• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    System of recovery of kinetic energy in a boat. (Naval Kers). The present invention relates to a method and a system for recovering kinetic energy in a ship comprising: a duct (10), practiced in the hull of the ship below its floating unit, to receive, as a result of the advancement of the ship, a flow of incoming water and expelling said flow through an outlet (3); closing means, coupled to the entrance and exit of the conduit, to adopt an open position or a closed position: a hydraulic propeller (11) inside the conduit, to be moved by the incoming water flow; an electric motor (9) connected to a gearbox CVT (Continuous Variable Transmission) controlled by an electronic control unit; a flywheel (16) to store the kinetic energy captured from the water flow. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2662709A1
    申请号:ES201600863
    申请日:2016-10-07
    公开日:2018-04-09
    发明作者:Gerardo GARCIA LAGE
    申请人:Gerardo GARCIA LAGE；
    IPC主号:
    专利说明:

    Kinetic energy recovery system on a ship.
    5 TECHNICAL FIELD OF THE INVENTION
    The present invention has application in the technical sector of energy efficiency, more specifically the methods and systems of recovery of kinetic energy in large ships or ships.
    10 BACKGROUND
    In recent years there has been a great development of alternative technologies to the classic combustion technologies. The main interest is those sustainable technologies with the environment that, to a greater or lesser extent, imply a better use of the available renewable sources. For example, the electrical energy produced by windmills, solar panels or that obtained as a result of the use of the kinetic and potential energies of water currents.
    Specifically, water movements and marine dynamics have been subject to different solutions in the state of the art, where turbines or 20 dynamos can be found configured to take advantage of retained waterfalls, large rivers or directly the movement of sea waves, directly or indirectly, or for example rotors of the type of the classic mills that are installed in rivers or irrigation canals. At present, Undimotriz and Mareomotriz energy are of the most studied types and it has numerous advantages over other energy sources, which, added to the constant search for higher yields in navigation and the optimization of resources, provides a solid basis for the construction of more efficient and complex ships in its architecture.
    Taking into account that maritime transport accounts for more than 80% of international trade and that, for example, a large container ship consumes about 30 MW in certain maneuvers, and large amounts of fuel in navigation, the strong dependence on fuels is evident fossils and the degree of pollution involved, so the industry in general begins to look at the ocean as a source of clean and profitable energy.
    At present, the costs in l + D + l, assembly and environmental impact, in relation to the energy obtained, still do not allow greater market penetration, but according to the data of recent years, which reflect that The daily operating costs of the ships have exceeded the daily investment costs for their construction, the need to solve this problem of fossil fuel consumption through renewable and environmentally friendly energies only grows day by day.
    10 In general, existing solutions in the state of the art respond to structures located in fixed positions that passively take advantage of the environment to produce a certain wave or tidal power, but do not offer real alternatives that can be reasonably implanted in traditional vessels They only use fossil fuels, nor do they consider the flexibility necessary to take advantage of their incorporation in them more efficiently without prejudicing their hydrodynamic properties.
    DESCRIPTION OF THE INVENTION
    The present invention solves the problems presented above by means of a system and method of recovery of kinetic energy in ships highly productive, energy efficient, and whose impact on the environment is considerably positive, since it is a clean, inexhaustible, and without excessive energy installation costs
    In a first aspect, the present invention relates to a kinetic energy recovery system 25 in a ship comprising:
    - at least one conduit (10), practiced in the hull of the ship below its waterline, where said conduit is configured to receive, as a result of the advance of the ship, an incoming water flow through an inlet (2) and expel said flow through a side outlet (3);
    30 - closing means, coupled to the inlet of the at least one conduit,
    configured to adopt an open position, which allows the entry of water at least one conduit or a closed position, which prevents the entry of water at least one conduit;
    - a propeller (11) inside the at least one conduit, configured to be
    35 moved by the incoming water flow;
    - a high capacity flywheel (16) for storing the kinetic energy transmitted by the propeller, connected to at least one CVT box (19)
    5 (Continuous Variable Transmission) activated by an electronic control unit (20).
    - an electric motor (15) connected to at least one axis, configured to move the propeller as a driving propeller (18) or to recover kinetic energy from the movement transmitted by the propeller to the flywheel.
