Ship

Abstract

The present invention relates to a ship comprising: a rudder which adjusts the sailing direction of the ship; a wind-assisted propulsion system which deflects the flow of wind to generate a force acting on a hull, and assists propulsion or steering of the ship using the force; and a controller which controls the rudder and the wind-assisted propulsion system such that the ship sails in a target sailing direction, wherein the controller controls the rudder and the wind-assisted propulsion system on the basis of the sailing efficiency of the ship.

Description

shipping

[0001] The present invention relates to a ship.

[0002] Due to recent stricter environmental regulations and rising fuel costs, there is an increasing demand for technologies to reduce ship fuel consumption and emissions. Accordingly, Wind-Assisted Propulsion Systems (WAPS), which utilize wind to assist in ship propulsion, can be applied; these systems can provide fuel savings by alleviating the burden on the main engine depending on operating conditions.

[0003] Meanwhile, the extent to which such wind-assisted propulsion systems contribute to the ship's thrust may vary depending on the wind direction, strength, and the ship's operating conditions, and depending on their operating state, they can affect the output required by the main engine, the load on the propulsion shaft system, the ship's speed maintenance characteristics, and overall operating efficiency.

[0004] Therefore, in order for the wind-assisted propulsion system to effectively assist ship propulsion and reliably secure the expected fuel savings and emission reduction effects, it is important not only to install the system but also to appropriately control it by comprehensively considering the ship's operating conditions, the operating status of the main engine, and changes in the load of the propulsion shaft system.

[0005] The objective of the present invention is to provide a ship with improved operational efficiency by appropriately controlling a wind-assisted propulsion device. The problems of the present invention are not limited to those mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the description below.

[0006] A vessel according to one aspect of the present invention comprises: a rudder that controls the direction of navigation of the vessel by controlling the direction of fluid flow generated from the propeller of the vessel; a wind-assisted propulsion device that deflects the flow of wind to generate a force acting on the hull and uses the said force to assist in the propulsion or change of course of the vessel; and a control unit that controls the rudder and the wind-assisted propulsion device so that the vessel sails along a target navigation direction, wherein the control unit controls the rudder and the wind-assisted propulsion device based on the operational efficiency of the vessel.

[0007] The control unit determines the ratio of the change of course between the rudder and the wind-assisted propulsion device so that, when the vessel changes course, at least one of the reduction in the vessel's speed, the fluctuation in the output of the main engine, and the change in the fuel consumption of the main engine is minimized, and can control the rudder and the wind-assisted propulsion device according to the determined ratio.

[0008] The above wind-assisted propulsion device is provided in multiple units, and the control unit primarily controls each wind-assisted propulsion device so that the direction of the resultant force generated by the multiple wind-assisted propulsion devices approaches the target navigation direction of the vessel, and can additionally control the rudder if there is a residual deviation between the target navigation direction and the direction of the resultant force.

[0009] The control unit can determine the ratio of course change between the rudder and the wind-assisted propulsion unit using an artificial intelligence model learned based on learning data, which has at least one of wind direction, wind speed, ship speed, target course change angle, operating angle of each wind-assisted propulsion unit, steering angle of the rudder, load of the main engine, and torque applied to the propulsion shaft as an input value, and at least one of the amount of ship speed reduction, amount of output change of the main engine, and amount of fuel consumption change of the main engine as an output value.

[0010] The above rudder includes a first rudder corresponding to a left propeller and a second rudder corresponding to a right propeller, and the control unit may be able to control the angles of the first rudder and the second rudder, respectively.

[0011] The present invention has the effect of improving operational efficiency by appropriately controlling a wind-assisted propulsion device. The effects of the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description in the claims.

[0012] FIG. 1 is a schematic side view of a ship according to one embodiment of the present invention.

[0013] FIG. 2 is a schematic top view of a ship according to one embodiment of the present invention.

[0014] FIG. 3 is a schematic diagram of a ship according to one embodiment of the present invention.

[0015] FIG. 4 is a conceptual diagram illustrating artificial intelligence model learning according to one embodiment of the present invention.

[0016] FIG. 5 is a diagram illustrating the control operation of a wind power assist propulsion device of a control unit according to an embodiment of the present invention.

[0017] The objects, specific advantages, and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments in conjunction with the accompanying drawings. It should be noted that in assigning reference numerals to the components of each drawing in this specification, identical components are assigned the same number whenever possible, even if they are shown in different drawings. Furthermore, in describing the present invention, detailed descriptions of related prior art are omitted if it is determined that such detailed descriptions would unnecessarily obscure the essence of the invention.

[0018] Furthermore, it should be noted that the term "prior" in this invention is merely a comparative example to explain the features of the invention and does not necessarily imply that the content is publicly known.

[0019] Additionally, terms including ordinal numbers, such as first, second, etc., may be used to describe various components, but said components are not limited by said terms. These terms are used solely for the purpose of distinguishing one component from another.

