JP6603867B2 - Ship regenerative braking mechanism and ship using the same - Google Patents

Description

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

  Disc brakes that use frictional force and engine brakes that perform braking by engine resistance are used to brake gasoline-powered automobiles. In the widespread use of electric vehicles, regenerative brakes are used in which braking is performed by using a motor used for driving as a generator, and charging of an in-vehicle battery is performed with the obtained electric power. For example, this is the technique disclosed in Patent Document 1.

  In a ship, in addition to braking by resistance of water, it is performed to assist braking by reversely rotating a screw. A technique using a propeller and a side thruster as a regenerative brake is also disclosed in an electric propulsion type ship, as in an electric vehicle. For example, Patent Documents 2 and 3 are examples thereof.

  Examples of propellers that can generate power by rotating in water include a propeller disclosed in Patent Document 4, a rotor having a blade-shaped cross-sectional shape such as a tidal current power generator illustrated in Patent Document 5, and galloping A rotor having a cross-sectional shape rotating on the principle of the above is disclosed.

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

  The propeller is rotated in reverse by braking a fossil fuel-driven ship, but this is done after the speed is reduced to some extent due to the drop in speed due to the resistance of water. Generally, it is difficult to apply a large braking force by reverse rotation of a propeller at the stern formed in a streamlined shape. Side thrusters cannot be expected to make a significant contribution as braking means. As disclosed in Patent Documents 2 and 3, there is a technology that uses a 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 front or side of the hull that receives the flow more directly. It is preferable.

  It is known that a ship with large inertia such as a tanker takes 15 minutes or more from the maximum speed to stop even if reverse rotation is used in the propeller, and the ship moves nearly 3 kilometers during that time. Therefore, unlike an automobile, it is difficult to say that an effective braking means is provided in a ship, and this is a problem to be solved from the viewpoint of danger avoidance.

  Although it is possible to introduce a technology that gives a reverse propulsive force in front of a ship, simply introducing these mechanisms increases energy consumption and resistance during propulsion. From the viewpoint of effective energy utilization, it is preferable that there is a regenerative braking mechanism that does not become a resistance during propulsion but can recover and utilize energy during braking.

  Moreover, it is known that the maximum rudder angle is 35 degrees for rudder regardless of the size of the ship. When propelling, small turns are not effective. It is more preferable if a large steering angle can be obtained without wasting energy by utilizing braking.

  The marine regenerative brake of the present invention is installed separately from the main propeller instead of using it. Although it does not become a resistance during propulsion, it receives power from flowing water during braking, and the rotor rotates to generate power while effectively reducing the speed, and kinetic energy is recovered and used as electrical energy.

  For this reason, in the regenerative braking mechanism for a ship according to the first aspect of the present invention, a power generation system in which a rotor is attached in a form that does not disturb a streamline is held on a water surface of a ship or a fin under the water surface of a ship body, Apply running water resistance only during braking. This can double as a movable fin stabilizer. Also, regenerative braking is performed by generating electricity with a fin-type structure installed in an existing ship such as a center board or rudder used in a yacht, or a fin-type structure newly provided for the present invention. .

  As shown in claim 2, in order not to increase resistance during propulsion but to allow large deceleration during braking, the shape of the rotor is two-fold rotationally symmetric (ie, close to a rod shape) so as to be integrated into the fin-type structure. ) It is desirable to have two feathers. During propulsion, the outer shape of the rotor is close to the surface of the fin structure and the cross-sectional contour line, so that the streamline is not disturbed. However, during braking, the rotor moves beyond the fin surface and cross-sectional contour line, and the regenerative braking can be performed firmly.

  The blade cross-section of the rotor can serve its purpose with the airfoil found in propellers and tidal power generator rotors, which is effective when obtaining reverse thrust. However, in order to effectively perform only braking, as described in claim 3, 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 deceleration capability. is there.

