WO2022220557A1

WO2022220557A1 - Wind-propelled system and ship comprising same

Info

Publication number: WO2022220557A1
Application number: PCT/KR2022/005308
Authority: WO
Inventors: 김영재; 이정훈; 김성훈; 장봉준
Original assignee: 한국조선해양 주식회사; 현대중공업 주식회사
Priority date: 2021-04-12
Filing date: 2022-04-12
Publication date: 2022-10-20

Abstract

A wind-propelled system of the present invention may comprise: a rotary driving part provided in the hull of a ship; a mast provided on the rotary driving part, and extending in the direction that is vertical to the deck of the hull; a wingsail, which has an open-type cross section formed by bending a single plate, is formed in a circular arc shape having a recessed surface and a protruding surface, and is connected to the mast; and at least one T-bar provided at the recessed surface side to circulate air flowing toward the recessed surface side of the wingsail.

Description

Wind propulsion system and ship including same

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

In general, ships can use fossil fuels to gain propulsion. Ships are equipped with engines with high power to drive thrusters and the like, and it is known that large ships consume hundreds of tons of fossil fuels during long-distance sailing. The cost of operating these ships is enormous, and the emission of pollutants from the consumption of fossil fuels is a very serious problem.

In order to solve the above-mentioned problem, a technology for diversifying the power source of a ship is being developed. For example, an electric propulsion ship technology that obtains a portion of propulsion 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.

On the other hand, a technology to provide propulsion using wind power is also being studied as part of the diversification of ship power sources. In the case of obtaining propulsion using wind power, research is being conducted not only on a technology for obtaining electric energy through wind power and driving an electric motor, but also on a technology for obtaining propulsion directly from the wind using a sail, a technology that has been used for a long time. Recently, a wind power propulsion device in which a wing sail receiving wind is installed is also being studied.

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 provide a wind power propulsion system with improved ship propulsion efficiency and improved wing sail stability, and a ship including the same.

A wind power propulsion system according to an aspect of the present invention includes a rotation driving unit installed on the hull of a ship; a mast installed on the rotary driving unit and extending in a direction perpendicular to the deck of the hull; a wing sail connected to the mast, the single plate having an open planar cross-section curved, implemented in an arc shape having a concave surface and a convex surface; and at least one T-bar provided on the concave surface to circulate air introduced into the concave surface of the wing sail.

Specifically, the T-bar may include a wing sail connection part having one end connected to the wing sail; and a plate part connected to the other end of the wing sail connection part.

Specifically, the plate part may be perpendicular to the width direction of the wing sail connection part.

Specifically, it may further include a connecting portion extending parallel to the mast and connecting the concave surfaces of the mast and the wing sail.

Specifically, it may further include a vertical pipe provided at both ends of the wing sail, respectively, extending parallel to the extending direction of the wing sail.

A wind power propulsion system according to an aspect of the present invention includes a post installed on the hull of a ship; a rotation driving unit installed on the upper end of the post; and a wing sail having an open flat cross-section in which a single plate is curved, implemented in an arc shape having a concave surface and a convex surface, and capable of being rotated by the rotational force of the rotation driving unit, wherein the wing sail is partially cut off A groove having a shape may be provided, and the groove may provide a space in which the post and the rotation driving unit may be installed.

Specifically, the rotation driving unit may be provided higher than the lower end of the wing sail.

Specifically, the rotation driving unit includes a motor provided on the post; and a rotation shaft for transmitting the rotational force of the motor to the wing sail, wherein the rotation shaft may be provided to correspond to a center of gravity of a flat cross-section of the wing sail.

Specifically, it further includes a post receiving unit having an internal space for accommodating the post and the rotation driving unit, and a portion of the post receiving unit may protrude to the outside of the convex surface.

Specifically, the wing sail includes a plurality of vertical stiffeners and a plurality of horizontal stiffeners provided on a concave surface, wherein the vertical stiffeners extend parallel to the extending direction of the wing sail, and the horizontal stiffeners are perpendicular to the vertical stiffeners The post receiving part may further include a plurality of receiving part reinforcing materials provided on an outer circumferential surface of the post receiving part and parallel to the horizontal reinforcing agent.