    Alternatively, according to one of the embodiments of the present invention, at least one outlet of the duct can be arranged at the bottom of the ship under the hull bulb.
    The closing means may comprise, according to one of the embodiments, mobile grilles with a tight seal. Advantageously, the closing of the grilles preserves the hydrodynamics of the unaltered ship and prevents the entry of water from the duct, 15 while its opening allows the system to contribute to braking and recover kinetic energy.
    One of the particular embodiments of the invention comprises a system configuration comprising at least four conduits (10), with their corresponding independent inputs (6) and outputs (3), symmetrically arranged two by two on both sides of the bow of the ship and an additional conduit with its entrance (7) in the front of the bulb and exit (12) in the bottom of! bulb. Advantageously, it is thus possible to enhance all the effects of the invention by multiplying the system.
    Additionally, one of the embodiments of the present invention contemplates a structure that supports the rest of the system components, where said 2S structure is constructed in a single block (13). Advantageously, its subsequent integration into the dike is thus facilitated.
    The hydraulic propellers and electric motors that contemplate the different embodiments of the present invention are selected from simple propellers, Azipods, Pods, IPS (Imboard Performance System), azimuthal propellers that enable the system to be activated efficiently.
    Optionally, in one of the embodiments, it is contemplated to add to the system some electricity distribution means, connected to the electric motor, configured to provide electricity to different equipment of the ship.
    Additionally, the present invention contemplates incorporating a resistor system 35 to capture excess heat.
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    The entrance to the conduit according to one of the embodiments of the invention, comprises a plurality of openings in the form of adjustable grilles that allow the entry of water into said conduit and prevent the entry of bulky or animal objects to preserve the propeller.
    The conduit, according to one of the embodiments of the invention is in the form of a nozzle.
    The system of the present invention is contemplated to be incorporated into large ships such as tankers, bulk ships, or any type of vessel that allows the installation of the exposed system.
    Another aspect of the invention relates to a ship that incorporates the system of the invention.
    A final aspect of the invention relates to a kinetic energy recovery system in a ship comprising the following steps:
    - receive, through an inlet of a conduit that crosses the hull of the ship below its waterline, an incoming water flow as a result of the advance of the ship;
    - produce a rotation movement in a propeller, arranged inside the duct, as a result of being traversed by the incoming water flow;
    - transform the rotation movement of the propeller into mechanical energy, by means of an axis connected to a CVT (Continuously Variable Transmission) box controlled by an electronic control unit and coupled to a flywheel where the mechanical energy transmitted by the propeller is stored;
    - use an electric motor coupled to the flywheel by means of a shaft and gears, which allows the propeller to be operated as a driving propeller or to activate other equipment on the ship;
    - expel the incoming water flow through the duct outlet.
    The advantages of the present invention in the recovery of kinetic energy are enormous, since it mainly takes advantage of the great inertia that large ships, such as freighters or tankers, have when they are in a braking period (approach to port for example) . Stopping the engines completely, the ship still travels a long way until it manages to reduce its speed
    progressively by water resistance, then the opening of grids in the present invention, in addition to advantageously taking advantage of the incoming water flow for the production of mechanical energy, contributes to the braking of the vessel. This energy can be stored in a flywheel for later use in different services of the ship itself.
    The fuel savings and improvements in the efficiency of a combustion engine, when combined with an electric one for the start-up phase until reaching the proper operating regime, are well known in the state of the art, so its application to ships, according to the system of the present invention, is another important advantage.
    A reduction of the fuel consumption of only one percent, can mean an annual saving of 50,000 dollars for a medium tanker and 300,000 15 dollars a year for a container ship of great tonnage, so a high performance of this system would be a competitive advantage and relief for the environment and industry.
    DESCRIPTION OF THE FIGURES
    To complement the description that is being made and in order to help a better understanding of the features of the invention, according to some preferred examples of practical embodiments thereof, a set of drawings is attached as an integral part of this description. where, for illustrative and non-limiting purposes, the following has been represented:
    Figure 1 shows a ship, where, according to one of the embodiments of the invention, the location of the entrance of a conduit can be seen frontally.
