WO2023171678A1

WO2023171678A1 - Ship

Info

Publication number: WO2023171678A1
Application number: PCT/JP2023/008618
Authority: WO
Inventors: 健青野; 明彦舛谷
Original assignee: 住友重機械マリンエンジニアリング株式会社
Priority date: 2022-03-09
Filing date: 2023-03-07
Publication date: 2023-09-14

Abstract

The present invention provides a ship including: a hull; a plurality of first propulsion sections that generate, by a propeller, thrust for the hull; and a second propulsion section that propels the hull by wind power, wherein the first propulsion section is used for regeneration of energy while the second propulsion section is moving the hull.

Description

ship

This disclosure relates to ships.

In recent years, ships that generate thrust using renewable energy such as wind power have become known in order to reduce GHG gases such as CO ₂ . For example, the ship described in Patent Document 1 includes, in addition to a propulsion device using a propeller, a wind propulsion unit on the ship body that propels the ship body using wind power.

JP 2020-45018 Publication

Here, in the case of strong winds, ships such as those described above generate electricity using an electric motor by rotating one large propeller. When the wind is weak, the stored electricity is used to rotate the propeller and generate thrust. However, since conventional ships use one large propeller, fluid resistance increases, causing problems such as a decrease in ship speed during sailing. Therefore, there has been a need for a ship that can improve the energy efficiency of the entire ship.

The present disclosure has been made to solve such problems, and aims to provide a ship that can improve energy efficiency.

A ship according to the present disclosure includes a hull, a plurality of first propulsion units that generate thrust for the hull using a propeller, and a second propulsion unit that propels the hull by wind power, and the second propulsion unit When the vehicle is moving, the first propulsion section is used for energy regeneration.

A ship according to the present disclosure includes a plurality of first propulsion units that mechanically generate thrust for the ship body using a propeller. The ship also includes a second propulsion section that propels the ship using wind power. Therefore, the ship can sail by using the second propulsion section. At this time, the vessel can perform regeneration using the first propulsion section. Furthermore, when the wind force is weak, the ship can navigate by mechanical thrust using the first propulsion section. Here, by using a plurality of first propulsion parts, the ship can maneuver with better energy efficiency than when using one large first propulsion part. Furthermore, during regeneration, by reducing the size of each first propulsion section, the ship can reduce the fluid resistance caused by each first propulsion section that acts in a direction that hinders the propulsion of the ship. Furthermore, compared to the case where a ship uses one large first propulsion section, by making each first propulsion section smaller, the weight and moment of inertia of the propeller can be reduced. It is possible to perform regeneration that improves energy regeneration efficiency. With the above, energy efficiency can be improved.

The ship may use at least one of the plurality of first propulsion sections for regeneration, and may stop the other first propulsion sections. In this case, by stopping the first propulsion section that is not used for regeneration, it is possible to suppress the first propulsion section from acting as fluid resistance during sailing.

The plurality of first propulsion units may be configured by counter-rotating propellers. In the contra-rotating propeller, the first propulsion section on the downstream side can generate propulsive force by effectively utilizing the rotational flow of the first propulsion section on the upstream side. Therefore, the ship can improve energy efficiency during maneuvering.

According to the present disclosure, it is possible to provide a ship that can improve the energy efficiency of the entire ship.

FIG. 1 is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present disclosure. (a) is a diagram explaining the principle of a rotor sail, and (b) is a plan view of a ship. FIG. 2 is a schematic side view of the structure on the stern side of the ship. FIG. 2 is a diagram conceptually showing the energy efficiency of the arrangement of propellers. FIG. 2 is a block diagram showing control details in a flight mode. FIG. 3 is a block diagram showing control details in sailing mode. FIG. 3 is a block diagram showing control details in the aircraft sailing mode. It is a graph showing the relationship between wind speed, thrust obtained by the wind propulsion unit, and electric power used to rotate the wind propulsion unit. It is a table showing control modes and the operating status of each device in each control mode. It is a graph for explaining the correlation between ship speed and output in the control system. It is a schematic sectional view showing an example of a ship concerning a modification.

Hereinafter, preferred embodiments of the present disclosure will be described with reference to the drawings. In the following explanation, the words "front" and "rear" correspond to the direction of movement of the ship, the word "lateral" corresponds to the left and right (width) direction of the ship, and the words "above" and "back" correspond to the direction of movement of the ship. The word "bottom" corresponds to the vertical direction of the hull.

FIG. 1 is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present disclosure. The ship 1 is a ship that transports oil-based liquid cargo such as crude oil or liquid gas, and is, for example, an oil tanker. Note that the vessel is not limited to an oil tanker, and may be, for example, a bulk carrier or other various types of vessels.