Specifically, it may further include a connection plate provided on an upper portion of the post accommodation portion, and connect the connection plate to the wing sail and the post accommodation portion.

Specifically, the rotation shaft may transmit the rotational force generated by the motor to the wing sail through the connection plate.

Specifically, a ball bearing provided at an upper portion between the post and the post receiving part; and a slew bearing provided at a lower portion between the post and the post receiving part.

Specifically, the length of the post accommodated in the post receiving unit may be 15% to 30% of the length of the wing sail.

A wind power propulsion system according to an aspect of the present invention has a single plate curved open planar cross-section, is implemented in an arc shape having a concave and convex surface, a wing sail connected to the mast; and side end support portions provided at both side ends of the wing sail and extending parallel to the extension direction of the wing sail, wherein the side end support portion is connected to the side end of the wing sail so that a cross section perpendicular to the extension direction forms a closed curve shape can

Specifically, the side end support portion is a half pipe having one end connected to the side end of the wing sail, a cross section perpendicular to the extending direction has a semicircular shape; and a plate-shaped flat bar having one end connected to the other end of the half pipe and the other end being in contact with the concave surface.

Specifically, the side end of the wing sail and one end of the half pipe may be connected through welding, and the other end of the half pipe and one end of the flat bar may be connected through welding.

Specifically, the wing sail, the half pipe, and the flat bar may be integrally formed.

A vessel according to an aspect of the present invention may include the wind power propulsion system described above.

The wind power propulsion system according to the present invention and a ship including the same may have improved ship propulsion efficiency and improved wing sail stability.

1 is a perspective view for explaining a ship according to an embodiment of the present invention.

FIG. 2 is a perspective view for explaining the wind power propulsion system shown in FIG. 1 , and FIG. 3 is a plan view of the wind power propulsion system shown in FIG. 2 .

4 to 6 are perspective views for explaining the structure of the wind power propulsion system according to Comparative Examples 1 to 3 of the wind power propulsion system according to an embodiment of the present invention shown in FIG. 2 .

7 is a concave side perspective view for explaining a wind power propulsion system according to another embodiment of the present invention.

FIG. 8 is a partially enlarged view of FIG. 7 .

9 is a convex side perspective view for explaining the wind power propulsion system shown in FIG.

FIG. 10 is a partially enlarged view of FIG. 9 .

11 is a perspective view for explaining the wing sail shown in FIGS. 7 to 10 .

12 is a plan view of the wing sail shown in FIG. 11 ;

13 is a cross-sectional view for explaining the wind power propulsion system shown in FIGS. 7 to 12 .

FIG. 14 is a partially enlarged view of FIG. 13 .

15 is a plan view for explaining a wing sail of a wind power propulsion system according to another embodiment of the present invention.

FIG. 16 is a partially enlarged view of the wing sail shown in FIG. 15 .

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.

Hereinafter, a ship is a tanker, LNG carrier, LPG carrier, container carrier, automobile carrier, bulk carrier that carries cargo such as a large amount of minerals, crude oil, natural gas, or thousands of containers in a cargo hold and sails the ocean. , but may be a large vessel such as a mineral carrier, but is not limited thereto, and may include all types of vessels and offshore structures of various types.

Referring to FIG. 1 , a ship 10 according to an embodiment of the present invention may include a hull 11 and a wind power propulsion system 100 .

The hull 11 may be divided into a bow 11A, a central portion 11B, and a stern 11C along the longitudinal direction.

An engine casing 13 may be mounted on the stern 11C of the hull 11 , and an engine room (not shown) may be provided inside the stern 11C. A propulsion engine (not shown) for propelling the hull 11 using fuel or the like may be provided in the engine room.

A fuel supply line (not shown) for delivering fuel to the propulsion engine may be provided in the central portion 11B of the hull 11 .

Cabin 12 is provided in the direction of the stern 11C of the hull 11, and may be a space for crews working in the ship 10 to live or a space to control the navigation of the hull 11. In particular, the wheel house 12A, which is the uppermost layer of the cabin 12, is a space for controlling the operation of the hull 11 and monitoring the operation status in an integrated manner. can be drawn The visible line indicates a boundary line that can be visually confirmed in the wheel house 12A that controls the navigation of the hull 11, and the larger the downward slope of the visible line, the smaller the blind spot formed in the direction of the bow 11A may be.

