Wind force propulsion device and wind force propulsion system

Abstract

This wind force propulsion device is installed on a moving body and generates propulsion force by receiving wind. The wind force propulsion device is provided with an assembly comprising: a rotating body that can rotate around a rotating shaft extending in a predetermined direction; and a plurality of plate-shaped blades that are respectively fixed to the rotating body. The plurality of blades are provided so that virtual straight lines connecting both ends of each of the plurality of blades are parallel to each other.

Description

Wind propulsion device and wind propulsion system

[0001] The present invention relates to a wind propulsion device and a wind propulsion system. This invention claims priority to Japanese Patent Application No. 2023-146366, filed on September 8, 2023, the contents of which are incorporated herein by reference.

[0002] Patent Document 1 discloses a sailing ship that has windmill-shaped vertical blades that rotate around a vertical axis, and a propeller connected to the vertical axis, and that can be propelled by wind power. The trailing edge of the vertical blade is connected to a wire extending from an axis that is eccentric in the downwind direction with respect to the rotation axis of the leading edge of the vertical blade. The vertical blade is configured to be able to swing freely around the rotation axis of the leading edge of the vertical blade.

[0003] Japanese Patent Application Publication No. 6-199287

[0004] In the case of the sailing ship, the propulsive force due to the Magnus effect cannot be obtained efficiently.

[0005] The present invention has been made to solve the above-mentioned problems, and has an object to provide a wind-powered propulsion device and a wind-powered propulsion system that can efficiently obtain propulsive force due to the Magnus effect.

[0006] To solve the above problems, one aspect of the present invention has the following configuration: (1) A wind-powered propulsion device according to one aspect of the present invention is a wind-powered propulsion device that is installed on a moving body and receives wind to generate propulsion force, and includes an assembly made up of a rotor that can rotate around a rotation axis that extends in a predetermined direction, and a plurality of plate-shaped blades that are each fixed to the rotor, and the plurality of blades are arranged so that imaginary lines connecting both ends of each of the plurality of blades are parallel to each other.

[0007] With this configuration, even if the solidity of the blades is increased to generate the Magnus effect, wind can easily flow into the center of rotation of the blades, so wind power can be efficiently converted into rotational force of the blades. Therefore, thrust can be efficiently obtained through the Magnus effect. Note that solidity refers to the ratio of the area of ​​the actual blade to the area of ​​the circle formed when the rotor rotates.

[0008] (2) In the wind propulsion device described in (1) above, the plurality of blades may be arranged so that both ends thereof are located on an imaginary circle centered on the rotation axis.

[0009] (3) In the wind propulsion device described in (1) or (2) above, the plurality of blades may be arranged so as to be symmetrical with respect to a center line that passes through the center of rotation of the rotation shaft and is parallel to the virtual straight line when viewed from the specified direction.

[0010] (4) In the wind propulsion device described in any one of (1) to (3) above, the plurality of blades may be arranged so as to be symmetrical with respect to a center line that passes through the center of rotation of the rotation shaft and is perpendicular to the virtual straight line when viewed from the specified direction.

[0011] (5) In the wind propulsion device described in any one of (1) to (4) above, the longest of the plurality of blades may be arranged so that the length of the virtual straight line is equal to or greater than half the diameter of a virtual circle centered on the rotation axis.

[0012] (6) In the wind propulsion device described in any one of (1) to (5) above, the rotating body may be a plate-shaped rotating plate, and the plurality of blades may each be fixed to one side of the rotating plate.

[0013] (7) In the wind propulsion device described in (6) above, the assemblies may be provided in multiple locations along the direction of the rotation axis, and the number of the multiple assemblies may be N, where M is a natural number, and the multiple assemblies may be arranged with a shift of 180×M / N degrees from each other.

[0014] (8) The wind propulsion device described in (7) above may include two units consisting of the plurality of assemblies arranged with a 180×M / N degree offset from each other, and the two units may be stacked in reverse order in the specified direction.

[0015] (9) The wind propulsion device described in any of (1) to (8) above may further include a shaft portion provided on the upper part of the assembly extending along the rotation axis, a cover connected to the shaft portion so as to be movable up and down, and a drive unit that moves the cover between a non-operating position that covers the assembly and an operating position that does not cover the assembly.

[0016] (10) In the wind-powered propulsion device described in (9) above, the cover may rotate integrally with the assembly.

[0017] (11) In the wind propulsion device described in any one of (1) to (10) above, the plurality of blades may have a twisted shape such that a first imaginary line connecting both ends of each of the plurality of blades at a first position on the rotation axis and a second imaginary line connecting both ends of each of the plurality of blades at a second position on the rotation axis different from the first position intersect when viewed from the predetermined direction.

[0018] (12) A wind propulsion system according to an aspect of the present invention is a wind propulsion system comprising a wind propulsion device that is installed on a moving body and receives wind to generate propulsion force, and a wind control device that controls the wind propulsion device, and the wind control device comprises an assembly consisting of a plurality of plate-shaped blades that are connected together so that they can rotate together around a rotation axis that extends in a predetermined direction, and an electric motor that drives the rotation axis, and the wind control device comprises a first acquisition unit that acquires the movement speed of the moving body, a second acquisition unit that acquires wind condition information including the current wind speed and wind direction in the area where the moving body is located, a calculation unit that calculates the relative wind direction acting on the wind propulsion device based on the acquired movement speed of the moving body and the wind condition information, and a rotation control unit that controls the electric motor in accordance with the calculated relative wind direction to adjust the rotation speed of the assembly.

[0019] (13) In the wind propulsion system described in (12) above, the rotation control unit may adjust the propulsion force.

[0020] (14) In the wind propulsion system described in (13) above, induced drag may be adjusted by adjusting the propulsive force.

[0021] (15) In the wind propulsion system described in (13) or (14) above, power may be generated simultaneously when the propulsion force is adjusted.

[0022] According to the present invention, thrust can be efficiently obtained by the Magnus effect.

[0023] 1 is a perspective view of a wind propulsion system according to a first embodiment; FIG. 2 is a diagram illustrating an example of the functional configuration of the wind propulsion system according to the first embodiment; FIG. 3 is a diagram illustrating an example of the flow of energy, etc. in a wind propulsion system, together with a comparative example; FIG. 4 is a perspective view of an assembly in a wind propulsion device according to the first embodiment; FIG. 5 is a diagram illustrating flow velocity distribution in the case of eight blades; FIG. 6 is a diagram illustrating propulsion in the case of eight blades; FIG. 7 is a diagram illustrating propulsion in the case of eight blades, following FIG. 6; FIG. 8 is a diagram illustrating propulsion in the case of eight blades, together with a comparative example; FIG. 9 is an explanatory diagram of propulsion in the case of eight blades; FIG. 10 is a diagram illustrating the relationship between speed, propulsion, and output in the case of eight blades; FIG. 11 is an explanatory diagram of propulsion in a comparative example; FIG. 12 is a diagram illustrating the relationship between speed, propulsion, and output in the case of eight blades; FIG. 13 is an explanatory diagram of propulsion in a comparative example; FIG. 14 is a diagram illustrating flow velocity distribution in the case of two blades; FIG. 15 is an explanatory diagram of two-blade characteristics; FIG. 16 is an explanatory diagram of an example arrangement of two blades; FIG. 17 is a diagram illustrating an example relationship between propulsion forces; FIG. 18 is a diagram illustrating a first modified example of a blade; FIG. 19 is a diagram illustrating a second modified example of a blade; FIG. 20 is a diagram illustrating airflow when rotation is present; FIG. 21 is a diagram of a blade shape when a Joukowski transformation is performed so that the blade is inclined at 10 degrees relative to the airflow; and FIG. 19 is an explanatory diagram of the symmetry of the blades with respect to the direction of rotation. 1 is a perspective view of a wind propulsion system according to a second embodiment; FIG. 2 is a perspective view of a wind propulsion device according to a second embodiment, as viewed from above; FIG. 3 is a perspective view of a wind propulsion device according to a second embodiment, as viewed from below; FIG. 4 is a diagram illustrating an example of the relationship between the arrangement angle of an assembly according to the second embodiment and propulsion force; FIG. 5 is a diagram illustrating a modified example of the wind propulsion device according to the second embodiment; FIG. 6 is a perspective view of a wind propulsion system according to a third embodiment; FIG. 7 is a diagram illustrating an example of the relationship between the arrangement angle of an assembly according to the third embodiment and the overturning moment; FIG. 8 is a diagram illustrating an example of the relationship between the arrangement angle of an assembly according to a comparative example and the overturning moment; FIG. 9 is a perspective view of a first position of a plurality of blades in a wind propulsion device according to a fourth embodiment, as viewed from above; FIG. 10 is a perspective view of a second position of a plurality of blades in a wind propulsion device according to the fourth embodiment, as viewed from above; FIG. 11 is a diagram illustrating the operation of a wind propulsion device according to the fourth embodiment; 13A to 13C are diagrams illustrating another example of the operation of the wind-powered propulsion device of the fifth embodiment.10 is a diagram illustrating a modified example of the wind propulsion device of the fifth embodiment. FIG. 11 is a diagram illustrating an example of the operation of a modified example of the wind propulsion device of the fifth embodiment. FIG. 12 is a diagram illustrating an example of braking force control according to the traveling mode of the wind propulsion system of the sixth embodiment. FIG. 13 is an explanatory diagram of relative wind speed and the like in the event of a headwind. FIG. 14 is a diagram illustrating an example of wind direction component force and orthogonal component in the case of eight blades. FIG. 15 is a diagram illustrating an example of the relationship between relative wind direction and optimal lift coefficient. FIG. 16 is a diagram illustrating an example of the relationship between rotation speed, propulsive force, and generated energy. FIG. 17 is a diagram illustrating an example of the relationship between lift constant and lift-drag ratio. FIG. 18 is a diagram illustrating an example of the relationship between speed, propulsive force, and output. FIG. 19 is a perspective view of a first modified example of a moving body. FIG. 19 is a perspective view of a second modified example of a moving body. FIG. 19 is a perspective view of a third modified example of a moving body. FIG. 19 is a perspective view of a fourth modified example of a moving body. FIG. 19 is a diagram illustrating the case where a ship equipped with a windmill sail is used to generate power, as an application example of a wind propulsion system. FIG. 19 is a diagram illustrating a modified example of a wind power generation system. FIG. 19 is a diagram illustrating an example of the relationship between rotation speed, propulsive force, and generated energy when a wind speed is 10 m / s. FIG. 19 is a diagram illustrating an example of the relationship between ship speed, energy, and propulsive force when a wind speed is 13 m / s.

