaces 1002a, 1102a that are parallel to and coplanar with the wheel axles 1003a, 1103a. Each of these contact surfaces may be referred to as contact lines 1009, 1109. Furthermore, in the embodiments shown, each contact line 1009, 1109 has a length substantially equal to the height H of the wheels 1003, 1103 (i.e., as previously defined in relation to Figure 2). Each cylindrical wheel 1003, 1103 is perpendicular to the wheel axles 1003a, 1103a and is symmetrical with respect to a plane passing through the midpoints 1009a, 1109a of the corresponding contact lines 1009, 1109.

[0172] Since the load forces between each wheel 1003, 1103 and the corresponding running surfaces 1002a, 1102a are mainly (a) load forces perpendicular to the contact lines 1009, 1109, or (b) axial frictional forces coplane with the contact lines 1009, 1109, all such load forces can be considered to act through the corresponding midpoints, and as a result, each midpoint can be referred to as the respective wind pressure centers 1009a, 1109a.

[0173] In the first gimbal wheel mechanism 1000 of Figure 10, the gimbal axis 1007 is positioned to pass through the center of gravity 1006 of the wheel 1003, which helps to minimize the complexity of the corresponding first mounting assembly 1001, which can take the form of a relatively simple mounting bracket defining the gimbal support.

[0174] However, as the gimbal axis 1007 passes the center of gravity 1006, any misalignment between the wheel axis 1003a and the rotor axis 1002 can cause "chipping" of the wheel 1003 around the gimbal axis 1007 (i.e., a tipping moment is applied to the wheel). This is because if the direction of rolling of the wheel 1003 is not precisely aligned with the direction of movement of the running surface 1002a, there is a resulting axial slip velocity relative to the wheel 1003, causing friction. This slip velocity is a function of the misalignment; for example, if the wheel axis 1003a and rotor axis 1002 are misaligned by 1° and are moving at a linear speed of 25 m / s, the slip velocity is 25 * sin(1) = 0.4 m / s. This can cause the wheel 1003 to tilt around the gimbal axis 1007, leading to uneven contact pressure along the line contact 1009 of the wheel and faster wear at one edge of the wheel.

[0175] To help mitigate this problem, the second gimbal wheel mechanism 1100 in Figure 11 includes a gimbal axis 1107 configured to extend either through the center of pressure 1109a, i.e., directly through the center of pressure 1109a, or substantially near the center of pressure 1109a, rather than through the center of gravity 1106 of the wheel 1103.

[0176] Additionally, to enable the wheel axle 1103a to pivot about the gimbal axis 1107, the second gimbal wheel mechanism 1100 includes a second mounting assembly 1101 which, in use, is pivotably coupled to a carrier, tower, or other support structure by a gimbal support in the form of an angled link mechanism 1104 and associated first mounting legs 1105, although other types of gimbal supports are also possible. More specifically, a first pivot point 1104a at one end of the angled link mechanism connects the angled link mechanism 1104 to the mounting assembly 1101, and a second pivot point 1104b at the second end connects the angled link mechanism 1104 to the mounting legs 1105, thereby allowing it to be fixed to a carrier, tower, or other support structure. Thus, the wheel axle 1103a can be considered pivotable about the gimbal axis 1107 relative to a carrier, tower, or other support structure. The gimbal support axis 1112 extends through the first pivot 1104a and the second pivot 1104b, which are assumed to be frictionless so that the angled link mechanism 1104 can transmit force only between the mounting leg 1105 and the mounting assembly 1101 along the gimbal support axis 1112. This force may be referred to as the gimbal support force. The pivots 1104a, 1104b, and the angled link mechanism 1104 are positioned such that the gimbal support axis 1112 substantially coincides with the wind pressure center 1109a. That is, the gimbal support axis 1112 passes through or is close to the wind pressure center 1109a so that the gimbal support force is substantially directed towards the wind pressure center 1109a. This ensures that the gimbal support force does not generate a rotational moment around the wind pressure center 1109a, which would otherwise press one edge of the wheel 1103 more strongly against the running surface 1102a than the other edge, thereby increasing wear.

[0177] In the embodiment shown, the second mounting assembly 1101 is additionally coupled to a carrier, tower, or other support structure during use by a biasing support in the form of a biasing member 1108 and associated second mounting leg 1105, although other forms of biasing support are also possible.

