WO2013110695A1 - Rotor à effet magnus - Google Patents

Rotor à effet magnus Download PDF

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Publication number
WO2013110695A1
WO2013110695A1 PCT/EP2013/051322 EP2013051322W WO2013110695A1 WO 2013110695 A1 WO2013110695 A1 WO 2013110695A1 EP 2013051322 W EP2013051322 W EP 2013051322W WO 2013110695 A1 WO2013110695 A1 WO 2013110695A1
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WO
WIPO (PCT)
Prior art keywords
rotor
deck
vessel according
vessel
magnus
Prior art date
Application number
PCT/EP2013/051322
Other languages
English (en)
Inventor
Jørn Paul Winkler
Original Assignee
Winkler Joern Paul
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Winkler Joern Paul filed Critical Winkler Joern Paul
Publication of WO2013110695A1 publication Critical patent/WO2013110695A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B63H9/02—Marine propulsion provided directly by wind power using Magnus effect
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

Definitions

  • the invention relates to a Magnus-effect rotor, for example for use onboard a sea-going vessel.
  • Such a Magnus-effect rotor is known from US 4.602.584. It has long been known that a circular cylinder rotating about its longitudinal axis is capable of producing a lift force when placed in an air stream flowing perpendicular to the longitudinal axis of the cylinder, quite similar to the lift force produced by a wing when placed in a laminar air flow. This lift force is named after its discoverer, Heinrich Gustav Magnus, the German scientist who first investigated this phenomenon in 1853.
  • a vessel comprising a deck, a Magnus-effect rotor and a motor drive for rotating the Magnus-effect rotor around a longitudinal axis in an operational state, the rotor in its operational state being vertically mounted on the vessel and having a substantially cylindrical outer surface, and displacement means for displacing the rotor towards the deck in an inoperational state.
  • the displacement means allow the rotor to be displaced towards the deck of the vessel to an inoperational state, such that susceptibility of the rotor to wind gusts et cetera is reduced and the centre of gravity is lowered during unfavourable conditions.
  • An embodiment relates to a fore mentioned vessel wherein the displacement means comprise a lower end of the rotor being rotatably supported by a lower rotor support structure that is hingeably connected to a deck structure arranged on the deck of the vessel, such that a substantially horizontal hinge axis is defined, wherein by pivoting the lower rotor support structure with respect to the deck structure around the hinge axis the rotor is tilted from the operational state to the inoperational state and vice versa, wherein in the inoperational state the rotor is substantially aligned with the deck.
  • This provides for a relatively reliable mechanical tilting mechanism.
  • the displacement means comprise the rotor having an upper tubular element and a lower tubular element, whose centre lines are aligned with the longitudinal axis of the rotor, wherein the tubular elements can be displaced telescopically with respect to each other between the operational and inoperational states, wherein a biased spring element is arranged inside the rotor between the upper and the lower tubular element to facilitate the telescopic displacement from the inoperational to the operational state.
  • a telescopic mechanism with a spring allows for easy collapsing of the rotor and for lowering its centre of gravity.
  • Another embodiment relates to a fore mentioned vessel wherein the rotor is rotatably supported by an internal rotor support structure, wherein the spring element is arranged between an upper end of the internal rotor support structure and an end plate arranged at an upper end of the upper tubular element.
  • the spring element is shielded from external environmental conditions reducing wear thereof.
  • An embodiment relates to a fore mentioned vessel wherein the rotor comprises a rigid cylinder, the rigid cylinder being constructed out of longitudinally connected, cylindrical sections, wherein at least one of the sections comprises longitudinally extending plates distributed along the circumference of the body section, wherein a lower or upper end of one of the plates is recessed longitudinally with respect to the respective lower/upper ends of the plates of the same body section that adjoin the recessed plate in the circumferential direction.
  • This allows for a strong, yet light, construction of the rotor cylinder.