[0020] In this specification, the vessel may be a merchant ship carrying various types of cargo. The cargo may be standardized goods or substances, such as containers. Alternatively, the cargo may be gas, which is a substance transported in a liquid state with a boiling point lower than room temperature, such as LNG, LPG, ethane, methanol, ammonia, hydrogen, CO2, etc. In other words, the type of vessel is not limited in this invention.

[0021] Furthermore, the concept of the vessel of the present invention includes not only merchant ships that transport cargo, but also cruise ships that transport people, FSRUs, FPSOs, Bunkering vessels, offshore plants, etc. that are moored and work in a certain area.

[0022] Each functional component of the control unit in this embodiment may be implemented by a specific hardware device, or it may be implemented as a software module and executed on general computing resources.

[0023] Furthermore, each of the above functional configurations is not necessarily implemented only by independent hardware; multiple functional configurations may be executed software-wise through common hardware such as the same processor, memory, and bus, or conversely, a single functional configuration may be performed by multiple distributed hardware devices. Therefore, the distinction between each functional configuration described in this invention is for convenience of explanation, and those skilled in the art will readily understand that various modifications are possible in the actual implementation form.

[0024] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. For reference, the longitudinal direction and the fore-and-aft direction of the vessel are identical in the following description, the width direction of the vessel is identical to the left-right direction, and the height direction of the vessel is identical to the up-and-down direction. Additionally, the deck is a part provided horizontally on the hull, and the deck may be provided at a certain height above the bottom surface of the hull.

[0025] That is, the term "height of the deck" below refers to the height in the vertical direction relative to the base line. However, the deck may be in the form of a generally flat surface or a sloped surface. In the latter case, the height of the deck refers to any one of the average height, minimum height, or maximum height.

[0026] The vessel in this embodiment is a concept that encompasses gas carriers, merchant ships that transport various cargo or people, and offshore plants such as FLNG and FSRU.

[0027] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings.

[0028] FIGS. 1 to 3 illustrate a vessel according to an embodiment of the present invention. Referring to FIGS. 1 and 2, the vessel (1) according to the first embodiment of the present invention includes a hull. The hull is a structure forming the outer surface of the vessel (1) and is formed in a shape that is long in length and relatively small in width and height. The hull can be divided into an interior and an exterior, and cargo, an engine, etc. are provided inside the hull.

[0029] In addition, the exterior of the hull may be equipped with a cabin (10), an engine casing (20), a compressor room (30), mooring equipment, and various other outfitting and electrical facilities.

[0030] In this embodiment, the vessel (1) may be divided into a cargo area (CA), a bow area (FA), and a stern area (AA). These areas encompass both the interior and exterior of the hull and may also include other structures or equipment added to the hull. The cargo area (CA), the bow area (FA), and the stern area (AA) may be a longitudinal section of the vessel (1) of the present invention. The features of this embodiment for each area will be described in detail below.

[0031] The bow area (FA) is provided at the fore end of the vessel. The bow area (FA) may include the bow portion of the hull and encompasses the forward portion based on the direction of operation of the vessel (1). In the bow area (FA), the hull has a shape in which the width narrows rapidly as it moves forward.

[0032] In the bow area (FA), a fore deck (FD) separating the interior and exterior of the hull may be provided. In this embodiment, a cabin (10) is provided on the fore deck (FD). At this time, the cabin (10) may include at least a wheelhouse (11) and, together with the wheelhouse (11), a living room (12).

[0033] The stern section (AA) is provided at the rear end of the vessel. The stern section (AA) may include the stern portion of the hull and encompasses the rear portion based on the direction of operation of the vessel (1). In the stern section (AA), the hull may have a shape in which the width becomes slightly narrower towards the rear, but it is also possible for the width of the hull not to narrow.

[0034] However, even if the width of the hull in the stern area (AA) narrows toward the rear, the degree of reduction in the width of the hull in the stern area (AA) may be relatively smaller compared to the bow area (FA). Therefore, unlike the bow area (FA), which has a pointed shape at the front, the stern area (AA) may have a shape where the rear end is cut in the width direction.

[0035] The stern area (AA) may be provided with a stern deck (AD) that separates the interior and exterior of the hull. Additionally, the stern deck (AD) may have different heights at the forward and aft sections.

[0036] A main engine (61) is provided in the engine room (80) of the stern area (AA). The main engine (61) is connected to a propeller installed at the stern of the ship via a propeller shaft (62), and the rotational force generated from the main engine (61) is transmitted to the propeller via the propeller shaft (62) to propel the ship.

[0037] At this time, the propeller may be a propeller provided at the rear of the hull, and the propeller can move the ship forward by forming a fluid flow through rotational force from the main engine (61).

[0038] Meanwhile, the stern section (AA) may be equipped with a shaft generator (64) that generates power by extracting at least a portion of the power generated by the main engine (61). The shaft generator (64) is a type of Power Take-Off (PTO) device in that it extracts and uses a portion of the power supplied from the main engine (61) to the propeller.