The engine casing 13 is provided at the rear of the cabin 12, and may discharge exhaust generated from a propulsion engine, etc. to the outside. To this end, the engine casing 13 may be provided with a stack 13A.

In addition, the stern 11C of the hull 11 may be provided with a propulsion device (not shown) for receiving the power generated from the propulsion engine to generate the propulsion force of the ship 10 . The propulsion device may be implemented as a propeller. In addition, the propulsion device may be rotatably connected to the hull 11 .

Meanwhile, in this embodiment, the propulsion device receives power generated from the propulsion engine and generates the propulsion force of the ship 10 as an example, but may not be limited thereto. For example, when the propulsion engine is omitted in the ship 10 , the propulsion device may receive power generated from a separate generator to generate the propulsion force of the ship 10 .

The wind power propulsion system 100 may use wind to provide propulsion to the vessel 10 . The wind power propulsion system 100 in the present invention may be used as an auxiliary propulsion device for propelling a ship, but is not limited thereto. In some cases, the wind propulsion system 100 may also be used as a main propulsion device for propelling the vessel 10 .

2 and 3, the wind power propulsion system 100 according to an embodiment of the present invention is a wing sail 110, a rotary drive unit 120, a mast 130, a connection unit 140 and a T-bar ( bar) 150 .

The wing sail 110 may provide propulsion to the vessel 10 by wind power. The wing sail 110 may be provided in a shape extending in a direction perpendicular to the deck of the hull 11 .

The wing sail 110 may have a shape in which a pressure side is omitted and only a suction side is provided. That is, the wing sail 110 has an open flat cross-section in which a single plate without an internal space is bent, and may be implemented in an arc shape having a concave surface 110A and a convex surface 110B. In this embodiment, it has been described that the wing sail 110 is manufactured as a single plate as an example, but is not limited thereto. For example, the wing sail 110 may also be implemented with a material such as a sandwich panel.

A vertical pipe 111 extending parallel to the extending direction of the wing sail 110 may be provided at both side ends of the wing sail 110 . The vertical pipe 111 may support both side ends of the wing sail 110 . Since both side ends of the wing sail 110 are supported by the vertical pipe 111, the flow of both side ends of the wing sail 110 may be reduced.

A plurality of horizontal plates 112 may be provided on the concave surface 110A side of the wing sail 110 . The horizontal plate 112 reinforces the structure of the wing sail 110 and may include a curved portion and a straight portion. The curved portion may have a shape corresponding to the cross-section of the wing sail 110 . That is, the curved portion may be implemented in an arc shape such as the cross-section of the wing sail 110 . The straight part may connect both side ends of the curved part. Accordingly, the horizontal plate 112 may have a closed curve shape including a curved portion implemented in an arc shape, such as a cross-section of a wing sail, and a straight line portion connecting both side ends of the curved portion.

A cover plate 113 capable of covering the upper end and lower end of the wing sail 110 may be provided at the upper end and lower end of the wing sail 110 .

On the other hand, the wing sail 110 may be composed of different materials depending on the area. For example, the lower end of the wing sail 110, that is, the region adjacent to the rotation driving unit 120 is made of a steel material, and the middle and upper portions, that is, the region spaced apart from the rotation driving unit 120, are lighter in weight than steel. It may consist of a composite material, aluminum or an aluminum alloy.

As described above, when the lower end of the wing sail 110 is made of a relatively heavy material, the center of gravity of the wing sail 110 may be lowered. When the center of gravity of the wing sail 110 is lowered, the structural stability of the wing sail 110 may be improved.

In addition, since an iron material such as steel is relatively inexpensive compared to a composite material or an aluminum-based material, the wing sail 110 according to the present embodiment as compared to the wing sail 110 entirely composed of a composite material or an aluminum-based material. The production cost may be lowered.

The rotation driving unit 120 may be installed on the hull 11 of the ship 10 , in particular on the deck. The rotation driving unit 120 may include a motor 121 that generates a rotational force and a rotational shaft 125 that transmits the rotational force to the mast 130 . The rotation driving unit 120 may adjust the angle of the wing sail 110 by rotating the mast 130 in the forward or reverse direction.