[0178] Similar to the angled link mechanism 1104, one end of the biasing member 1108 is pivotably connected to the second mounting assembly 1101, and the other end is pivotably connected to the mounting leg 1110, which can then be fixed to a carrier, tower, or other support structure. The aforementioned arrangement of the gimbal axis 1107 passing through the wind pressure center 1109a, and the gimbal support force acting similarly along the gimbal support axis 1112 and through the wind pressure center 1109a, the weight of the wheel 1103 (i.e., acting through its center of gravity 1106), and the weight of the mounting assembly 1101 (i.e., the overall weight of the second gimbal wheel mechanism 1100) tend to cause a tipping moment around the gimbal axis 1107. If left uncountered, this moment, i.e., rotational force, would cause the wheel axle 1103a and rotor axle 1102 to misalign, leading to uneven and / or excessive wear on one edge of the wheel 1103. However, the biasing member 1108 is arranged to provide a biasing force 1111 (or, in other embodiments, a biasing torque) to counteract the rotational force arising from the weight of the wheel 1103 and mounting assembly 1101, i.e., from the overall weight of the second gimbal wheel mechanism 1100. The biasing force 1111 also functions to push the wheel 1103 outward relative to the running surface 1102a, which is advantageous for keeping the wheel 1103 and the running surface 1102a in constant contact. The biasing member 1108 may comprise a spring as shown, or another actuator such as a fluid piston or elastic member. In other embodiments, the biasing member may include a counterweight positioned to counteract the weight forces from the wheel 1103 and the mounting assembly 1101.

[0179] In some embodiments, the second mounting assembly may be coupled to the support structure of some description by a plurality of angled link functional arms 1104, whose first pivots are arranged along a first axis relative to each other, and whose second pivots are arranged along a second axis relative to each other. By spreading the load force through the plurality of link functional arms 1104, the stress and bending moment in each individual link functional arm 1104 is reduced.

[0180] Additional examples Any two or more embodiments or representations of the present invention described above are expected to be combined for use in a single Magnus rotor.

[0181] In one embodiment, the Magnus rotor 100 (Figures 1(a) and 1(b)) can be readily adapted to include a first wheel assembly 300a (Figure 3(a)) or a second wheel assembly 300b (Figure 3(b)). One compromise in the configuration of the Magnus rotor 100 is that the reduced size of the running surface 102a, i.e., the reduced diameter, results in the wheels 103 being positioned closer together than they would be if the running surface were larger, and therefore potentially less available space left within the tower 105a. Such a compromise can be negated by employing non-uniform spacing of the wheels according to their expected loads intended in each of the first wheel assembly 300a and the second wheel assembly 300b, i.e., by eliminating potentially extra wheels and thereby providing more space within the tower 105a.

[0182] In another embodiment, the Magnus rotor 100 (Figures 1(a) and 1(b)) can also be readily adapted to include the drive assembly 400 shown in Figure 4. That is, one or more of the wheels 103 in the Magnus rotor 100 may be configured as drive wheels 403a, and one or more of the remaining wheels 103 may be configured as idler wheels 403b. As previously mentioned, it may be advantageous to drive the rotor rotation through the wheels 103 rather than through the upper bearing assembly 107. Since both the drive wheels and idler wheels travel on a common running surface 102a, it may be advantageous to use a first tire composition for the drive wheels and a second tire composition for the idler wheels to minimize rolling friction while avoiding slippage. In a further embodiment, the Magnus rotor 100 can be adapted to include one or more drive wheel mechanisms 507, as shown in Figure 5. Such a drive wheel mechanism 507 is advantageous in that, as the driving force 513 applied by the drive wheels 403a increases, any wheel 103 that becomes a drive wheel 403a remains in contact with the running surface 102a, further reducing wear caused by slippage.

[0183] In further embodiments, the Magnus rotor 100 (as shown in Figures 1(a) and 1(b)) can be readily adapted to include one or more biasing assemblies 604, as shown in Figures 6(a) and 6(b). That is, one or more wheels 103 in the Magnus rotor 100 may be connected to the carrier 105 or tower 105a via such biasing assemblies 604, thereby reducing wear by ensuring that the corresponding wheels 103 remain in contact with the running surface 102a when the rotor 101 is deflected relative to the carrier 105, by absorbing resonant vibrations within the operating speed range of the Magnus rotor.