[0024] Hereinafter, wind propulsion devices and wind propulsion systems according to embodiments of the present invention will be described with reference to the drawings. In the following description, expressions indicating relative or absolute arrangements, such as "parallel," "orthogonal," "center," and "coaxial," do not only mean the exact arrangement, but also include relative displacements with tolerances or angles or distances that provide the same functionality. In the drawings used in the following description, the scale of each component has been appropriately adjusted to make it recognizable.

[0025] <Wind Propulsion System> Figure 1 is a perspective view of a wind propulsion system 100 according to a first embodiment. Figure 2 is a diagram showing an example of the functional configuration of the wind propulsion system 100 according to the first embodiment. Referring to both Figures 1 and 2, the wind propulsion system 100 is installed on a ship 2 (an example of a moving body) and includes a wind propulsion device 1 that receives wind and generates propulsive force, and a wind turbine sail control device 140 (an example of a wind control device) that controls the wind propulsion device 1. The wind propulsion system 100 includes an assembly 4 made up of a plurality of plate-shaped blades 10A-10H that are connected together so as to be rotatable about a rotation shaft that extends vertically (an example of a predetermined direction) from a hull 3, and an electric motor 41 that drives the rotation shaft. The wind power control device 140 includes a speedometer 65 (an example of a first acquisition unit) that acquires the moving speed of the vessel 2, a detection unit 7 (an example of a second acquisition unit) that acquires wind condition information including the current wind speed and wind direction in the area where the vessel 2 is located, a calculation unit 126 that calculates the relative wind direction acting on the wind propulsion device 1 based on the acquired moving speed of the vessel 2 and wind condition information, and a rotation control unit 40 that controls the electric motor 41 in accordance with the calculated relative wind direction to adjust the rotation speed of the assembly 4. The wind propulsion device 1 that constitutes the wind propulsion system 100 functions as a windmill sail that propels the vessel by catching wind and generating lift.

[0026] The wind propulsion system 100 includes: a wind propulsion device 1 including the blades 10A-10H, the detection unit 7, the receiving unit 8, and the rotation control unit 40 described above; a remote control device 120 including an operation unit 121 operated to control the propulsion speed of the ship 2; and a determination unit 134 that determines a target thrust for the wind propulsion device 1 and a target thrust for a propeller 51 driven by a prime mover 50 attached to the ship 2 according to the operation position of the operation unit 121; a wind turbine sail control device 140 that controls the rotation speed of the blades 10A-10H about the rotation axis according to the target thrust for the wind propulsion device 1; and a prime mover control device 150 that controls the rotation speed of the prime mover 50 according to the target thrust of the propeller 51. The wind propulsion system 100 constitutes a system (an integrated ship propulsion system) that integrates and controls two types of propulsion: propulsion by the wind propulsion device 1 and propulsion by the propeller 51 driven by the prime mover 50.

[0027] The vessel 2 includes a remote control device 120, a prime mover 50, a shaft 52, a propeller 51, a shaft horsepower meter 55, a detection system 60, a speedometer 65, and a prime mover control device 150. Note that the vessel 2 does not necessarily have to be a vessel operated by a crew member. For example, the vessel 2 may be a vessel that can operate autonomously.

[0028] The remote control device 120 executes a program (hereinafter referred to as the "vessel control program") that controls the operation of the vessel 2. By executing the vessel control program, the remote control device 120 functions as a device that includes an overall control unit 130, an operation unit 121, a communication unit 122, an output unit 123, a calculation unit 126, and a memory unit 124. The remote control device 120 includes the overall control unit 130 that controls the operation of each functional unit of the remote control device 120.

[0029] The integrated control unit 130 includes a processor 131, such as a CPU (Central Processing Unit), and a memory 132, which are connected via a bus. The processor 131 reads out the vessel control program stored in the storage unit 124 and stores the read vessel control program in the memory 132. The processor 131 executes the vessel control program stored in the memory 132.

[0030] The integrated control unit 130 communicates with the prime mover control device 150, for example, by controlling the operation of the communication unit 122. The integrated control unit 130 acquires information input via the operation unit 121, for example. The integrated control unit 130 records information generated by the execution of a vessel control program, for example, in the storage unit 124. The integrated control unit 130 acquires, for example, the rotation speed of the prime mover 50. The integrated control unit 130 outputs, for example, the acquired rotation speed to the prime mover control device 150. In the following description, the value of the actual rotation speed of the prime mover 50 acquired (determined) by the integrated control unit 130 is also referred to as the "actual rotation speed."

[0031] The operating unit 121 is a handle for controlling the speed and direction of travel of the vessel 2. The operating unit 121 accepts operations by the crew. By operating the operating unit 121, the crew inputs either or both of the target engine speed and engine rotation direction to the remote control device 120. The target speed is the target rotation speed of the prime mover 50. The engine rotation direction is the rotation direction of the prime mover 50. The rotation direction of the prime mover 50 is either forward or reverse. The direction of travel of the vessel 2 when the rotation direction of the prime mover 50 is forward and the direction of travel of the vessel 2 when the rotation direction of the prime mover 50 is reverse are opposite to each other.

[0032] The operation unit 121 outputs the target rotation speed indicated by the result of the operation by the crew to the integrated control unit 130. The operation unit 121 outputs information indicating the engine rotation direction indicated by the result of the operation by the crew (hereinafter referred to as "rotation direction information") to the integrated control unit 130. Note that the operation unit 121 does not necessarily have to be operated by the crew. For example, when the vessel 2 operates autonomously, the operation unit 121 may be operated by the integrated control unit 130 in accordance with a vessel control program.

[0033] The communication unit 122 is configured to include a communication interface for connecting the remote control device 120 to the shaft horsepower meter 55, the detection system 60, the speedometer 65, and the prime mover control device 150. The communication unit 122 communicates with the shaft horsepower meter 55, the detection system 60, the speedometer 65, and the prime mover control device 150, for example, via either a wired or wireless connection. The communication unit 122 transmits, for example, target rotation speed, actual rotation speed, and rotation direction information to the prime mover control device 150.

[0034] The output unit 123 includes an output device such as a display device, such as a CRT (Cathode Ray Tube) display, a liquid crystal display, or an organic EL (Electro-Luminescence) display, or an audio output device, such as a speaker. The output unit 123 may be configured as an interface that connects these output devices to the output unit 123 itself. The output unit 123 outputs information related to the remote control device 120. The output unit 123 outputs, for example, the operation result of the operation unit 121.

[0035] The calculation unit 126 includes a processor (an example of a processing device), such as a central processing unit (CPU), connected via a bus. The calculation unit 126 calculates various information related to the remote control device 120. The calculation unit 126 calculates the relative wind direction acting on the wind-powered propulsion device 1 based on, for example, the acquired travel speed of the vessel 2 and wind condition information.

[0036] The storage unit 124 is configured using a storage device such as a magnetic hard disk drive or a semiconductor storage device. The storage unit 124 stores various information related to the remote control device 120. The storage unit 124 stores, for example, a vessel control program in advance. The storage unit 124 stores, for example, information generated by executing the vessel control program. The storage unit 124 stores, for example, a history of operations of the operation unit 121 by the crew. The storage unit 124 stores, for example, a history of the actual rotation speed of the prime mover 50.

[0037] The prime mover 50 is an engine that generates propulsive power for the vessel 2. The prime mover 50 converts the energy contained in the fuel into power. The prime mover 50 may use any type of fuel or have any operating mechanism as long as it can convert the energy contained in the fuel into power. The prime mover 50 is, for example, a two-stroke diesel engine. The prime mover 50 may also be, for example, a four-stroke diesel engine or a gas engine. For simplicity of explanation, the vessel 2 will be described below using an example in which the prime mover 50 is a two-stroke engine.

[0038] The shaft 52 rotates due to the power generated by the prime mover 50. The rotation speed of the shaft 52 is proportional to the rotation speed of the prime mover 50. The shaft 52 transmits the power generated by the prime mover 50 to the propeller 51 by rotating.

[0039] The propeller 51 rotates by the power generated by the prime mover 50. The propeller 51 generates a propulsive force that moves the boat 2 by its rotation.

[0040] The shaft horsepower meter 55 measures the power generated by the prime mover 50. The shaft horsepower meter 55 measures the power generated by the prime mover 50, for example, by detecting torsional strain occurring in the shaft 52 using either or both of an electrical method and an optical method.

[0041] The detection system 60 includes a sensor that detects the rotation speed of the prime mover 50. The detection device may include, for example, a proximity sensor. The proximity sensor may be configured to output an ON signal when metal is located within a certain distance and an OFF signal when metal is not located within the certain distance. In this case, the proximity sensor outputs an ON signal when, for example, a convex portion of the irregularities on the surface of the shaft 52 is located within the detection range, and outputs an OFF signal when a concave portion is located within the detection range. The detection system 60 may detect the rotation speed of the prime mover 50 based on such a change in the output of the proximity sensor and previously obtained information indicating the spacing between the irregularities on the shaft 52.

[0042] The detection system 60 is not limited to a proximity sensor and may include other types of devices. For example, the detection system 60 may include an encoder, a sensor that detects engine sound, or a sensor that detects engine vibration.

[0043] The speedometer 65 measures the speed of the vessel 2. The speedometer 65 measures the speed of the vessel 2, for example, using the Doppler effect. The speed measured by the speedometer 65 is specifically the speed of the vessel through water.

[0044] The prime mover control device 150 controls the operation of the prime mover 50. The prime mover control device 150 determines the fuel injection amount and the timing of fuel injection based on the actual rotation speed acquired by the determination unit 134. The prime mover control device 150 controls the operation of the prime mover 50 so that the fuel injection amount is injected at the determined timing. The prime mover control device 150 controls the operation of the prime mover 50 by executing a fuel input amount calculation process, a fuel input control process, and a rotation direction control process.