Since the rotation shaft 125 transmits a rotational force to the wing sail 110 , it may be provided to correspond to the center of gravity of the flat cross-section of the wing sail 110 .

The mast 130 is installed on the upper portion of the rotation driving unit 120 , and may extend in a direction perpendicular to the deck of the hull 11 . In addition, the mast 130 is connected to the wing sail 110 through the connection unit 140 , and may be connected to the rotation shaft 125 of the rotation driving unit 120 . Accordingly, the mast 130 may be rotatable through the rotational force transmitted by the rotation shaft 125 . That is, the mast 130 may rotate in the forward or reverse direction by the rotation driving unit 120 .

The connecting portion 140 may extend in a direction perpendicular to the deck of the hull 11 . The connection part 140 may be installed to connect the mast 130 and the wing sail 110 . The connection part 140 may transmit the rotational force of the mast 130 to the wing sail 110 .

The connecting portion 140 as described above extends parallel to the mast 130, and in a direction perpendicular to the extension direction, one side is connected to the mast 130 and the other side is connected to the wing sail 110. have. In addition, the connection unit 140 may be implemented as a plurality of horizontal bars having one side connected to the mast 130 and the other side connected to the wing sail 110 .

The mast 130 is not installed inside the wing sail 110 by the connection part 140 as described above, but may be installed outside the wing sail 110 spaced apart from the wing sail 110 by a predetermined distance. Accordingly, maintenance of the mast 130 may be easy.

At least one T-bar 150 is provided on the concave surface 110A of the wing sail 110 , and a portion thereof may be connected to the concave surface 100A. That is, the T-bar 150 may be provided on the side of the removed pressure part of the wing sail 110 .

The T-bar 150 may have a shape extending parallel to the extending direction of the wing sail 110 . The T-bar 150 may be provided between the mast 130 and the vertical pipe 111 . That is, the T-bar 150 may be disposed on both sides of the mast 130 .

The T-bar 150 may include a wing sail connection part 151 and a plate part 155 .

The wing sail connection part 151 may extend parallel to the extension direction of the wing sail 110 , and in a direction perpendicular to the extension direction, one end may be connected to the wing sail 110 , and the other end may be connected to the plate part 155 . . In addition, the wing sail connection part 151 may form a lattice shape with the horizontal plate 112 to improve the structural stability of the wing sail 110 .

The plate part 155 may extend parallel to the extending direction of the wing sail 110 . The plate part 155 may be connected to the other end of the wing sail connection part 151 perpendicular to the width direction of the wing sail connection part 151 . For example, the plate part 155 may have a plate shape extending in a direction perpendicular to the deck of the hull 11 , and the central part may be connected to the other end of the wing sail connection part 151 .

The T-bar 150 as described above allows the air introduced into the concave surface 110A of the wing sail 110 to circulate between the mast 130, the connection part 140 and the T-bar 150 to the outside. leakage can be prevented.

When the air introduced into the concave surface 110A side of the wing sail 110 circulates between the mast 130, the connection part 140 and the T-bar 150, the wing sail 110 is not only the absorption part but also the pressure part. The same effect as provided can be obtained.

Therefore, the wind power propulsion system 100 according to this embodiment is provided with the T-bar 150, it is possible to prevent a decrease in the efficiency of the wing sail 110 due to the flow of air introduced into the concave surface 110A. .

4 to 6 , the wind power propulsion system of Comparative Example 1 shown in FIG. 4 may have a structure in which a wing sail includes a pressure unit and a suction unit. In addition, the wind power propulsion system of Comparative Example 2 shown in FIG. 5 may be in a state in which the plate portion and the vertical pipe of the T-bar are removed from the wind power propulsion system of FIG. 2 . The wind power propulsion system of Comparative Example 3 shown in FIG. 6 may be in a state in which the plate portion of the T-bar is removed from the wind power propulsion system of FIG. 2 .

Table 1 below is a table for explaining the improvement of propulsion efficiency according to the wind power propulsion system of Comparative Examples 1 to 3 and the wind power propulsion system shown in FIG. 2 . In Table 1, Example 1 may be the wing sail shown in FIG. 2 .

In addition, the improvement in the propulsion efficiency of Comparative Examples 1 to 3 and Example 1 may be data of improvement in propulsion efficiency by one wind power propulsion system.