As shown in FIG. 1, the ship 1 includes a hull 11, a propulsion device 12 (first propulsion section), and a plurality of wind propulsion sections 10 (second propulsion section). The hull 11 has a bow section 2, a stern section 3, an engine room 4, a pump room 5, and a cargo compartment 6. An upper deck 19 is provided at the top of the hull 11 (or inside the ship). The bow section 2 is located on the front side of the hull 11. The stern section 3 is located on the rear side of the hull 11.

The bow portion 2 has a shape designed to reduce wave-making resistance, for example, in a fully loaded draft state. The propulsion device 12 mechanically generates the thrust of the hull 11, and uses, for example, a propeller shaft. The propulsion device 12 is installed below the waterline (water surface of the sea W) in the stern section 3 during propulsion. Further, below the waterline in the stern section 3, an azimuth propulsion device 15 is installed which also functions as a rudder for adjusting the propulsion direction. In the example shown in FIG. 1, the ship 1 includes a plurality of

propulsors

12A and 12B. The

plural propulsors

12A, 12B are arranged to face each other in the front-rear direction.

The engine room 4 is provided at a position adjacent to the bow side of the stern section 3. The engine room 4 is a compartment in which a main engine 16 for providing driving force to the propeller 12 (front propeller 12A) is disposed. On the upper deck 19, a living area 22 and an exhaust chimney 23 are provided above the engine room 4. The pump room 5 is provided at a position adjacent to the engine room 4 on the bow side. The pump chamber 5 is a section in which the pump 17 and the like are arranged. The cargo compartment 6 is provided between the bow section 2 and the pump room 5. The cargo hold 6 is a compartment for accommodating petroleum cargo. The cargo compartment 6 is divided into a plurality of cargo oil tanks 26 and a plurality of ballast tanks 27 by adopting a double hull structure of an outer plate 20 and an inner bottom plate 21. The cargo oil tank 26 loads petroleum cargo transported by the ship 1. The ballast tank 27 accommodates an amount of ballast water depending on the size of the ship.

The wind propulsion unit 10 is a mechanism that propels the hull 11 using wind power. In this embodiment, a rotor type wind propulsion mechanism is employed as the wind propulsion unit 10. A plurality (four in this case) of wind propulsion units 10 are provided on the upper deck 19 of the hull 11 so as to be lined up in the front-rear direction. As shown in FIG. 2A, the wind propulsion unit 10 includes a cylindrical rotor sail 31 that extends in the vertical direction, and an electric motor 32 that rotates the rotor sail 31. When wind WD blows into the rotor sail 31 from the side, the direction of rotation of the rotor sail 31 and the direction of the wind WD are opposite to each other on the rear side, and the direction of rotation of the rotor sail 31 and the direction of the wind WD match on the front side. . As a result, a pressure difference is generated before and after the rotor sail 31, and a forward thrust PF is generated (Magnus effect). As shown in FIG. 2(b), when the wind WD blows from the side of the hull 11, the hull 11 moves forward due to the thrust PF of each wind power propulsion unit 10. As shown in FIG. 1, the rotor sail 31, which is the wind propulsion unit 10, may be provided on the wall of the cargo compartment 6. Thereby, even when supporting a heavy structure such as the rotor sail 31, by providing it on the wall of the cargo compartment 6, it can serve as a reinforcing member for supporting the rotor sail.

With reference to FIG. 3, the structure of the stern side of the ship 1 will be described in detail. FIG. 3 is a schematic side view of the structure on the stern side of the ship 1. As shown in FIG. The plurality of propulsors 12 of the ship 1 are configured by counter-rotating propellers 35. The front propeller 12A has a front propeller 33 attached to the hull 11 and driven by the main engine 16. The propulsion device 12A is connected to the main engine 16 in the engine room 4 via a shaft 34 extending forward from the front end. Note that an electric motor 36 is provided at an intermediate position of the shaft 34 to recover electric power from the rotational force of the shaft. The rear propulsion device 12B has a rear propeller 37 that is rotatably attached to the outside of the hull 11, is arranged opposite to the front propeller 33, and is driven by an electric motor 38. The rear propeller 37 is attached to the azimuth propeller 15, which also functions as a rudder. As the rear propeller 12B, an azimuth propeller is used, in which a rear propeller 37 is attached to a pod that can rotate 360 degrees in the horizontal direction. In the contra-rotating propeller 35, the front propeller 33 and the rear propeller 37 rotate in opposite directions, and the rear propeller 37 recovers the energy of the rotational flow of the front propeller 33 and rectifies it into an axial flow, thereby converting the energy from the rotational flow into an axial flow. Energy efficiency can be improved by eliminating loss and leaving only axial flow behind. Note that a diesel generator 39 is provided in the engine room 4. For example, a battery 40 is provided in the stern section 3.