[0045] The fuel input amount calculation process is a process for calculating the amount of fuel to be input to the prime mover 50 (hereinafter also referred to as "fuel input amount") using a predetermined input amount calculation function based on the target rotation speed and the actual rotation speed. The input amount calculation function is a function that uses the target rotation speed and the actual rotation speed as explanatory variables and the fuel input amount as a response variable. The prime mover control device 150 calculates the fuel input amount by executing the fuel input amount calculation process.

[0046] The fuel input control process is a process for controlling the degree of opening and closing of a valve attached to a fuel input pipe so that the fuel input amount calculated by the fuel input amount calculation process is input to the prime mover 50. The fuel input pipe is a pipe that connects the prime mover 50 to a fuel tank (not shown), and is a pipe through which fuel flows from the fuel tank to the prime mover 50. The prime mover control device 150 executes the fuel input control process to input the fuel input amount from the fuel tank to the prime mover 50.

[0047] The rotation direction control process is a process for controlling the rotation direction of the prime mover 50 in the engine rotation direction. The rotation direction control process is a process for switching the rotation direction of the prime mover 50 between forward and reverse by operating, for example, a clutch of the prime mover 50. The prime mover control device 150 controls the rotation direction of the prime mover 50 in the engine rotation direction by executing the rotation direction control process.

[0048] The direction of the torque output by the prime mover 50 corresponds to the rotational direction of the prime mover 50. Therefore, the direction of the torque when the rotational direction of the prime mover 50 is forward is opposite to the direction of the torque when the rotational direction of the prime mover 50 is reverse. Furthermore, the power generated by the prime mover 50 is a value obtained by multiplying the magnitude of the torque output by the prime mover 50 by the rotational speed of the prime mover 50.

[0049] The integrated control unit 130 further includes an acquisition unit 133 and a determination unit 134. The acquisition unit 133 acquires the detection results of the detection system 60 via the communication unit 122. The determination unit 134 acquires the power measured by the shaft horsepower meter 55 via the communication unit 122. The acquisition unit 133 acquires the boat speed measured by the speedometer 65 via the communication unit 122. The acquisition unit 133 acquires the fuel input amount calculated by the engine control device 150 via the communication unit 122. The acquisition unit 133 acquires the target rotation speed and rotation direction information output by the operation unit 121 via the communication unit 122.

[0050] The determination unit 134 executes a rotation speed determination process. The rotation speed determination process is a process for determining one of the rotation speeds obtained from the detection system 60 as the actual rotation speed of the prime mover 50 based on at least one of the target rotation speed, status information that is information related to the status of the prime mover 50, and the vessel speed of the vessel 2. Candidates for the actual rotation speed are, for example, the first rotation speed and the second rotation speed. The status information includes, for example, the amount of fuel input. The status information includes, for example, the power measured by the shaft horsepower meter 55.

[0051] The overall control unit 130 outputs the actual rotation speed determined by the determination unit 134 to the motor control device 150 via the communication unit 122. The overall control unit 130 outputs rotation direction information to the motor control device 150 via the communication unit 122. The overall control unit 130 outputs the target rotation speed to the motor control device 150 via the communication unit 122. The overall control unit 130 controls the operation of the output unit 123 to cause the output unit 123 to output information.

[0052] <Flow of Energy, etc. in Wind Propulsion System> Figure 3 is a diagram showing an example of the flow of energy, etc. in the wind propulsion system 100, along with a comparative example. In Figure 3, various arrows indicate the flow of physical things, the flow of information, and the flow of electricity (an example of the flow of energy, etc.).

[0053] As shown in Figure 3, in the comparative example (existing system), wind power is first converted into rotational force to rotate the propeller. Therefore, in the comparative example, the propulsion efficiency decreases due to the additional force conversion. In contrast, in the wind propulsion system 100 of the embodiment, the windmill sail is treated as a propeller, and the lift (Magnus force) generated by the windmill sail as it rotates due to the power of the wind is used as direct propulsion force. In other words, the wind propulsion system 100 of the embodiment uses wind directly as propulsion force. Therefore, the wind propulsion system 100 of the embodiment has improved propulsion efficiency compared to the comparative example.

[0054] In this way, in the wind propulsion system 100 of the embodiment, wind is received by the windmill sails and converted into propulsive force. For example, just as a sailing ship receives wind with its sails and converts it into propulsive force, a windmill sailing ship also converts wind directly into propulsive force with its windmill sails. The wind propulsion system 100 of the embodiment is characterized by converting wind into propulsive force as a sailing ship. Note that in the wind propulsion system 100 of the embodiment, the performance of the windmill sails as sails is superior to that of general rigid sails.

[0055] 1 and 2 , a wind-propulsion device 1 is installed on a ship 2 and functions as a windmill sail that receives wind and generates propulsive force. In the example shown in the figures, one wind-propulsion device 1 is installed on the front part (bow) of the hull 3. Note that the installation manner of the wind-propulsion devices 1 (installation location, number of devices, etc.) is not limited to the above and can be changed according to design specifications.

[0056] FIG. 4 is a perspective view of the assembly 4 in the wind-powered propulsion device 1 of the first embodiment. Referring also to FIG. 4, the wind-powered propulsion device 1 includes an assembly 4 made up of rotors 20A and 20B that can rotate around a rotation axis (shown as a dashed line in the figure) extending vertically from the hull 3, and a plurality of plate-shaped blades 10A-10H that are fixed to the rotors 20A and 20B. The blades 10A-10H are arranged so that imaginary lines connecting both ends of each blade 10A-10H are parallel to each other. The blades 10A-10H are arranged so that both ends are located on an imaginary circle centered on the rotation axis. The longest of the blades 10A-10H (the innermost blade) is arranged so that the length of the imaginary line (the length from one end of the blade to the other, the so-called chord length) is equal to or greater than half the diameter of the imaginary circle centered on the rotation axis. The chord length of the outermost blade among the plurality of blades 10A to 10H may be less than half the diameter of an imaginary circle centered on the rotation axis. Note that the chord lengths of the plurality of blades are not limited to the above and can be changed according to the design specifications.

[0057] In the example shown in the figure, the imaginary circle centered on the rotation axis is a perfect circle when viewed vertically. Note that the shape of the imaginary circle when viewed vertically is not limited to the above, and it may be an ellipse, an oval, a rectangle, or a closed loop formed by connecting curves.

[0058] The rotating bodies 20A, 20B are plate-shaped rotating plates 20A, 20B. The plurality of blades 10A to 10H are fixed to one surface of the rotating plates 20A, 20B, respectively. In the example shown in the figure, the rotating plates 20A, 20B include a lower plate 20A to which the lower ends of the plurality of blades 10A to 10H are fixed, and an upper plate 20B to which the upper ends of the plurality of blades 10A to 10H are fixed. For example, the lower plate 20A is rotatably connected to a support plate 25 on the hull 3 via bearings (not shown).

[0059] The rotating plates 20A, 20B include an annular frame 21 and a plurality of beams 22, each of which is connected at both ends to the inner periphery of the frame 21 and is arranged parallel to one another. In the illustrated example, three beams 22 are arranged at equal intervals and each of which is connected at both ends to the inner periphery of the frame 21. Note that the configuration (number, arrangement, etc.) of the beams 22 is not limited to the above and can be changed according to design specifications. For example, the configuration (shape, etc.) of the rotating bodies 20A, 20B may be a solid disk (an example of a rotating plate) or a hollow disk. The configuration of the rotating bodies 20A, 20B is not limited to the above and can be changed according to design specifications.

[0060] In the illustrated example, the assembly 4 has one stage, but this is not limited to the above, and the number of stages of the assembly 4 can be changed according to the design specifications. For example, if there are multiple assemblies 4, A and B, the rotating bodies 20A and 20B of the assembly 4A and the assembly 4B may be common. For example, the installation manner of the rotating bodies 20A and 20B for the multiple assemblies 4 can be changed according to the design specifications. Furthermore, the assemblies 4A and 4B may have the same shape, or the rotating bodies 20A and 20B may be bolted or welded.

[0061] The multiple blades 10A to 10H are blades 10A to 10H that extend in the vertical direction. When viewed from the vertical direction, the multiple blades 10A to 10H are provided so as to be line-symmetrical with respect to a center line that passes through the center of rotation of the rotation shaft and is parallel to an imaginary line. When viewed from the vertical direction, the multiple blades 10A to 10H are provided so as to be line-symmetrical with respect to a center line that passes through the center of rotation of the rotation shaft and is perpendicular to the imaginary line.

[0062] In the illustrated example, each of the eight blades 10A to 10H extends vertically so as to intersect with the three beam portions 22 of the rotating plates 20A and 20B. In the illustrated example, of the eight blades 10A to 10H, the four blades 10A to 10D on one side of the rotation center and the four blades 10E to 10H on the other side are provided at equal intervals. Note that the configuration (number, arrangement, etc.) of the blades 10A to 10H is not limited to the above and can be changed according to design specifications.

[0063] <Propulsion in the case of eight blades> Figure 5 is a diagram showing the flow velocity distribution in the case of eight blades. Figure 6 is a diagram explaining the propulsion in the case of eight blades. Figure 7 is a diagram following Figure 6, explaining the propulsion in the case of eight blades. In the example shown in the figure, a support is shown at the rotation center of the rotation shaft, but the support may be omitted.

[0064] Referring to Figures 5 to 7, the eight blades rotate regardless of wind direction. Since the portion of the eight blades ahead of the center of rotation is aligned with the direction of rotation, the wind in front accelerates and the wind behind decelerates. Then, according to Bernoulli's theorem, the pressure in front decreases and the pressure behind increases. This pressure difference generates a thrust force perpendicular to the wind direction. This thrust force is called the Magnus force. Note that if the wind direction is reversed, the rotation will be reversed. Originally, the Magnus force is a force generated by the rotation of a cylinder or sphere, but the thrust force generated by parallel blades is called the Magnus force because the force generation mechanism is similar. Furthermore, the Magnus force is also called lift because it acts perpendicular to the wind.

[0065] In this embodiment, the eight blades are arranged so that both ends are located on an imaginary circle centered on the rotation axis, and the imaginary lines connecting both ends of each blade are parallel. This allows the generated thrust to be greater than when there are seven or fewer blades. Although this is affected by the Reynolds number, i.e., size and wind speed, the thrust generally tends to increase as the number of blades increases. For example, 18 blades may also be used.