	비교예 1Comparative Example 1	비교예 2Comparative Example 2	비교예 3Comparative Example 3	실시예 1Example 1
압력부 유무With or without pressure	OO	XX	XX	XX
추진 효율 향상Improving propulsion efficiency	1.47%1.47%	1.41%1.41%	1.43%1.43%	1.48%1.48%

Referring to Table 1, it can be seen that the degree of improvement in the propulsion efficiency of the wind power propulsion systems of Comparative Examples 2 and 3 is lower than the degree of improvement of the propulsion efficiency of the wind power propulsion systems of Comparative Examples 1 and 1. In particular, it can be seen that the wind power propulsion system of Example 1 as shown in FIG. 2 can achieve high propulsion efficiency improvement compared to the wind power propulsion systems of Comparative Examples 1 to 3. This is because, in the case of the wind power propulsion systems of Comparative Examples 2 and 3, the lowering of the propulsion efficiency occurs as the air introduced into the concave surface 110A is discharged to the outside. However, in the case of the wind power propulsion system of Comparative Example 1, since the pressure part is disposed on the concave side, a decrease in propulsion efficiency may not occur. In addition, in the wind power propulsion system 100 of Example 1, air circulation is generated in the concave surface 110A by the T-bar 150 to obtain the same effect as the pressure unit, so that in Comparative Example 1 having a pressure unit Compared to that, the propulsion efficiency may be improved.

That is, it can be seen that the wind power propulsion system according to an embodiment of the present invention can obtain an improved propulsion efficiency by obtaining a pressure part effect according to air circulation on the concave side by the T-bar 150 .

7 is a concave side perspective view for explaining a wind power propulsion system according to another embodiment of the present invention, FIG. 8 is a partial enlarged view of FIG. 7, and FIG. 9 is a convex view for explaining the wind power propulsion system shown in FIG. It is a side perspective view, FIG. 10 is a partially enlarged view of FIG. 9, FIG. 11 is a perspective view for explaining the wing sail shown in FIGS. 7 to 10, and FIG. 12 is a plan view of the wing sail shown in FIG. 13 is a cross-sectional view for explaining the wind power propulsion system shown in Figures 7 to 12, Figure 14 is a partial enlarged view of Figure 13.

7 to 14 , the wind power propulsion system 100 according to an embodiment of the present invention may include a wing sail 110 ′, a post 160 , and a rotation driving unit 120 .

The wing sail 110 ′ may have a shape in which the pressure part is omitted and only the suction part is provided. That is, the wing sail 110 ′ may be implemented in an arc shape having a concave surface 110A and a convex surface 110B as an open cross-section in which a single plate having no internal space is bent.

A vertical pipe 111 extending parallel to the extending direction of the wing sail 110' may be provided at both side ends of the wing sail 110'. The vertical pipe 111 may support both side ends of the wing sail 110 ′.

A cover plate 113 capable of covering the top and bottom of the wing sail 110 ′ may be provided at the upper end and lower end of the wing sail 110 ′.

The wing sail 110 ′ may include a groove 117 in which a portion of the lower portion is cut off. The groove 117 may provide a space for installing the post 160 and the rotation driving unit 120 described above.

A plurality of vertical reinforcement members 114 and a plurality of horizontal reinforcement members 115 may be provided on the concave surface 110A of the wing sail 110 ′. Here, the vertical reinforcement 114 may extend parallel to the extending direction of the wing sail 110 ′, and the horizontal reinforcement 115 may be provided perpendicular to the vertical reinforcement 114 . The vertical reinforcement 114 and the horizontal reinforcement 115 structurally reinforce the wing sail 110 ′, thereby preventing deformation of the wing sail 110 ′ due to wind. That is, the vertical reinforcement 114 and the horizontal reinforcement 115 may improve the structural stability of the wing sail.

In addition, at least one horizontal stiffener 116 may be provided between the adjacent horizontal stiffeners 115 . That is, the horizontal stiffener 116 may improve the structural stability of the wing sail 110 ′ together with the vertical stiffener 114 and the horizontal stiffener 115 .