[0039] This method of generating power using a shaft generator (64) is effective for saving energy through economical power generation during the operation of the ship.

[0040] The variable frequency AC power generated by the shaft generator (64) is converted into DC power by the first converter (65), and then converted back into AC power with voltage and frequency phase conditions required by the ship system by the second converter (66) and supplied to the switchboard or grid load.

[0041] The shaft generator (64) may be an engine-mounted shaft generator (EMG) (20) installed at the free-end of the main engine (61) or an in-line type shaft generator (20) installed on the propulsion shaft between the main engine (61) and the propeller.

[0042] Meanwhile, a rudder (67) is provided at the rear of the propeller (63). The rudder (67) deflects the fluid flow formed by the rotation of the propeller (63) according to the steering angle, thereby generating a lateral force on the hull, and the sailing direction of the vessel is controlled by this lateral force so that it can sail along a target course or change course.

[0043] The rudder (67) is rotatably installed on the hull and is driven by a steering device provided in a steering room (90) located in the stern section adjacent to the rear of the engine room (80).

[0044] Generally, the rudder (67) is positioned in the wake region of the propeller (63), thereby enabling the generation of a greater steering force at the same steering angle by utilizing the fluid flow accelerated by the propeller (63), and thus contributing to securing the maneuverability of the vessel even during low-speed navigation or under conditions close to a stationary state.

[0045] This change of course by the rudder (67) may result in propulsion loss because, in the process of deflecting the fluid flow formed by the propeller (63), some of the fluid momentum in the propulsion direction is converted to the transverse direction, and at the same time, as the turbulence and separation of the fluid flow increase, the resistance acting on the hull increases.

[0046] That is, as the steering angle of the rudder (67) increases, the fluid force acting on the rudder (67) increases, and the lateral force for changing course may increase, but correspondingly, the drag component and flow loss in the rudder (67) increase, and the effective thrust generated by the propeller (63) may decrease.

[0047] As a result, the output of the main engine (61) may be increased to maintain the same speed or return to the target speed, and consequently, fuel consumption may increase or propulsion efficiency may decrease.

[0048] Therefore, rather than excessively increasing the steering angle and steering input by the rudder (67) during the course change process of the vessel, control may be required to ensure the necessary course change performance while minimizing the use of the rudder (67) according to the operating conditions.

[0049] Meanwhile, a generator engine (70) may be provided in the stern area (AA). The generator engine (70) can drive a generator to generate alternating current power and supply it to the grid load. In this case, the generator may be a diesel generator, but is not limited thereto.

[0050] The cargo area (CA) is located forward of the stern area (AA) and aft of the bow area (FA) and stores cargo. The cargo area (CA) may refer to the approximately central portion of the hull. The hull has the largest cross-section in the central portion along its length, and the cross-section may decrease in the forward and aft portions. In this case, the cargo area (CA) may include the central portion of the hull where the cross-section is constant in the fore-and-aft direction.

[0051] Furthermore, the cargo area (CA) may further include at least a portion of the forward and aft sections of the hull in which the cross-sectional area is somewhat reduced. For example, the forward section of the cargo area (CA) may have a shape with a smaller cross-sectional area than other sections.

[0052] The cargo area (CA) can store various types of cargo without limitation. However, in this embodiment, if the vessel (1) is a liquefied natural gas carrier, the cargo area (CA) can store liquefied natural gas. To this end, a cargo tank (41) may be provided in the cargo area (CA).

[0053] The upper surface of the cargo tank (41) may be referred to as the inner deck, and an exposed deck (ED) exposed to the outside is provided on the upper part of the inner deck.

[0054] The cargo tank (41) may have an octagonal cross-section to maximize volume by taking into account the cross-sectional shape of the hull. In this case, the exposed deck (ED) may also be provided to correspond to the upper polygonal structure of the cargo tank (41).

[0055] For example, the exposed deck (ED) is highest in the center in the width direction, and this part may be referred to as the trunk deck (TD), which is provided on top of the inner deck.

[0056] Meanwhile, on the left and right sides in the width direction of the exposed deck (ED), an upper deck (UD) with a height lower than that of the trunk deck (TD) may be provided. The trunk deck (TD) and the upper deck (UD) may be connected to each other via a slope (S). In this embodiment, the protruding structure including the trunk deck (TD), the slope (S), and the upper deck (UD) may be referred to as the trunk structure (40).

[0057] The trunk structure (40) of the cargo area (CA) is equipped with at least one wind-assisted propulsion device (50) that assists the propulsion of the vessel (1) by generating a force that contributes to the propulsion of the vessel (1) using wind. At this time, external energy, such as power generated from a main engine (61) or a generator engine (70), is required to control the attitude or shape of the wind-assisted propulsion device (50).

[0058] In this embodiment, the wind power assist propulsion device (50) may be at least one of a wing sail, a rotor sail, and a suction sail, but is not limited thereto.

