KR102437113B1 - Wind-propelled System and Ship having the same - Google Patents

Abstract

The present invention relates to a wind power propulsion system and a ship having the same. a plurality of masts installed on the rotation driving unit and including an elevating driving unit; a plurality of wing sails installed on the plurality of masts; a connecting part connecting the upper end of each of the plurality of masts and the upper end of each of the plurality of wing sails, and transferring the lifting force of the mast by the lifting driving unit to the wing sail; and a control device for optimizing the angle of the wing sail and optimizing the height of the mast by controlling the rotation driving unit and the elevating driving unit, wherein the control unit includes a mast height measurement unit for measuring the current height of the mast ; a wing sale angle measuring unit for measuring the current angle of the wing sale; a wind direction wind speed measuring unit that measures the current apparent wind speed and direction; a mast moment measuring unit for measuring a bending moment of the mast; a connection part strain measurement unit for measuring the degree of deformation of the connection part; an operation plan calculation unit for calculating the angle of the wing sail and the height of the mast based on the values measured by each of the measurement units, a preset optimal angle design value, and a preset operation limit design value; and a control unit configured to receive the height and angle information calculated by the operation plan calculation unit and control the driving of the rotation driving unit and the elevating driving unit.

Description

Wind-propelled system and ship having the same

The present invention relates to a wind power propulsion system and a ship having the same.

Ships are usually powered by fossil fuels for propulsion. Ships are equipped with high-power engines to drive thrusters and the like, and it is known that large ships consume hundreds of tons of fuel during long-distance sailing. The operation of these ships is very expensive, and the emission of pollutants due to fuel consumption is also a very serious problem.

In order to solve this problem, it is desirable to diversify the power source of the ship. For example, an electric propulsion ship technology that obtains a part of the propulsion force from an electric motor has been developed and applied. In addition, technologies for obtaining electricity using various environmental conditions that a ship experiences at sea are being developed.

A technology to provide propulsion using wind power is also being studied as a part of this technology. In the case of obtaining propulsion using wind power, not only the technology of obtaining electric energy and driving the electric motor through wind power generation, but also the technology of obtaining propulsion directly from the wind using the sail, a technology that has been used for a long time, and recently, the hoisting device has been developed. A wind power propulsion device in which a hoisting mast is installed and a wing sail receiving wind is installed on the mast is also being newly studied.

However, the conventional wind power propulsion device is an airfoil type of a closed cross-section in which the wing sail has a space therein, so there is a problem in that the manufacturing man-hours are increased.

In addition, in the conventional wind power propulsion device, the mast provided with the elevating device is located inside the airfoil type wing sail, so there is a problem in that the maintenance of the elevating device is difficult.

In addition, in the existing wind power propulsion device, a lifting device is provided for each of a plurality of stacked masts, and there is a problem in that the moment/load acting on the lower part increases.

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is to reduce the manufacturing man-hours by making the wing sail to have an open cross-section with a curved single plate rather than a closed-type cross-section having a space inside. It is to provide a wind power propulsion system and a ship having the same.

In addition, an object of the present invention is to provide a wind power propulsion system and a ship having the same, in which the mast provided with the lifting driving unit is installed outside the wing sail, not inside the wing sail, so that the maintenance of the lifting driving unit can be facilitated. .

In addition, an object of the present invention is to provide a wind power propulsion system capable of reducing a moment/load acting on the lower portion by selectively not having an elevating driving unit in a plurality of stacked masts, and a ship having the same.