[0184] In yet another embodiment, the Magnus rotor 100 (Figures 1(a) and 1(b)) can be readily adapted to include one or both of a first gimbal wheel assembly 1000 (Figure 10) and a second gimbal wheel assembly 1100 (Figure 11). That is, one or more wheels 103 of the Magnus rotor 100 can be connected to the carrier 105 or tower 105a via one or the other of the first gimbal wheel assembly 1000 and the second gimbal wheel assembly 1100. Such first and second gimbal wheel assemblies 1000 and 1100 will reduce wear on the thus connected wheels 103 or on each wheel 103 and the running surface 102a by allowing the wheels 103 to remain aligned with the running surface 102a when the rotor 101 and carrier 105 deform relative to each other under applied load.

[0185] In some further embodiments, each of the first wheel assembly 300a and the second wheel assembly 300b (in Figures 3(a) and 3(b)) may include the drive assembly 400 of Figure 4. That is, one or more wheels 303 of either the first wheel assembly 300a or the second wheel assembly 300b may be configured as drive wheels 403a, and one or more of the remaining wheels may be configured as idler wheels 403b. The position of the drive wheels 403b or each drive wheel 403b may be selected to maximize torque transmission efficiency, taking into account the uneven radial load on the rotor in use. For example, the port wheel 303p and starboard wheel 303s in the second wheel assembly 300b in Figure 3(b) may be configured as drive wheels 403a. In some embodiments, the first wheel assembly 300a and the second wheel assembly 300b may utilize the biasing assembly 604 shown in Figures 6(a) and 6(b) to connect the wheel 303, configured as an idler wheel 403b, to the support structure 302 during use. Such adapted first wheel assemblies 300a and second wheel assemblies 300b may be provided for modification of an existing Magnus rotor 100.

[0186] In other embodiments, the biasing assembly 604 in Figures 6(a) and 6(b) can be readily adapted to include a first gimbal wheel assembly 1000 (Figure 10) or a second gimbal wheel assembly 1100 (Figure 11), and vice versa. In other words, a single assembly is configured to force the wheel radially outward, absorb uneven radial loads, and allow the wheel to deflect during use so that it remains aligned with the running surface. Providing this functionality in a single assembly allows for easier installation compared to providing a separate biasing assembly 604 and a first or second gimbal wheel assembly 1000, 1100 for a given wheel.

[0187] In the last embodiment, the Magnus rotor 100 (Figures 1(a) and 1(b)) can be readily adapted to include a first wheel assembly 300a (Figure 3(a)), thereby additionally benefiting from the advantages of uneven wheel spacing. Furthermore, such a first wheel assembly 300(a) can be readily adapted to include a drive wheel mechanism 507 (Figure 5(a)), thereby further providing the advantages of a drive wheel 503 having a different tire composition than the idler wheel and a torque-dependent biasing mechanism.

[0188] Such drive wheels 503 benefit from a torque-dependent biasing mechanism, but each of the idler wheels 403b in Figure 4 may be coupled to the carrier 105 in Figure 1(a) via a biasing assembly 604 in Figures 6(a) and 6(b), and thus benefit from displacement-dependent biasing away from the rotor shaft 101a.

[0189] Furthermore, one or more of the drive wheels 503 and idler wheels 403b may be mounted on the carrier 105 using a first gimbal-type wheel mechanism 1000 (Figure 10) to maintain alignment between the wheels 503, 403b and the running surface 102a (Figure 1).

Claims

1. It was Magnus Rotor, A rotor that is rotatable about a rotor axis and has an outer surface defining a rotor diameter, wherein the rotor has an inner running surface defining a running surface diameter of 80% or less of the rotor diameter, A support structure configured to rotatably support the rotor, A Magnus rotor comprising a plurality of wheels, each rotatably mounted on the support structure such that it rotates about its own wheel axis which extends substantially parallel to the rotor axis, and the wheels are positioned to roll against the internal running surface as the rotor rotates about the support structure.

2. The Magnus rotor according to claim 1, wherein the diameter of the running surface is 70% or less of the rotor diameter, preferably 60% or less of the rotor diameter.