    Figure 2 shows a lower perspective of the same vessel of Figure 1, where the conduit exits made on the side of the hull can be visualized.
    Figure 3 shows in detail the inlet of a nozzle where, according to a particular embodiment of the invention, the chosen configuration comprises a series 30 of vertical openings.
    Figure 4 shows in detail the inlet of a conduit where, according to a particular embodiment of the invention, the chosen configuration comprises a series of horizontal openings.
    Figure 5 shows a front view of a ship where, according to a particular embodiment of the invention, the configuration of the ducts (and their entrances / exits) is double and symmetrical with respect to the bow, additionally it can include an entry into The front of the bulb.
    Figure 6 shows in detail, the double configuration on one side of the tanker of Figure 5, where two ducts can be seen, with their respective propeller / pick-up propellers with independent inputs / outputs.
    10 Figure 7 shows a plan view of the vessel where the geometry of the curved and nozzle-shaped duct can be clearly seen, according to one of the embodiments of the invention.
    Figure 8 shows in detail a bottom view of a bulbous vessel where, according to one of the embodiments of the invention, an inlet is provided in the front and an outlet in its bottom for a conduit.
    Figure 9 shows one of the embodiments of the invention, where the geometry of a duct, the location of the propeller and an electric motor with associated KERS system can be seen in detail.
    Figure 10 shows a specific embodiment of the invention, in which the system has been equipped with two propellers and / or IPS on each side of the ship at its entrances / exits, at the height of the forepeak and by below the waterline; In addition, a basic scheme of the kinetic energy recovery system is represented with a flywheel, CVT and electronic control unit.
    25 DETAILED DESCRIPTION OF THE INVENTION
    What is defined in this detailed description is provided to help a thorough understanding of the invention. Accordingly, people moderately skilled in the art will recognize that variations, changes and modifications of the embodiments described herein are possible without departing from the scope of the invention. In addition, the description of functions and elements well known in the state of the art is omitted for clarity and conciseness.
    Of course, the embodiments of the invention can be implemented in a wide variety of similar structures, devices and systems, so that the specific designs and implementations presented herein are
    provided solely for purposes of illustration and understanding, and never to limit aspects of the invention.
    The present invention discloses, according to one of its embodiments, a method and a system for recovering kinetic energy taking advantage of the flow of water that passes through a conduit, preferably in the form of a nozzle, in the hull of a ship, where, especially in When the ship is braking, the flow moves the propeller of an electric motor connected by a transmission to a flywheel where the mechanical energy transmitted by the propeller is stored. In this way, the energy of the water is harnessed by the propeller, activated by the mass of water that passes through it.
    15 The electrical power that can be obtained depends on the amount of water channeled to the propeller, the pressure, the time used and the electrical performance of the motor. The water that leaves the propeller is returned to the sea once it has crossed the nozzle without suffering any alteration.
    20 The ship's hull is modified for the installation of the duct, which is preferably chosen as a nozzle, but any other type of duct with a favorable geometry can be used to channel the water, so it is necessary to perform the necessary calculations of resistance to the advance, cavitation, sizing and in general, calculations of behavior at sea in 25 different speed regimes of the ship.
    Actually, the exterior design of the ship's hull, pressure gradients and the efficient ways in the resistance to the advancement, are not modified at all, but the present invention, respecting totally the geometry of the hull, proposes an efficient design 30 at high navigation speeds
    The modifications in the design of the hull, according to the present invention, integrate the physics and mechanics of fluids already tested in the hydraulic power plants. The concrete design and its adaptation to the different types of ships, responds to a multitude of variables that influence the performance, such as the different speeds of approach and distance to coast or port, in calm waters, waves, headwaters, consumptions, flows, angles of attack, angles of entry and exit, drafts, continuity of flow or seats. In any case, this
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    The invention contemplates standard parameters that facilitate its adaptation to most ships.