  • An embodiment relates to a fore mentioned vessel, the deck defining a deck level and a lower deck situated below the deck level, defining a lower deck level, wherein the rotor comprises a rigid cylinder that in the operational state has a lower end that is situated at a distance above deck level, wherein the rigid cylinder is mounted with the lower end on a shaft that extends downwards from the lower end of the cylinder past deck level to the lower deck level, the shaft having an outer diameter that is smaller than the outer diameter of the rigid cylinder, wherein a lower bearing is provided at the lower deck level for supporting the lower end of the shaft and for allowing rotation of the shaft around the longitudinal axis and the upper end of the shaft is rotatably supported by an upper bearing arranged in a rotor support structure arranged near the lower end of the cylinder, and the motor drive is connected to the shaft for rotating the rotor at a position between the lower and upper bearings.
  • An embodiment relates to a fore mentioned vessel wherein the motor drive is arranged at deck level. This arrangement is convenient for allowing easy access to the motor drive for maintenance.
  • Another embodiment relates to a fore mentioned vessel, wherein a lower and/or upper end of the rotor is/are provided with end plates. Such end plates are useful for reducing unwanted vorticity and turbulence near the rotor ends.
  • An embodiment relates to a fore mentioned vessel wherein the end plates comprise radially extendable and retractable segments.
  • the segments can conveniently be retracted when moving the rotor to the inoperational state, such that less deck space is required.
  • An embodiment relates to a fore mentioned vessel wherein the end plates are made of an elastic material.
  • the end plates will automatically be forced outwards due to centrifugal forces acting on them to reach a transversal orientation with respect to the rotor cylinder.
  • the end plates will move towards the rotor cylinder to substantially align therewith.
  • Another embodiment relates to a fore mentioned vessel wherein both the lower end and the upper end of the rotor are provided with end plates and a flexible material is provided between the end plates, connected to the rims of the end plates for forming a cylindrical rotor outer surface between the rims of the end plates.
  • An embodiment relates to a fore mentioned vessel wherein the rotor has a height Hr and a maximum rotor outer diameter Dr, wherein the ratio Hr:Dr is smaller than or equal to 1.
  • the motor drive comprises a Tesla motor (M). This configuration allows the rotor to run with increased efficiency, due to decreased friction. Furthermore, rotor maintenance intervals may increase due to the lack of contact surfaces between the rotor cylinder and the motor M.
  • the Tesla motor (M) is arranged inside the rotor to shield it from environmental conditions.
  • Another embodiment relates to a fore mentioned vessel wherein, when the rotor is viewed in the operational state, the rotor diameter increases linearly or step-wise with increasing height. At increasing height above the deck of the vessel, or above water level, wind speed increases and wind angle changes, i.e. close to water level the wind angle corresponds to the vessel's direction of movement, but higher up the wind may come from a more sideways direction. By adapting the rotor diameter in the way mentioned, these variables can be taken into account.
  • Another embodiment relates to a fore mentioned vessel wherein in the inoperational state the rotor is substantially aligned with the deck of the vessel and the deck is provided with at least one cushion arranged in such a way that in the inoperational state the cushion is positioned near an end of the rotor.
  • the deck is provided with one or more cushions for protecting the ends of the rotor.
  • An embodiment relates to a fore mentioned vessel wherein the cylindrical outer surface of the rotor comprises adjacent longitudinal parts that in the circumferential direction are connected by spring elements allowing the cylinder to radially expand and contract, wherein the spring elements are covered by coverings as to maintain a smooth cylindrical outer surface.
  • the spring elements allow the cylinder to expand and contract, e.g. due to inflation or deflation of the cylinder by air, allowing the effective aerodynamic outer surface of the rotor to be changed.
  • the coverings thereto are made of a sufficiently elastic material, such as rubber.
  • FIG. 1 shows a schematic side view of a Magnus-effect rotor positioned in an operational position on the deck of a vessel
  • FIG. 2 shows a schematic perspective view of part of the rigid cylinder of a Magnus-effect rotor of figure 1 ,