FIG. 4 is a diagram conceptually showing the energy efficiency of the propeller arrangement. As shown in FIG. 4(a), the energy during propulsion of a ship having a propulsion unit 12 having a large single-shaft propeller is set as a base. FIGS. 4(b), 4(c), and 4(d) are set so that the same thrust as in FIG. 4(a) can be obtained. In this case, as shown in FIG. 4(c), the energy required for propulsion of a ship in which two propellers 12 having small propellers are arranged in parallel is increased by 5% compared to FIG. 4(a). As shown in FIG. 4(d), the energy required for propulsion of a ship in which three propellers 12 having small propellers are arranged in parallel is increased by 10% compared to FIG. 4(a). On the other hand, as shown in FIG. 4(b), the energy required for propulsion of a ship employing a counter-rotating propeller 35 can be reduced by about 10 to 15% compared to FIG. 4(a).

The control system 100 included in the ship 1 will be described with reference to FIGS. 5 to 7. The control system 100 controls the wind propulsion unit 10 and the

propellers

12A and 12B according to the situation of the wind power obtained. Further, the control system 100 uses the propulsion unit 12 for regeneration when the hull 11 is moving by the wind propulsion unit 10. In this embodiment, the control system 100 uses the rear thruster 12B for regeneration among the plurality of

thrusters

12A and 12B, and stops the front thruster 12A. As shown in FIG. 5, the control system 100 includes the aforementioned wind propulsion section 10 (rotor sail 31, electric motor 32), front propeller 12A (main engine 16, electric motor 36, front propeller 33, shaft 34), rear side The propeller 12B (electric motor 38, rear propeller 37), generator 39, and battery 40 are provided. Further, the control system 100 includes a management system 50 that performs energy management of each of the above-mentioned devices. The management system 50 is a system that exchanges and distributes current within the control system 100. In FIGS. 5 to 7, among the lines connecting the management system 50 and each device, the solid line indicates the output current, the dashed line indicates the regenerative current, and the broken line indicates the disconnection of the current.

Here, the control system 100 can switch the control mode depending on the wind speed. The control system 100 can switch the control mode in consideration of the relationship between the wind speed, the thrust obtained by the wind propulsion unit 10, the required power, etc., so as to obtain the optimal control mode as a whole. The control system 100 has two modes: a "cruising mode" in which the wind propulsion unit 10 is not used and the propeller 12 is used alone; a "machine sailing mode" in which the wind propulsion unit 10 and the propeller 12 are used to sail; It has a "sailing mode" in which it sails only by the wind propulsion unit 10 without using the wind propulsion unit 12.

FIG. 8 is a graph showing the relationship between the wind speed, the thrust obtained by the wind propulsion unit 10, and the electric power used to rotate the wind propulsion unit 10. As shown in FIG. 9, the thrust obtained by the wind propulsion unit 10 is small in the region of wind speeds of 0 to 5 (m/s). Therefore, in this area, the control system 100 is set to flight mode. In the region of wind speeds of 5 to 10 (m/s), a certain amount of thrust can be obtained, but the thrust from the wind propulsion section 10 is not sufficient. Therefore, in this area, the control system 100 is set to the aircraft sailing mode. In the region of wind speeds of 10 to 20 (m/s), sufficient navigation can be performed using only the thrust from the wind propulsion unit 10. Therefore, in this region, the control system 100 is set to sailing mode. In a region where the wind speed is 20 (m/s) or more, a problem occurs due to the wind being too strong, so the control system 100 is set to flight mode. FIG. 9 is a table showing control modes and the operating status of each device in each control mode. FIG. 9 is a table showing control modes and the operating status of each device in each control mode.

FIG. 5 is a block diagram showing control details in the flight mode. The wind speed in FIG. 5 is 0 (m/s). Note that although specific values of power output by each device are shown in FIGS. 5 to 7, this is merely an example for explanation and can be changed as appropriate. Also, for ease of understanding, the explanation will be given without taking into account energy loss. As shown in FIG. 5, control system 100 operates main engine 16. The output of the main engine 16 at this time is "3200 kW". The electric motor 36 recovers a portion (1400 kW) of the output of the main engine 16 as regenerative current. As a result, the front thruster 12A generates thrust with an output of "1800 kW".

