JP2019098905A - Regenerative braking mechanism for ship and ship using it - Google Patents

Abstract

To develop an effective regenerative braking mechanism for a ship to utilize effectively energy because there is few effective braking means for a ship and also to use this as an effective turning means of a ship.SOLUTION: A regenerative braking mechanism stores rotors connected to the electric generators underwater, or in the structure such as the hull or the fin which does not disturb streamlines during propulsion, and obtains a large braking effect by rotating the rotors underwater during braking. The regenerative braking mechanism is also provided on both sides of a ship and is utilized to turn the ship by braking only on one side.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a regenerative braking mechanism that generates electric power and charges a storage battery while realizing braking of a ship, and a turning mechanism that utilizes the regenerative braking mechanism.

  Disc brakes that use frictional force and engine brakes that perform braking by resistance of the engine are used for braking gasoline-powered vehicles. Among the widespread use of electric vehicles, a regenerative brake is used which uses a motor used for driving as a generator to brake and charge the on-vehicle battery with the obtained electric power. For example, the technology disclosed in Patent Document 1 is that.

  In ships, in addition to braking due to water resistance, reverse rotation of the screw is used to help braking. Also in the electric propulsion type ship, a technique using a propeller or a side thruster as a regenerative brake is disclosed as in the electric car. For example, patent documents 2 and 3 are it.

  As propellers that can be rotated and generated in water, propellers disclosed in Patent Document 4 and rotors having a cross-sectional shape of an airfoil such as a rotor for tidal current power generation illustrated in Patent Document 5 as well as galloping A rotor having a cross-sectional shape that rotates on the principle of

JP-A-5-176406 Unexamined-Japanese-Patent No. 2014-129048 JP, 2017-193224, A JP, 2015-214898, A JP, 2013-508592, A

  It is common practice to reverse the propeller by braking a fossil fuel-powered vessel, but only after some reduction in speed due to water resistance. In general, it is difficult to apply a large braking force by reverse rotation of a streamlined stern propeller. The side thrusters can not be expected to make a significant contribution as a braking means. As disclosed in Patent Documents 2 and 3, there is a technology that uses the main propeller as a regenerative brake in an electric propulsion ship, but considering the efficiency of the regenerative brake, a regenerative braking mechanism is attached to the forward and side of the hull which receives flow more directly Is preferred.

  It is known that even in the case of using a reverse rotation at Pro Para in a large inertia ship such as a tanker, it takes more than 15 minutes from the maximum speed to a stop, during which time the ship moves approximately 3 kilometers. Therefore, unlike cars, it is difficult to say that effective braking means are equipped in ships, and this is a problem to be solved in terms of risk avoidance.

  While it is possible to introduce technologies that give reverse propulsion to the front of the ship, simply introducing these mechanisms will increase energy consumption and resistance during propulsion. From the viewpoint of effective use of energy, it is preferable that there is a regenerative braking mechanism that does not become a resistance at the time of propulsion but recovers and uses the energy at the time of braking.

  In addition, it is known that the maximum steering angle is 35 degrees in the rudder regardless of the size of the ship. It is difficult to make small turns at promotion. It is more preferable if braking can be used to achieve a large steering angle without wasting energy.

  The ship regenerative brake according to the present invention does not use a main propeller but is installed separately. At the time of propulsion, it does not become resistance, but at the time of braking, it receives power of flowing water, rotates the rotor and generates electric power while effectively reducing the speed, and recovers and utilizes kinetic energy as electric energy.

  Therefore, in the ship regenerative braking mechanism according to the first aspect of the present invention, a power generation system is installed with a rotor held on the water surface of the ship or without disturbing the streamlines on fins under the water surface of the ship. Make sure to receive water resistance only when braking. This can double as a movable fin stabilizer. In addition, regenerative braking is performed by generating electricity using a rotor mounted on a center board used in a yacht, a fin type structure provided on an existing ship such as a rudder, or a fin type structure newly provided for the present invention. .