[0059] Meanwhile, the wind-assisted propulsion device (50) deflects the flow of wind to generate a force acting on the hull, at which time a force vector can be formed that includes not only the forward direction component of the ship (i.e., the direction component that assists in the propulsion of the ship) but also the transverse direction component of the ship. The first embodiment of the present invention relates to a ship in which a change of course is assisted by using the force of the transverse component generated by the wind-assisted propulsion device (50).

[0060] In the first embodiment of the present invention, the vessel (1) further includes a control unit (not shown) that controls a rudder (67) and a wind-assisted propulsion device (50) so that the vessel (1) sails along a target sailing direction.

[0061] The forward direction component formed by the wind power assist propulsion device (50) can act in a direction that strengthens the straightness of the vessel during the course change process, so it may hinder the course change of the vessel or reduce the course change responsiveness. Therefore, when changing course, the control unit appropriately controls the magnitude and direction of the force generated by the wind power assist propulsion device (50) according to the operating condition, thereby effectively utilizing the lateral component while suppressing the hindrance to course change caused by the forward direction component.

[0062] In this embodiment, the control unit can variably set the operating share ratio of the rudder (67) and the wind-assisted propulsion device (50) based on the operating efficiency of the vessel (1). Here, the operating efficiency may be a concept that includes at least one of the decrease in the vessel's speed occurring during the course change process, the fluctuation in the output of the main engine (61), and the change in fuel consumption.

[0063] In one embodiment, the control unit may set a share ratio to suppress the use of the rudder (67) so that the amount of speed reduction during the course change process is minimized, and to preferentially utilize the lateral component that contributes to the target course change direction among the forces generated by the wind power assist propulsion device (50).

[0064] To this end, the control unit controls the attitude of the wind-assisted propulsion device (50) by taking into account the wind direction and wind speed, current ship speed, lateral slip condition, target course change angle, etc., thereby controlling the wind-assisted propulsion device (50) first so that the resultant force generated contributes to the target course change direction.

[0065] At this time, the control unit can independently control the force generated individually by a plurality of wind power assist propulsion devices (50) positioned on the port and starboard sides. For example, when the direction of change is to the starboard side, the control unit can control the operation angle or operating state of the starboard wind power assist propulsion device (50) or reduce the generated force so that the starboard wind power assist propulsion device (50) does not generate lift or lateral components that are unfavorable to the target direction of change.

[0066] Conversely, the port side wind-assisted propulsion device (50) can facilitate starboard turning by controlling it to form a relatively large transverse component that contributes to the target turning direction. At this time, the control unit can set the combination of the operating angle and generated force of each device so that the sum of the forces generated by each of the wind-assisted propulsion devices (50) matches the direction of travel of the vessel (1) as much as possible or is advantageous to the target turning direction.

[0067] At this time, if there is an angular deviation between the target navigation direction (or target course) and the direction of the resultant force by the wind-assisted propulsion device (50), the control unit can suppress the increase in drag caused by the rudder (67) and the resulting decrease in ship speed by finely controlling the rudder (67).

[0068] In another embodiment, the control unit may set the share ratio of the rudder (67) and the wind-assisted propulsion device (50) differently for each course change section so that the output fluctuation of the main engine (61) is minimized during the course change process.

[0069] For example, as the steering angle of the rudder (67) increases during a change of course, the deflection of the propeller (63) wake and the change in hull resistance increase, and thus the torque required for the main engine (61) may change rapidly. Therefore, when the output fluctuation of the main engine (61) exceeds or is predicted to exceed a reference value, the control unit may limit the steering angle of the rudder (67) to below the upper limit value and adjust the share ratio in a direction that increases the lateral component of the wind power assist propulsion device (50) and the contribution of the turning moment accordingly.

[0070] Meanwhile, in a relatively high-speed cruising state (e.g., 17 knots or more), the hull resistance due to steering of the rudder (67) and the wake deflection of the propeller (63) increase, which may cause a decrease in ship speed and an increase in load fluctuation of the main engine (61). Therefore, the control unit may further restrict the use of the rudder (67) in the high-speed cruising mode and set the share ratio of the wind power assist propulsion device (50) high.

[0071] In another embodiment, the control unit can set the operating share ratio of the rudder (67) and the wind-assisted propulsion device (50) so that the change in fuel consumption of the main engine (61) before and after the change in course (e.g., the increase in fuel consumption compared to the standard operation before the change in course) is minimized.

[0072] Here, the change in fuel consumption reflects both the increase in fuel consumption due to increased drag caused by the use of the rudder (67) during the course change process and the increase in fuel consumption associated with the operation of the wind power assist propulsion device (50).

[0073] That is, the control unit can determine the share ratio of the rudder (67) and the wind power assist propulsion device (50) so that the total increase in fuel consumption is minimized by considering together the increase in fuel consumption due to increased drag caused by the use of the rudder (67) during the course change process and the increase in fuel consumption due to energy consumption associated with the operation of the wind power assist propulsion device (50).