The management system 50 supplies "1400 kW" of electric power regenerated by the electric motor 36 to the electric motor 38 of the rear propulsion device 12B. As a result, the electric motor 38 rotates the rear propeller 37, and the rear propeller 12B generates thrust with an output of "1400 kW". As a result, the

thrusters

12A and 12B generate thrust with a total output of "3200 kW". On the other hand, the control system 100 has stopped the wind propulsion section 10. Therefore, the thrust by the wind propulsion unit 10 is "0 kW".

FIG. 6 is a block diagram showing control details in sailing mode. The wind speed in FIG. 6 is greater than 10 (m/s). As shown in FIG. 6, control system 100 stops main engine 16. As a result, the front propeller 12A stops, and the electric power regenerated by the electric motor 36 also becomes "0 kW." The management system 50 supplies "4 x 100 kW" of power to the electric motors 32 of the four wind power propulsion units 10. Thereby, the wind propulsion unit 10 generates a thrust larger than "4000 kW".

At this time, the control system 100 leaves the rear propeller 37 of the rear propulsion unit 12B in a state where it can freely rotate. As a result, the rear propeller 37 freely rotates as the hull 11 sails. The electric motor 38 recovers "400 kW" of power generated by the idle rotation of the rear propeller 37 as regenerative power. The electric motor 38 outputs "400 kW" of power to the management system 50 due to regeneration of the rear propulsion unit 12B. The management system 50 supplies "4 x 100 kW" of regenerated power to each electric motor 32 of the four wind power propulsion units 10. Thereby, the wind propulsion unit 10 can operate using the electric power regenerated by the rear propeller 12B. Note that the management system 50 stores power in the battery 40 when there is a surplus of regenerated power.

FIG. 7 is a block diagram showing the control contents in the sailing mode. The wind speed in FIG. 7 is 5 (m/s). As shown in FIG. 7, control system 100 operates main engine 16. The output of the main engine 16 at this time is "2680 kW". The electric motor 36 recovers a portion (1330 kW) of the output of the main engine 16 as regenerative current. As a result, the front thruster 12A generates thrust with an output of "1350 kW".

The management system 50 supplies "1050 kW", which is a part of the "1330 kW" of electric power regenerated by the electric motor 36, to the electric motor 38 of the rear propulsion device 12B. As a result, the electric motor 38 rotates the rear propeller 37, and the rear propeller 12B generates thrust with an output of "1050 kW". As a result, the

thrusters

12A and 12B generate thrust with a total output of "2400 kW".

The management system 50 supplies "4×70 kW", which is a part of the "1330 kW" of electric power regenerated by the electric motor 36, to each electric motor 32 of the four wind power propulsion units 10. As a result, the wind propulsion unit 10 generates a thrust of "800 kW". As described above, the hull 11 travels by the thrust generated by both the

propulsors

12A, 12B and the wind propulsion unit 10.

(Supplementary information for each mode)
Next, an example of transient control of the operation mode shown in FIG. 9 will be described.

(1) In transitional control from sailing mode to aircraft sailing mode, the main engine 16 is turned on from OFF. As a result, the front propeller 33 also changes from OFF to propulsion mode. By changing the rear propeller 37 from the regeneration mode to the propulsion mode, it becomes possible to maintain the thrust of the ship 1 from sailing to machine sailing.

(2) Next, from the plane mode to the plane sailing mode, preparations for sailing are gradually made by turning the rotor sail 31 from Off to On.

(3) To change from the aircraft sailing mode to the sailing mode, it is sufficient to turn off the main engine 16, but it is preferable to switch to the sailing mode when the wind speed is expected to be 10 m/sec or more for a predetermined time or more. This is because if the predetermined time or longer is not expected, it is necessary to return to the sailing mode and turn on the main engine 16 again, which increases the amount of fuel injected at startup and deteriorates the fuel consumption.

(4) Similarly, to switch from sailing mode to machine sailing mode, it is sufficient to turn on the main engine 16, but if the wind speed is expected to be lower than 10 m/sec for a predetermined period of time or more, the machine sailing mode can be changed. is preferred. Similarly to (3), it is possible to suppress deterioration in fuel consumption due to repeated starting and stopping of the main engine 16.