[0066] Figure 8 shows the propulsive force in the case of an eight-bladed model, along with a comparative example. Figure 8 shows the forward propulsive force at a wind speed of 10 m / s and a ship speed of 15 knots. The comparative example corresponds to a sail (a typical hard sail) that converts wind energy into propulsive force using an extendable hard sail.

[0067] 8, the wind propulsion system 100 with eight blades of this embodiment can generate several times the propulsive force compared to the typical rigid sail of the comparative example, which reduces dependence on fossil fuels and contributes to reducing greenhouse gas emissions and fuel consumption.

[0068] Fig. 9 is an explanatory diagram of the thrust in the case of eight blades. Fig. 10 is a diagram showing the relationship between speed, thrust, and power output in the case of eight blades. Fig. 11 is an explanatory diagram of the thrust of a comparative example. Fig. 12 is a diagram showing the relationship between speed, thrust, and power output (= thrust x speed) in a comparative example. The comparative example corresponds to a general rigid sail.

[0069] 9 and 10, in the case of an eight-bladed boat, as the boat speed increases, the wind it receives becomes relatively stronger, the number of rotations of the blades increases, and the effect of accelerating and decelerating the wind in front and behind it increases, resulting in increased propulsive force (Magnus force) and power output.

[0070] 11 and 12, in the case of a typical rigid sail as a comparative example, as the ship speed increases, the headwind becomes stronger and drag increases, which reduces the propulsive force and output power above a certain speed.

[0071] According to the eight-blade wind propulsion system 100 of this embodiment, the blade rotation speed increases even in headwinds compared to the typical rigid sail of the comparative example, thereby improving propulsion force and output.

[0072] <In the case of two blades> Fig. 13 is a diagram showing the flow velocity distribution in the case of two blades. In the example of the figure, a support is shown at the rotation center of the rotation shaft, but the support may be omitted.

[0073] 13, in the case of two blades, it is advisable to arrange the larger blade facing each other. For example, if the occupied area of ​​the two blades (the area through which the blades pass) is equal, it is advisable to arrange the two blades as close as possible and to make the area of ​​the blades as large as possible. This will increase the propulsive force generated when the blade is rotated by the wind.

[0074] FIG. 14 is a diagram illustrating the characteristics of two blades. FIG. 15 is a diagram illustrating an example of the arrangement of two blades. In the example shown in the figure, a support pillar is shown at the center of rotation of the rotation shaft, but the support pillar may be omitted. In FIG. 15, L represents the blade length (the maximum length in the longitudinal direction when viewed vertically), W represents the blade width (the maximum length in the lateral direction when viewed vertically), C represents the diameter of the support pillar, R represents the distance between the center of rotation and the inner surface of the blade, D represents the distance between the end of one blade and the end of the other blade (the end opposite to the first end) of the two blades (the length of the line segment passing through the center of rotation and connecting the end of one blade to the end of the other blade), and θ represents the angle between D and the center line (a center line passing through the center of rotation of the rotation shaft and parallel to the imaginary line).

[0075] For example, the arrangement of the two blades may be set so as to optimize the characteristics of the two blades. For example, the blade length L, blade width W, distance R, and angle θ may be changed to optimize the characteristics. For example, the diameter C of the support pillars and the distance D between the ends may be fixed values. Note that the setting of the parameters L, W, C, R, D, and θ is not limited to the above and can be changed according to the design specifications.

[0076] <Relationship of Propulsive Forces> Fig. 16 is a diagram showing an example of the relationship of propulsive forces. In Fig. 16, a typical hard sail as a comparative example is shown by a thin line, and a two-bladed sail as an example of this embodiment is shown by a dashed line, a four-bladed sail by a dotted line, and an eight-bladed sail by a thick line.

[0077] Referring also to Figure 16, the wind propulsion system 100 of this embodiment can obtain a higher propulsive force in any of the two-bladed, four-bladed, and eight-bladed sails compared to the general rigid sail of the comparative example.

[0078] <Variations of Wings> Fig. 17 is a diagram showing a first variation of the wing. Fig. 18 is a diagram showing a second variation of the wing. Referring to Figs. 17 and 18 together, the wing is not limited to being flat, but may have a shape (curved shape) that follows the airflow. The example of Fig. 17 shows six wing pieces, each of which is curved outward when viewed vertically. The example of Fig. 18 shows four wing pieces, each of which is curved outward when viewed vertically (the two outer wing pieces have arched central portions).

[0079] Fig. 19 shows the airflow when there is rotation, and Fig. 20 shows the wing shape when the Joukowski transformation is performed so that it has a 10 degree inclination with respect to the airflow.

[0080] In the example shown in the figure, the plate is shaped to follow the streamline (wind flow) when wind (at any wind speed) blows around a cylinder with a radius of 0.2 m. Rotating the cylinder changes the way the wind flows, but the rotation of the blades causes the surrounding wind to circulate. Therefore, calculations are performed assuming that there is no wind circulation from the perspective of the blade's coordinate system, and that the cylinder is not rotating. The Joukowsky transformation calculation method itself is a common one used in airplane wing design. In this embodiment, the method is applied to a rotating structure, such as a windmill sailboat, which is specialized for a shape that allows the surrounding wind to circulate easily in accordance with the rotation of the blades to maximize the Magnus effect.

[0081] <Wing Symmetry> Figure 21 is an explanatory diagram of the symmetry of the wings with respect to the direction of rotation. In Figure 21, both ends are located on an imaginary circle centered on the rotation axis, and imaginary lines (four thin lines extending in the left-right direction in the example of the figure) connecting both ends of each of the multiple wings are shown, and the outlines of the wings and the like are omitted. By arranging the wing tips on the imaginary circle, it is possible to minimize the area occupied by the system per thrust (the range of wing movement), reduce air resistance during rotation, and allow the wings to rotate faster.

[0082] The blades are arranged symmetrically with respect to a center line CL1 that passes through the center of rotation of the rotation shaft and is parallel to the imaginary line when viewed from the vertical direction, thereby suppressing wobble of the center of gravity during rotation.

[0083] The blades are arranged symmetrically with respect to a center line CL2 that passes through the center of rotation of the rotation shaft and is perpendicular to the imaginary line when viewed from the vertical direction, thereby ensuring that the characteristics of the resulting thrust remain consistent regardless of whether the blades are rotated in the forward or reverse direction to match the wind direction.

[0084] 2 to 4, the rotation control unit 40 includes an electric motor 41 that can drive the assembly 4 to rotate. The electric motor 41 can drive the rotation of the assembly 4 about the rotation axis, and can both increase and decrease the speed of the rotation of the assembly 4. In other words, the electric motor 41 can drive the rotation of the blades 10A to 10H about the rotation axis, and can both increase and decrease the speed of the rotation of the blades 10A to 10H about the rotation axis.

[0085] <Braking Unit> The wind propulsion system 100 further includes a braking unit 45 that brakes the rotation of the blades 10A-10H about the rotation axis when the detection unit 7 detects a wind speed equal to or greater than a threshold. By using the braking unit 45 to brake the rotation of the blades 10A-10H about the rotation axis in strong winds, the rotational speed of the blades 10A-10H can be slowed down and lift can be reduced. Furthermore, by reducing lift in headwinds, induced drag can also be reduced.

[0086] <Energy Storage Unit> The wind propulsion system 100 further includes an energy storage unit 46 that stores regenerative energy of the electric motor 41 that is generated when the rotation of the rotary shaft is decelerated. This makes it possible to utilize the regenerative energy of the electric motor 41 stored in the energy storage unit 46. For example, the energy storage unit 46 may be configured to include a battery, a capacitor, etc.

[0087] As mentioned above, the windmill sail functions as a sail that converts wind power into propulsion power, but also as a generator that can convert excess energy into electricity when wind power exceeds the propulsion command. For example, the extracted electricity can be used for driving the vehicle or for general purposes such as lighting.

[0088] <Acquisition Unit> The wind propulsion system 100 further includes an acquisition unit 133 that acquires the speed and direction of the currently occurring wind. If the acquired rotation speed of the blades 10A-10H, which rotate only due to the currently occurring wind, is equal to or lower than a threshold, the rotation control unit 40 increases the rotation speed of the blades 10A-10H about the rotation axis by the electric motor 41. For example, if the thrust that can be generated by the windmill sails rotating without energy supply at the currently occurring wind speed and direction is insufficient in response to a thrust command, the thrust can be amplified by increasing the speed using the power of the electric motor 41.

[0089] For example, the threshold value of the rotation speed of the blades 10A to 10H (an example of the threshold value of the rotation speed of the blades) is calculated based on the thrust command. For example, an optimal rotation speed may be calculated from the thrust command, and the rotation speed of the blades 10A to 10H may be increased by the electric motor 41 based on the calculation result.

[0090] <Relationship between windmill sail control and prime mover control> The thrust that a windmill sailboat can generate without energy is limited. Therefore, the thrust that is insufficient without energy can be compensated for by the windmill sail drive mode (rotational drive of the blades 10A to 10H). For example, the thrust that is insufficient in the windmill sail drive mode can be compensated for by the propeller 51 (propeller drive).

[0091] For example, the integrated control unit 130 calculates the optimal rotation speed of the blades 10A-10H around the rotation axis based on the received thrust command and the wind direction and wind speed detection results detected at the time of receiving the thrust command. For example, when controlling the rotation speed of the blades 10A-10H, seamless control may be performed without distinguishing between driving and braking by controlling the q-axis current using vector control. For example, the integrated control unit 130 may link the blades 10A-10H with the propeller 51 and adjust the thrust ratio between the wind turbine sail and the propeller 51 to maximize energy efficiency.

[0092] As described above, the wind propulsion system 100 is a system that converts wind power into propulsion force. For example, when a propulsion force command value is received from the remote control device 120, the system calculates the optimum rotation speed of the blades 10A to 10H based on the wind direction and wind speed so that the propulsion force is generated. The electric motor 41 is then controlled to achieve the calculated rotation speed. The rotation speed in this case also includes the direction of rotation. In the case of reverse rotation, the system controls the speed at a negative value.

[0093] For example, if the natural thrust of the wind turbine sailboat is insufficient, the propeller 51 is also driven. Depending on the wind direction, if the wind propulsion device 1 is more efficient than the propeller 51, the electric motor 41 is driven to increase the rotation speed and increase the propulsive force. On the other hand, if the propeller 51 is more efficient than the wind propulsion device 1, the wind propulsion device 1 is put into a natural start state, and the propeller 51 rotates to generate propulsive force. Note that there may also be cases where both the electric motor 41 and the propeller 51 of the wind propulsion device 1 are driven.