[0074] For example, if the wind direction and wind speed conditions are favorable for the formation of a lateral component by the wind power assist propulsion device (50) and the effect of improving the change of course efficiency is significant compared to the additional energy consumption of the wind power assist propulsion device (50), the control unit can relatively increase the contribution of the wind power assist propulsion device (50) and control the rudder (67) to a level that corrects the residual deviation, thereby suppressing the increase in drag caused by the use of the rudder (67).

[0075] Conversely, if the effect of improving the change of course efficiency relative to the additional energy consumption of the wind-assisted propulsion device (50) is small (e.g., if the forward direction component of the force generated by the wind-assisted propulsion device (50) is likely to hinder the change of course), the control unit can reduce or switch the operation of the wind-assisted propulsion device (50) and relatively increase the contribution of the rudder (67), while controlling so that the steering angle and the rate of change of the steering angle of the rudder (67) do not increase excessively, thereby suppressing the reduction in ship speed and the load fluctuation of the main engine (61).

[0076] Furthermore, the control unit can generate candidate share ratios for the rudder (67) and the wind-assisted propulsion device (50) for multiple operation scenarios (e.g., wind direction change, wind speed change, course change, etc.), calculate the expected fuel consumption change amount for each candidate share ratio, and then select and apply the candidate that minimizes the expected fuel consumption change amount.

[0077] Specifically, based on past or real-time operation data, the control unit can predict whether the change of course using the wind-assisted propulsion device (50) in a specific operation environment results in a smaller decrease in ship speed compared to the change of course using the rudder (67), or whether the output fluctuation and fuel consumption increase of the main engine (61) are relatively smaller.

[0078] Based on these prediction results, the control unit can set the course change contribution ratio to increase the contribution of the wind power assist propulsion device (50) or, conversely, increase the contribution of the rudder (67).

[0079] For example, when wind direction and wind speed conditions are favorable for the formation of a lateral component of the wind-assisted propulsion device (50), the control unit controls the operation angle of the wind-assisted propulsion device (50) during the course change process to prioritize the generation of a lateral force that contributes to turning, and the rudder (67) can be finely controlled only to the extent that it compensates for the residual deviation that is not corrected by the lateral force. Accordingly, the increase in drag due to the use of the rudder (67) is suppressed, thereby reducing the decrease in ship speed and the increase in fuel consumption.

[0080] Conversely, if the effect of changing course by the wind-assisted propulsion device (50) is limited due to wind direction and speed conditions or the operating condition of the vessel (1), or if there is a high possibility that the forward direction component of the wind-assisted propulsion device (50) will hinder the change of course, the control unit can control the wind-assisted propulsion device (50) to reduce or adjust the direction of the rudder (67) by relatively increasing its contribution to the change of course.

[0081] In this case as well, the control unit can control the rudder (67) by limiting the steering angle or the rate of change of the steering angle so that the output fluctuation and fuel consumption change of the main engine (61) are minimized.

[0082] Meanwhile, in an embodiment of the present invention, the control unit can determine the ratio of course change between the rudder (67) and the wind-assisted propulsion device (50) using an artificial intelligence model. The artificial intelligence model may be a model learned based on a plurality of training data pairs.

[0083] In one embodiment, the learning data pair may include an input value representing the operation and control status of the vessel (1) and an output value representing the operation efficiency calculated in correspondence with the input value.

[0084] For example, the input value may include at least one of wind direction, wind speed, speed of the vessel (1), target turning angle, operating angle of each wind power assist propulsion device (50), steering angle of the rudder (67), load of the main engine (61), rotational speed, or torque.

[0085] Meanwhile, the output value is a value representing the course change process or the operation result before and after the course change corresponding to the input value, and may include at least one of the operation efficiency indicators defined as the amount of speed reduction, the amount of output change of the main engine (61), the amount of fuel consumption change of the main engine (61), or a combination thereof.

[0086] As shown in FIG. 3, the control unit can obtain the operating values ​​of the rudder (67) and the wind-assisted propulsion device (50) and the course change sharing ratio by inputting the current operating state into such an artificial intelligence model so that the reduction in operating efficiency is minimized.

[0087] The control unit may predict changes in the operating environment before the change of course begins and control the wind-assisted propulsion device (50) and the rudder (67) in advance, or control them in real time based on the output of an artificial intelligence model according to changes in wind direction, wind speed, and main engine (61) load during the change of course.

[0088] Meanwhile, as previously described, the force of the forward direction component (i.e., the straight-line component) of the ship (1) generated by the wind-assisted propulsion device (50) acts in a direction that strengthens the straightness of the ship (1) during the course change process, thereby hindering the change of course of the ship (1) or reducing maneuverability.

[0089] Accordingly, the second embodiment of the present invention relates to a vessel equipped with a wind power assist propulsion device (50), wherein the operation of the wind power assist propulsion device (50) is controlled so that maneuverability can be ensured even when changing course.