  As shown in claim 2, in order not to increase the resistance during propulsion but to allow a large deceleration during braking, the shape of the rotor is twice rotational symmetric (i.e. close to a rod) so as to be integrated into the fin type structure It is desirable to be two wings. At the time of propulsion, the outer shape of the rotor fits in a position close to the surface of the fin structure or the cross-sectional outline, but the streamlines are not disturbed at the time of braking.

  The blade cross section of the rotor can serve its purpose in the form of an airfoil found on propellers and tidal power generation rotors, which is useful for obtaining reverse thrust. However, to effectively perform only braking, it is preferable to use a rotor having a cross-sectional shape (hereinafter referred to as a galloping type) that rotates on the principle of galloping with higher speed reduction capability as described in claim 3 is there.

  As shown in claim 4, by attaching the above-mentioned regenerative braking mechanism to the port side and the starboard side of the ship, both sides receive flow and perform regenerative braking, while receiving flow only with one side and reducing energy loss the hull It is possible to make a turn of

  In addition, as shown in claim 5, by using the electric power obtained by the regenerative braking of the both sides for the propeller of the ship and the rotation in the reverse propulsion direction of other unused regenerative braking rotors, the braking can be made more effective. It can be carried out. Also in turning, turning can be performed more effectively by rotating the rotor of the other side in the propulsion direction with the power obtained by regenerative braking of one side.

  According to the present invention, although it does not become a resistance at the time of propulsion, it becomes possible to receive power of flowing water at the time of braking and generate power while effectively reducing the speed by recovering the kinetic energy as electrical energy. In addition, by installing the same braking mechanism on both sides, it becomes possible to perform turning effectively.

It is a figure of the ship provided with the ship regeneration mechanism of a 1st embodiment. (A) Side view of the rotor integrated with a fin structure (b) It is a rear view. It is a figure of the ship provided with the ship regeneration mechanism of a 2nd embodiment. It is a figure of the ship provided with the fin integrated type regeneration mechanism of 3rd Embodiment. Fig. 2 shows a cross section of the rotor (a) an airfoil and (b) a galloping die. It is an operation view of propulsion / braking / turning of a ship.

  Hereinafter, the actual condition of the ship's regenerative braking mechanism according to the present invention will be listed and explained based on the attached drawings.

First Embodiment
FIG. 1 shows a hydrofoil vessel utilizing the ship's regenerative braking mechanism according to the first embodiment. The vessel 1, which is a hydrofoil, has a hydrofoil below the hull, and can be propelled with less resistance by raising the hull by the lift of the hydrofoil as the propulsion speed increases. At high speed propulsion, only part or all of the hydrofoil is present under the water surface 3.

  When the regenerative braking mechanism 2 of the present invention is installed in the space under the hull lifted by the hydrofoil, the invention according to the first embodiment is realized which is kept on water at high speed propulsion and operates in water at braking.

  At this time, any of the available technologies such as Patent Documents 4 and 5 may be used for the shape of the rotor and the number of blades connected to the generator by the transmission mechanism. In addition, it is possible to use various known techniques for the type of generator, the control system of the generated power, and the storage method.

   Power is supplied to the generator and used as a propulsion auxiliary propeller by changing the pitch angle of the rotor, changing the direction of the rotor, or devising the shape of the wing to operate regardless of the direction of rotation. If so, the regenerative braking mechanism does not become an obstacle to propulsion in the low speed propulsion state.

  It is also possible to provide a lift mechanism to the regenerative braking mechanism below the hull and to exert braking from high speed propulsion. Not limited to the hydrofoil, it can be similarly applied to braking of a ship having a space under the hull, such as a catamaran.

  By applying the rotor integrated with the fin-type structure according to claim 2 of the present invention to the hydrofoil structure (support column and / or hydrofoil), high regenerative braking can be achieved immediately upon braking without hindrance during propulsion. Since it is possible to realize, this will be described.