Next, with reference to FIG. 10, the correlation between ship speed and output in the control system 100 will be explained. As shown in FIG. 10, when the ship speed is 11 kts (5.8 m/s), the output required for propulsion corresponding to the ship speed is "3200 kW" from graph G1. On the other hand, when the output for driving the wind propulsion unit 10 when propelling the ship at a speed of 11 kts (5.8 m/s) with wind power is 400 kW, and the output necessary for driving is obtained by regenerative power, the conversion efficiency of regeneration is If it is 50%, 800 kW will be added to the output required for propulsion, so the output for propulsion generated by the wind propulsion unit 10 will be "4000 kW", and the required wind speed at this time is 10 (m /s). In the example shown in FIG. 10, when operating at such an operating point, the wind speed and boat speed are balanced. That is, when optimizing the system at a certain ship speed (11 kts) and wind speed (10 m/s), if one propeller is used for propulsion, the propeller becomes too large for regeneration. In other words, there will be more resistance than necessary for regeneration, and the propeller itself will become too heavy to rotate. On the other hand, the ship 1 according to this embodiment has two

propulsors

12A and 12B, and uses the rear propulsor 12B for regeneration. Therefore, resistance during regeneration can be suppressed, and the propeller can be prevented from becoming too heavy and unable to rotate.

Next, the functions and effects of the ship 1 according to this embodiment will be explained.

The ship 1 according to the present embodiment includes a plurality of propulsors 12 that mechanically generate thrust for the ship body 11 using propellers. The ship 1 also includes a wind propulsion unit 10 that propels the ship body 11 using wind power. Therefore, the ship 1 can sail by using the wind propulsion section 10. At this time, the ship 1 can perform regeneration using the propulsion device 12. Further, the ship 1 can travel by mechanical thrust using the propulsion device 12, such as when the wind force is weak. Here, by using a plurality of propulsors 12, the ship 1 can maneuver with better energy efficiency than when using one large propulsor. Furthermore, during regeneration, the ship 1 can reduce the fluid resistance caused by each propeller that acts in a direction that hinders the propulsion of the ship by reducing the size of each propeller 12. Furthermore, in the ship 1, the weight and moment of inertia of the propeller can be reduced by making each propeller smaller than in the case of using one large propeller, so energy regeneration efficiency due to propeller free rotation is improved. Such regeneration can be performed. With the above, energy efficiency can be improved.

The ship 1 may use at least one propulsion device 12B among the plurality of propulsion devices 12 for regeneration, and may stop the other propulsion devices 12A. In this case, by stopping the propulsion device 12A that is not used for regeneration, it is possible to suppress the propulsion device 12A from acting as fluid resistance during sailing.

The plurality of propulsors 12 may be configured by counter-rotating propellers 35. The contra-rotating propeller 35 allows the downstream propeller 12B to generate propulsive force by effectively utilizing the rotational flow of the upstream propeller 12A. Therefore, the ship 1 can improve energy efficiency during maneuvering. Furthermore, during regeneration, by devising the relationship between the front thruster 12A and the rear thruster 12B, it is possible to prevent the front thruster 12A, which does not perform regeneration, from interfering with regeneration. As a result, regeneration efficiency can also be improved.

The present disclosure is not limited to the embodiments described above.

For example, there are no particular limitations on the number of wind propulsion units, their arrangement, or how they are provided on the hull. The wind propulsion unit is not limited to a rotor sail, and is not particularly limited as long as it can propel the ship body by wind power, such as a normal sail or a kite.

In the above embodiment, the counter-rotating propeller 35 was described as an example of a plurality of propellers, but as long as a plurality of propellers are used, there are no particular limitations on how they are arranged.

The structure of the hull 11 is not limited to that shown in FIG. 1 either, and may be changed as appropriate depending on the purpose and the like. For example, as shown in FIG. 11, a car carrier including a wind propulsion unit 10 and a propulsion device 12 may be adopted as the ship 1. The configurations of the wind propulsion unit 10 and the propulsion unit 12 are the same as those of the ship 1 shown in FIG. 1 . The hull 11 has a cargo compartment 56 in its upper region. The cargo compartment 56 extends from the bow section 2 to the stern section 3 of the hull 11. The cargo compartment 56 is a compartment for accommodating cargo such as automobiles. The cargo hold 56 is configured to have a plurality of vehicle decks in the vertical direction. In the example shown in FIG. 11, the cargo hold 56 has a multi-level car deck. In addition to the tanker shown in FIG. 1 and the car carrier shown in FIG. and a propulsion device 12.

1... Ship, 11... Hull, 12, 12A, 12B... Propulsion unit (first propulsion unit), 10... Wind propulsion unit (second propulsion unit), 35... Counter-rotating propeller.

Claims

The hull and
a plurality of first propulsion units that generate thrust for the hull by a propeller;
a second propulsion unit that propels the hull by wind power,
A marine vessel, wherein the first propulsion section is used for regeneration when the hull is moving by the second propulsion section.
The ship according to claim 1, wherein at least one of the plurality of first propulsion sections is used for regeneration, and the other first propulsion sections are stopped.
The marine vessel according to claim 1 or 2, wherein the plurality of first propulsion units are configured by counter-rotating propellers.