[0090] In the second embodiment of the present invention, the control unit can control the wind-assisted propulsion device (50) so that the wind-assisted propulsion device (50) does not impede the maneuverability of the vessel (1) when the force generated by the wind-assisted propulsion device (50) (particularly, the forward direction component) is expected to reduce or impede the course change responsiveness. Accordingly, maneuverability can be secured without increasing the area of ​​the rudder (67) while installing the wind-assisted propulsion device (50).

[0091] The following description focuses on the differences between this embodiment and the preceding embodiment, and any parts omitted from the description are replaced by the preceding content. This also applies to other embodiments described below.

[0092] As illustrated in FIG. 5, the control unit may apply different control strategies for the rudder (67) and the wind-assisted propulsion device (50) depending on the operating state of the vessel (1). For example, in situations where propulsion efficiency is relatively important, such as high-speed cruising or ocean cruising, control that improves propulsion efficiency by actively utilizing the wind-assisted propulsion device (50) may be prioritized.

[0093] In this case, the control unit controls the operating angle or generated force of the wind power assist propulsion device (50), and the rudder (67) can be controlled to be used only within the range that corrects the deviation between the direction of the resultant force generated by the wind power assist propulsion device (50) and the target direction of change.

[0094] On the other hand, in situations where maneuverability is relatively important, such as entering, leaving, passing through narrow waterways, or navigating, the influence of external forces caused by the wind-assisted propulsion device (50) can be suppressed to prioritize securing maneuverability of the vessel (1).

[0095] In this case, if the control unit determines that the force generated by the wind-assisted propulsion device (50) may hinder the change of course of the vessel (1), it may limit or change the operation of the wind-assisted propulsion device (50) to minimize the influence of the wind.

[0096] In one embodiment, control in a situation where maneuverability is important may include at least one of a first control that switches the wind-assisted propulsion device (50) to a zero-lift state, a second control that retracts the wind-assisted propulsion device (50), and a third control that switches the wind-assisted propulsion device (50) to a tilted or folded state.

[0097] In this embodiment, switching to a no-lift state does not mean that the resultant force generated by the wind power assist propulsion device (50) becomes zero, but rather means a state in which the force component in the direction of travel of the vessel (1) among the resultant force generated by the wind power assist propulsion device (50) is removed or substantially minimized.

[0098] The control unit can selectively perform appropriate control among the first to third controls by considering the wind direction, wind speed, ship speed of the vessel (1), lateral slip condition, target turning angle and steering condition of the rudder (67).

[0099] For example, in the case of an emergency change of course, the wind power assist propulsion device (50) is first switched to a non-lift state to release the lift being added in the direction of travel of the vessel (1), thereby reducing the speed of the vessel (1).

[0100] Even afterwards, if the wind-assisted propulsion device (50) is affected by crosswinds or the like, the wind-assisted propulsion device (50) can be switched to a retracted or inclined state to further reduce the influence of the wind.

[0101] Meanwhile, in the case of entering, leaving, passing through a narrow channel or canal, the wind-assisted propulsion device (50) can be switched to a retracted or folded storage state to minimize the effect of the wind.

[0102] Depending on the type of wind power assist propulsion device (50), the control method in situations where maneuverability is important can be implemented differently.

[0103] For example, if the wind-assisted propulsion device (50) is a wing sail, the control unit can control the rotation angle of the wing sail to switch to a no-lift state, and if necessary, switch the wing sail to a retracted or inclined state to minimize the effect of the wind.

[0104] When the wind power assist propulsion device (50) is a suction sail, the control unit can switch the suction system to Off to suppress the generation of lift, and then switch the suction sail to a rotated, retracted, or inclined state.

[0105] In addition, when the wind power assist propulsion device (50) is a rotor sail, the control unit switches the rotor drive to Off to suppress the generation of lateral force by the rotor sail, and can switch the rotor to a retracted or inclined state if necessary.

[0106] According to an embodiment of the present invention, the control unit can ensure a balance between operational efficiency and maneuverability even when the wind power assist propulsion device (50) is installed by actively utilizing the operation of the wind power assist propulsion device (50) according to the operating condition or by limiting the influence of the wind power assist propulsion device (50) to be minimized.

[0107] In particular, in situations where maneuverability is important, by suppressing the reduction in maneuverability caused by the wind-assisted propulsion device (50), safe course change and maneuverability of the vessel (1) can be secured without increasing the area of ​​the rudder (67).

[0108] In an embodiment of the present invention, the vessel (1) may include a steering means for propulsion and steering of the vessel (1) so that sufficient steering performance is ensured even when a wind-assisted propulsion device (50) is installed.

[0109] For example, the vessel (1) may include a high lift rudder as a rudder (67). The high lift rudder can generate a greater lateral force and turning moment relative to the same rudder area, so even if the force component in the direction of travel of the vessel (1) is increased by the wind-assisted propulsion device (50), sufficient turning performance and maneuverability can be ensured when changing course.

[0110] Additionally, in an embodiment of the present invention, the vessel (1) may include a pod propulsion device that can be used in place of or together with the rudder (67), or a thruster that is used together with the rudder (67) or the pod propulsion device to assist in turning performance.