Wind power propulsion system according to an aspect of the present invention, a rotation driving unit installed on the hull of a ship; a plurality of masts installed on the rotation driving unit and including an elevating driving unit; a plurality of wing sails installed on the plurality of masts; a connecting part connecting the upper end of each of the plurality of masts and the upper end of each of the plurality of wing sails, and transferring the lifting force of the mast by the lifting driving unit to the wing sail; and a control device for optimizing the angle of the wing sail and optimizing the height of the mast by controlling the rotation driving unit and the elevating driving unit, wherein the control unit includes a mast height measurement unit for measuring the current height of the mast ; a wing sale angle measuring unit for measuring the current angle of the wing sale; a wind direction wind speed measuring unit that measures the current apparent wind speed and direction; a mast moment measuring unit for measuring a bending moment of the mast; a connection part strain measurement unit for measuring the degree of deformation of the connection part; an operation plan calculation unit for calculating the angle of the wing sail and the height of the mast based on the values measured by each of the measurement units, a preset optimal angle design value, and a preset operation limit design value; and a control unit configured to receive the height and angle information calculated by the operation plan calculation unit and control the driving of the rotation driving unit and the elevating driving unit.

Specifically, the operation plan calculation unit, according to the user's preference, the threshold value setting criteria may be selected from among wind speed priority, moment priority, safety priority.

Specifically, the operation plan calculation unit may be based on the first reaching a threshold value among the wind speed and the moment.

Specifically, the optimal angle design value is a preset design value for the angle of attack that produces the maximum effect in terms of the thrust of the ship, and the operation limit design value is, for the safety of the wing sail, the mast and the ship, It may be a preset operating limit value for the limit wind speed and limit moment.

A ship according to another aspect of the present invention is characterized in that it comprises the wind power propulsion system described above.

Wind power propulsion system according to the present invention and a ship having the same, by configuring the wing sail in an arc shape having a concave surface and a convex surface as an open cross-section in which a single plate with no space inside is curved, it is possible to increase lift as well as to manufacture man-hours can be saved.

In addition, the wind power propulsion system according to the present invention and a ship having the same, by configuring the mast provided with the lifting drive unit to be installed outside the wing sail spaced a certain distance from the wing sail by the connection part, is installed outside the wing sail, It is possible to facilitate maintenance of the lifting drive unit.

In addition, the wind power propulsion system according to the present invention and a ship having the same, by configuring a guide portion consisting of a plurality of rails installed on the concave surface and a slider installed on the convex surface in each of the plurality of wing sails, expand the plurality of wing sails When folding or folding, the neighboring wing sails can be lifted in contact with each other, thereby improving the safety of lifting and lowering of the wing sails.

In addition, the wind power propulsion system according to the present invention and a ship having the same, by installing a vortex generator on the convex surface of each of a plurality of wing sails, it is possible to maximize the lift of the wing sail.

In addition, the wind power propulsion system according to the present invention and a ship having the same, by providing a locking part for limiting the movement of the telescopic beam on each of the plurality of telescopic beams constituting the stacked plurality of masts, the mast at the lower side is provided with an elevating driving unit, The lifting driving unit may be omitted from the upper mast, so that the moment/load acting on the lower part may be reduced by reducing the total weight due to the omitted lifting driving unit.

In addition, the wind power propulsion system according to the present invention and a ship equipped with the same, by configuring the bottom wing sail in a plurality of wing sails with a steel material, and by configuring the middle wing sail and the top wing sail with a relatively light composite material, By using the steel material of the bottom wing sail, which has less burden of increasing the center of gravity, the manufacturing cost can be lowered and structural safety can be secured by the center of gravity.

In addition, the wind power propulsion system according to the present invention and a ship having the same, by providing a frame of a wing sail with a steel structure divided into a plurality of spaces, and installing a standardized composite material panel prepared in advance in the space of the steel structure , it is possible to facilitate the manufacture of the wing sail.

In addition, the wind power propulsion system and the ship provided with the same according to the present invention, by configuring both ends of the wing sail in a corrugated structure in which troughs and ridges are continuous, the flow at both ends overcomes the friction force of the surface and the energy that can flow Since it is continuously supplied, peeling is relatively delayed, and thus stall is delayed, so that a higher lift ratio and efficient rudder angle maintenance may be possible.

