KR20120096862A - Ship having energy recovery device - Google Patents

Abstract

PURPOSE: A ship with an energy recovery device is provided to improve the reduction ratio of consumed energy because the RPM(Revolution Per Minute) of a power generating propeller is decided less than 5-30% of the RPM of a dynamics propeller. CONSTITUTION: A ship(100) with an energy recovery device comprises a hull(112), a dynamics propeller(116), a rudder horn(118), a power generating propeller(122), and an energy recovery unit(124). The dynamics propeller is rotatably coupled to the hull and generates thrust. The rudder horn is coupled to the hull at the rear side of the dynamics propeller. The power generating propeller is rotatably coupled to the rudder horn with facing the dynamics propeller and is rotated by a slipstream generating in the rotation of the dynamics propeller. The energy recovery unit is connected to a rotary shaft of the power generating propeller and generates electricity.

Description

Ship with energy recovery device {SHIP HAVING ENERGY RECOVERY DEVICE}

The present invention relates to a ship provided with an energy recovery device. More specifically, the present invention relates to a vessel provided with an energy recovery device capable of recovering the wake generated by the propeller as energy.

In general, a ship includes a propeller for generating a propulsion force and a rudder for adjusting the propagation direction of the ship by using the propulsion force generated from the propeller.

The propeller includes an engine installed on the hull, a propeller connected to the rotation axis of the engine and protruding outside the hull, and generates propulsion force by rotating the propeller.

This propeller is located below the stern of the hull. In addition, the hull is provided with a rudder for adjusting the traveling direction of the ship from the rear of the propeller.

The rudder is installed rotatably with respect to the hull and adjusts the direction of the ship by changing the direction of action of the propulsion force generated from the propeller.

In general, propellers used as propellers of ships use only about 70% of the power generated by the main engines as thrusts for operating the ship, and the remaining engine power is wasted due to propeller friction, heat loss, and rotational flow behind the propellers. Will be. Energy lost by the rotary flow behind the double propeller can be recovered, and there is a need for technology development to recover such energy.

1 is a partial view of a vessel provided with an energy recovery unit according to the prior art. Referring to FIG. 1, a rudder consisting of a rudder horn 4 and a rudder blade 2 is disposed behind the propeller 3 for propulsion of the hull 1. Bevel gears (7, 8) and shaft (9) are installed in the rudder horn (4) behind the propulsion propeller (3) with the energy recovery propeller (5) rotating in the wake of the propeller (3). Energy is recovered by transmitting rotational force to the power generator 11 in the hull 1 through the rotation transmission means 10 composed of the back and the like.

However, the propeller 5 for energy recovery arranged behind the propeller 3 for propulsion may act as a resistance and impair the propulsion performance of a ship. In this case, there is a problem that more energy must be consumed in order to propel the vessel at a constant speed.

Embodiments of the present invention provide a vessel having an energy recovery device, configured to reduce energy consumed when operating the vessel.

According to an aspect of the invention, the hull; A propulsion propeller rotatably coupled to the hull and generating a propulsion force; A rudder horn coupled to the hull at the rear of the propeller; A power generation propeller rotatably coupled to the rudder horn opposite the propeller propeller and rotating by a wake generated when the propeller propeller rotates; And an energy recovery unit connected to the rotating shaft of the power generation propeller to generate electricity, wherein the power propeller has a pitch angle and a rotation speed determined to have a predetermined angle of attack with respect to the wake of the propulsion propeller when the power propeller rotates. The number of revolutions of the power propeller is provided with a vessel having an energy recovery device of 5% or more and 30% or less of the number of revolutions of the propeller.

The predetermined angle of attack may be determined in a range of 5 degrees or more and less than 15 degrees.

The diameter of the power generating propeller may be 70% or more and 90% or less of the propeller propeller diameter.

The energy recovery unit may be located inside the rudder horn.

The energy recovery unit, the generator for converting the rotational energy of the power propeller into electrical energy; And it may include a speed increaser interposed between the power propeller and the generator.