3. The Magnus rotor according to claim 1 or 2, wherein each wheel has an outer surface defining a wheel diameter of at least 10% of the rotor diameter.

4. The plurality of wheels are spaced apart from each other around the pitch circle such that each wheel axle extends through the pitch circle. The Magnus rotor according to claim 1, wherein the pitch circle defines a pitch diameter of 70% or less of the rotor diameter, preferably 50% or less of the rotor diameter.

5. The support structure comprises a hollow tower having walls with a substantially circular cross-sectional shape, The Magnus rotor according to any one of the prior claims, wherein at least one of the plurality of wheels is at least partially located within the outer diameter of the tower.

6. The Magnus rotor according to claim 5, wherein one or more of the wheels located at least partially within the outer diameter of the tower are positioned such that the wheel or the majority of each wheel is located within the outer diameter of the tower.

7. The rotor, A bearing ring having an inner or outer surface which is the running surface of the rotor, A Magnus rotor according to any one of the prior claims, further comprising a radial flange configured to have an annular shape with an inner edge connected to the outer surface of the bearing ring and an outer edge connected to the inner surface of the rotor.

8. The Magnus rotor according to claim 7, wherein the radial flange comprises an access way.

9. A Magnus rotor according to any one of the prior claims, wherein at least one wheel has an axial height of at least 50% of the wheel diameter.

10. A Magnus rotor according to any one of the prior claims, wherein at least one wheel includes a substantially cylindrical outer surface.

11. Magnus rotor according to any one of the prior claims, wherein at least one wheel comprises a solid tire, preferably a solid tire containing polyurethane, or a fully polyurethane solid tire.

12. A wheel assembly for a Magnus rotor, wherein the wheel assembly is Support structure and A wheel assembly comprising a plurality of wheels mounted on the support structure so as to be unevenly spaced apart from each other, wherein each wheel is rotatable so as to roll against the running surface of the rotor as the rotor rotates during use.

13. Each of the aforementioned plurality of wheels, Wheels of substantially the same height among the aforementioned plurality of wheels, Wheels of substantially the same diameter among the aforementioned plurality of wheels, Wheels of substantially the same weight among the plurality of wheels, and The wheel assembly according to claim 12, comprising at least one of the plurality of wheels having substantially the same material composition.

14. A wheel assembly according to claim 12 or claim 13, During use, the rear half is oriented toward the stern of the ship, A wheel assembly comprising a forward half, which is oriented toward the bow of the ship during use and has fewer wheels than the aft half.

15. The wheel assembly according to claim 14, wherein the front half has a front wheel density defined by the number of wheels per support structure within the front half, and the rear half has a rear wheel density defined by the number of wheels per support structure within the rear half, and the front wheel density is 75% or less of the rear wheel density.

16. The wheel assembly according to claim 15, wherein the front wheel density is 67% or less of the rear wheel density.

17. The wheel assembly according to any one of claims 14 to 16, wherein the front half comprises an access way positioned between two adjacent wheels.

18. The support structure comprises a plurality of load arrangements, each configured to force its respective wheel toward the running surface during use. A wheel assembly according to any one of claims 12 to 17, wherein at least one load arrangement forces the corresponding wheel toward the running surface according to a first load characteristic, and at least one other load arrangement forces the corresponding wheel toward the running surface according to a different second load characteristic.

19. The first load characteristic results in a bias being applied that is lower than that of the second load characteristic. The wheel assembly according to claim 18 as it relates to claim 14 or any claim dependent thereon, wherein at least one load distribution within the rear half is configured to force each wheel according to the first load characteristics, and at least one load distribution within the front half is configured to force each wheel according to the second load characteristics.

20. The wheel assembly according to claim 19, wherein each load distribution within the rear half is configured to exert force on each wheel according to the first load characteristics, and each load distribution within the front half is configured to exert force on each wheel according to the second load characteristics.

21. The wheel assembly according to any one of claims 18 to 20, wherein the first and second load characteristics reproduce the first and second stiffnesses, respectively.