[0094] For example, the rotational moment of the ship can be adjusted by arranging multiple windmill sails on the hull. For example, multiple windmill sails can be arranged at the front and rear of the hull, and the rotation speeds of the front and rear windmill sails can be made different. This makes it possible to generate a moment by making the force acting in the left and right directions of the ship different values ​​for the front and rear windmill sails.

[0095] 2, the wind propulsion system 100 further includes a steering control unit 125 that controls the steering so that the rudder is turned in the direction opposite to the inertial force that is generated in the opposite direction to the direction of changing the rotational speed of the blades 10A to 10H when the rotation control unit 40 changes the rotational speed of the blades 10A to 10H around the rotation axis. This works in conjunction with the rudder in anticipation of the torque that acts on the hull 3 due to the inertial force, making it possible to prevent the hull 3 from rotating.

[0096] For example, when the rotation speed of the blades 10A to 10H is changed by driving or braking, they may be linked to the rudder. For example, when the electric motor 41 is in a free state and the blades 10A to 10H are rotating freely, they do not need to be linked to the rudder. For example, when braking or driving to change the rotation speed of the blades 10A to 10H, a torque may act on the hull 3, causing the hull 3 to rotate. To prevent this, if only one wind propulsion device 1 is installed, it is advisable to link the rudder in anticipation of the torque acting on the hull 3 and prevent the hull 3 from rotating.

[0097] <Operation and Effect> As described above, the wind propulsion device 1 according to this embodiment is a wind propulsion device 1 that is installed on a vessel 2 and receives wind to generate propulsive force. The wind propulsion device 1 includes an assembly 4 that is made up of rotors 20A, 20B that can rotate around a rotation axis that extends vertically, and a plurality of plate-shaped blades 10A-10H that are respectively fixed to the rotors 20A, 20B. The plurality of blades 10A-10H are arranged so that imaginary lines connecting both ends of each of the plurality of blades 10A-10H are parallel to each other.

[0098] With this configuration, even if the solidity of the blades 10A to 10H is increased to generate the Magnus effect, wind tends to flow into the center of rotation of the blades 10A to 10H, so wind force can be efficiently converted into rotational force of the blades 10A to 10H. Therefore, propulsive force due to the Magnus effect can be efficiently obtained.

[0099] In the wind propulsion device 1 according to this embodiment, the blades 10A to 10H are arranged so that both ends are located on an imaginary circle centered on the rotation axis. This configuration improves the propulsive force relative to the area occupied by the blades. Furthermore, air resistance due to rotation is reduced, and the blade rotation speed without energy relative to the wind speed can be increased, thereby increasing the propulsive force.

[0100] In the wind propulsion device 1 according to this embodiment, the blades 10A to 10H are arranged, when viewed vertically, to be symmetrical with respect to a center line that passes through the center of rotation of the rotation shaft and is parallel to the imaginary line. With this configuration, the center of gravity does not change even when the device rotates, so the centrifugal force acting on the ship 2 can be suppressed.

[0101] In the wind propulsion device 1 according to this embodiment, the blades 10A to 10H are arranged, when viewed vertically, to be symmetrical with respect to a center line that passes through the center of rotation of the rotation shaft and is perpendicular to the imaginary line. With this configuration, the characteristics of the propulsive force obtained do not change regardless of the direction in which the blades 10A to 10H rotate, so the rotation direction can be changed to match the wind direction for propulsion.

[0102] In the wind propulsion device 1 according to this embodiment, the inner blades 10C to 10F of the multiple blades 10A to 10H are arranged so that the length of an imaginary straight line is equal to or greater than half the diameter of an imaginary circle centered on the rotation axis. This configuration increases the effect of accelerating and decelerating wind in front and behind, and the Magnus effect can improve the propulsive force relative to the area occupied by the blade.

[0103] In the wind propulsion device 1 according to this embodiment, the rotors 20A, 20B are plate-shaped rotating plates 20A, 20B. The blades 10A-10H are each fixed to one side of the rotating plates 20A, 20B. For example, if the blades 10A-10H are connected to a rotatable support, the support will be subjected to fluid resistance, reducing propulsion efficiency. In contrast, with this configuration, the support does not block the flow of wind, so a reduction in propulsion efficiency can be avoided.

[0104] The wind propulsion system 100 according to this embodiment includes a wind propulsion device 1 that is installed on a vessel 2 and receives wind to generate propulsive force, and a wind control device 140 that controls the wind propulsion device 1. The wind propulsion system 100 includes an assembly 4 made up of a plurality of plate-shaped blades 10A-10H connected together so as to be rotatable about a vertically extending rotation axis, and an electric motor 41 that drives the rotation axis. The wind control device 140 includes a first acquisition unit 65 that acquires the traveling speed of the vessel 2, a second acquisition unit 7 that acquires wind condition information including the current wind speed and wind direction in the area where the vessel 2 is located, a calculation unit 126 that calculates the relative wind direction acting on the wind propulsion device 1 based on the acquired traveling speed of the vessel 2 and the wind condition information, and a rotation control unit 40 that controls the electric motor 41 in accordance with the calculated relative wind direction to adjust the rotation speed of the assembly 4. With this configuration, the propulsive force can be adjusted by the rotation control unit 40. In addition, the thrust can be supplemented by controlling the rotational speed of the assembly 4 in accordance with the relative wind direction and the rotational speed of the electric motor 41 .

[0105] In the wind propulsion system 100 according to this embodiment, the propulsive force is adjusted by the rotation control unit 40. With this configuration, the propulsive force can be easily adjusted.

[0106] In the wind propulsion system 100 according to this embodiment, the induced drag is adjusted by adjusting the propulsion force. This configuration makes it easy to adjust the induced drag (for example, the effect of the aspect ratio).

[0107] In the wind propulsion system 100 according to this embodiment, power is generated at the same time as the propulsion force is adjusted. With this configuration, propulsion can be achieved while generating power.

[0108] Second Embodiment A wind propulsion system according to a second embodiment will be described below. In the following description, parts having the same functions as those described in the first embodiment will be given the same names and reference numerals, and specific descriptions of those functions will be omitted.

[0109] Fig. 22 is a perspective view of a wind propulsion system according to a second embodiment. Fig. 23 is a perspective view of a wind propulsion device 201 according to the second embodiment, viewed from above. Fig. 24 is a perspective view of a wind propulsion device 201 according to the second embodiment, viewed from below. Referring to Figs. 22 to 24 together, in the wind propulsion device 201 according to the second embodiment, multiple assemblies 204A to 204C are provided along the direction of the rotation axis (the dashed dotted line shown in the figure). If the number of multiple assemblies 204A to 204C is N and M is a natural number, the multiple assemblies 204A to 204C are arranged with a shift of 180 × M / N degrees from one another.

[0110] In the illustrated example, the three assemblies 204A to 204C are arranged at 60-degree offsets from one another. In the illustrated example, the second assembly 204B is arranged at a 60-degree offset (60 degrees clockwise when viewed from above in the vertical direction) with respect to the first assembly 204A constituting the three assemblies 204A to 204C, and the third assembly 204C is arranged at a 120-degree offset (120 degrees clockwise when viewed from above in the vertical direction). Note that the configuration (number, arrangement, etc.) of the multiple assemblies 204A to 204C is not limited to the above and can be changed according to design specifications.

[0111] In this embodiment, the first assembly 204A, the second assembly 204B, and the third assembly 204C that make up the three assemblies 204A to 204C have their blades 10A to 10H connected to one another via rotating plates 220A to 220D. In this embodiment, the rotating plates 220A to 220D are configured to include a lower plate 220A, a first intermediate plate 220B, a second intermediate plate 220C, and an upper plate 220D.

[0112] The plurality of wings 10A-10H constituting the first assembly 204A have their lower ends fixed to the lower plate 220A and their upper ends fixed to the first intermediate plate 220B. The plurality of wings 10A-10H constituting the second assembly 204B have their lower ends fixed to the first intermediate plate 220B and their upper ends fixed to the second intermediate plate 220C. The plurality of wings 10A-10H constituting the third assembly 204C have their lower ends fixed to the second intermediate plate 220C and their upper ends fixed to the upper plate 220D.

[0113] With this configuration, the assemblies 204A-204C are strong because the load is borne by the entire cylinder, not by the support pillars. Furthermore, the absence of a central support pillar reduces wind resistance. Furthermore, when stacking multiple assemblies 204A-204C, they can be easily stacked by simply fastening one assembly (e.g., first assembly 204A) to the other assembly (e.g., second assembly 204B) with fastening members such as bolts. Additionally, because the connecting portions of the multiple assemblies 204A-204C do not have moving parts such as motors, they can be easily assembled on-site.

[0114] Fig. 25 is a diagram showing an example of the relationship between the arrangement angle and the propulsive force of the assemblies 204A to 204C of the second embodiment. In Fig. 25, graph A shows the case of the first assembly 204A, graph B shows the case of the second assembly 204B, graph C shows the case of the third assembly 204C, and graph sum shows the case where graphs A to C are superimposed.

[0115] Referring also to Figure 25, the propulsion force of the wind propulsion system fluctuates when focusing on each of the assemblies 204A-204C. For example, if one type of assembly (e.g., only one of the assemblies 204A-204C) is provided, the propulsion force obtained from the wind will depend on the rotation angle. In contrast, according to this embodiment, by stacking the three assemblies 204A-204C in three stages, each offset by 60 degrees, the fluctuations in their combined force are canceled out, making it possible to generate a nearly constant propulsion force.

[0116] In the wind-powered propulsion device 201 according to this embodiment, multiple assemblies 204A-204C are provided along the direction of the rotation axis. If the number of assemblies 204A-204C is N and M is a natural number, the multiple assemblies 204A-204C are arranged with a 180×M / N degree offset from one another. This configuration reduces the dependency of the propulsive force obtained from the wind on the rotation angle.

[0117] Fig. 26 is a diagram showing a modified example of the wind propulsion device 201 of the second embodiment. Also referring to Fig. 26, the cylindrical surface 205 formed by the rotational trajectory of the multiple blades rotating around the rotation axis may be tapered toward the side opposite the portion connected to the lower plate 220A (an example of a rotating plate). In the example shown, the cylindrical surface 205 is tapered toward the vertically upward side. For example, a winglet 206 may be provided at the top of the cylindrical surface 205.