In addition, the wind power propulsion system according to the present invention and a ship having the same, respectively extend inward from both ends on the convex surface of the wing sail, and install a plurality of ridge structures to be arranged horizontally in parallel, thereby increasing the lift in the ridge structure. By receiving more and less drag, flow separation is delayed, increasing the inherent performance of the wingsail.

In addition, the wind power propulsion system according to the present invention and a ship having the same, by configuring a control device for controlling the rotation driving unit and the lifting driving unit according to the surrounding environment, the angle of the wing sail and the height of the mast in normal operating conditions or bad weather conditions It is possible to optimize the ship's propulsion force as well as increase the ship's operational safety.

1 is a perspective view of a ship equipped with a wind power propulsion system according to a first embodiment of the present invention.
Figure 2 is a perspective view for explaining the wind power propulsion system according to the first embodiment of the present invention.
3 (a) to (c) are views for explaining the guide part of the wind power propulsion system according to the first embodiment of the present invention.
4 is a view for explaining a vortex generator of the wind power propulsion system according to the first embodiment of the present invention.
5 is a view for explaining the locking unit of the wind power propulsion system according to the first embodiment of the present invention.
6 is a view for explaining another embodiment of the wing sale of the wind power propulsion system according to the first embodiment of the present invention.
7 is a view for explaining another embodiment of the wing sale of the wind power propulsion system according to the first embodiment of the present invention.
8 (a) and (b) are views for explaining the ridge structure of the wind power propulsion system according to the first embodiment of the present invention.
9 is a view for explaining a control device of the wind power propulsion system according to the first embodiment of the present invention.
10 is a perspective view for explaining a wind power propulsion system and a ship having the same according to a second embodiment of the present invention.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In the present specification, in adding reference numbers to the components of each drawing, it should be noted that only the same components are given the same number as possible even though they are indicated on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Figure 1 is a perspective view of a ship equipped with a wind power propulsion system according to a first embodiment of the present invention, Figure 2 is a perspective view for explaining a wind power propulsion system according to a first embodiment of the present invention, Fig. 3 (a ) to (c) are views for explaining the guide part of the wind power propulsion system according to the first embodiment of the present invention, Figure 4 is a view for explaining the vortex generator of the wind power propulsion system according to the first embodiment of the present invention 5 is a view for explaining the locking part of the wind power propulsion system according to the first embodiment of the present invention, Figure 6 describes another embodiment of the wing sale of the wind power propulsion system according to the first embodiment of the present invention 7 is a view for explaining another embodiment of the wing sail of the wind power propulsion system according to the first embodiment of the present invention, and Figure 8 (a) and (b) are the first embodiment of the present invention It is a view for explaining the ridge structure of the wind power propulsion system according to the first embodiment, Figure 9 is a view for explaining the control device of the wind power propulsion system according to the first embodiment of the present invention.

1 to 9, the wind power propulsion system 100 according to the first embodiment of the present invention may be provided in the hull 11 of the ship 10, and using the wind, the ship 10 ) can provide momentum. The wind power propulsion system 100 of this embodiment may be used as an auxiliary propulsion device in propelling the vessel 10, but is not limited thereto.

The wind power propulsion system 100 is a rotation drive unit 110, a mast 120, a horizontal connection unit 130, a wing sail 140, a guide unit 150, a vortex generator 160, a lock unit 170, It may include a ridge structure 180 and a control device 190 .

The rotation driving unit 110 may be installed on the hull 11 of the ship 10 to rotate the mast 120 in a forward or reverse direction. A rotation angle of the rotation driving unit 110 may be adjusted by a control device 190 to be described later as shown in FIG. 9 .

The mast 120 may be installed on the rotation driving unit 110 and rotated in the forward or reverse direction by the rotation driving unit 110 .

The mast 120 includes a bottom mast 120a installed in the lowermost portion, a top mast 120c installed in the uppermost portion, and at least one middle mast 120b installed between the bottom mast 120a and the top mast 120c. It may be configured to be stacked in multiple stages, and the height may be adjusted by the control device 190 to be described later shown in FIG. 9 .