The energy recovery unit is connected to the power generating propeller by a bevel gear device, the bevel gear device, the first bevel gear coupled to the rotation axis of the power propeller; And a second bevel gear coupled to an input shaft of the speed increaser orthogonal to the rotation axis of the power propeller and engaged with the first bevel gear.

The energy recovery unit may include a superconducting generator for converting rotational energy of the power propeller into electrical energy.

The apparatus may further include a cooling unit for cooling the energy recovery unit inside the rudder horn.

An opening in the upper portion of the rudder horn and the hull communicates with the rudder horn and the inside of the hull, and the cooling unit may include a cooling fan coupled to the opening.

The cooling unit may include a cooling fin formed on an outer surface of the energy recovery unit, and the cooling fin may be connected to an inner wall of the rudder horn.

The rudder horn may include a bulb.

The energy recovery unit, the generator for converting the rotational energy of the power propeller into electrical energy; And a speed reducer interposed between the power propeller and the generator, wherein the power generator and the speed reducer may be accommodated inside the bulb.

The energy recovery unit is connected to the power generating propeller by a bevel gear device, the bevel gear device, the first bevel gear coupled to the rotation axis of the power propeller; And a second bevel gear coupled to an input shaft of the speed increaser orthogonal to the rotation axis of the power propeller and engaged with the first bevel gear, wherein the bevel gear device may be disposed inside the bulb.

The energy recovery unit may be disposed inside the bulb and include a superconducting generator for converting rotational energy of the power propeller into electrical energy.

The propulsion propeller and the power propeller may each be arranged on the same axis.

According to an embodiment of the present invention, the pitch angle and the number of revolutions are determined to have a predetermined angle of attack with respect to the wake of the propeller when the blades of the power propeller rotate, in particular, the number of revolutions of the power propeller is 5 times the number of revolutions of the propeller. By being determined to be% or more and 30% or less, the reduction in energy consumption of the ship is remarkably improved.

1 is a partial view of a vessel provided with an energy recovery unit according to the prior art,
2 is a side view of a ship equipped with an energy recovery device according to an embodiment of the present invention,
3 is a schematic cross-sectional view of a blade of a power propeller included in a ship with an energy recovery device according to an embodiment of the present invention,
4 is a graph showing the energy consumption reduction rate according to the rotational ratio of the power generation propeller to the rotational speed of the propeller;
5 is a view for explaining the power generation propeller of a ship equipped with an energy recovery device according to an embodiment of the present invention,
Figure 6 is a side view showing another form of the generator in a ship equipped with an energy recovery device according to an embodiment of the present invention,
7 is a side view of a ship equipped with an energy recovery device according to another embodiment of the present invention,
8 is a view for explaining a cooling unit of a ship equipped with an energy recovery device according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to the preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or corresponding parts throughout the several views, Is omitted.

2 is a side view of a ship equipped with an energy recovery device according to an embodiment of the present invention. 2, the hull 112, the propulsion propeller rotation shaft 114, the propulsion propeller 116, the rudder horn 118, the power generation propeller rotation shaft 120, the power generation propeller 122, the energy recovery unit 124, An increaser 126, a generator 128, a bulb 130, an output shaft 132, and a rudder blade 134 are shown.

The vessel 100 according to the present embodiment has a hull 112, a propulsion propeller 116 rotatably coupled to the hull 112, and propelling the hull 112, and a hull at the rear of the propeller propeller 116. A rudder horn 118 coupled to 112 and a power propeller 122 rotatably coupled to the rudder horn 118 opposite to the propulsion propeller 116 and rotated by the wake generated during rotation of the propulsion propeller 116. And an energy recovery unit 124 for converting the rotational energy of the power generation propeller 122 into electrical energy, thereby improving the consumption energy reduction rate of the vessel 100.

According to the present embodiment, a cargo hold (not shown), an engine room (not shown), and the like are disposed inside the hull 112, and a propulsion propeller (using a driving force of an engine (not shown) installed in the engine room) is provided. 116 rotates.

The propulsion propeller 116 is connected to the propulsion propeller rotating shaft 114 extending from the engine of the engine room and rotates according to the driving of the engine.