  • FIG. 3 shows a schematic side view of a Magnus-effect rotor with a partly conical internal support structure
  • Fig. 4 shows the Magnus-effect rotor of figure 3 with a device for collapsing the rotor
  • Fig. 5 and fig. 6 show schematic cross-sectional side views of a Magnus-effect rotor which is extendable by means of a spring device
  • Fig. 7 and fig. 8 show schematic cross-sectional side views of a Magnus-effect rotor of which the diameter can be changed
  • Fig. 9 and fig. 10 show schematic cross-sectional side views of a Magnus-effect rotor of which the end plates are radially extendable
  • Fig. 11 shows a perspective view of a light-weight Magnus-effect rotor structure
  • Fig. 12 shows a schematic side view of a vessel provided with a Magnus-effect rotor having a relatively low height and a relatively large diameter
  • FIG. 13 shows a schematic side view of a Magnus-effect rotor positioned in an operational position on the deck of a vessel, wherein a Tesla motor is provided inside the rotor, and
  • Fig. 14 show a table comprising computational results of an optimization routine where optimal rotor diameter is shown as a function of rotor height.
  • Fig. 15a shows a Magnus-effect rotor with inflatable parts directly mounted on a central mast.
  • Fig. 16 shows a collapsed Magnus-effect rotor provided with cushions.
  • Fig. 17a shows a cross-sectional view of a Magnus-effect rotor, provided with spring elements for connecting adjacent longitudinal parts of the rotor cylinder. The rotor is shown in a contracted state.
  • Fig. 17b shows a cross-sectional view of the Magnus-effect rotor of fig. 17a, wherein the rotor is shown in an expanded state.
  • Fig. 1 shows a schematic side view of a Magnus-effect rotor 1 positioned in an operational position on the deck 10 of a vessel.
  • the rotor 1 as shown has a rigid cylindrical body 2 with an end plate 3 for reducing vorticity during operation.
  • the rotor 1 is internally supported by a mast 4, which is relatively short compared to the length of the rotor 1.
  • the mast comprises a motor drive (not shown) for rotating the rotor 1 via the internal rotor supports 5 which are rotatable with respect to the mast 4.
  • the mast 4 extends below the cylindrical body 2 and comprises a mast support 6 there.
  • the mast support 6 is placed on a hingeable rotor support 7.
  • Fig. 2 shows a schematic perspective view of part of the rigid cylinder of the Magnus-effect rotor of figure 1. It shows the rigid cylinder being constructed out of longitudinally aligned plates 14.
  • the plates 14 are assembled into longitudinally connected, cylindrical body sections 11, 12 and 13. Every second plate 14 of a body section 11 , 12, 13 is recessed longitudinally with respect to two transversally adjoining plates 14 of the same body section 11 , 12, 13.
  • the plates 14 are preferably made out of metal, for example aluminium.
  • the plates 14 of the different body sections 11, 12, 13 can be interconnected for example via welds.
  • FIG. 3 shows a schematic side view of a Magnus-effect rotor 16 with a partly conical internal support structure 18.
  • the rotor 16 comprises a cylindrical outer support structure 17 with end plates 19 and 22.
  • the support 28 is placed on a deck 26.
  • the rotor 16 is rotatably placed on a support 28 with a bearing 23 to achieve rotatability.
  • the rigid outer shell of the rotor cylinder is not shown for clarity.
  • the upper part of the internal support structure 18 has a cylindrical shape
  • the middle part 20 of the internal support structure 18 has a conical shape
  • the lower part 29 of the internal support structure 18 has a cylindrical shape again, though with a smaller diameter than the upper part.
  • the lower part is used as a shaft for driving the rotor around its longitudinal axis.
  • the lower part 29 is thereto placed with its lower end in a bearing 25, which allows rotation of the internal support structure 18 and the outer support structure 17 around a longitudinal axis.
  • a motor drive 24 placed on the deck 26 drives the rotor 16 via the shaft.
  • the motor drive 24 can for example exert its driving force on the rotor 16 via a belt-drive or a chain.
  • Fig. 4 shows the Magnus-effect rotor 30 of figure 3 with a device for collapsing the rotor.
  • the lower part of the rotor of figure 4 is shown with the internal structure 31 and end plate 32.
  • the lower end of the shaft is positioned in bearing 40.
  • the rotor is shown having an extension 33 towards the lifting device.
  • the extension 33 is connected to a motor drive 34.
  • the lifting device comprises a lower rotor support 36 hingeably connected to a deck rotor support 37.