  As shown in claim 4, by attaching the above regenerative braking mechanism to the port and starboard of the ship, both sides receive the flow and regenerative braking, and only one side receives the flow and less energy loss. Can be turned.

  Further, as shown in claim 5, the electric power obtained by the regenerative braking of both sides is used for the rotation in the reverse propulsion direction of the propeller of the ship or other unused regenerative braking rotor, thereby further effectively braking. It can be carried out. Also in turning, the turning can be performed more effectively by rotating the opposite side rotor in the propulsion direction with the electric power obtained by the regenerative braking of one side.

  According to the present invention, although resistance does not occur during propulsion, it is possible to recover kinetic energy as electric energy by generating power while effectively reducing the speed by receiving the force of flowing water during braking. Moreover, it becomes possible to turn effectively by installing the same braking mechanism on both sides.

It is a figure of the ship provided with the regenerative mechanism for ships of 1st Embodiment. It is the (a) side view of the rotor integrated in a fin structure, (b) It is a rear view. It is a figure of the ship provided with the regeneration mechanism for ships of 2nd Embodiment. It is a figure of the ship provided with the fin integrated regeneration mechanism of 3rd Embodiment. It is a figure which shows the cross section (a) airfoil type and (b) galloping type | mold of a rotor. It is an operation diagram of propulsion / braking / turning of a ship.

  Hereinafter, the actual condition of the regenerative braking mechanism for ships according to the present invention will be described and described with reference to the accompanying drawings.

(First embodiment)
FIG. 1 shows a hydrofoil ship using the marine regenerative braking mechanism according to the first embodiment. The ship 1 which is a hydrofoil ship has hydrofoil under the hull, and as the propulsion speed increases, the hull is pulled up by the lift of the hydrofoil and can be propelled with less resistance. During high-speed propulsion, only a part or all of the hydrofoil exists below 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 aspect is realized, which is kept on the water during high-speed propulsion and operates in water during braking.

  At this time, any of available technologies such as Patent Documents 4 and 5 may be used for the shape of the rotor and the number of wings connected to the generator by the transmission mechanism. Various known techniques can also be used for the type of generator, the control system for the generated power, and the storage method.

Change the rotor pitch angle, change the rotor orientation, or devise the wing shape to make the rotor usable not only for braking but also for propulsion, supplying power to the generator as an auxiliary propeller for propulsion If used, the regenerative braking mechanism is also useful for propulsion.

It is also possible to provide an elevating mechanism in the regenerative braking mechanism under the hull so that the rotor is landed from the surface of the water to the water to exert the braking. In other words, the present invention can be used not only for hydrofoil but also for braking a ship having a space under the hull like 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 is immediately performed at the time of braking without being disturbed during propulsion. Since this is possible, this will be described.

  FIG. 2 shows a (a) side view and (b) rear view of a rotor integrated into a fin structure. The rotor shape is two-fold rotationally symmetric (that is, linear), so that the streamline can be prevented from being disturbed if the rotor is fixed at the angle depicted in the figure during propulsion (this) Is hereinafter referred to as a fin-integrated regenerative braking mechanism). By allowing the rotation during braking, the rotor greatly exceeds the cross-sectional area of the fin and moves in the trajectory of the dotted circle in (b), so that it receives a large amount of water flow energy. This effectively switches between propulsion and braking.

  Any known generator may be used here. The generator may be installed in the fin, and a known conversion transmission mechanism such as a gear, a belt, a chain, hydraulic pressure or water pressure may be appropriately selected and transmitted to the generator in the hull. Since the rotor needs to be returned to a predetermined angle and fixed when propelled, it is desirable to use a generator as a motor. Further, during propulsion, it may be positively rotated in the driving direction to provide propulsion assistance. It is desirable to provide a lock mechanism in order to hold at a predetermined angle.