The rudder horn 118 is coupled to the stern of the hull 112 at the rear of the propulsion propeller 116. The rudder horn 118 is rotatably coupled to the rudder blade 134, while the rudder blade 134 rotates to change the direction of the wake generated from the propulsion propeller 116 to adjust the traveling direction of the hull 112. .

The outer surface of the rudder horn 118 is made of a steel plate and the inside of the rudder horn 118 may be provided with a reinforcing material (not shown) supporting the steel plate. Accordingly, a predetermined space may be formed inside the rudder horn 118.

The power generation propeller 122 is rotatably coupled to the rudder horn 118 opposite to the propeller propeller 116 and may rotate by wake generated during the rotation of the propeller propeller 116.

One end of the power generating propeller rotary shaft 120 protrudes outward from the rudder horn and is coupled to the power generation propeller 122. The other end of the power generating propeller rotary shaft 120 is located inside the rudder horn 118. In this case, the power propeller rotating shaft 120 may be arranged to be aligned with the propulsion propeller rotating shaft 114. That is, the power propeller rotating shaft 120 may be disposed on the same straight line as the propeller rotating shaft 114.

As the propulsion propeller 116 rotates, a vortex wake occurs at the rear of the propeller propeller 116. The axial component of the wake is used to propel the hull 112, but the rotational component of the wake influences the propulsion of the hull 112. It is not necessary to recover energy. The power generation propeller 122 may be designed to rotate by receiving such a rotational flow, and may be rotated by the wake generated when the propulsion propeller 116 rotates.

According to the present embodiment, the power generation propeller 122 determines the pitch angle and the number of revolutions so as to have a predetermined angle of attack with respect to the wake of the propelling propellant 116 when the power generation propeller 122 rotates.

In this regard, Figure 3 is a schematic cross-sectional view of the blades of the power propeller included in a ship having an energy recovery device according to an embodiment of the present invention. The mechanism of the blade 123 of the power propeller having a predetermined angle of attack a with respect to the wake of the propulsion propeller 116 (see FIG. 2) will now be described with reference to FIG. 3.

3 shows a cross section of a power propeller blade 123 located on an arbitrary radius from the axis L _X of the power propeller 122. Here, the arrow A ₁ represents the velocity vector (hereinafter referred to as 'first vector') of the propeller propeller downstream flowing into the power propeller blade 123 when the power propeller 122 rotates by the rotation of the propeller. Arrow A ₂ represents the velocity vector (hereinafter referred to as the 'second vector') of the propeller propeller wake flowing into the power propeller blade 123, assuming that the propeller propeller rotates but the power propeller 122 does not rotate. , Arrow A ₃ represents the rotational speed vector (hereinafter referred to as 'third vector') of the power propeller blade 123 when the power propeller 122 rotates by the rotation of the propeller propeller. In addition, as shown in FIG. 3, the right side represents the front side, and the propulsion propeller is positioned on the right side of the power propeller blade 123.

When the power propeller 122 rotates, the angle of attack a of the power propeller blade 123 with respect to the propeller propeller wake (hereinafter referred to as the angle of attack of the power propeller blade a) is the first vector A ₁ . And it may be defined as the angle formed by the chord line (Chord line) Lc of the power propeller blade 123. Here, the demonstration line Lc means a straight line that passes simultaneously through the leading edge and the trailing edge of the power propeller blade 123.

In more detail, as shown in FIG. 3, the first vector A ₁ may be decomposed into a first component vector represented by arrow A ₁₁ and a second component vector represented by arrow A ₁₂ . In this case, it can be seen that the first component vector A ₁₁ is the same as the second vector A ₂ , and the second component vector A ₁₂ has the same size and opposite direction as the third vector A ₃ . .

The first vector and the same second vector (A ₂₎ to the first vector component (A ₁₁₎ of (A ₁₎ is determined in accordance with the number of revolutions of the propulsion propeller. In general, since the ship is operated at a constant speed, for example, cruise speed, most of the time, the number of revolutions of the propeller is kept constant. Accordingly, the second vector A ₂ , that is, the first component vector A ₁₁ of the first vector A ₁ is kept constant.