  • the rotor support 36 is also provided with a pulley 36a which connects via one or more cables or ropes (not shown) to a pulley 37a on the deck rotor support 37.
  • the rotor 30 can be collapsed by pushing rotor support 36 away from deck rotor support 37 via the hydraulic extension mechanism 38.
  • the rotor 30 can be erected again by retracting the cable or rope running between pulleys 36a and 37a, such that the rotor supports 36 and 37 are rotated towards each other.
  • Fig. 5 and fig. 6 show schematic cross-sectional side views of a Magnus-effect rotor 42, 42' which is extendable by means of a spring device 44, 44'.
  • Fig. 5 shows the rotor 42 in a retracted condition
  • fig. 6 shows the rotor 42' in an extended condition.
  • the change of rotor length can be used to change the aerodynamic properties and thus the performance of the rotor.
  • the rotor 42 is shown having an upper cylindrical section 43 and a lower cylindrical section 45.
  • the lower cylindrical section 45 is rotatably positioned on a mast 46.
  • the lower cylindrical section 45 has ring- shaped reinforcements at spaced-apart positions along the length of the cylindrical section 45.
  • the upper cylindrical section 45 is rotatably connected to the mast 46 via an upper conical support 48.
  • a lower conical support 49 is connected to a lower part of the lower cylindrical section 45 and is rotatable around the mast 46.
  • the lower conical support 49 provides stability to the rotor 42 and reduces vibrations when the rotor is rotating.
  • a spring device 44 is provided between the upper conical support 48 and an end plate 47.
  • the spring device 44 is shown in a compressed condition and supports the upper cylindrical section 43.
  • Other spring devices, such as with a scissor mechanism, can also be used.
  • Fig. 6 shows the spring device 44' in a relaxed condition, wherein the upper cylindrical section 43 is lifted upwards.
  • Fig. 7 and fig. 8 show schematic cross-sectional side views of a Magnus-effect rotor 50, 50' of which the diameter can be changed by means of radial expansion and contraction of support discs 52, 52'.
  • Fig. 7 shows the rotor 50 in a small diameter configuration
  • fig. 8 shows the rotor 50' in a large diameter configuration.
  • a cylindrical section 54, 54' is shown being supported by support discs 52, 52' positioned along the length of a rotor support mast 51.
  • the support discs 52, 52' each comprise a number of radial segments 53, 53' which can be radially extended or retracted with respect to the mast 51, much like a diaphragm.
  • the cylindrical section 54, 54' comprises a number of clamshell sections (not shown) which can be radially and, if necessary, partly tangentially retracted along with the segments 53, 53' in order to create a rotor with a smaller or a larger diameter.
  • the end plates as shown are also formed by two of the support discs 52, 52'.
  • Fig. 8a shows the Magnus-effect rotor from above.
  • the radial segments 53, 53' can be seen in an extended state, i.e. being radially extended with respect to the support discs 52, 52'. It is also possible to extend the inflatable parts mentioned in this patent application in such a radial fashion.
  • the cylindrical section is compartmentalized in order to prevent the occurrence of leaks.
  • Fig. 9 and fig. 10 show schematic cross-sectional side views of a Magnus-effect rotor 60, 60' of which the end plates 63 are provided with radially extendable end plate segments 62, 62'.
  • Fig. 9 shows the rotor 60 with retracted end plate segments 62, 62'. With the extendable end plate segments 62, 62' the aerodynamic performance of the end plates can be influenced.
  • a cloth or another type of flexible material can be provided connecting the rims of both end plates, such that a rotor outer surface is formed.
  • the end plate segments 62, 62' themselves can be made of an elastic material and can have a frisbee-like shape, such that when the elastic end plate segments 62, 62' are slack, i.e. when the rotor is not turning or turning slowly, and the rotor is accelerated subsequently, the end plate segments 62, 62' expand to form a frisbee-like disc.
  • Fig. 11 shows a perspective view of a light-weight Magnus-effect rotor structure 70.
  • Fig. 11 shows a structure for the cylindrical or tubular part of a Magnus-effect rotor, comprising a spiral-shaped structure 71 extending along the length of the rotor structure 70 for providing rigidity, and a skin 72 made out of flexible material connected to that spiral-shaped structure 71 for creating an aerodynamic surface.
  • the skin can for example be made of a weather-resistant synthetic material.
  • Fig. 12 shows a schematic side view of a vessel provided with a Magnus-effect rotor 75 comprising a central cylinder 78 provided with end plates 76 at its longitudinal ends.