Such a plurality of masts 120 may elevate the plurality of wing sails 140 .

Each of the plurality of masts 120 is installed inside the telescopic beam 121 and the telescopic beam 121 that can be adjusted in height, as shown in FIG. 3 , to provide lifting power to the telescopic beam 121 . It may be made of a driving unit 122 .

The telescopic beam 121 has a different size for each of the plurality of masts 120, that is, the telescopic beam 121 increases in size from the bottom mast 120a to the top mast 120c, and a small size telescopic beam ( The outer diameter of the 121 may correspond to the inner diameter of the telescopic beam 121 of a large size.

The lifting driving unit 122 may be a hydraulic cylinder installed under the telescopic beam 121, and is driven by a control device 190 to be described later shown in FIG. The height of 120 may be adjusted.

The connection unit 130 may be installed to connect the upper end of each of the plurality of masts 120 and the upper end of each of the plurality of wing sails 140 , and can transmit the lifting force of the mast 120 to the wing sail 140 . have.

As described above, in this embodiment, the connecting portion 130 is connected to the top of each of the plurality of wing sails 140 and horizontally extended to one side, and the horizontally extended portion is fixedly connected to the top of each of the plurality of masts 120 By doing so, the mast 120 of this embodiment can be installed outside the wing sail 140 spaced apart by a certain distance, unlike being installed inside the existing wing sail, so that the maintenance of the elevating driving unit 122 can be facilitated. have.

The wing sail 140 may receive wind and provide propulsion to the ship 10 .

The wing sale 140 is a bottom wing sale (140a) installed on the bottom mast (120a), a top wing sale (140c) installed on the top mast (120c), a bottom wing sale (140a) and a top wing sale (140c) At least one middle wing sail 140b installed therebetween may be configured to be stacked in multiple stages, and may be unfolded or folded by the lifting motion of a plurality of masts 120 .

Each of these bottom wing sails (140a), middle wing sails (140b) and top wing sails (140c) has an open cross-section in which a single plate having no space inside is bent so that it is possible to not only increase lift but also reduce manufacturing man-hours. As such, it may be configured in an arc shape having a concave surface 141 and a convex surface 142 .

In this embodiment, although the case where the plurality of wing sails 140 is manufactured as a single plate has been described, it is of course also possible to manufacture a material such as a sandwich panel to increase the thickness.

The plurality of wing sails 140 are made of different materials, and the bottom wing sails 140a may be made of steel, and the middle wing sails 140b and the top wing sails 140c may be made of a composite material or aluminum. can do.

In this way, the bottom wing sail (140a) installed in the lowermost part of the plurality of wing sails is made of a steel material, and the middle wing sail (140b) installed in the middle part and the top wing sail (140c) installed in the upper part are relatively By using a lightweight composite material or aluminum, the manufacturing cost can be lowered by using the iron material (relatively cheaper than the composite material) of the bottom wing sail 140a, which does not have a burden of increasing the center of gravity. safety can be ensured.

The remaining wing sails (140b, 140c) except for the bottom wing sail (140a) installed in the lowermost part of the plurality of wing sails 140 is a steel structure 143 partitioned into a plurality of spaces as shown in FIG. 6 and, It may be composed of a composite panel 144 installed in the space of the steel structure 143 .

The steel structure 143 may be weeded to be partitioned by at least three feet or more, and the upper end may be connected to the connection part 130 . Such a steel structure 143 may increase the structural strength of the connecting portion 130 .

The composite panel 144 has the same size, and may be coupled to the steel structure 143 by bolting or riveting and heterojunction of an adhesive.

In this way, by providing the frame of the wing sail 140 with the steel frame structure 143 partitioned into a plurality of spaces, and installing the standardized composite material panel 144 in the space of this steel structure 143, It is possible to facilitate the manufacture of the wing sail (140).

As shown in FIG. 7 , the plurality of wing sails 140 may have both ends in a corrugated structure in which the valleys 145 and the crests 146 are continuous.