The post 160 may support the rotation driving unit 120 and the wing sail 110 ′. The post 160 is provided on the hull 11 of the ship 10, particularly the deck, and may extend in a direction perpendicular to the deck. For example, the post 160 may have a cylindrical shape extending in a direction perpendicular to the deck.

Also, the height of the upper end of the post 160 may be higher than the height of the lower end of the wing sail 110 ′.

On the other hand, since the post 160 provides a space in which the rotation driving unit 120 can be installed at the upper end, it must have a sufficient diameter. Accordingly, a portion of the post 160 may protrude to the outside of the convex surface 110B of the wing sail 110'.

The post 160 may be provided in a form accommodated in the post receiving unit 170 . Here, the length of the post 160 accommodated in the post receiving unit 170 may be 15% to 30% of the length of the wing sail 110 ′.

The post accommodating part 170 may have an internal space for accommodating the post 160 . The internal space of the post receiving unit 170 may have a shape corresponding to the post 160 . That is, since the post 160 has a cylindrical shape, the post receiving part 170 may have a cylindrical shape.

Since a portion of the post 160 protrudes to the outside of the convex surface 110B of the wing sail 110 ′, a portion of the post receiving portion 170 having a larger diameter than the diameter of the post 160 is also included in the wing sail 110 ′. ) may protrude to the outside of the convex surface 110B.

In addition, the lower end of the post receiving unit 170 may be disposed to be spaced apart from the deck of the hull 11 by a predetermined interval. The height of the upper part of the post receiving part 170 may be higher than the height of the upper part of the post 160 . That is, the upper portion of the post receiving unit 170 and the upper portion of the post 160 may be spaced apart from each other by a predetermined interval.

A plurality of accommodation portion reinforcing materials 171 may be provided on the outer circumferential surface of the post accommodation unit 170 to be spaced apart from each other in a direction parallel to and perpendicular to the horizontal reinforcing material 115 . Since the post receiving unit 170 includes only the receiving unit reinforcement 171 , interference may not occur when the wing sail 110 ′ or the post receiving unit 170 flows.

A connection plate 180 may be provided above the post receiving unit 170 . The connection plate 180 may connect the post receiving part 170 and the wing sail 110 ′.

The rotation driving unit 120 may be provided in a space between the upper portion of the post 160 and the upper portion of the post receiving unit 170 . That is, the rotation driving unit 120 may be provided on the post 160 inside the post receiving unit 170 . Since the rotation driving unit 120 is provided on the post 160 , the rotation driving unit 120 may be disposed higher than the lower end of the wing sail 110 ′.

The rotation driving unit 120 is provided on the post 160 and provided between the motor 121 for generating a rotational force, the motor 121 and the upper part of the post receiving unit 170 and applying the rotational force of the motor 121 to the post. It may include a rotating shaft 125 that is transmitted to the receiving unit 170 . The rotation driving unit 120 may transmit the rotational force generated by the motor 121 to the wing sail 110 ′ through the rotation shaft 125 and the upper portion of the post receiving unit 170 , that is, the connection plate 180 . That is, the rotation driving unit 120 may rotate the wing sail 110 ′ in a forward direction or a reverse direction.

Since the rotation shaft 125 transmits a rotational force to the wing sail 110 ′, it may be provided to correspond to the center of gravity COG of the flat cross-section of the wing sail 110 ′. When the rotation shaft 125 deviates from the center of gravity COG of the flat cross-section of the wing sail 110 ′, rotational stability of the wing sail 110 ′ may be reduced.

In addition, the connection point of the rotation shaft 125 and the connection plate 180 may be a point for transmitting the rotational force to the wing sail (110'). A connection point of the rotation shaft 125 and the connection plate 180 may be higher than the lower end of the wing sail 110 ′.

The rotational force generated by the motor 121 is transmitted to the rotation shaft 125 , and the rotation shaft 125 may transmit the rotational force to the post receiving part 170 , the connection plate 180 , and the wing sail 110 ′. Accordingly, the post receiving portion 170 , the connecting plate 180 , and the wing sail 110 ′ may rotate together.

A plurality of

bearings

173 and 175 may be provided between the post 160 and the post receiving unit 170 for smooth rotation of the post receiving unit 170 , the connecting plate 180 , and the wing sail 110 ′. have.