  • the rotor 75 has a height H r and a diameter D r .
  • the height H r is relatively small with respect to the diameter D r .
  • the ratio H r :D r can for example be smaller than or equal to 1. In the example as shown the ratio H r :D r is approximately 1 :5.
  • the rotor 75 as shown comprises an inflatable compartment 77 for changing the effective rotor diameter Di, where 'effective diameter' means the diameter of the cylindrical rotor part actually involved in creating the rotor's propulsive force. Due to the inflatability of the compartment 77 the effective diameter Di can be changed while the rotor is operational.
  • the ratio H r :Di will, however, also be relatively small, but in any case greater than the ratio H r :D r .
  • the relatively large diameter Di enables the rotor to be spun at a lower rotational speed.
  • requirements with respect to the construction of the rotor can be less stringent, e.g. means for reducing vibrations may not have to be provided.
  • the view from the pilothouse towards the bow of the vessel will improve significantly.
  • FIG. 13 shows a schematic side view of a Magnus-effect rotor 80 positioned in an operational position on the deck of a vessel, wherein a Tesla motor M is provided inside the rotor cylinder 83 for driving the rotor.
  • the rotor 80 comprises a longitudinal cylinder 83 and an end plate 82.
  • the motor M is positioned on top of the short mast 84 carrying the rotor 80.
  • the inner circumference of the rotor cylinder 83 near the Tesla motor M is provided with magnets 81 at spaced-apart positions.
  • This configuration allows the rotor 80 to run with increased efficiency, due to decreased friction.
  • rotor maintenance intervals may increase due to the lack of contact surfaces between the rotor cylinder 83 and the motor M.
  • the rotor cylinder 80 itself also advantageously shields the motor M from the environment.
  • Fig. 14 show a table comprising computational results of an optimization routine where optimal rotor diameter is shown as a function of rotor height.
  • the computational results are a result of the insight that at increasing height above the deck of the vessel, or above water level, wind speed increases and wind angle changes, i.e. close to water level the wind angle corresponds to the vessel's direction of movement, but higher up the wind may come from a more sideways direction.
  • the first table column shows the height above water level, while the fifth column shows the optimal rotor diameter at that height, at a rotational speed of 200 RPM.
  • two schematic drawings are shown of a rotor design making use of such optimized diameters.
  • the lower left drawing shows a rotor with a linearly increasing diameter with increasing height.
  • the lower right drawing shows a rotor with a step-wise increasing diameter with increasing height.
  • Fig. 15a shows a Magnus-effect rotor 90 with inflatable parts 94.
  • the inflatable parts 94 are directly mounted on a central mast 91 via bearings 92.
  • the advantage of this configuration with respect to the embodiment of a Magnus-effect rotor as shown in fig. 12 is that the use of a central drum can be avoided. This saves a lot of weight.
  • Fig. 15b shows the Magnus-effect rotor of fig. 15a in a deflated state.
  • the inflatable parts 94, 94' are preferably provided with rubber reinforcements 93 at the connection of the inflatable parts 94 with the bearings 92 due to the increased stress being present there.
  • Fig. 16 shows a collapsed Magnus-effect rotor 100.
  • the rotor 100 is positioned between two cargo hatches 101. With the rotor 100 lying on the deck 102, it is vulnerable to damage due to deck operations. Therefore, the rotor 100 as shown is provided with cushions 103 for protecting the ends of the rotor 100.
  • the cylindrical part of the rotor 100 is provided with an elongated cushion 104.
  • Fig. 17a shows a cross-sectional view of a Magnus-effect rotor 110, provided with spring elements 111 for connecting adjacent longitudinal parts 113 of the rotor cylinder.
  • the spring elements 111 allow the cylinder to expand and contract, e.g. due to inflation or deflation of the cylinder by air.
  • the rotor 110 is shown in a contracted state.
  • Coverings 112 are provided to cover the spring elements 111 and maintain a smooth outer surface of the cylinder.
  • Fig. 17b shows a cross-sectional view of the Magnus- effect rotor 110', wherein the spring elements 11 1 ' and the rotor 110' are shown in expanded state.
  • the coverings 112, 112' are made of a sufficiently elastic material.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Wind Motors (AREA)