22. A drive assembly for a Magnus rotor, One or more drive wheel mechanisms, each drive wheel mechanism or each drive wheel mechanism including a drive wheel that can be positioned to roll relative to the running surface of a rotor during use, and a drive mechanism for supplying torque to drive the rotation of the rotor during use, The present invention comprises one or more idler wheel mechanisms, each of which includes an idler wheel that is freely rotatable and can be positioned relative to the running surface of the rotor as the rotor rotates during use, At least one drive wheel is equipped with a first tire having a first tire composition, and at least one idler wheel is equipped with a second tire having a second tire composition different from the first tire composition, and / or A drive assembly comprising at least one drive wheel mechanism, further comprising a biasing mechanism configured to bias the corresponding drive wheel toward the running surface during use, wherein the biasing mechanism is configured to increase the degree of bias applied as the torque supplied by the drive mechanism increases.

23. The drive assembly according to claim 22, wherein the first tire is a pneumatic tire.

24. The drive assembly according to claim 22 or 23, wherein the first tire composition is a rubber material or is formed from a material containing a rubber material.

25. The drive assembly according to any one of claims 22 to 24, wherein the second tire is a solid tire.

26. The drive assembly according to any one of claims 22 to 25, wherein the second tire composition is a polyurethane material and / or a metallic material, or is formed from a material comprising a polyurethane material and / or a metallic material.

27. The drive assembly according to claim 26, wherein the polyurethane material has a Shore hardness of 70A or more.

28. The drive assembly according to claim 26, wherein the metal material has a Brinell hardness of 100 HB or more.

29. The drive assembly according to any one of claims 22 to 28, further comprising a support structure on which one or more drive wheel mechanisms and one or more idler wheel mechanisms are mounted, wherein at least one biasing mechanism comprises a swing mount that pivotably connects a corresponding drive wheel to the support structure, and the biasing mechanism is configured to bias the swing mount so that it pivots relative to the support structure such that the drive wheel is increasingly forced toward the running surface as the torque supplied by the drive mechanism increases.

30. A biasing assembly for the wheel of a Magnus rotor, wherein the biasing assembly is A first joint connectable to a support structure for mounting one or more wheels to a vessel, A second coupling connectable to a wheel rotatable around a wheel axle, wherein during use, the wheel rolls against the running surface of the rotor as the rotor rotates around the rotor axis, A biasing assembly comprising: a biasing member that interconnects the first and second couplings and is configured to force the wheel axle toward the running surface with a force of a displacement-dependent degree during use, wherein the biasing member forces the wheel toward the running surface according to a first force characteristic while the wheel axle is located in a first displacement region, and forces the wheel toward the running surface according to a different second force characteristic while the wheel axle is located in a second displacement region.

31. The biasing assembly according to claim 30, wherein, during use, the first displacement region is located closer to the running surface than the second displacement region in the neutral position.

32. The biasing assembly according to claim 31, wherein the first force characteristic results in a bias being applied to a lower degree than that resulting from the second force characteristic.

33. The biasing assembly according to any one of claims 30 to 32, wherein the first displacement region transitions to the second displacement region at a predetermined transition point.

34. The biasing assembly according to any one of claims 30 to 33, wherein the biasing member comprises a first biasing element that defines the first force characteristics and a second biasing element that defines the second force characteristics.

35. The biasing assembly according to claim 34, wherein the first biasing element is a spring, a pneumatic actuator, and / or a hydraulic actuator, or includes them.

36. The biasing assembly according to claim 35, wherein the first biasing element is a pneumatic or hydraulic actuator having a pressure storage section, or includes the same.

37. The biasing assembly according to any one of claims 34 to 36, wherein the second biasing element is preferably formed from an elastomer material, is an elastic block containing an elastomer material, or includes an elastic block.

38. The biasing assembly according to any one of claims 30 to 37, wherein the second force characteristic is selected to prevent resonant vibration of the rotor in a desired operating speed range during use.

39. A wheel assembly for a Magnus rotor, wherein the wheel assembly is A support structure that defines the pitch circle, Mounted on the aforementioned support structure, rotatable around the wheel axle, and rolling against the running surface of the rotor as the rotor rotates during use, at least one wheel, A wheel assembly comprising at least one biasing assembly according to any one of claims 30 to 38, wherein the first joint or each of the first joints is connected to the support structure, and the second joint or each of the second joints is connected to each of the wheels.