  FIG. 2 shows (a) a side view and (b) a rear view of a rotor integrated into a fin structure. By setting the shape of the rotor to two-fold rotational symmetry (that is, linear) two wings, it is possible to prevent the streamline from being disturbed by fixing the rotor at the angle drawn in the figure at the time of propulsion (this Is referred to as a fin-integrated regenerative braking mechanism hereinafter). By allowing rotation at the time of braking, the rotor moves in the trajectory of the dotted circle of (b) far beyond the cross-sectional area of the fin, and therefore receives a large amount of water flow energy. This enables effective switching between propulsion and braking.

  The generator used here may be any known generator. The generator may be installed in the fin, and it is also possible to appropriately select and transfer known conversion transmission mechanisms such as gears, belts, chains, hydraulics and hydraulics to the generator in the ship. It is desirable to use a generator as a motor, since it is necessary to return the rotor to a predetermined angle and fix it during propulsion. In addition, at the time of propulsion, it may be positively rotated in the driving direction as propulsion assistance. In addition, in order to hold | maintain at a predetermined angle, it is desirable to provide a lock mechanism.

  The shape of the fins may vary. When the fin-integrated regenerative braking mechanism is applied to the hydrofoil structure, part or all of the hydrofoil support portion or hydrofoil may be formed. Although it is complicated, it is also possible to make the fins three times rotational symmetric and fit three wings if necessary. The materials used and the control system may use any technique in accordance with the purpose.

Second Embodiment
FIG. 3 shows a ship that switches use / nonuse of the ship regenerative braking mechanism using the arm according to the second embodiment. At the time of propulsion, the regenerative mechanism is held above the water, and at the time of braking, the regenerative braking mechanism is submerged below the water surface. The structure of an arm or the like as a method of holding on water can be arbitrarily selected as long as it is a mechanism capable of adjusting strength and height. There is also flexibility in the way it is held in the space above the water or in the hull above the water. Further, the regenerative braking mechanism stored from the underwater part of the hull by the arm may be deployed.

  It is also possible to use the above-described fin-integrated regenerative power generation mechanism described with reference to FIG. It is possible to make effective use of first stage braking by immersion of fins and second stage braking using rotor rotation.

  Also in the second embodiment, any technology according to the purpose may be used for the power generation mechanism, the transmission mechanism, the used material, and the control system.

Third Embodiment
FIG. 4 shows an embodiment in which the fin integrated regenerative braking mechanism is positively matched with the existing hull structure. FIG. 4a is used to form part of a moveable / fixed fin stabilizer. In (b), it is used as part of a center board used in yachts and the like. When integrated into the existing structure, it can be introduced without interfering with the conventional fluidic design devised for propulsion, and braking and improvement of turning performance as will be described later become possible.

  The present invention is not limited to the above, and in addition to the rudder, the existing ship structure may be incorporated into an existing fin-like structure such as an overhanging structure of a keel, or may be newly introduced for regenerative braking.

  Also in the third embodiment, any technique suitable for the purpose may be used for the power generation mechanism, the transmission mechanism, the used material, and the control system.

  In any of the above-described embodiments, the shape of the blade can be made higher in braking ability. In particular, the galloping-type rotor (FIG. 5 (b)) described in claim 3 is highly effective. The galloping type has a concave or flat surface upstream of the water flow and rotates while taking advantage of the flow separation effect. According to the inventor's examination, although there is no big difference in the power generation capacity, it is suitable for braking since it receives a larger effect.

  The galloping type is suitable for the purpose of the present invention because the structure is simple and the integrated fin type regenerative braking mechanism can convert the flow from the undisturbed state to the state of receiving more drag. However, since the propeller type (a) with a pitch angle and wing-shaped cross section is superior in ability as a propelling propeller when power is applied, combining these to obtain both propulsive force and braking force Is also possible.

  FIG. 6 illustrates that the regenerative braking mechanism of the present invention can be utilized not only for braking but also for turning. Although FIG. 6 shows a structure close to that of FIG. 4A using the fin integrated regenerative braking mechanism, the same applies to the other embodiments.