Abstract

La présente invention concerne une cuve comprenant un pont (10), un rotor (1) à effet Magnus et un moteur d'entraînement destiné à faire tourner le rotor à effet Magnus autour d'un axe longitudinal dans un état de fonctionnement, le rotor, dans son état de fonctionnement, étant verticalement monté sur la cuve et ayant une surface (2) extérieure sensiblement cylindrique, et des moyens de déplacement (7, 8) servant à déplacer le rotor vers le pont (10) dans un état de non - fonctionnement.
PCT/EP2013/051322 2012-01-24 2013-01-24 Rotor à effet magnus WO2013110695A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP12152274.2 2012-01-24
EP12152274 2012-01-24
EP12190798 2012-10-31
EP12190798.4 2012-10-31

Publications (1)

Publication Number Publication Date
WO2013110695A1 true WO2013110695A1 (fr) 2013-08-01

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2514867A (en) * 2013-11-17 2014-12-10 Norsepower Oy Propulsion systems for aquatic vessels
GB2524753A (en) * 2014-03-31 2015-10-07 Norsepower Oy Method of manufacturing a rotor body of a Magnus-type rotor
CN107131098A (zh) * 2017-06-02 2017-09-05 中国船舶科学研究中心上海分部 一种船用风能辅助推进系统
EP3409574A1 (fr) 2017-06-02 2018-12-05 Anemoi Marine Technologies Limited Mécanisme de levage et d'abaissement pour un rotor de flettner
WO2022001201A1 (fr) * 2020-06-28 2022-01-06 中船重工（上海）节能技术发展有限公司 Tour interne de rotor d'amplification d'énergie éolienne
CN113898526A (zh) * 2021-10-13 2022-01-07 南京师范大学中北学院 一种轮轨式垂直轴风力机结构及其运行方法
CN114228965A (zh) * 2022-01-14 2022-03-25 中船重工（上海）节能技术发展有限公司 一种用于抑制风力助推转子晃动的控制装置及风力助推系统
WO2022114684A1 (fr) * 2020-11-26 2022-06-02 현대중공업 주식회사 Système de propulsion par énergie éolienne et navire équipé de celui-ci
KR20220073631A (ko) * 2020-11-26 2022-06-03 현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박
WO2022129878A1 (fr) * 2020-12-15 2022-06-23 Anemoi Marine Technologies Ltd. Voile de rotor
EP4342787A1 (fr) * 2022-09-24 2024-03-27 Kamil PODHOLA Système de voile rotor
KR102673890B1 (ko) * 2020-11-26 2024-06-17 에이치디현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박

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DE416586C (de) * 1924-12-20 1925-07-22 E Groh Dr Ing Geschachtelte, pneumatische Flettnerrotoren
DE422057C (de) * 1924-12-18 1925-11-25 Woldemar Kiwull Elastisches Rotorsegel
US2713392A (en) * 1950-05-11 1955-07-19 Karman Theodore Von Wind motor
US4602584A (en) 1984-06-12 1986-07-29 Henry North Propulsion device for a ship
GB2187154A (en) * 1987-02-18 1987-09-03 Hydroconic Ltd Magnus effect rotor for ship propulsion
GB2332891A (en) * 1997-11-21 1999-07-07 Kenneth Arthur Austin Aerodynamic lift producing apparatus
WO2011098605A1 (fr) * 2010-02-15 2011-08-18 Winkler Joern Paul Navire comportant un rotor à effet magnus escamotable
WO2011098601A1 (fr) * 2010-02-15 2011-08-18 Winkler Joern Paul Navire comportant un rotor à effet magnus escamotable

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE422057C (de) * 1924-12-18 1925-11-25 Woldemar Kiwull Elastisches Rotorsegel
DE416586C (de) * 1924-12-20 1925-07-22 E Groh Dr Ing Geschachtelte, pneumatische Flettnerrotoren
US2713392A (en) * 1950-05-11 1955-07-19 Karman Theodore Von Wind motor
US4602584A (en) 1984-06-12 1986-07-29 Henry North Propulsion device for a ship
GB2187154A (en) * 1987-02-18 1987-09-03 Hydroconic Ltd Magnus effect rotor for ship propulsion
GB2332891A (en) * 1997-11-21 1999-07-07 Kenneth Arthur Austin Aerodynamic lift producing apparatus
WO2011098605A1 (fr) * 2010-02-15 2011-08-18 Winkler Joern Paul Navire comportant un rotor à effet magnus escamotable
WO2011098601A1 (fr) * 2010-02-15 2011-08-18 Winkler Joern Paul Navire comportant un rotor à effet magnus escamotable