In this case, the waveform structure may have the same shape and size at both ends of each of the plurality of wing sails 140 .

In addition, the wave structure is, among the plurality of wing sails 140, both ends of the bottom wing sail (140a) installed at the bottom, both ends of the top wing sail (140c) installed on the top, middle wings installed in the middle The shape at each of both ends of the sail 140b is the same, but the size may be different.

In this way, by configuring both ends of the wing sail 140 in a corrugated structure in which the valleys 145 and the crests 146 are continuous, the flow at both ends overcomes the frictional force of the surface and the energy that can flow is continuously supplied. Separation is relatively delayed, and thus stall is delayed, so that a higher lift ratio and efficient rudder angle maintenance may be possible.

The wind power propulsion system 100 of this embodiment, as shown in (a), (b), (c) of Figure 3, may further include a guide unit (150).

As shown in (a) of FIG. 3 , the guide unit 150 excluding the bottom wing sails 140a installed at the bottom among the plurality of wing sails 140 , the remaining wing sails 140b and 140c are concave. A plurality of rails 151 spaced apart from the surface 141 at a predetermined interval and installed in the vertical direction from the lower portion of the concave surface 141, and detachable to each of the plurality of rails 151, a plurality of wing sails 140 A plurality of sliders 152 installed on the convex surface 142 of each of the remaining wing sails 140a and 140b except for the top wing sail 140c installed at the uppermost part among them may be included.

As such, since the guide part 150 is exposed to the outside, it may be preferable to be made of a material that can withstand corrosion. In addition, since the guide part 150 is a structure type attached to the wing sail 140, it may be preferable to make a metal material capable of attachment work such as welding, but it is not limited thereto, and it can be attached by a bolting method, Of course, it is possible to manufacture other materials in addition to the metal material.

The slider 152 may be a sliding device attached to the rail 151 , and may include, for example, a plate 152b and a plurality of rollers 152a. The plate 152b may be fixed to the convex surface 142 of the wing sail 140 by an attachment method such as welding or a bolting method, and the plurality of rollers 152a is a rail installed on the concave surface of the wing sail 140 . It may be slidably coupled to the 151 .

The guide unit 150 configured in this way can guide the neighboring wing sails 140 to be raised and lowered in a contact state, so as to spread a plurality of wing sails 140 as shown in FIG. 3 (b). and to fold the plurality of wing sails 140 as shown in (c) of FIG. 3 .

Through this, the present embodiment provides a guide part 150 including a plurality of rails 151 installed on the concave surface 141 in each of the plurality of wing sails 140 and a slider 152 installed on the convex surface 142 . By configuring, when the plurality of wing sails 140 are unfolded or folded, the guide part 150 holds the wing sails 140 together with the mast 120 so that the neighboring wing sails 140 are in contact with each other. can be safely lifted.

As shown in FIG. 4 , the wind power propulsion system 100 of this embodiment may further include a vortex generator 160 .

The vortex generating unit 160 may be installed on the convex surface 142 of each of the plurality of wing sails 140 .

A plurality of vortex generating units 160 may be symmetrically disposed at specific positions spaced apart from the center of the convex surface 142 by a predetermined distance on both sides.

Through this, in this embodiment, by installing the vortex generating unit 160 on the convex surface 142 of each of the plurality of wing sails 140, the separation of the plurality of wing sails 140 is delayed by delaying the separation of the plurality of wing sails 140. ) by maximally increasing the maximum lift generated in the vessel (10) can increase the propulsion force.

The wind power propulsion system 100 of this embodiment, as shown in (a) and (b) of Figure 5, may further include a locking unit (170).

The locking unit 170 may be fixed at a desired predetermined position when each of the plurality of masts 120 is raised and lowered, so that the mast 120 may be fixed at a desired height, and a groove 171, a pin ( 172) and a cam 173.