In this case, the magnitude and direction of the first vector A ₁ are determined by the second component vector A ₁₂ . And a second vector component (A _12), the third is determined by the vector (A _3), the third vector (A ₃₎ is determined in accordance with the number of revolutions of the propeller power (122). As a result, the first vector A ₁ is determined according to the rotation speed of the power generation propeller 122.

On the other hand, the demonstration line Lc is determined according to the pitch angle θ of the power propeller blade 123. The pitch angle θ of the power generating propeller blade 123 refers to an angle formed by the demonstration line Lc and the axis L _X of the power generating propeller 122 in FIG. 3.

The first vector (A ₁₎ and demonstration line (Lc) angles of attack (a) a first vector (A _1), and generation propeller blades (123 of the power generation propeller blades 123, each representing a two forms of power generation propeller blades 123 Is dependent on the protest line Lc.

As described above, the first vector A ₁ is dependent on the rotation speed of the power generation propeller 122, and the demonstration line Lc of the power generation propeller blade 123 is formed at the pitch angle θ of the power generation propeller blade 123. Is dependent.

Accordingly, the angle of attack a of the power generating propeller blade 123 is dependent on the rotational speed of the power generating propeller 122 and the pitch angle θ of the power generating propeller blade 123. That is, the angle of attack a of the power propeller blade 123 is determined by the rotational speed of the power propeller 122 and the pitch angle θ of the power propeller blade 123.

For example, if the angle of attack a of the power generating propeller blade 123 is determined to be 9.5 degrees by design, the rotation speed of the power generating propeller 122 and the pitch angle θ of the power generating propeller blade 123 may be determined based on this. Can be.

On the other hand, the power generation propeller may be controlled to have the required number of revolutions through the generator torque control.

In more detail, the generator may include a rotor, a stator, and a converter. When current flows in the coil of the rotor and the coil of the stator, an electromagnetic force generates a torque opposite to the external torque that turns the generator shaft. This torque in the opposite direction is determined by the amount of current in the coil of the rotor and the coil of the stator.

The amount of current in the coil of the rotor and the coil of the stator can be adjusted by the converter. When the current amount of the coil of the rotor and the coil of the stator is properly adjusted by the converter, a torque in the opposite direction having the same magnitude as the external torque that turns the generator shaft may occur. In this case, the torque in the opposite direction to the external torque that rotates the generator shaft balances the mutual force, so that the generator shaft and the power generator propeller connected to the generator shaft can rotate at a constant speed.

According to the present embodiment, the angle of attack a of the power propeller blade 123 may be determined within a range of 5 degrees to 15 degrees. When the angle of attack (a) of the power generating propeller blade 123 is less than 5 degrees, the magnitude of the lift force for rotating the power generating propeller 122 is remarkably small, so that the power generating propeller 122 is difficult to effectively rotate, and the power generating propeller blade 122 When the angle of attack (a) is 15 degrees or more, the drag due to the flow separation is significantly increased, the power propeller 122 cannot effectively rotate.

According to the present embodiment, the rotation speed of the power propeller 122 may be 5% or more and 30% or less of the rotation speed of the propeller propeller 116 (see FIG. 2).

In this regard, Figure 4 is a graph showing the energy consumption reduction rate according to the rotational ratio of the power generation propeller to the rotational speed of the propeller propeller. Here, the X-axis of the graph is the rotational ratio (%) of the power propeller 122 (see FIG. 2) to the rotational speed of the propulsion propeller 116 (see FIG. 2) (hereinafter, referred to as the 'rotation ratio (%)'). The Y axis of the graph shows the energy consumption reduction rate (%).

The inventors of the present application make the propeller propeller shape suitable for each rotation speed on the premise that the propeller rotates at a predetermined speed, for example the speed at the cruise speed of the ship, and the blade of the power propeller has a predetermined angle of attack. Were designed and derived from the numerical analysis and model test using CFD method.

Referring to FIG. 4, it can be seen that the area of the rotational speed ratio of 5% or more and 30% or less significantly improves the energy consumption reduction rate compared to the remaining areas.