40. The at least one wheel is a plurality of wheels, and the at least one biasing assembly is each of the plurality of biasing assemblies. The wheel assembly according to claim 39, wherein the second force characteristics of each biasing assembly reproduce stiffness, and the second force characteristics of the plurality of biasing assemblies reproduce effective stiffness in the rotor in use, such that the desired moving mass of the rotor is exceeded by multiplying the rotor by the square of the desired maximum operating angular velocity.

41. The wheel assembly according to claim 40, wherein the effective rigidity of the rotor in use is 1.5 to 10 times the effective moving mass of the rotor multiplied by the square of the maximum operating angular velocity of the rotor, preferably 2 to 5 times the effective moving mass of the rotor multiplied by the square of the maximum operating angular velocity of the rotor.

42. A gimbal-type wheel mechanism for a Magnus rotor, wherein the gimbal-type wheel mechanism is A wheel that is rotatable around a wheel axle and, during use, rolls against the running surface of the rotor as the rotor rotates around the rotor axis, A gimbal wheel mechanism comprising: a mounting assembly including a gimbal support configured to rotatably support the wheel with respect to a support structure during use and to allow pivoting of the wheel axle about a gimbal axis extending substantially orthogonally to the wheel axle, wherein during use the wheel axle and the rotor axle extend along a substantially common radial plane, and the gimbal support is configured so that the gimbal axis further extends substantially orthogonally to the radial plane;

43. The gimbal wheel according to claim 42, wherein the outer surface of the wheel is substantially cylindrical such that a contact line or contact area is established between the wheel and the running surface having a length substantially equal to the height of the wheel during use, and the center of the line or contact area represents the center of wind pressure between the wheel and the running surface.

44. The gimbal-type wheel mechanism according to claim 43, wherein the height of the wheel is 50% or more of the diameter of the wheel.

45. The gimbal wheel mechanism according to claim 43 or claim 44, wherein the gimbal axis extends closer to the contact line or contact area than the wheel axis, preferably the gimbal axis extends through the contact line or contact area, and more preferably the gimbal axis extends through the wind pressure center.

46. The gimbal support defines first and second pivot points, thereby providing a gimbal support force acting along gimbal support axes extending through the first and second pivot points. The gimbal wheel mechanism according to claim 45, wherein the pivot points are arranged relative to each other such that the gimbal support axis coincides with the wind pressure center.

47. The gimbal wheel mechanism according to claim 45 or 46, further comprising a biasing support configured to resist the pivoting of the wheel axis around the gimbal axis.

48. The gimbal wheel mechanism according to claim 47, wherein the biasing support provides a biasing support force acting along the biasing support axis in the opposite direction to the rotational force acting around the wind pressure center of the gimbal wheel mechanism, and the rotational force is due to the weight of the gimbal wheel mechanism.

49. The gimbal wheel mechanism according to any one of claims 42 to 44, wherein the gimbal axis extends closer to the center of gravity of the gimbal wheel mechanism than the curved outer surface of the wheel, and preferably substantially passes through the center of gravity of the gimbal wheel mechanism.

50. The aforementioned multiple wheels Wheel assembly according to any one of claims 12 to 21, A drive assembly according to any one of claims 22 to 29, and A Magnus rotor according to any one of claims 1 to 11, defining one or more of the wheel assemblies according to any one of claims 39 to 41.

51. Magnus rotor according to any one of claims 1 to 11 or 50, wherein at least one wheel forms part of a gimbal wheel mechanism according to any one of claims 42 to 49.

52. It was Magnus Rotor, A rotor that is rotatable around the rotor shaft and has an internal running surface, A support structure configured to rotatably support the rotor, The invention comprises a plurality of wheels, each rotatably mounted on the support structure such that it rotates around its own wheel axis which extends substantially parallel to the rotor axis, and the wheels are positioned to roll against the internal running surface as the rotor rotates around the support structure. The aforementioned multiple wheels Wheel assembly according to any one of claims 12 to 21, A drive assembly according to any one of claims 22 to 29, and A Magnus rotor defining one or more of the wheel assemblies described in any one of claims 39 to 41.

53. The Magnus rotor according to claim 52, wherein at least one wheel forms part of the gimbal wheel mechanism according to any one of claims 42 to 49.

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