The groove 171 is provided to correspond to each of the inner telescopic beam 121a of the upper mast 120 and the outer telescopic beam 121b of the lower mast 120 among the plurality of masts 120, and spaced apart from each other. can be formed.

The pin 172 may be installed in the groove 171 formed in the inner telescopic beam 121a and may have elasticity.

The cam 173 may be installed in a cylinder constituting the elevating driving unit 122 .

The cam 173 is a groove formed in the outer telescopic beam 121b while the pin 172 is pushed by the convex portion of the cam 173 by rotating the cylinder at a predetermined angle in a state in which the cylinder is operated to a desired position as much as possible. It is inserted into the 171 so that the inner and outer telescopic beams 121a and 121b can be in a locked state (refer to (a) of FIG. 5), and when the cylinder is rotated at a certain angle to release the locked state, the cam 173 The pin 172 is returned to its original state by the concave portion of the , so that the inner telescopic beam 121a can be raised and lowered with respect to the outer telescopic beam 121b (refer to (b) of FIG. 5).

Through this, the present embodiment provides a locking unit 170 for limiting the movement of the telescopic beam 121 to each of the plurality of telescopic beams 121 constituting the stacked plurality of masts 120, so that the lower mast 120 ) is provided with a lifting driving unit 122, and the lifting driving unit 122 can be omitted in the upper mast 120. can be reduced

As shown in FIG. 8 , the wind power propulsion system 100 of this embodiment may further include a ridge structure 180 .

The ridge structure 180 of this embodiment may be similar to the shell shape of a long-lived turtle, and may be installed on a plurality of wing sails 140 . In general, the long-lived turtle is well known as an animal that swims in the deep ocean due to its excellent diving ability. (streamwise-vortex) occurs, and due to this, it is known that the long-lived turtle receives a larger lift and a smaller drag than other sea turtles during swimming. By applying to the wing sail 140, the flow separation (flow separation) was delayed.

The ridge structure 180, respectively, extends inward from both ends on the convex surface 142 of the wing sail 140, and may be horizontally arranged in parallel.

The plurality of ridge structures 180 may decrease in size from both ends of the convex surface 142 toward the inside, and may not be installed in the middle portion of the convex surface 142 .

In addition, the plurality of ridge structures 180 are continuously installed from one end of the convex surface 142 to the other end, and the size at both ends of the convex surface 142 is the size in the middle of the convex surface 142 . can be relatively larger.

In addition, the plurality of ridge structures 180 are installed continuously from one end of the convex surface 142 to the other end, and the size is the same at both ends of the convex surface 142 and the middle portion of the convex surface 142 . can

As described above, by installing a plurality of ridge structures 180 to extend inward from both ends on the convex surface 142 of the wing sail 140, and to be horizontally arranged in parallel, the lift in the ridge structure 180 It is possible to increase the inherent performance of the wing sail by receiving a larger force and a smaller drag force, delaying flow separation.

As shown in FIG. 9 , the wind power propulsion system 100 of this embodiment may further include a control device 190 .

The control device 190 may control the rotation driving unit 110 and the elevating driving unit 122 to optimize the angle of the wing sail 140 and to optimize the height of the mast 120 , and the mast height measurement unit 191 . ), a wing sail angle measurement unit 192, a wind direction wind speed measurement unit 193, a mast moment measurement unit 194, a connection part strain measurement unit 195, an operation plan calculation unit 196, a control unit 197. can

The mast height measurement unit 191 may measure the current height of the mast 120 . The mast height measuring unit 191 may be at least one or more height measuring sensors installed on the mast 120 .

The wing sale angle measurement unit 192 may measure the current angle of the wing sale 140 . The wing sail angle measurement unit 192 may be at least one or more angle measurement sensors installed in the wing sail 140 .

The wind direction wind speed measuring unit 193 may measure the current apparent wind speed and direction. The wind direction wind speed measuring unit 193 may utilize at least one or more wind direction wind speed measuring sensors installed on the mast 120 or the wing sail 140 , or at least one or more wind direction wind speed measuring sensors installed in the ship 10 .