[0118] This modification can reduce the effects of the aspect ratio (e.g., induced drag). The aspect ratio refers to the ratio of the height to the diameter of a cylinder formed by the rotational trajectories of multiple blades.

[0119] Third Embodiment A wind propulsion system according to a third embodiment will be described below. In the following description, parts having the same functions as those described in the first and second embodiments will be given the same names and reference numerals, and specific descriptions of their functions will be omitted.

[0120] 27 is a perspective view of a wind propulsion system according to a third embodiment. The wind propulsion device 301 according to the third embodiment includes two units 305A and 305B, each of which is made up of a plurality of assemblies 304A to 304F that are offset from each other by 180×M / N degrees. The two units 305A and 305B are stacked in reverse order in the vertical direction (an example of a predetermined direction).

[0121] In the illustrated example, the two units 305A and 305B are composed of a first unit 305A and a second unit 305B. In the first unit 305A, the second assembly 304B is disposed at an angle of 60 degrees (60 degrees clockwise when viewed from above in the vertical direction) relative to the first assembly 304A, and the third assembly 304C is disposed at an angle of 120 degrees (120 degrees clockwise when viewed from above in the vertical direction).

[0122] On the other hand, in the second unit 305B, the fourth assembly 304D is arranged at the same angle as the third assembly 304C (at a position where the blades overlap when viewed from above in the vertical direction), the fifth assembly 304E is arranged offset by 60 degrees (60 degrees counterclockwise when viewed from above in the vertical direction), and the sixth assembly 304F is arranged offset by 120 degrees (120 degrees counterclockwise when viewed from above in the vertical direction). Note that the configuration (number, arrangement, etc.) of the multiple assemblies 304A to 304F in each unit 305A, 305B is not limited to the above and can be changed according to design specifications.

[0123] FIG. 28 is a diagram showing an example of the relationship between the arrangement angle and the overturning moment of assemblies 304A to 304F of the third embodiment. FIG. 29 is a diagram showing an example of the relationship between the arrangement angle and the overturning moment of assemblies 304A to 304C of the comparative example. In FIG. 28, graph A represents the first assembly 304A, graph B represents the second assembly 304B, graph C represents the third assembly 304C, graph D represents the fourth assembly 304D, graph E represents the fifth assembly 304E, and graph F represents the sixth assembly 304F, and graph S represents a combination of graphs A to F. In FIG. 29, graph A represents the first assembly 304A, graph B represents the second assembly 304B, graph C represents the third assembly 304C, and graph S represents a combination of graphs A to C. The comparative example corresponds to the second embodiment.

[0124] 29, simply stacking the assemblies 304A to 304C at different angles can cancel out fluctuations in the propulsive force, but it cannot cancel out the capsizing moment. In the comparative example of FIG. 29, the capsizing moment, which is the sum of the propulsive force and the height from the ship, is not canceled out, and this causes the ship to roll and pitch.

[0125] In contrast, according to this embodiment, as shown in Figure 28, by stacking two units 305A and 305B, which are offset from each other in angle, upside down, the fluctuations in the capsizing moment between them are canceled out, making it possible to generate a nearly constant capsizing moment, thereby suppressing the pitching and rolling of the ship.

[0126] The wind-powered propulsion device 301 according to this embodiment includes two units 305A and 305B, each consisting of a plurality of assemblies 304A to 304F, which are offset from each other by 180×M / N degrees. The two units 305A and 305B are stacked in reverse order in the vertical direction. This configuration further reduces the dependence of the wind-induced capsizing moment on the rotation angle.

[0127] Fourth Embodiment A wind propulsion system according to a fourth embodiment will be described below. In the following description, parts having the same functions as those described in the first to third embodiments will be given the same names and reference numerals, and specific descriptions of their functions will be omitted.

[0128] Figure 30 is a perspective view from above of a first position of a plurality of blades in a wind-powered propulsion device 401 of the fourth embodiment. Figure 31 is a perspective view from above of a second position of a plurality of blades in a wind-powered propulsion device 401 of the fourth embodiment. In Figures 30 and 31, the illustration of the upper plate and other components of the assembly is omitted.

[0129] 30 and 31, in the fourth embodiment of the wind propulsion device 401, the blades are twisted so that a first imaginary straight line FL1 (the first imaginary straight line FL1 for one blade is shown in the figure) connecting both ends of each of the blades at a first position on the rotation axis (the dashed dotted line shown in the figure) and a second imaginary straight line FL2 (the second imaginary straight line FL2 for one blade is shown in the figure) connecting both ends of each of the blades at a second position on the rotation axis that is different from the first position intersect when viewed from the vertical direction (an example of a predetermined direction).

[0130] In the example shown in the figure, the six blades are twisted so that a first imaginary line FL1 at a first position on the rotation shaft and a second imaginary line FL2 at a second position on the rotation shaft intersect when viewed from the vertical direction. In other words, the six blades are twisted so that a cross section perpendicular to the vertical direction of each blade is the same cross section at any position on the rotation shaft. Note that the twisting manner (shape, etc.) of the multiple blades is not limited to the above and can be changed according to design specifications.

[0131] Figure 32 is an explanatory diagram of the operation of the wind-powered propulsion device 401 of the fourth embodiment. Also referring to Figure 32, according to this embodiment, by twisting and extending multiple parallel blades in the height direction, an updraft is generated, maintaining air circulation beyond the blade tips and reducing induced drag. Note that when rotating in the opposite direction, a downdraft occurs, but the same effect can be achieved.

[0132] In this embodiment, propulsive force can be generated by the following (1) to (5): (1) Natural wind blows in the direction of the arrow. (2) Natural wind rotates the blades, generating a circulating current. (3) The twisting effect of the blades generates an updraft. (4) The circulating air current created by the blades is carried upward by the updraft. (5) The action of the natural wind and the circulating current generates a propulsive force (Magnus force) in a direction perpendicular to the wind in (1).

[0133] In the wind propulsion device 401 according to this embodiment, the blades are twisted so that a first imaginary line FL1 connecting the ends of each of the blades at a first position on the rotation axis and a second imaginary line FL2 connecting the ends of each of the blades at a second position on the rotation axis different from the first position intersect when viewed from the vertical direction. With this configuration, the blades are twisted along the vertical direction, which allows for the generation of airflow along the vertical direction. This reduces induced drag and ultimately improves propulsion efficiency.

[0134] Figure 33 is a diagram showing a modified example of a shape in which multiple blades are twisted. Also referring to Figure 33 , two blades facing each other via a support on the rotation axis (the dashed dotted line shown in the figure) may be twisted so that a first imaginary line at a first position on the rotation axis and a second imaginary line at a second position on the rotation axis intersect when viewed from the vertical direction. For example, if multiple stages of assemblies are provided, a 60-degree twist may be applied to the blades per stage of assembly. Note that the twist mode (angle, etc.) of the blades in the assembly is not limited to the above and can be changed according to design specifications.

[0135] According to this modification, vibrations can be canceled by twisting the blades. For example, if multiple assemblies are provided, adding a predetermined angle of twist to each assembly stage will smooth out the characteristics. This further reduces the dependence of the propulsive force obtained from the wind on the rotation angle, and reduces the effects of the aspect ratio (e.g., induced drag).

[0136] The twist may also be reversed at an intermediate position. Alternatively, a unit twisted in the opposite direction may be placed on top of a unit with a twist. This will also cancel out vibrations caused by the overturning moment.

[0137] Fifth Embodiment A wind propulsion system according to a fifth embodiment will be described below. In the following description, parts having the same functions as those described in the first to fourth embodiments will be given the same names and reference numerals, and specific descriptions of their functions will be omitted.

[0138] Fig. 34 is a side view including a longitudinal section of the wind-powered propulsion device 501 of the fifth embodiment. Fig. 35 is a view including a transverse section of the wind-powered propulsion device 501 of the fifth embodiment. Fig. 36 is a top view of the wind-powered propulsion device 501 of the fifth embodiment.

[0139] 34 to 36 , a wind-powered propulsion device 501 according to the fifth embodiment further includes a shaft 530 provided on an upper portion of an assembly 504 extending along a rotation axis (the dashed line shown in the figures), a cover 531 connected to the shaft 530 so as to be able to move up and down, and a drive unit 532 (e.g., a motor) that moves the cover 531 between a non-operating position that covers the assembly 504 and an operating position that does not cover the assembly 504. The cover 531 rotates integrally with the assembly 504.

[0140] For example, cover 531 may be connected to assembly 504 via slide structures 535A and 535B so that it can be raised and lowered. In the example shown in the figure, the concave-convex structure of slide structures 535A and 535B includes four recesses 535A formed at equal intervals on the outer periphery of a cylindrical portion constituting assembly 504, and convex portions 535B formed at equal intervals on the inner periphery of cover 531 and fitted into recesses 535A. Note that the slide structure is not limited to the above-described concave-convex structure and can be changed according to design specifications.

[0141] For example, the coupling structure between the shaft portion 530 and the drive portion 532 may be configured to include a mechanism such as a rack and pinion or a ball screw. For example, if the shaft portion 530 has a male thread, the drive portion 532 may have a female thread that meshes with the male thread at the coupling portion with the shaft portion 530. Note that the coupling structure between the shaft portion 530 and the drive portion 532 is not limited to the above and can be changed according to design specifications.

[0142] Although not shown, for example, a reinforcing member for reinforcing the wing may be provided in the area overlapping the support plate 25 on the hull 3 in top view and between the wings (shown by dashed lines in FIG. 36 ). For example, the reinforcing member may be configured to include a strut along the rotation axis. For example, the form of the reinforcing member can be changed depending on the design specifications.

[0143] Fig. 37 is a diagram showing an example of the action of the wind-powered propulsion device 501 of the fifth embodiment. Fig. 38 is a diagram showing an example of the operation of the wind-powered propulsion device 501 of the fifth embodiment. Fig. 39 is a diagram showing another example of the operation of the wind-powered propulsion device 501 of the fifth embodiment. Referring to Figs. 37 to 39 together, in this embodiment, when the assembly 504 is not in operation, the cover 531 reduces the force received in strong winds, and when in operation, the rotation of the cover 531 produces the Magnus effect, thereby generating propulsive force.