For example, in the space between the post 160 and the post receiving unit 170 , a ball bearing 173 may be provided on the upper portion, and a slew bearing 175 may be provided on the lower portion. . Here, the slew bearing 175 is generally referred to as a slewing ring bearing or a four-point contact ball bearing, and is mainly used for a turning part of a large facility. That is, the slew bearing 175 is a slewing bearing used in ships and heavy industry fields, and is used in various ways for slewing between a fixed part and a slewing part of a large facility. As described above, since the slew bearing 175 is employed in a large facility, it can support a thrust load, a radial load, and a deflection load while supporting a large vertical load during turning.

By providing a plurality of

bearings

173 and 175 between the post 160 and the post receiving part 170 , the wing sail 110 ′ may be stably rotatable.

As described above, in the wind power propulsion system according to this embodiment, the point at which the rotational force generated by the rotation driving unit 120 is transmitted to the wing sail 110 ′ may be higher than the lower end of the wing sail 110 ′. In addition, a plurality of

bearings

173 and 175 may be disposed between the post 160 and the post receiving unit 170 , and the rotation shaft 125 may be disposed to correspond to the center of gravity of the wing sail 110 ′. Accordingly, rotational stability of the wind power propulsion system 100 according to the present embodiment can be improved.

15 is a plan view illustrating a wing sail of a wind power propulsion system according to another embodiment of the present invention, and FIG. 16 is an enlarged view of a portion of the wing sail shown in FIG.

15 and 16 , it may include a wing sail 110 ″ and a side end support 190 of a wind power generation system according to another embodiment of the present invention.

The wing sail 110 ″ may provide propulsion to the ship 10 by wind power, and may be provided in a shape extending in a direction perpendicular to the deck of the hull 11 .

The wing sail 110" may have a shape in which the pressure side is omitted and only the suction side is provided. That is, the wing sail 110" is an open cross-section in which a single plate without an internal space is bent. It may be implemented in an arc shape having a concave surface 110A and a convex surface 110B.

The side end support 190 may be provided at both side ends of the wing sail 110". The side end support 190 may extend in parallel to the extending direction of the wing sail 110". The side end support 190 may be connected to the side end of the wing sail 110 ″ so that a cross-section perpendicular to the extension direction may form a closed curve shape.

The side end support 190 may include a half pipe 191 and a flat bar 119 .

The half pipe 191 extends parallel to the extending direction of the wing sail 110 ″, and one end thereof may be connected to one end of the wing sail 110 ″ through welding. A cross section perpendicular to the extending direction of the half pipe 191 may have a semicircular shape.

The flat bar 195 has a flat plate shape and may extend in parallel to the extending direction of the wing sail 110". One end of the flat bar 195 is connected to the other end of the half pipe 191 through welding and , the other end of the flat bar 195 may be in contact with the concave surface 110A of the wing sail 110 ″.

One side end of the wing sail 110", the half pipe 191, and the flat bar 195 may form a closed curved cross-section perpendicular to the extension direction. Here, one side end of the wing sail 110", the half pipe The shape of the closed curve formed by 191 and the flat bar 195 may have a shape similar to a water droplet rather than a circular shape.

On the other hand, in this embodiment, one end of the half pipe 191 is connected to one end of the wing sail 110 " through welding, and the flat bar 119 is connected to the other end of the half pipe 191 through welding. has been described, but is not limited thereto.

For example, the wing sail 110", the half pipe 191, and the flat bar 195 are integrally formed, and the half pipe 191 and the flat bar 119 have one end of the wing sail 110". It may be formed by bending.

As described above, the wind power propulsion system according to this embodiment is provided with side end supports 190 at both side ends of the wing sail 110 ", and the side ends of the side end support 190 and the wing sail 110 " are extended in the direction of extension. A cross section perpendicular to may form a closed curve shape. That is, it is possible to obtain the effect that the wing sail 110 ″ is provided with a supporting member such as the vertical pipe 111 shown in FIGS. 2 to 14 at both side ends.

The present invention is not limited to the embodiments described above, and combinations of at least two or more of the above embodiments or combinations of at least any one of the above embodiments and known techniques may be included as new embodiments. Of course.

Although the present invention has been described in detail through specific examples, it is intended to describe the present invention in detail, and the present invention is not limited thereto. It will be clear that the transformation or improvement is possible.