The mast moment measuring unit 194 may measure the bending moment of the mast 120 . The mast moment measuring unit 194 may be at least one or more moment measuring sensors installed on the mast 120 .

The connection part strain measurement unit 195 may measure the degree of deformation of the connection part 130 .

The operation plan calculation unit 196, the angle of the wing sail 140 and the height of the mast 120 based on the value measured by each of the above measurement units, the preset optimal angle design value, and the preset operation limit design value can be calculated.

In the above, the optimal angle design value may be a preset design value for the angle of attack that produces the maximum effect in terms of thrust of the ship.

The operational limit design value may be a preset operational limit value for the limit wind speed and limit moment for the safety of the wing sail, the mast, and the ship. This operation limit design value is a preset value and an excessive margin is considered, so there is a limit in reducing the energy saving effect or not preparing for an actual dangerous situation. In this embodiment, the mast moment measuring unit 194 is This can be supplemented through

The operation plan calculation unit 196 may select the threshold value setting criterion from three of wind speed priority, moment priority, and safety priority according to the user's preference. At this time, the operation plan calculation unit 196 may be based on the first reaching the threshold value among the wind speed and the moment.

By receiving the height and angle information calculated by the control unit 197 and the operation plan calculation unit 196 , it is possible to control the driving of the rotation driving unit 110 and the lifting driving unit 122 .

Through this, the present embodiment configures the control device 190 for controlling the rotation driving unit 110 and the lifting driving unit 122 according to the surrounding environment, so that the angle and mast of the wing sail 140 in normal operating conditions or bad weather conditions By optimizing the height of 120 , it is possible to improve the driving force of the vessel 10 as well as to increase the operational safety of the vessel 10 .

10 is a perspective view for explaining a wind power propulsion system and a ship having the same according to a second embodiment of the present invention.

As shown in FIG. 10 , the wind power propulsion system 200 according to the second embodiment of the present invention may be provided in the hull 11 of the ship 10 , and propulsion force to the ship 10 using wind. can provide The wind power propulsion system 100 of this embodiment may be used as an auxiliary propulsion device in propelling the vessel 10, but is not limited thereto.

The wind power propulsion system 200 may include first and second rails 210a and 210b, first and second poles 220a and 220b, first and second bogies 230a and 230b, and a curtain 240 . .

The first rail 210a may be installed on one side of the deck of the hull 11, and may be provided with a predetermined length in the direction from the bow to the stern.

The second rail 210b may be installed on the other side of the deck of the hull 11, and may be provided parallel to each other at a predetermined interval to correspond to the first rail 210a.

The first pole 220a may be installed on the first rail 210a to be movable back and forth.

The second pole 220b may move forward and backward independently of the first pole 220a, and may be installed on the second rail 210b.

The first and second poles 220a and 220b may be formed of a multi-stage telescopic pole and may be height-adjustable. The height adjustment of the first and second poles 220a and 220b may be similar to the principle of the lifting driving unit 122 of the first embodiment, and of course, it is not limited thereto and may be implemented in various ways.

Each of the first and second poles 220a and 220b may be provided with first and second bogies 230a and 230b as moving means at portions coupled to the first and second rails 210a and 210b.

The first and second bogies 230a and 230b are independently movable back and forth by a control device similar to the control device 190 of the first embodiment, thereby independently moving the first and second poles 220a and 220b back and forth. can be moved

In the above, the first and second poles 220a and 220b are movable in the same direction or in different directions along the first and second rails 210a and 210b, but depending on the wind condition, the surface of the curtain 240 catches the wind. In addition to being able to adjust the movement back and forth so as to obtain an optimal angle, it is possible to adjust the height as well. The control for adjusting the angle and height may be similar to the control principle of the control device 190 of the first embodiment described above.

The curtain 240 may be installed so that one side is connected to the first pole 220a and the other side is connected to the second pole 220b. This curtain 240 may receive the wind and provide propulsion to the vessel 10 .