[0144] 37, for example, when the assembly 504 is not in operation, the cover 531 is lowered to cover the entire assembly 504. This prevents the assembly 504 from being exposed to wind, thereby significantly reducing wind resistance.

[0145] 38 , for example, the cover 531 can be raised and lowered depending on whether the assembly 504 is in operation or not. For example, the raising and lowering operation of the cover 531 may be performed by controlling the drive unit 532 (for example, by controlling the rotation direction of the motor).

[0146] 39, for example, when the assembly 504 is in operation, the cover 531 is rotated in accordance with the rotation of the assembly 504. This allows the Magnus effect to be exerted not only by the assembly 504 but also by the cover 531, amplifying the thrust.

[0147] The wind propulsion device 501 according to this embodiment further includes a shaft 530 provided on the upper part of an assembly 504 extending along the rotation axis, a cover 531 connected to the shaft 530 so as to be able to rise and fall, and a drive unit 532 that moves the cover 531 between a non-operating position that covers the assembly 504 and an operating position that does not cover the assembly 504. With this configuration, the cover 531, which switches the assembly 504 between operating and non-operating, can also obtain the Magnus effect when in operation, thereby improving propulsion efficiency.

[0148] In the wind-powered propulsion device 501 according to this embodiment, the cover 531 rotates integrally with the assembly 504. With this configuration, the cover 531 rotates integrally with the assembly 504, and thus the cover 531 can also generate a Magnus force.

[0149] Figure 40 is a diagram showing a modified example of the wind-powered propulsion device 501 of the fifth embodiment. Figure 41 is a diagram showing an example of the operation of the modified example of the wind-powered propulsion device 501 of the fifth embodiment. Referring to both Figures 40 and 41 , the cover 531A may be provided on the hull 3. The cover 531A may be connected to the hull 3 so as to be rotatable about a rotation axis. For example, the assembly 504 may be connected to the cover 531A installed on the hull 3 so as to be able to move up and down.

[0150] According to this modification, when the assembly 504 is not in operation, the force received in strong winds is reduced by the cover 531A, and when in operation, the rotation of the cover 531A produces the Magnus effect, thereby generating propulsive force.

[0151] Sixth Embodiment A wind propulsion system according to a sixth embodiment will be described below. In the following description, parts having the same functions as those described in the first to fifth embodiments will be given the same names and reference numerals, and specific descriptions of their functions will be omitted.

[0152] Figure 42 is a diagram showing an example of braking force control depending on the driving mode of the wind propulsion system of the sixth embodiment. Also referring to Figure 42, braking force control depending on the driving mode of the wind propulsion system can be performed separately for "constant speed driving" and "running along." "Running along" refers to propulsion using wind power alone, without using other power sources such as underwater propellers. There is also a driving mode intermediate between "low speed driving" and "running along" that reduces the proportion of power from underwater propellers, etc., and in that case, an intermediate value between the two is optimal.

[0153] Figure 43 is an explanatory diagram of the relative wind speed when there is a headwind. In Figure 43, θ represents the wind direction taking into account the relative wind speed associated with the ship's speed. Also referring to Figure 43, when the blades are rotated by wind force, if the headwind becomes relatively stronger as the ship moves forward, the blades will rotate at a higher speed. This increases the forward thrust due to the Magnus effect.

[0154] Generally, sailing ships move forward by combining lift and drag, so as the ship's speed increases, it experiences drag due to the relative headwind, reducing its thrust. Furthermore, with rotor sails, as the wind gets stronger, more energy is required to rotate the rotor (cylinder), reducing the thrust per unit of energy.

[0155] In contrast, in the wind propulsion system of this embodiment, the blades are rotated by the force of the wind, so when the headwind becomes relatively stronger as the ship moves forward, the blades rotate at a higher speed, and the Magnus effect allows forward propulsion even in a headwind.

[0156] Figure 44 is a diagram showing an example of wind component forces and orthogonal components in the case of an eight-blade system. Also referring to Figure 44, the wind component forces and orthogonal components are calculated, for example, by fluid analysis (two-dimensional analysis). For example, in the case of the eight-blade system shown in Figure 44, the drag force T = 39 kN, the lift force F = 354 kN, and the lift-to-drag ratio F / T = 9 is obtained.

[0157] For example, in the case of a wind blowing directly from the side (for example, a wind speed of 10 m / s), if the speed is multiplied by the lift-to-drag ratio, the propulsive force will be zero. If the vehicle is allowed to travel at a natural speed with zero resistance, the speed will be this (for example, 90 m / s). Note that the propulsive force due to wind power is at its maximum at 2 / 3 of the above speed (for example, 60 m / s).

[0158] The above is for a two-dimensional analysis, but in three dimensions the aspect ratio has an effect. In general, induced drag occurs with lift, and when the lift is large and the aspect ratio is small, this has a significant effect.

[0159] The relational expressions for the three-dimensional case are shown in the following equations (1) to (5). Ｄ is the drag constant, C Ｄ０ is the drag constant in two-dimensional analysis, C Ｌ is the lift constant, π is the ratio of the circumference of a circle to its circumference, e is the Oswald constant, AR is the aspect ratio, θ is the wind direction (wind direction taking into account the relative wind speed associated with the ship speed), V is the wind speed, ρ is the density, and S is the wing area.

[0160]

[0161] From the above formula (1), when the wing is applied to a high-speed moving body, for example, it is preferable that the wing has an elongated shape.

[0162]

[0163] The forward thrust can be calculated by maximizing the value of the above formula (2). When there is a tailwind, the lift constant C Ｌ However, since the ship is fast, most of the time there is a headwind (θ is an obtuse angle), and in that case the optimal C Ｌ When the above formula (2) is differentiated to find the extreme value, the following formula (3) is obtained.

[0164]

[0165] For example, to achieve the maximum speed when traveling naturally, the lift-to-drag ratio should be maximized. By differentiating the following equation (4), the lift-to-drag ratio becomes maximum when the following equation (5) is obtained, and the maximum speed can be achieved.

[0166]

[0167]

[0168] <Constant speed navigation> Figure 45 is a diagram showing an example of the relationship between relative wind direction and optimal lift coefficient. Figure 46 is a diagram showing an example of the relationship between rotation speed, propulsive force, and power generation energy. With reference to Figures 42 to 46 together, in the case of constant speed navigation, for example, the relative wind direction is first calculated. For example, the relative wind direction is calculated based on the acquired moving speed of the ship and wind condition information. The relative wind direction may be detected by the detection unit 7 (an example of a second acquisition unit).

[0169] Next, the optimum lift coefficient is calculated based on the calculated relative wind direction, for example, the optimum lift coefficient is calculated based on equation (3) or the graph shown in Figure 45 (for example, data obtained in advance).

[0170] Next, the blade rotation speed is calculated based on the calculated optimum lift coefficient. For example, the blade rotation speed is calculated based on the graph shown in Fig. 46 (for example, data obtained in advance).

[0171] Next, the braking force is controlled based on the calculated blade rotation speed. For example, the braking force may be controlled so that a predetermined propulsion force and power generation energy are obtained while maintaining a constant blade rotation speed. For example, when there is a headwind, the rotation speed may be reduced by applying the brakes (generating power), and the lift coefficient may be adjusted.

[0172] <Running-as-you-go> Figure 47 is a diagram showing an example of the relationship between the lift constant and the lift-to-drag ratio. In Figure 47, the optimal lift coefficient value is obtained when the aspect ratio AR = 2.5. Referring to Figures 42 to 47 together, for example, in the case of running-as-you-go, the optimal lift coefficient is first calculated. For example, the optimal lift coefficient is calculated based on equation (5) or the graph shown in Figure 47 (for example, data acquired in advance).

[0173] Next, the blade rotation speed is calculated based on the calculated optimal lift coefficient, and the braking force is controlled. Note that the blade rotation speed calculation and braking force control during normal running may be performed in the same manner as for constant speed running described above.

[0174] <Modification> Figure 48 is a diagram showing an example of the relationship between speed, propulsive force, and output. Also referring to Figure 48, the maximum output from wind power in the case of a typical sailing ship is approximately 25 knots (less than 50 km / h), but in the case of a windmill sail, the maximum output can be approximately 90 km / h (approximately twice the speed of a typical sailing ship). Therefore, the configuration of this embodiment can also be applied to moving bodies that move at high speeds (for example, high-speed boats, automobiles, etc.).

[0175] <Other Examples of Moving Objects> Below, other examples (variations) of moving objects on which the wind propulsion device of this embodiment can be installed will be described. Ship sails, airplane wings, rotor blades, windmill blades, etc. are all similar in that they generate lift, and the present invention can be applied to them, as it has the effect of generating large lift (Magnus force) while also generating electricity. In the following description, parts that have the same functions as those described in the first to sixth embodiments will be given the same names and symbols, and specific descriptions of their functions will be omitted.

[0176] Fig. 49 is a perspective view of a first modified example of the moving body, Fig. 50 is a perspective view of a second modified example of the moving body, Fig. 51 is a perspective view of a third modified example of the moving body, and Fig. 52 is a perspective view of a fourth modified example of the moving body.

[0177] 49 to 51, the wind propulsion device may be applied to the wings of an air vehicle. Fig. 49 shows an example of an airplane, Fig. 50 shows an example of a drone, and Fig. 51 shows an example of a flying car.

[0178] For example, with fixed wings, lift is determined by flight speed and wing size. Therefore, if the aircraft is made small, it cannot carry heavy loads. Conversely, if you try to carry heavy loads, the wings must be larger, and you need to increase speed during takeoff and landing, which requires a long runway. With Magnus wings (cylindrical wings), energy is required at all times.

[0179] In contrast, this modified version is equipped with a wind-powered propulsion device that generates more lift than a normal wing (sail), allowing the wing to be made smaller and heavier loads to be carried. Furthermore, since it can take off at low speeds, if it is applied to airplanes, etc., the runway can be made shorter. Furthermore, unlike Magnus wing (cylindrical wing), the wing rotates using the power of the wind, eliminating the need for energy.

[0180] According to this modification, when the airplane moves forward, it encounters a relatively headwind, which causes the wings to rotate and generate upward lift. Furthermore, by adjusting the rotation speed of the wings, the amount of lift can be adjusted, so that the wings can function like flaps on an airplane.