    The presented conduit, according to one of the embodiments of the invention, is based on the hydrodynamic studies of the bulb and the side of the forepeak. Said conduit comprises, both at the entrance and at the exit, adjustable grilles that in open position enable the entry of water through said conduit, to feed the KERS system. This situation preferably occurs in the periods of braking of the ship, such as when entering the port, when the engines have stopped and the additional resistance implied by the open conduit is an aid to said braking. In this way, in addition to achieving a more efficient braking, which even saves the energy that is sometimes used to reverse the propellers of the ship, the inertia of the ship is achieved so that the duct is crossed by a flow of water to move a propeller / propeller and generate large amounts of electrical energy in a totally clean way.
    Preferably, the design of the conduit is chosen of the nozzle type to increase the speed of the water flowing through it, as the section of the nozzle decreases, and thus increase the performance of the propeller installed inside said conduit. However, many designs are possible for the duct depending on the study of each vessel and the performance needs.
    If the adjustable grilles are kept in a closed position, the duct, either in the form of a nozzle or other chosen geometry, instead has no influence on the hydrodynamic behavior of the ship. This is the normal position during the voyage of the ship, although it may also be advantageous for an eventual opening of the grilles during the march, with the engines running, in order to regulate their operation and help maintain a constant regime.
    Figure 1 shows one of the possible embodiments of the present invention on a ship (1), where a front view of the bow reveals the particular location of the inlet (2) of the ducts, which can take different forms, being the nozzle shape the preferred embodiment. The arrangement is preferably in the frontal situation and in the bow part, since it is essential that when opening the grilles, the nozzle receives the flow of water as a result of the advance of the boat. In the figure, only the entrance on one of the sides has been represented, but a second entrance on the other side is also contemplated, replicating exactly the same system, that is, with a second nozzle and a second propeller / propeller propeller inside.
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    In figure 2 the same vessel can be seen, from a lower perspective that allows viewing on the side. On said side, the outlets (3) of the chosen conduit or of the nozzle are made as shown in the exposed figure, which can be one or more, to give out the flow of water received by the entrance of the nozzle. As mentioned above, the figure illustrates the lateral exits corresponding only to one of the sides for simplicity, but the present invention also contemplates replicating the system on the other side in a symmetrical manner.
    Figure 3 represents in detail the inlet (2) of the nozzle, where according to a particular embodiment of the invention, it comprises a series of vertical openings that, with the grid open, allow the entry of water into the nozzle or Selected conduit The inside of the nozzle houses a sensor / propeller propeller (4), which, being crossed by the flow of water, uses its energy to produce a rotation movement and transmit it by means of an axis to a flywheel. Different designs of the entrances are also possible, such as the one shown in Figure 4, where a grid-shaped entrance with horizontal openings (5) is proposed.
    Figure 5 represents, according to one of the embodiments of the invention, a tanker in which the configuration of the duct, preferably in the form of a nozzle although it can take many forms, (and its entry / exit) has varied with respect to the previous embodiment. From this frontal perspective, both the inputs (6 and 7) and the outputs (3) can be appreciated, which in this case have been arranged, unlike the previous case, according to a symmetrical configuration on both sides of the bow and on the front of the bulb Furthermore, on each of these sides, as can be seen in detail in Figure 6, two or more ducts can be included, with their respective propellers (8) and their corresponding independent inputs and outputs {6 and 3).
    Figure 7, from a plan view of the ship, perfectly illustrates the configuration of this specific embodiment of the invention, in which the electric motors (9) and the geometry of the curved duct (10) can be seen in a horizontal plane. Inside the nozzle-shaped duct, the pickup / propeller propeller (11) is arranged. This geometry of the nozzle enhances the braking effect of the vessel by expelling the flow of water from the side of the bow and in a sense similar to that of the ship's advance.
    The geometry of the nozzle can adopt different curvatures, depending on the effect and performance sought with the most appropriate length, inclination and dimensions for each vessel.
    Of course, in case of keeping the adjustable grilles closed at the entrance of the duct, whether in the form of a nozzle or any other chosen form, the hydrodynamics 5 of the vessel remains intact and, by not allowing the entry of water, there is no braking effect It should be borne in mind that both the entrances and the exits have a tight seal in navigation that allows to determine the opening and closing of said duct gratings when the conditions are favorable or not for the maximum working efficiency of the system.