[0111] In this way, according to an embodiment of the present invention, the vessel (1) can secure stable turning performance and maneuverability in various operating situations even when the wind-assisted propulsion device (50) is installed by applying a combination of at least one of a rudder (67) including a high-lift rudder, a pod thruster, and a thruster.

[0112] Meanwhile, when the propulsion force of the vessel (1) is assisted by the wind power assist propulsion device (50), the load required on the propulsion shaft (62) to maintain the same vessel speed may be reduced. Accordingly, residual power that is not used for propulsion may be generated from the main engine (61). The third embodiment of the present invention relates to a vessel (1) equipped with a wind power assist propulsion device (50) and a shaft generator (64) so ​​that the residual power can be utilized as electrical energy.

[0113] In the third embodiment of the present invention, when a portion of the propulsion force of the ship (1) is replaced by the wind-assisted propulsion device (50), the torque applied to the propulsion shaft (62) is reduced, and the main engine (61) has output margin under the same ship speed conditions.

[0114] The control unit can recover the residual power of the main engine (61) into electrical energy through a power take-off (PTO) device by adjusting the power generation load of the shaft generator (64) to correspond to this output margin.

[0115] In one embodiment, when the wind-assisted propulsion device (50) assists about 10% of the total propulsion power under the same ship speed conditions, the required output of the main engine (61) can also be reduced to a corresponding level, and power corresponding to the reduced output can be produced as electricity through the PTO of the shaft generator (64). The produced electricity can be supplied to the load of the ship's power system and used to replace the operation of the generator engine (70) or to reduce its operating frequency.

[0116] Accordingly, the vessel (1) according to the present embodiment can reduce fuel consumption by minimizing the operation of the generator engine (70), and as a result, can obtain an improved fuel efficiency effect. In addition, as the operating time of the generator engine (70) is reduced, the emissions of greenhouse gases including methane slip and carbon dioxide can also be reduced.

[0117] In addition, in this embodiment, considering that the output margin of the main engine (61) increases due to the application of the wind power auxiliary propulsion device (50), a shaft generator (64) with a relatively large capacity compared to a conventional ship can be applied.

[0118] For example, compared to the case where multiple sets of shaft generators (64) generally applied to liquefied natural gas carriers (LNGCs) are configured to be of approximately 2.0 to 2.1 MW, in a vessel (1) equipped with a wind power auxiliary propulsion device (50), the available output margin of the main engine (61) increases, so it may be possible to apply multiple sets of shaft generators (64) of approximately 2.5 MW.

[0119] In this way, according to an embodiment of the present invention, the residual power of the main engine (61) generated by the application of the wind power assist propulsion device (50) is recovered as electrical energy through the shaft generator (64) and supplied to the onboard power system, thereby simultaneously achieving improved propulsion efficiency, minimized operation of the generator engine (70), reduced fuel consumption, and reduced exhaust gas.

[0120] Meanwhile, when designing and constructing the ship (1), a light running margin is determined to ensure propulsion performance and engine operation stability under actual operating conditions. The light running margin is an indicator representing a design margin that is set so that the main engine (61) can operate stably with respect to the output required for the propeller and propulsion shaft system under design ship speed conditions.

[0121] This light running margin is required so that the main engine (61) does not reach an overload state and operates within the target rotational speed and output range even when the load on the propeller and propeller shaft system differs from the design state due to changes in the operating environment, such as sea conditions, hull contamination, draft change, deviation in propeller characteristics, and increased mechanical resistance due to wear of the propeller shaft system.

[0122] Meanwhile, in the case of a ship (1) in which power take-off (PTO) is performed through a shaft generator (64), the effective output that the main engine (61) must handle at the design speed includes the output taken out by the PTO in addition to the output required for the propeller, so a larger light running margin may be required during design.

[0123] However, in a vessel (1) equipped with a wind-assisted propulsion device (50), as additional propulsion force is provided to the hull by the wind-assisted propulsion device (50) under the same vessel speed conditions, the output required for the propeller and propulsion shaft system may be reduced.

[0124] For example, when the wind power assist propulsion device (50) is operated to assist some of the thrust, the torque that the main engine (61) must transmit through the propulsion shaft (62) to maintain the same ship speed may be reduced.

[0125] In addition, even under heavy running conditions where the load required for propulsion increases due to hull contamination, deterioration of sea conditions, increased draft, and wear of the propulsion shaft system, the main engine (61) can be assisted to operate within the target rotational speed range by reducing a portion of the load required on the propulsion shaft (62) through the operation of the wind power assist propulsion device (50).

[0126] Meanwhile, when the load required for propulsion is reduced due to the operation of the wind power assist propulsion device (50), a light running phenomenon may occur in which the rotational speed of the propeller increases as the load applied to the propulsion shaft (62) decreases.