  By installing the regenerative braking mechanism of the present invention on both the port and the starboard of the hull, resistance is small at the time of propulsion as shown in FIG. 6 (a), and regenerative braking can be performed firmly at the time of braking as shown in (b). . Furthermore, as shown in claim 4 and FIG. 6 (c), turning can be advantageously performed by utilizing only the braking of the mold. With resistance on one side and no resistance on the other side, a torque is generated about the braking side.

  In order to effectively turn, it is preferable that the left and right regenerative braking mechanisms of the hull be as far as possible from the center of the hull. As shown in FIG. 6 (c), in the case where a two-pronged propeller having a single shaft is also used as a turning aid, it is advantageous that the distance between the two is also greater than the center.

  As described in claim 5, a plurality of regenerative braking devices according to the present invention are provided on the left and right sides, and the power obtained by a part of the regenerative braking is used for propulsion rotation / reverse propulsion rotation of the rotor in another non-braking state. It is possible to utilize braking / turning effectively. This is to enhance the braking and turning ability according to claim 4, and in the case of braking, balancing is performed so that the braking force is evenly generated in the traveling direction, and in the case of turning, strengthening of the bias is given. To generate a turning force.

  While the embodiments of the present invention have been described in detail, it should be understood that modifications, variations and changes may be made without departing from the scope of the claims.

1 ship 2 ship's regenerative braking mechanism 3 water surface 4 fins 5 rotating shaft 6 regenerative braking mechanism integrated with fins

By changing the pitch angle of the rotor, changing the direction of the rotor, or devising the shape of the wing, the rotor can be used not only for braking but also for propulsion, and power is supplied to the generator to be used as an auxiliary propeller for propulsion. If utilized, the regenerative braking mechanism is also useful for propulsion.

It is also possible to provide a lift mechanism to the regenerative braking mechanism under the hull, to land the rotor from the water to the water, and to exert braking. That is, the invention is not limited to the hydrofoil, but can be similarly applied to the braking of a ship having a space under the hull like a twin-barre.

Claims (5)

  The rotor connected to the generator by the transmission mechanism is held on the water when the ship is propelled, or fixed to a movable fin stabilizer or arm under the water surface of the hull, etc. or stored or not stored under the water surface It is fixed to the fin type structure of the hull such as a board or a rudder, and when braking the ship, the above water rotor is landed, or a fin stabilizer or an arm etc. connecting the rotor from under the water surface is deployed from the stored state to allow rotation. The ship's regenerative braking mechanism is characterized in that the ship is decelerated while generating power by allowing rotation of the rotor from a state fixed to the fin type structure below the water surface.   The rotor supported by the retractable / fixed fin stabilizer or a fin type structure other than a propeller such as a center board or a rudder is a two-rotary symmetrical two-bladed rotor, and the upstream side or downstream side of the fin type structure or The rotor is supported at one or a combination of these at one of these intermediate positions, and the rotary shaft of the rotor is in the fin type structure, and the two wings of the rotor at the time of propulsion are faces of the fin structure or It is characterized in that the flow line is not disturbed by being fixed so as to be fitted in a position close to the cross-sectional contour line, but it is rotationally operated beyond the surface and the contour line during braking to firmly receive flow energy. The regenerative braking mechanism for ships according to claim 1.   The marine vessel regenerative braking mechanism according to any one of claims 1 and 2, wherein the rotor is a rotor having a cross-sectional shape that rotates on the galloping principle.   4. A ship regenerative braking mechanism according to any one of claims 1 to 3 or a combination thereof is provided at least on the left and right sides of the ship, and at the time of braking, regenerative braking operation is simultaneously performed by both sides to perform effective deceleration. Alternatively, the vessel is characterized in that turning is effectively performed by braking only one of the starboard side or the port side.   A plurality of marine vessel regenerative braking mechanisms combining at least one of claims 1 to 3 or 4 are provided at least on both the left and right sides, and the electric power obtained in a part of the regenerative braking operation is put into another non-braking state Effectively use braking for reverse propulsion rotation of one rotor and / or use the electric power obtained by regenerative braking operation of one side for propulsive rotation of a rotor in the non-braking state of another side to effect turning A ship characterized by being

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