All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

Claims

Rotational driving unit installed on the hull of the ship;

a mast installed on the rotary driving unit and extending in a direction perpendicular to the deck of the hull;

a wing sail connected to the mast, the single plate having an open planar cross-section curved, implemented in an arc shape having a concave surface and a convex surface; and

The wind power propulsion system comprising at least one T-bar provided on the concave side to circulate the air introduced into the concave side of the wing sail.
The method of claim 1,

The T-bar is

a wing sail connection where one end connects to the wing sail; and

A wind power propulsion system including a plate part connected to the other end of the wing sail connection part.
3. The method of claim 2,

The plate part is a wind power propulsion system perpendicular to the width direction of the wing sail connection part.
The method of claim 1,

The wind propulsion system further comprising a connecting portion extending parallel to the mast and connecting the concave surfaces of the mast and the wing sail.
The method of claim 1,

The wind propulsion system further comprising a vertical pipe provided at both ends of the wing sail, respectively, extending parallel to the extending direction of the wing sail.
Posts installed in the hull of a ship;

a rotation driving unit installed on the upper end of the post; and

A single plate has a curved open flat cross-section, is implemented in an arc shape having a concave surface and a convex surface, and includes a wing sail that can be rotated by the rotational force of the rotary driving part,

The wing sail has a groove in the shape of which a part of the lower part is cut,

The groove is a wind power propulsion system that provides a space in which the post and the rotation driving unit can be installed.
7. The method of claim 6,

The rotation driving unit is a wind power propulsion system that is provided higher than the lower end of the wing sail.
8. The method of claim 7,

The rotary drive unit

a motor provided on the post; and

and a rotating shaft that transmits the rotational force of the motor to the wing sail,

The rotation axis is

A wind power propulsion system provided to correspond to the center of gravity of the flat section of the wing sail.
9. The method of claim 8,

Further comprising a post receiving unit having an internal space for accommodating the post and the rotation driving unit,

A portion of the post receiving portion protrudes to the outside of the convex surface wind power propulsion system.
10. The method of claim 9,

The wing sail includes a plurality of vertical stiffeners and a plurality of horizontal stiffeners provided on a concave surface, wherein the vertical stiffeners extend parallel to the extending direction of the wing sail, and the horizontal stiffeners are provided perpendicular to the vertical stiffeners, ,

The post receiving unit is provided on the outer circumferential surface of the post receiving unit, the wind power propulsion system further comprising a plurality of receiving unit reinforcement parallel to the horizontal reinforcement.
10. The method of claim 9,

Further comprising a connection plate provided on the upper post receiving portion,

A wind power propulsion system for connecting the connecting plate to the wing sail and the post receiving unit.
12. The method of claim 11,

The rotation shaft is a wind power propulsion system for transmitting the rotational force generated by the motor to the wing sail through the connection plate.
10. The method of claim 9,

a ball bearing provided at an upper portion between the post and the post receiving part; and

The wind power propulsion system further comprising a slew bearing provided at a lower portion between the post and the post receiving unit.
10. The method of claim 9,

The length of the post accommodated in the post receiving unit is 15% to 30% of the length of the wing sail wind power propulsion system.
a wing sail connected to the mast, the single plate having an open planar cross-section curved, implemented in an arc shape having a concave surface and a convex surface; and

and side end support portions provided at both side ends of the wing sail and extending parallel to the extension direction of the wing sail;

The side end support is connected to the side end of the wing sail wind power propulsion system forming a cross-section perpendicular to the extension direction in a closed curve shape.
16. The method of claim 15,

The side end support

a half pipe having one end connected to a side end of the wing sail and having a cross section perpendicular to the extension direction in a semicircular shape; and

A wind power propulsion system having a plate-shaped flat bar having one end connected to the other end of the half pipe and the other end being in contact with the concave surface.
17. The method of claim 16,

The side end of the wing sail and one end of the half pipe are connected through welding,

The other end of the half pipe and one end of the flat bar are connected through welding.
17. The method of claim 16,

The wing sail, the half pipe and the flat bar are integrally formed with a wind power propulsion system.
A ship comprising the wind propulsion system according to claim 1 .