Cited By (32)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160280347A1 (en) * 2013-11-17 2016-09-29 Norsepower Oy Ltd Propulsion system for aquatic vessels
GB2514867B (en) * 2013-11-17 2015-08-05 Norsepower Oy Propulsion systems for aquatic vessels
GB2514867A (en) * 2013-11-17 2014-12-10 Norsepower Oy Propulsion systems for aquatic vessels
US10227121B2 (en) 2013-11-17 2019-03-12 Norsepower Oy Ltd Propulsion system for aquatic vessels
JP2017507846A (ja) * 2014-03-31 2017-03-23 ノースパワー オーユー リミテッドＮｏｒｓｅｐｏｗｅｒ Ｏｙ Ｌｔｄ マグナス型ロータのロータ本体の製造方法
GB2524753B (en) * 2014-03-31 2016-03-23 Norsepower Oy Method of manufacturing a rotor body of a Magnus-type rotor
CN106103269A (zh) * 2014-03-31 2016-11-09 挪威动力有限公司 制造马格纳斯型转子的转子体的方法
AU2015238993B2 (en) * 2014-03-31 2016-12-15 Norsepower Oy Ltd Method of manufacturing a rotor body of a magnus-type rotor
KR101836145B1 (ko) * 2014-03-31 2018-03-09 노스파워 오와이 엘티디 마그너스형 로터의 로터 바디를 제조하는 방법
US10099762B2 (en) 2014-03-31 2018-10-16 Norsepower Oy Ltd Method of manufacturing a rotor body of a Magnus-type rotor
WO2015150624A1 (fr) * 2014-03-31 2015-10-08 Norsepower Oy Ltd Procédé de fabrication d'un corps de rotor d'un rotor de type magnus
GB2524753A (en) * 2014-03-31 2015-10-07 Norsepower Oy Method of manufacturing a rotor body of a Magnus-type rotor
KR102526272B1 (ko) 2017-06-02 2023-04-27 아네모이 마린 테크놀로지스 리미티드 플레트너 로터를 위한 상승 및 하강 메커니즘
CN107131098A (zh) * 2017-06-02 2017-09-05 中国船舶科学研究中心上海分部 一种船用风能辅助推进系统
EP3409574A1 (fr) 2017-06-02 2018-12-05 Anemoi Marine Technologies Limited Mécanisme de levage et d'abaissement pour un rotor de flettner
WO2018220174A1 (fr) 2017-06-02 2018-12-06 Anemoi Marine Technologies Limited Mécanisme d'élévation et d'abaissement pour un rotor de flettner
KR20200014383A (ko) * 2017-06-02 2020-02-10 아네모이 마린 테크놀로지스 리미티드 플레트너 로터를 위한 상승 및 하강 메커니즘
WO2022001201A1 (fr) * 2020-06-28 2022-01-06 中船重工（上海）节能技术发展有限公司 Tour interne de rotor d'amplification d'énergie éolienne
KR102552704B1 (ko) * 2020-11-26 2023-07-06 에이치디현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박
KR102552707B1 (ko) 2020-11-26 2023-07-06 에이치디현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박
WO2022114686A1 (fr) * 2020-11-26 2022-06-02 현대중공업 주식회사 Système de propulsion éolienne et bateau le comprenant
KR20220073631A (ko) * 2020-11-26 2022-06-03 현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박
KR20220073630A (ko) * 2020-11-26 2022-06-03 현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박
KR20220073627A (ko) * 2020-11-26 2022-06-03 현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박
WO2022114684A1 (fr) * 2020-11-26 2022-06-02 현대중공업 주식회사 Système de propulsion par énergie éolienne et navire équipé de celui-ci
KR102673890B1 (ko) * 2020-11-26 2024-06-17 에이치디현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박
KR102630854B1 (ko) * 2020-11-26 2024-01-30 에이치디현대중공업 주식회사 풍력추진 시스템 및 이를 구비한 선박
CN117120247A (zh) * 2020-12-15 2023-11-24 安诺米海洋技术有限公司 转子帆
WO2022129878A1 (fr) * 2020-12-15 2022-06-23 Anemoi Marine Technologies Ltd. Voile de rotor
CN113898526A (zh) * 2021-10-13 2022-01-07 南京师范大学中北学院 一种轮轨式垂直轴风力机结构及其运行方法
CN114228965A (zh) * 2022-01-14 2022-03-25 中船重工（上海）节能技术发展有限公司 一种用于抑制风力助推转子晃动的控制装置及风力助推系统
EP4342787A1 (fr) * 2022-09-24 2024-03-27 Kamil PODHOLA Système de voile rotor

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