    The electric motor with KERS that is connected to each of the hydraulic propellers is represented in Figure 7 occupying an additional space and connected at a certain distance from the propeller, but according to an alternative embodiment of the present invention, the electric motor it is integrated in the propeller itself, called IPS (Imboard performance System), preferably around it, so that it makes better use of the available space 15.
    Figure 8 shows in detail a bottom view of a ship with a bulb where, according to one of the embodiments of the invention, said bulb is used precisely to provide at its bottom an outlet (12) for a nozzle.
    The inlet for the nozzle or conduit chosen can also be located, according to one of the embodiments, in the front of the bow bulb (7). Thus, the nozzle or conduit chosen, crosses the bulb completely and evacuates the water well through the bottom of it.
    Figure 9 shows one of the embodiments of the invention, where the geometry of a nozzle can be seen in detail, where the direction, inclination, flow, water evacuation 25 and Venturi effect necessary depending on the selected propeller, are parameters taken in account in the determination of said geometry. Inside the nozzle there is a propeller (14) and an electric motor (15) with KERS associated with it. According to different embodiments of the invention, simple propellers or azimuthal propellers are chosen but any type of hydraulic propeller, adapted to the operating conditions of the present invention, may be appropriate.
    In Figure 10, a specific embodiment of the invention is disclosed with a particular configuration, which is applied to a large ship, such as ships already introduced previously. The propeller to be installed can be of various types, as previously mentioned with the restrictions of space, constant flow and cavitation involved in the chosen ships. In this specific embodiment, the ship is equipped with two propellers (18) in each of the
    sides of the ship, at the height of the pique (17) bow below the waterline, perfectly submerged and the ship at full load.
    5 The particular embodiments described above for illustrative purposes may also be combined in different ways and installed, according to different embodiments of the invention, in the same vessel simultaneously nozzles or other types of ducts on the sides, bulb or keel. Figure 10 shows a specific embodiment and a basic scheme of the exposed system that includes a 10 CVT box (19) connected to a flywheel (16) and an electronic control unit (20)
    responsible for controlling the gear system.
    As for the structure that supports the set of the system set forth in the present invention, according to one of the embodiments of the invention, it is constructed in a single block for its subsequent integration into a dike. The specific location of this complete structure is determined, according to different embodiments of the
    invention, by the ship's model, its size, operational destination, complexity
    structural and available spaces in the hull.
    Once all the elements described above have been chosen, the possibility of modifying the final configuration through the study, either in simulation or in real conditions, of the speed of the ship with the system in operation, study of electrical production and Consumption of the vessel with the grid (s) open. The working capacity and optimum performance of the propellers, is directly related to a navigation speed that allows the vessel to move forward with the open grilles, without consumption and performance costs too high. This is not relevant for braking situations, however, it is
    relevant for eventual operation during the running order with the
    engines on, where the relationship between the electrical energy generated against the loss of speed, time and extra consumption due to resistance to advancement is essential to determine whether it is advisable to activate the system of the present invention or not.
    Finally, it is important to consider that the implementation of the present invention in ships could be combined with any other work of transformation or renewal of the hull, to take advantage of and include it in said hull, since it does not imply changes in the design of the hull or in some of its ways so the
    35 installation difficulties would be the same as any other equipment
    service / system, or what is the same, would not have greater complexity than the installation of other current systems as propellers of maneuver in Proa and that, despite
    Some initial difficulties are already widely consolidated in most shipping companies. This system can also allow IPS or propellers that rotate on itself by reversing the direction of the water flow, capturing or propelling the flow according to needs.
    权利要求:
    Claims (13)
    [1]
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    1. - A system for the recovery and generation of electrical energy in a ship characterized by:
    - at least one conduit (10), practiced in the hull of the ship below its waterline, where said conduit is configured to receive, as a result of the advance of the ship, an incoming water flow through an inlet (2) and expel said flow through an outlet (3);
    * closing means, coupled to the inlet of the at least one conduit, configured to adopt an open position, which allows water to enter at least one conduit or a closed position, which prevents the entry of water into at least one conduit;
    - a propeller (11) inside the at least one conduit, configured to be moved by the incoming water flow;
    - a high capacity flywheel (16) for storing the kinetic energy transmitted by the propeller, connected to at least one CVT box (19) (Continuously Variable Transmission) activated by an electronic control unit (20).