Here, the energy consumption reduction rate refers to how much the petroleum fuel consumed when the vessel (ship with energy recovery device) according to the present embodiment operates the ship compared with the existing ship (ship without energy recovery device). as a concept that indicates whether the can is made by the sum of the fuel consumption reduction ratio (η ₂₎ of the propulsion efficiency change rate (η ₁₎ and developed. The rate of energy reduction and the amount of fuel consumed for the operation of the vessel are inversely proportional. For example, when the consumption energy reduction rate is high, the amount of fuel consumed is small, and when it is low, the amount of fuel consumed is large.

The petroleum-based fuel consumed when operating a ship is the main engine fuel of the ship used to operate the propeller and the generator engine fuel used to operate the generator used inside the ship. The usage ratio is generally known as 9 to 1. That is, the total amount of fuel used L ₁ is represented by the sum of the main engine fuel L ₂ and the engine fuel L ₃ for the generator.

Here, the propulsion efficiency change rate is a concept that represents how much the main engine fuel of the ship can be saved when the propulsion force of the ship is changed by the operation of the power propeller, and the propulsion efficiency of the ship is changed. By generating electricity without operating the existing engine for the generator, the concept of how much the vessel according to the present embodiment can reduce the engine fuel for the generator compared to the existing vessel, the sum of these two indicators is the total consumption of the vessel It becomes energy reduction rate.

That is, the rate of change of propulsion efficiency (η ₁ ) is a concept indicating how much the main engine fuel required when the ship proceeds at a constant speed depending on whether the power propeller is operated or not, and the amount of main engine fuel used in the existing ship (L). ₂₁ ) and the difference between the main engine fuel amount L ₂₂ of the ship according to the present embodiment in which the power propeller is attached and operated is divided by the total used fuel amount L ₁₁ of the existing ship. That is, the propulsion efficiency change rate η ₁ is (L ₂₁ -L ₂₂ ) / (L ₁₁ ). If the propulsion efficiency change rate is positive, the amount of fuel consumed for propulsion is reduced compared to the existing ship when the power propeller is in operation. The amount of fuel consumed is increased. For example, if there is no development of the propeller 122, the vessel and the main engine fuel amount (L ₂₁₎ required per hour of when the fly to 25knot 90, the vessel being developed propeller 122 is movable required when sailing in 25knot main engines Assuming that the fuel amount (L ₂₂ ) is 88, if the total amount of fuel used (L ₁₁ ) of the existing ship is 100, the rate of change of propulsion efficiency (η ₁ ) = (90-88) / 100 = 2 (%). In this case, power propellers can consume as much as 2% less petroleum fuel than conventional ships, saving fuel costs.

The rate of change in propulsion efficiency is related to the direction of lift generated by the power propeller blades 123 (see FIG. 2) by the rotation of the power propeller 122 (see FIG. 2). Although not shown, the propulsion efficiency change rate has a positive value when the speed ratio is smaller than the threshold value and has a negative value when the speed ratio is larger than the threshold value. This is a positive factor in the propulsion of the ship towards the front side when the speed ratio is smaller than the threshold, and the direction of lift generated in the power propeller blades when the speed ratio is greater than the threshold. This is because it acts as a negative factor in the propulsion of the ship toward the rear side. When the propulsion efficiency change rate has a positive value, the consumption energy reduction rate is improved, and when the propulsion efficiency change rate has a negative value, the consumption energy reduction rate is reduced.

On the other hand, the fuel economy reduction rate η ₂ due to power generation is a concept that indicates how much the amount of petroleum fuel (the amount of engine fuel for generators) consumed to produce electricity used in a ship can be reduced. Fuel savings from power generation are inversely proportional to the amount of fuel in the petroleum that is consumed by generators inside the ship to produce electricity used by the ship.

That is, the fuel economy reduction rate η ₂ due to power generation is determined by the difference between the engine fuel amount L ₃₁ used in the existing vessel and the engine fuel amount L ₃₂ generated by the generator propeller attached to the vessel. It is defined as the value divided by the amount of fuel used (L ₁₁ ). That is, the fuel consumption by the power reduction ratio (η ₂₎ is - _{(L 31 L 32) / (} L 11).