The curtain 240 may be made of a material having elasticity. Curtain 240, when the first and second poles 220a, 220b move in different directions to change the distance, the first and second poles 220a, 220b are attached to a winding part (not shown) built in. length can be adjusted.

In the above, the present invention has been described focusing on the embodiments of the present invention, but this is only an example and does not limit the present invention. It will be appreciated that various combinations or modifications and applications not illustrated in the embodiments are possible within the scope. Accordingly, descriptions related to variations and applications that can be easily derived from the embodiments of the present invention should be interpreted as being included in the present invention.

10: Ship 11: Hull
100: wind power system 110: rotation drive unit
120: mast 120a: bottom mast
120b: middle mast 120c: top mast
121: telescopic beam 121a: inner telescopic beam
121b: outer telescopic beam 122: elevating drive unit
130: connection 140: wing sale
140a: bottom wing sale 140b: middle wing sale
140c: top wing sale 141: concave side
142: convex surface 143: steel structure
144: composite panel 145: ribs
146: floor 150: guide unit
151: rail 152: slider
152a: roller 152b: plate
160: vortex generating unit 170: locking unit
171: groove 172: pin
173: cap 180: ridge structure
190: control unit 191: mast height measurement unit
192: wing sail angle measurement unit 193: wind direction wind speed measurement unit
194: mast moment measuring unit 195: connecting part strain measuring unit
196: operation plan calculation unit 197: control unit
200: wind power system 210a, 210b: first and second rails
220a, 220b: 1st and 2nd poles 230a, 230b: 1st and 2nd bogies
240: curtain

Claims (5)

Rotational driving unit installed on the hull of the ship;
a plurality of masts installed on the rotation driving unit and including an elevating driving unit;
a plurality of wing sails installed on the plurality of masts;
a connecting part connecting the upper end of each of the plurality of masts and the upper end of each of the plurality of wing sails, and transferring the lifting force of the mast by the lifting driving unit to the wing sail; and
and a control device for optimizing the angle of the wing sail and optimizing the height of the mast by controlling the rotation driving unit and the elevating driving unit,
The control device is
a mast height measurement unit for measuring the current height of the mast;
a wing sale angle measuring unit for measuring the current angle of the wing sale;
a wind direction wind speed measuring unit that measures the current apparent wind speed and direction;
a mast moment measuring unit for measuring a bending moment of the mast;
a connection part strain measurement unit for measuring the degree of deformation of the connection part;
an operation plan calculation unit for calculating the angle of the wing sail and the height of the mast based on the values measured by each of the measurement units, a preset optimal angle design value, and a preset operation limit design value; and
and a control unit for receiving the height and angle information calculated by the operation plan calculation unit and controlling the driving of the rotation driving unit and the lifting driving unit,
The plurality of masts,
A bottom mast installed in the lowermost portion, a top mast installed in the uppermost portion, and at least one middle mast installed between the bottom mast and the top mast are stacked in multiple stages,
The plurality of connections,
The length gradually increases from the bottom mast to the top mast,
The connection part strain measurement unit,
Wind power propulsion system, characterized in that for measuring the degree of strain applied to each of the plurality of connection parts having different lengths. According to claim 1, wherein the operation plan calculation unit,
Wind propulsion system, characterized in that the threshold value setting criterion is selected from three of wind speed priority, moment priority, and safety priority according to the user's preference. The method of claim 2, wherein the operation plan calculation unit,
Wind power propulsion system, characterized in that based on the first reaching a threshold value among the wind speed and the moment. According to claim 1, wherein the optimal angle design value,
It is a preset design value for the angle of attack that produces the maximum effect in terms of the thrust of the ship,
The operational limit design value is,
For the safety of the wing sail, the mast and the ship, the wind power propulsion system, characterized in that it is a preset operation limit value for the limit wind speed and limit moment. A ship characterized in that the wind power propulsion system according to any one of claims 1 to 4 is provided.

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