    - an electric motor (15) connected to at least one axis, configured to move the propeller as a driving propeller (18) or to recover kinetic energy from the movement transmitted by the propeller to the flywheel;
    [2]
    2. - System according to claim 1 wherein at least one outlet of the duct, is arranged at the bottom of the ship (12) under a hull bulb.
    [3]
    3. - System according to any of the preceding claims, wherein the closing means comprise mobile grilles with a tight seal, configured once opened to modify the angle of entry and exit of the flow.
    [4]
    4. - System according to any of the preceding claims, which further comprises at least four conduits (10), with their corresponding independent inputs (6) and outputs (3), symmetrically arranged two to two on both sides of the bow of the boat and at least one additional duct with its inlet (7) at the front of the bulb and outlet (12) at the bottom of the bulb.
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    [5]
    5. - System according to any of the preceding claims which further comprises a structure that supports the rest of the system components, wherein said structure is constructed in a single block,
    [6]
    6. - System according to any of the preceding claims wherein the hydraulic propellers and electric motors are selected from simple propellers, Azipods, Pods, IPS {Imboard Perfomance System), azimuthal propellers that enable the system to be activated efficiently.
    [7]
    7. - System according to any of the preceding claims, wherein the hydraulic propeller is a propeller integrated in an azimuthal propeller that optionally allows the propeller to perform the function of propellant or sensor.
    [8]
    8. - System according to any of the preceding claims, which also comprises means of distribution of electrical energy, connected to the electric motor, configured to provide electricity to different equipment of the ship.
    [9]
    9. - System according to any of the preceding claims, which further comprises a resistance system to capture excess heat.
    [10]
    10. - System according to any of the preceding claims where, the entry to! conduit, comprises a plurality of openings in the form of adjustable grilles that allow water to enter said conduit and prevent the entry of bulky or animal objects to preserve the propeller.
    [11]
    11. - System according to any of the preceding claims wherein the connected electric motor is integrated with said propeller.
    [12]
    12. - A ship incorporating the system according to any of the preceding claims.
    [13]
    13. - Method of recovering kinetic energy in a ship characterized in that it comprises the following steps:
    - receive, through an inlet of a conduit that crosses the hull of the ship below its waterline, an incoming water flow as a result of the advance of the ship;
    - produce a rotation movement in a propeller, arranged inside the duct, as a result of being traversed by the incoming water flow;
    - transform the rotation movement of the propeller into mechanical energy, by means of an axis connected to a CVT box (Continuous Variable Transmission)
    5 controlled by an electronic control unit and coupled to a flywheel
    where the mechanical energy transmitted by the propeller is stored;
    - use an electric motor coupled to the flywheel by means of a shaft and gears, which allows the propeller to be operated as a driving propeller or to activate other equipment on the ship;
    10 - Eject the incoming water flow out of the duct.
    image 1
    FIG. one
    image2
    image3
    image4
    FIG. 4
    FIG. 5
    image5
    FIG. 6
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    同族专利:
    公开号 | 公开日
    WO2018065644A1|2018-04-12|
    ES2662709B1|2019-01-22|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    KR20100000240A|2008-06-24|2010-01-06|이경우|Energy saving ship|
    US20140077498A1|2012-09-17|2014-03-20|Francisco Orea|Energy Generation Apparatus for Ships|
    KR101400595B1|2013-02-26|2014-05-30|현대중공업 주식회사|Ship having micro hydro turbine|
    GB2521679A|2013-12-31|2015-07-01|Georgie Dillon|A boat fitted with an electricity generation assembly|
    GB2525049A|2014-04-12|2015-10-14|Daniel Kevin Gage|Water-borne vessel|
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    ES201600863A|ES2662709B1|2016-10-07|2016-10-07|Kinetic energy recovery system on a ship|ES201600863A| ES2662709B1|2016-10-07|2016-10-07|Kinetic energy recovery system on a ship|
    PCT/ES2017/000131| WO2018065644A1|2016-10-07|2017-10-06|System for recovering kinetic energy in a ship|
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