  The shape of the fin may vary. When the fin-integrated regenerative braking mechanism is applied to the hydrofoil structure, part or all of the hydrofoil support part and hydrofoil may be formed. Although it is complicated, it is possible to make the fins rotationally symmetric three times and contain three wings as necessary. For the material to be used and the control system, any technique in accordance with the purpose may be used.

(Second Embodiment)
FIG. 3 shows a ship that switches use / non-use of the ship regenerative braking mechanism using the arm according to the second embodiment. The regenerative braking mechanism is held on the water during propulsion, and the regenerative braking mechanism is submerged under the water during braking. The structure of the arm or the like as a method of holding on the water can be arbitrarily selected as long as the mechanism can adjust the strength and height. There is also a degree of freedom in how to hold it in the water space or in the water hull. Further, the regenerative braking mechanism stored from the underwater part of the hull may be developed by the arm.

  The fin-integrated regenerative power generation mechanism described with reference to FIG. 2 can also be used. It is possible to effectively utilize the first-stage braking by fin water immersion and the second-stage braking using rotor rotation.

  Also in the second embodiment, any technology that meets the purpose may be used for the power generation mechanism, the transmission mechanism, the material used, 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. 4 (a) is used to form part of a movable / fixed fin stabilizer. In (b), it is used as part of the center board used in yachts. If it is integrated with the existing structure, it can be introduced without hindering the conventional fluid design devised for propulsion, and the braking performance can be improved as described later.

  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 a keel projecting structure, or may be newly introduced for regenerative braking.

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

  In any of the above embodiments, the shape of the blade can be made higher in braking ability. In particular, the galloping rotor described in claim 3 (FIG. 5B) is highly effective. The galloping type has a concave surface or a flat surface on the upstream side of the water flow, and rotates while utilizing the separation effect of the flow. According to the inventor's study, there is no great difference in the generated power, but it is more effective and is suitable for braking.

  The galloping type is suitable for the purpose of the present invention because the structure is simple and the fin-integrated regenerative braking mechanism can be converted from a state in which the flow is not disturbed to a state in which a larger drag is received. However, the propeller type (a) with a pitch angle and a wing-shaped cross section is superior in terms of propulsion propeller capacity when electric power is applied, so that both propulsive force and braking force can be obtained by combining them. Is also possible.

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

  By installing the regenerative braking mechanism of the present invention on both the port side and starboard side of the hull, resistance is low during propulsion as shown in FIG. 6 (a), and regenerative braking can be performed firmly during braking as shown in (b). . Furthermore, as shown in claim 4 and FIG. 6 (c), the turning can be advantageously performed by utilizing only the braking of the mold. Due to the resistance on one side and the resistance on the other side, there is a rotational force around the braking side.

  In order to perform turning effectively, 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), when the two-axis propulsion propeller is also aided in turning, it is advantageous that these are further away from the center.

  According to a fifth aspect of the present invention, a plurality of regenerative braking devices of the present invention are provided on both the left and right sides, and electric power obtained by a part of the regenerative braking is used for propulsion rotation / reverse propulsion rotation of a rotor in another non-braking state. It is possible to use braking / turning effectively. This enhances the braking and turning ability according to claim 4, and in the case of braking, it is balanced so that the braking force is evenly generated in the traveling direction, and in the case of turning, the bias is strengthened. To produce a turning force.

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

DESCRIPTION OF SYMBOLS 1 Ship 2 Regenerative braking mechanism for ships 3 Water surface 4 Fin 5 Rotating shaft 6 Regenerative braking mechanism integrated with fin

Claims (1)

In a hydrofoil ship with a rotor connected to a generator by a transmission mechanism, when the hydrofoil ship is propelled, the rotor installed on the bottom of the ship or the support pillar of the hydrofoil structure is levitated by the lift of the hydrofoil and put on the water. A marine regenerative braking mechanism that holds and decelerates the hull while generating electricity by landing the rotor and allowing its rotation by resistance of running water when braking the hydrofoil.

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