For example, if there is no power propeller 122, the amount of fuel (L ₃₁ ) required to operate the generator inside the hull per hour when the ship is operating at 25 knot is 10, and the ship on which the power propeller 122 is operating is 25 knot. assuming that the generator engine fuel amount (L ₃₂₎ for necessary when the sail 3, the fuel economy of the entire fuel amount (L ₁₁₎ If the 100 development of existing vessels reduction ratio (η ₂₎ is 10-3 / 100 = 7 (%). In this case, power generation propellers can consume up to 7% less fuel than conventional ships, saving fuel costs.

If the fuel economy reduction rate by power generation is high, a lot of power generation is generated through the energy recovery unit, and the amount of fuel consumed by the generator provided in the existing vessel is reduced. When the fuel economy reduction rate by power generation is low, the amount of power generated by the energy recovery unit is reduced. Less, the amount of fuel used in the generator provided in the existing vessels will be increased. Of course, even in this case, it is possible to reduce the fuel cost used for power generation compared to the existing vessel without the energy recovery unit.

The fuel consumption reduction rate due to power generation increases as the rotation water ratio increases. In other words, the larger the speed ratio, the faster the power propeller rotates, thereby producing a lot of electricity.

The energy consumption rate, which combines the rate of change of propulsion efficiency and the rate of reduction of fuel consumption by power generation, is used as an indicator of how much the fuel used in the ship can be reduced compared to the existing vessel when the power propeller is operated. As viewed from the side, the larger the rotational speed ratio, the larger the ratio of the rotational speed, in terms of propulsion efficiency change rate, tends to decrease.

Referring to FIG. 4, the energy consumption reduction rate is remarkably high in a region where the rotation speed ratio is 5% or more and 30% or less. This is because the rate of change of propulsion efficiency is predominantly small when the speed ratio exceeds 30%, and the fuel efficiency reduction rate due to the propulsion efficiency and power generation is small when the speed ratio is less than 5%.

The diameter of the power generating propeller 122 may be manufactured to 70% or more and 90% or less of the diameter of the propeller propeller 116. Referring to FIG. 5, the wake region 138 generated by the rotation of the propeller propeller 116 is formed in an area of 70% or more and 90% or less of the diameter 2R of the propeller propeller 116. The power generation propeller 122 must be present in the wake region 138, and at least part of the power propeller 122 acts as a resistor. Thus, the diameter 2r of the power propeller 122 is determined to be in the wake region 138.

The energy recovery unit 124 is located inside the rudder horn 118 and is connected to the power generation propeller rotating shaft 120 to produce electricity. The energy recovery unit 124 includes a generator 128 that converts rotational energy of the power generation propeller 122 into electrical energy, and an increaser 126 interposed between the power generation propeller 122 and the generator 128. . The speed increaser 126 speeds up the rotation speed of the output shaft 132 than the rotation speed of the power generation propeller rotation shaft 120 which is an input shaft.

The energy recovery unit 124 may be disposed inside the rudder horn 118 to shorten the distance between the power generation propeller 122 and the energy recovery unit 124 to simplify the shaft system. Simplified shafting systems can increase energy recovery efficiency by minimizing the loss of recovered energy.

In this embodiment, the gearbox 126 and the generator 128 are arranged in series at the other end of the power propeller rotating shaft 120 extending into the rudder horn 118, thereby causing shaft loss and misalignment of the shaft. Vibration due to) can be minimized.

And, the rudder horn 118 may include a bulb 130 that can accommodate the energy recovery unit 124 therein. The interior of the bulb 130 is in communication with the interior of the rudder horn 118, the rotating shaft 120 to which the power propeller 122 is coupled may be rotatably supported by the bulb 130. When the inside of the rudder horn 118 is narrow and it is not easy to accommodate the energy recovery unit 124, the bulb 130 is placed in the rudder horn 118 and the energy recovery unit 124 is placed in the bulb 130. The distance between the power generation propeller 122 and the energy recovery unit 124 is short.

The bulb 130 may be formed in a streamline shape so as to disperse the wake generated during the rotation of the propeller 116 to suppress the occurrence of cavitation and thereby prevent the fall of the propulsion force.

