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Wind power technology
Published in John Twidell, Renewable Energy Resources, 2021
For the Darrieus and Musgrove rotors, the driving wind forces are lift, with maximum turbine torque occurring when a blade moves twice per rotation across the wind, so pulsing the rotation. Uses are for electricity generation. The rotor is not usually self-starting, so may be initiated with the generator operating as a motor. The Flettner rotor is different, experiencing a force perpendicular to the wind direction by the Magnus effect; it has been used developmentally on aircraft and, more so, on ships, with ongoing experience with a large tanker ship, the ‘Maersk Pelican.’
Voyage performance of ship fitted with Flettner rotor
Published in Pentti Kujala, Liangliang Lu, Marine Design XIII, 2018
Osman Turan, Tong Cui, Benjamin Howett, Sandy Day
This research focuses on one of effective wind assist technologies – Flettner rotor. A Flettner rotor is a smooth cylinder with disc end plates which is spun along its long axis and, as air passes at right angles across it, the Magnus effect causes an aerodynamic force to be generated in the third dimension (Seifert, 2012). A rotor ship is a type of ship designed to use the Magnus effect for propulsion (Betz, 1925; Nuttall et al, 2016). The ship is propelled, at least in part, by large vertical rotors (Wikipedia-Rotor ship). German engineer Anton Flettner was the first to build a ship which attempted to tap this force for propulsion in 1920s, so Flettner rotors are also named after their inventor. Rizzo (1925) discussed the fundamental principles of the Flettner rotor ship in the light of Kutta-Joukowski theory. Actually, this technology is treated indifferently since it was first deployed. But these years, with the development of technology and proposition of “low carbon shipping” concept, people are turning their attention back to rotors as an immense potential measure (Howett et al, 2015). They made many achievements on Flettner rotor technology. In 2008, the German wind-turbine manufacturer Enercon launched a new rotor ship, E-Ship 1 (as shown in Fig. 1) and claimed that it can save up to 25% fuel compared to same sized conventional vessels after 170,000 sea miles in 2013 (Enercon, 2013). In 2014, Norsepower Company developed a “Norsepower Rotor sail solution” which is a modernized version of the Flettner rotor (Norsepower, 2014). They installed two Norsepower Rotos on a RoRo vessel “M/V Estraden” in 2014 and later 2015, and announced that this technology has potential for fuel savings of up to 20% for vessels with multiple, large rotors traveling on favourable wind routes (Norsepower, 2016). In 2016, Viking Line also considers the rotor concept for their next planned new building. They showed a new 63,000 GT vessel with large Flettner rotors which could help the ship to save up to 15% fuel consumption (Viking Line, 2016). Besides, Traut et al (2012) assessed the wind power performance of a bulk carrier fitted with three Flettner rotors on the route from Brazil to UK and suggested possible fuel savings of 16%. They also (2014) researched the average power contribution from the Flettner rotor on the analysed routes ranges from 193 kW to 373 kW. When three Flettner rotors are fitted on a 5500dwt cargo carrier, they could provide more than half of the required main engine power under slow-steaming condition. De Marco (2016) analysed the Flettner rotor performance with the method of unsteady Reynolds averaged Navier-Stokes simulations and also presented the applicability of such device for marine applications.
Ship energy performance study of three wind-assisted ship propulsion technologies including a parametric study of the Flettner rotor technology
Published in Ships and Offshore Structures, 2020
According to the results presented in Figure 14, for Route 1 and Route 2 respectively, 6% and 5% fuel savings can be achieved of utilising the Flettner rotor by comparing Case A and Case G. In a comparison of Case A and Case B, it can be noticed that the fuel savings have been dramatically improved by installing the rotor in the fore part of the ship instead of in the mid part. By comparing Case A and Case C, the fuel savings with the rotor have dramatically decreased due to low rotating speed. By comparing Case A, Case D and Case E, the ship speed has a stronger effect on fuel savings compared to the rotor itself. By comparing Case A and Case F, the ‘larger’ rotor has obviously improved the fuel savings for the Aframax Oil Tanker.