[0181] Also referring to Figure 52, a wind propulsion device may be applied to a rotating wing. For example, the main wing may be rotated by the power of a motor, and the wing may be rotated by the force of the relative wind generated thereby, thereby obtaining an upward propulsive force.

[0182] <Application Example of Wind Propulsion System> Figure 53 is a diagram illustrating an application example of a wind propulsion system, in which a ship equipped with a windmill sail is used to generate power. Also referring to Figure 53, this embodiment can improve power generation efficiency through the synergistic effect of rotational force and propulsive force. For example, a windmill sailing ship (a ship equipped with the windmill sail of the present invention) can be treated as part of the blade of a windmill, generating power while sailing in windy areas. For example, by using a ship to operate the windmill, wind energy can be collected over a wide area, exceeding the efficiency limit of a fixed windmill (e.g., the Betz limit ≒ 60%) and enabling greater power generation.

[0183] In this embodiment, power generation efficiency can be improved by the following (1) to (4): (1) Natural wind blows in the direction of the arrow. (2) The rotation of the windmill sail creates a speed difference before and after it, and a propulsive force is generated from the pressure difference according to Bernoulli's theorem. (3) The propulsive force increases the boat speed, and the effective wind speed increases. (4) As the natural wind turns into effective wind and becomes stronger, the rotation speed increases. This increases the propulsive force, further increasing the effective wind speed.

[0184] Figure 54 is a diagram showing a modified example of a wind power generation system. Also referring to Figure 54, for example, five wind propulsion devices (one example of a plurality of devices) may be installed on the hull. For example, the amount of power generation energy may be adjusted by changing the number of wind propulsion devices installed on the hull. For example, the configuration (number, arrangement, etc.) of the wind propulsion devices installed on the hull can be changed according to design specifications.

[0185] A simple calculation of the characteristics yields the following: Figure 55 is a diagram showing an example of the relationship between rotation speed, propulsive force, and generated energy when the wind speed is 10 m / s. Figure 56 is a diagram showing an example of the relationship between boat speed, energy, and propulsive force when the wind speed is 13 m / s. Figures 55 and 56 are diagrams showing the case where the boat is moved up to an aerodynamically balanced speed, ignoring hull resistance (water resistance).

[0186] Also referring to Figure 55, the rotation speed may be maintained in the area enclosed by the dashed line in Figure 55, and control may be performed so that the vehicle can be propelled while generating electricity.

[0187] 56, for a fixed wind turbine with a wind speed of 13 m / s and a swept area of ​​1,000 m2, the wind energy is 1.36 MW, and the Betts limit is 0.81 MW. In contrast, with the wind propulsion system of this modified example, the wind energy is 41.6 MW, which is approximately 30 times that of the fixed wind turbine, and exceeds the Betts limit.

[0188] <Other Application Examples> If water resistance is to be ignored, railways may be used. For example, a wind-powered propulsion device may be installed on a railway that runs on a low-utilization local line.

[0189] The mechanism of windmill sails is not limited to wind, but can also be applied to other fluids. For example, electricity can be generated by moving a boat across an ocean current (ocean current power generation). Ocean currents are slow, but they are denser than air. The Kuroshio Current flows at about 2 meters per second, but considering that it is 1,000 times denser than air, this is equivalent to a wind blowing at 20 meters per second.

[0190] It is difficult to transmit electricity to ships, and there is a limit to how much electricity can be stored. Therefore, factories that use a lot of electricity can be built inside the ship (factory ships). Examples include hydrogen production and electro-refining of aluminum. In this case, electricity can be transported directly by ship to the destination where it is needed.

[0191] For example, a wind-powered propulsion device may be installed in a railway container. In this case, power can be supplied to refrigerated containers and the like, eliminating the need to supply electricity from a pantograph. In addition, the device can be electrically isolated from the railway, reducing the risk of accidents. It can also be used as a power source for the braking devices of freight cars. Similarly, wind-powered propulsion devices may be installed in truck containers, shipping containers, and the like.

[0192] <Modifications> The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

[0193] A program for realizing the functions of the control unit according to the above-described embodiments may be recorded on a computer-readable recording medium, and the program may be loaded into a computer system and executed to perform processing. Note that the term "computer system" may include hardware such as an operating system (OS) or peripheral devices. Furthermore, the term "computer-readable recording medium" refers to a flexible disk, a magneto-optical disk, a read-only memory (ROM), a writable nonvolatile memory such as a flash memory, a portable medium such as a DVD (Digital Versatile Disc), or a storage device such as a hard disk built into a computer system.

[0194] Furthermore, the term "computer-readable recording medium" also includes a device that stores a program for a certain period of time, such as a volatile memory (e.g., DRAM (Dynamic Random Access Memory)) within an information processing device or a client computer system when the program is transmitted via a network such as the Internet or a communication line such as a telephone line. The program may also be transmitted from a computer system storing the program in a storage device or the like to another computer system via a transmission medium or by transmission waves within the transmission medium. Here, the "transmission medium" that transmits the program refers to a medium that has the function of transmitting information, such as a network (communication network) such as the Internet or a communication line (communication line) such as a telephone line. The program may also be a so-called differential file (differential program) that can realize the aforementioned functions in combination with a program already recorded in the computer system.

[0195] In addition, components in the above-described embodiments may be replaced with well-known components without departing from the spirit of the present invention. Furthermore, the above-described variations may be combined. Among the embodiments disclosed herein, those configured with multiple objects may have the multiple objects integrated together, and conversely, those configured with a single object may be separated into multiple objects. Regardless of whether they are integrated, it is sufficient that the object of the invention can be achieved. Among the embodiments disclosed herein, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together, and conversely, those in which multiple functions are provided in a consolidated manner may have some or all of the multiple functions distributed together. Regardless of whether the functions are integrated or distributed, it is sufficient that the object of the invention can be achieved.

[0196] DESCRIPTION OF SYMBOLS 1...Wind propulsion device, 2...Ship (moving body), 4...Assembly, 7...Detection unit (second acquisition unit), 10A to 10H...Blade, 20A, 20B...Rotating plate (rotating body), 40...Rotation control unit, 41...Electric motor, 100...Wind propulsion system, 126...Calculation unit, 140...Wind turbine sail control device (wind control device), 201...Wind propulsion device, 204A to 204C...Assembly, 220A to 220 D...rotating plate (rotating body), 301...wind-powered propulsion device, 304A to 304F...assembly, 305A, 305B...unit, 401...wind-powered propulsion device, 501...wind-powered propulsion device, 504...assembly, 530...shaft portion, 531, 531A...cover, 532...drive portion, CL1, CL2...center line, FL1...first virtual line (virtual line), FL2...second virtual line (virtual line)

Claims

1. A wind propulsion device that is installed on a moving body and generates propulsive force by catching wind, comprising an assembly consisting of a rotor that can rotate around an axis of rotation extending in a predetermined direction, and a number of plate-shaped blades each fixed to the rotor, wherein the blades are arranged so that imaginary straight lines connecting both ends of each of the blades are parallel to each other.

2. The wind propulsion device according to claim 1, wherein the plurality of blades are arranged so that both ends are located on an imaginary circle centered on the rotation axis.

3. The wind propulsion device according to claim 1 or 2, wherein the plurality of blades are arranged so as to be symmetrical with respect to a center line that passes through the center of rotation of the rotation shaft and is parallel to the virtual straight line, when viewed from the specified direction.

4. A wind propulsion device as described in claim 1 or 2, wherein the plurality of blades are arranged so as to be symmetrical with respect to a center line that passes through the center of rotation of the rotation shaft and is perpendicular to the virtual straight line, when viewed from the specified direction.

5. The wind propulsion device according to claim 1 or 2, wherein the longest of said plurality of blades is arranged so that the length of said imaginary straight line is equal to or greater than 1 / 2 of the diameter of an imaginary circle centered on said rotation axis.

6. The wind propulsion device according to claim 1 or 2, wherein the rotating body is a plate-shaped rotating plate, and the plurality of blades are each fixed to one side of the rotating plate.

7. The wind propulsion device according to claim 6, wherein a plurality of the assemblies are provided along the direction of the rotation axis, and the number of the plurality of assemblies is N, where M is a natural number, and the plurality of assemblies are arranged with a shift of 180×M / N degrees from each other.

8. The wind propulsion device according to claim 7, comprising two units each made up of the plurality of assemblies arranged with a shift of 180×M / N degrees from each other, and the two units are stacked such that the stacking order of the two units is in reverse order in the predetermined direction.

9. A wind propulsion device as described in claim 1 or 2, further comprising: a shaft portion provided on an upper portion of the assembly extending along the rotation axis; a cover connected to the shaft portion so as to be able to rise and fall; and a drive portion for moving the cover between a non-operational position covering the assembly and an operational position not covering the assembly.

10. The wind propulsion device according to claim 9, wherein the cover rotates integrally with the assembly.

11. A wind propulsion device as described in claim 1 or 2, wherein the multiple blades are twisted so that a first imaginary line connecting both ends of each of the multiple blades at a first position on the rotation shaft and a second imaginary line connecting both ends of each of the multiple blades at a second position on the rotation shaft different from the first position intersect when viewed from the specified direction.

12. A wind propulsion system comprising a wind propulsion device installed on a moving body that receives wind and generates propulsion force, and a wind control device that controls the wind propulsion device, comprising: an assembly consisting of a number of plate-shaped blades connected together so as to be rotatable as a unit around a rotation axis extending in a predetermined direction; and an electric motor that drives the rotation axis, wherein the wind control device comprises: a first acquisition unit that acquires the movement speed of the moving body; a second acquisition unit that acquires wind condition information including the current wind speed and wind direction in the area in which the moving body is located; a calculation unit that calculates the relative wind direction acting on the wind propulsion device based on the acquired movement speed of the moving body and the wind condition information; and a rotation control unit that controls the electric motor to adjust the rotation speed of the assembly in accordance with the calculated relative wind direction.

13. The wind propulsion system according to claim 12, wherein the rotation control unit adjusts the propulsive force.

14. The wind propulsion system of claim 13, wherein adjusting the thrust adjusts for induced drag.

15. A wind propulsion system as claimed in claim 13 or 14, wherein power is generated simultaneously when the propulsion force is adjusted.

Images