Figure 6 is a side view showing another form of a generator in a ship equipped with an energy recovery device according to an embodiment of the present invention.

The vessel 100 ′ according to the embodiment of FIG. 6 is characterized in that the superconducting generator 129 is used as an energy recovery unit unlike the previous embodiment 100. That is, by using the superconducting generator 129 without using a general generator has a structure that can reduce the speed increaser.

A superconducting generator is a superconducting generator that realizes a current density of 10 ~ 10 Tesla (T) or more and 104 ~ 106A / cm2 in superconducting state without power loss. Let's do it.

Therefore, the superconducting generator may have a weight and size of 1/2 to 1/3 compared to the conventional generator of the same class, and can achieve a high efficiency even at low speed rotation, so that a gear device such as a speed increaser may be omitted. Can be.

7 is a side view of a vessel provided with an energy recovery device according to another embodiment of the present invention, Figure 8 is a view for explaining a cooling unit of the ship provided with an energy recovery device according to another embodiment of the present invention. For reference, the cooling unit is not shown in FIG. 7 for convenience. Referring to FIGS. 7 and 8, the hull 112, the propulsion propeller shaft 114, the propeller propeller 116, the rudder horn 118, the power propeller rotating shaft 120, the power propeller 122, and the energy recovery unit ( 124, gearbox 126, generator 128, bulb 130, output shaft 132, rudder blade 134, bevel gear device 140, the first bevel gear 140, the second bevel gear ( 142, opening 144, cooling fan 146, cooling fins 148 are shown.

Unlike the previous embodiment, the ship 200 according to the present embodiment further includes a bevel gear device 140 provided between the energy recovery unit 124 and the power generation propeller 122, and a cooling unit for cooling the energy recovery unit 124. Include.

When the cross section width of the rudder horn 118 is narrow and it is not easy to arrange the speed increaser 126 and the generator 128 in line with the power generation propeller rotation shaft 120, the energy recovery unit 124 and the power generation propeller rotation shaft 120 The bevel gear device 140 may be disposed between the energy recovery units 124 in a direction perpendicular to the power propeller rotation shaft 120. In this case, the energy recovery unit 124 is connected to the power generation propeller 120 by the bevel gear device 140.

The bevel gear device 140 may include a first bevel gear 141 and a second bevel gear 142. The first bevel gear 141 may be coupled to the power propeller rotating shaft 120. The second bevel gear 142 may be coupled to the input shaft 127 of the speed increaser 126 orthogonal to the power propeller rotation shaft 120 and may be engaged with the first bevel gear 140.

Through such a bevel gear device 140, the rotational energy of the power propeller 122 is input shaft of the power propeller rotating shaft 120, the first bevel gear 141, the second bevel gear 142, the speed increaser 126. It is transmitted to the generator 128 via the output shaft 132 of the 127 and the gearbox 126.

Bevel gear device 140 may be disposed inside the bulb 130, but is not limited thereto.

On the other hand, when the inside of the rudder horn 118 is narrow, the internal temperature of the rudder horn 118 is increased by the energy recovery unit 124 present in the rudder horn 118, which may affect the power generation efficiency. In addition, a cooling unit for cooling the energy recovery unit 124 inside the rudder horn 118 may be installed.

An opening 144 may be formed at an upper portion of the rudder horn 118 and the hull 112 so as to communicate the interior of the rudder horn 118 and the hull 112 with each other, and the cooling unit is coupled to the opening 144. 146 may include. Due to the rotation of the cooling fan 146, the internal air of the rudder horn 118 may be circulated to lower the temperature of the rudder horn 118, thereby cooling the energy recovery unit 124. In this embodiment, one cooling fan 146 is disposed, but the inlet cooling fan for injecting fresh air into the rudder horn 118 and the discharge of hot air inside the rudder horn 118 are discharged. It is also possible to have a cooling fan for the outlet.