[0127] Accordingly, in this embodiment, considering the tendency of the rotational speed to increase due to the operation of the wind power assist propulsion device (50), an engine margin can be set so that the main engine (61) can be operated stably within the allowable rotational speed limit.

[0128] For example, by setting the maximum continuous rating (MCR) and normal continuous rating (NCR) of the main engine (61), a margin can be secured so that the main engine (61) can be operated within the allowable rotational speed limit even during light running.

[0129] At this time, if the amount of PTO output is set or controlled such that the output of the propulsion shaft (62) reduced by the wind power assist propulsion device (50) substantially offsets the output withdrawn through the PTO, the total effective output borne by the main engine (61) can be maintained within a range substantially the same as when the wind power assist propulsion device (50) is not installed, and accordingly, even if PTO operation is assumed, stable operation of the main engine (61) is possible without increasing the previously set light running margin.

[0130] For example, if the propulsion power based on the same ship speed is reduced by 1,000 kW by operating the wind-assisted propulsion device (50) under specific linear and operating conditions, the light running margin can be reduced by about 1%, and in this embodiment, the light running margin can be maintained at the first range by distributing this propulsion margin to the PTO take-off.

[0131] That is, according to the present embodiment, a standard vessel designed to have a first range of light running margin without being equipped with a wind power assist propulsion device (50) and a shaft generator (64) is additionally equipped with a wind power assist propulsion device (50) and a shaft generator (64), and the wind power assist propulsion device (50) is provided with specifications that offset the required output of the main engine (61) increased by the power take-off (PTO) of the shaft generator (64) under the same vessel speed conditions, so that the light running margin of the vessel (1) can be maintained in the first range even when considering the PTO operation by the shaft generator (64) of the vessel (1).

[0132] In this embodiment, the control unit of the ship (1) can reduce the amount of power generated by the generator engine (70) by increasing the amount of power taken out by the shaft generator (64) in response to the degree to which the output required for propulsion by the wind power assist propulsion device (50) is reduced and supplying it to the onboard power load.

[0133] In addition, according to the present embodiment, the shaft generator (64) draws out the propulsion surplus generated by the wind power auxiliary propulsion device (50) and supplies it to the grid load, thereby allowing the application of a shaft generator (64) with a relatively large rating without increasing the light running margin.

[0134] Meanwhile, it is also possible to design the vessel to compensate for the decrease in propulsion efficiency that may occur when changing the shape of the vessel (1), which was previously equipped with two skegs, into a single skeg vessel through the propulsion assistance provided by the wind power assist propulsion device (50).

[0135] In addition to the embodiments described above, the invention encompasses all embodiments resulting from a combination of the above embodiments and known technology.

[0136] Although the present invention has been described in detail through specific embodiments, this is for the purpose of specifically explaining the invention, and the invention is not limited thereto. It will be apparent that modifications or improvements can be made by those skilled in the art within the technical scope of the invention.

[0137] All simple variations or modifications of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be clarified by the appended claims.

Claims

1. A rudder that adjusts the navigation direction of the vessel by controlling the direction of fluid flow generated from the vessel's propeller; A wind-assisted propulsion device that deflects the flow of wind to generate a force acting on the hull and uses said force to assist in the propulsion or change of course of said vessel; and It includes a control unit that controls the rudder and the wind-assisted propulsion device so that the above vessel operates along the target navigation direction, The above control unit A vessel characterized by controlling the rudder and the wind-assisted propulsion device based on the operational efficiency of the vessel.

2. In Paragraph 1, The above control unit, when the vessel changes course, A ship characterized by determining a ratio of course change sharing between the rudder and the wind-assisted propulsion device so as to minimize at least one of the reduction in the ship's speed, fluctuation in the output of the main engine, and change in the fuel consumption of the main engine, and controlling the rudder and the wind-assisted propulsion device according to the determined sharing ratio.

3. In Paragraph 1, The above wind-assisted propulsion device is provided in multiple units, and The above control unit A ship characterized by first controlling each of the aforementioned wind-assisted propulsion devices so that the direction of the resultant force generated by the aforementioned plurality of wind-assisted propulsion devices becomes closer to the target navigation direction of the ship, and additionally controlling the rudder when there is a residual deviation between the target navigation direction and the direction of the resultant force.

4. In Paragraph 1, The above control unit A ship characterized by determining the ratio of course change contribution of the rudder and the wind-assisted propulsion device using an artificial intelligence model learned based on learning data, wherein at least one of wind direction, wind speed, the ship's speed, a target course change angle, the operating angle of each wind-assisted propulsion device, the steering angle of the rudder, the load of the main engine, and the torque applied to the propulsion shaft is used as an input value, and at least one of the amount of speed reduction, the amount of output fluctuation of the main engine, and the amount of fuel consumption change of the main engine is used as an output value.

5. In Paragraph 1, The above rudder includes a first rudder corresponding to the left propeller and a second rudder corresponding to the right propeller, and The above control unit A ship characterized by the angles of the first rudder and the second rudder being controllable, respectively.

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