The cooling unit may include a cooling fin 148 formed on an outer surface of the energy recovery unit 124. The cooling fin 148 protruding from the outer surface of the speed increaser 126 and the generator 128 is connected to the inner wall of the rudder horn 118 so that the heat generated from the speed increaser 126 and the generator 128 is rudder horn 118. Can be discharged to outside. Since the rudder horn 118 is immersed in seawater during operation of the ship, the heat generated from the energy recovery unit 124 can be easily released to the outside through the cooling fin 148 connected to the inner wall of the rudder horn 118. . As the cooling fin 148, a metal having high thermal conductivity may be used.

Since other components are as described above, description thereof will be omitted.

While the present invention has been described in connection with what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

112 hull 114: propulsion shaft
116: propeller propeller 118: rudder horn
120: power propeller rotating shaft 122: power propeller
124: energy recovery unit 126: gearbox
128: Generator 129: Superconducting generator
130: bulb 132: output shaft
134: rudder blade 140: first bevel gear
142: second bevel gear 144: opening
146: cooling fan 148: cooling fin

Claims (15)

hull;
A propulsion propeller rotatably coupled to the hull and generating a propulsion force;
A rudder horn coupled to the hull at the rear of the propeller;
A power generation propeller rotatably coupled to the rudder horn opposite the propeller propeller and rotating by a wake generated when the propeller propeller rotates; And
It includes an energy recovery unit connected to the rotating shaft of the power generation propeller to produce electricity,
The power propeller has a pitch angle and a rotation speed determined so as to have a predetermined angle of attack with respect to the wake of the propeller when the power propeller rotates,
The rotational speed of the power propeller is a ship having an energy recovery device that is 5% or more and 30% or less of the rotation speed of the propeller propeller.
The method of claim 1,
The predetermined angle of attack is a vessel having an energy recovery device, characterized in that determined in the range of more than 5 degrees less than 15 degrees,
The method of claim 1,
The diameter of the power propeller is a ship provided with an energy recovery device, characterized in that 70% or more and 90% or less of the propeller propeller diameter.
4. The method according to any one of claims 1 to 3,
And the energy recovery unit is located inside the rudder horn.
The method of claim 4, wherein
The energy recovery unit,
A generator for converting rotational energy of the power propeller into electrical energy; And
Ship having an energy recovery device including a speed increaser interposed between the power generating propeller and the generator.
The method of claim 5,
The energy recovery unit is connected to the power generation propeller by a bevel gear device,
The bevel gear device,
A first bevel gear coupled to the rotating shaft of the power propeller; And
And a second bevel gear coupled to the input shaft of the speed increaser orthogonal to the rotation axis of the power propeller and engaged with the first bevel gear.
The method of claim 4, wherein
The energy recovery unit,
Ship having an energy recovery device including a superconducting generator for converting the rotational energy of the power generating propeller into electrical energy.
The method of claim 4, wherein
And a cooling unit for cooling the energy recovery unit inside the rudder horn.
9. The method of claim 8,
An upper portion of the rudder horn and the hull are formed with openings communicating with the rudder horn and the inside of the hull.
The cooling unit includes:
A ship having an energy recovery device comprising a cooling fan coupled to the opening.
9. The method of claim 8,
The cooling unit includes a cooling fin formed on an outer surface of the energy recovery unit, wherein the cooling fin is a vessel having an energy recovery device, characterized in that connected to the inner wall of the rudder horn.
The method of claim 4, wherein
The rudder horn is,
A ship having an energy recovery device comprising a bulb.
The method of claim 11,
The energy recovery unit, the generator for converting the rotational energy of the power propeller into electrical energy; And a speed increaser interposed between the power propeller and the generator,
And the generator and the speed reducer are housed in the bulb.
The method of claim 11,
The energy recovery unit is connected to the power generation propeller by a bevel gear device,
The bevel gear device, the first bevel gear coupled to the rotating shaft of the power propeller; And a second bevel gear coupled to an input shaft of the speed increaser orthogonal to the rotation axis of the power propeller and engaged with the first bevel gear.
The vessel with the energy recovery device, characterized in that the bevel gear device is disposed inside the bulb.
The method of claim 11,
The energy recovery unit,
And a superconducting generator disposed in the bulb for converting rotational energy of the power generating propeller into electric energy.
The method of claim 4, wherein
And said propeller propeller and said power propeller are each disposed on the same axis.

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