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Ships and Offshore Structures Volume 15, 2020 - Issue 3
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Articles

Ship energy performance study of three wind-assisted ship propulsion technologies including a parametric study of the Flettner rotor technology

Ruihua LuDepartment of Mechanics and Maritime Sciences, Chalmers University of Technology, Gothenburg, SwedenView further author information
&
Jonas W. RingsbergDepartment of Mechanics and Maritime Sciences, Chalmers University of Technology, Gothenburg, SwedenCorrespondence[email protected]
ORCID Iconhttps://orcid.org/0000-0001-6950-1864View further author information
ORCID Icon
Pages 249-258 | Received 02 Feb 2019, Accepted 23 Apr 2019, Published online: 06 May 2019

Figures & data

Figure 1. Photograph of Enercon E-Ship 1 (Schmidt Citation2013). (This figure is available in colour online.)

Figure 1. Photograph of Enercon E-Ship 1 (Schmidt Citation2013). (This figure is available in colour online.)

Figure 2. Illustration of the UT Wind Challenger concept (Ouchi et al. Citation2013). (This figure is available in colour online.)

Figure 2. Illustration of the UT Wind Challenger concept (Ouchi et al. Citation2013). (This figure is available in colour online.)

Figure 3. Illustration of the Ecoliner concept (Dykstra Naval Architect Citation2019). (This figure is available in colour online.)

Figure 3. Illustration of the Ecoliner concept (Dykstra Naval Architect Citation2019). (This figure is available in colour online.)

Figure 4. Schematic flowchart of ShipJOURNEY.

Figure 4. Schematic flowchart of ShipJOURNEY.

Figure 5. Schematic of forces and apparent wind velocity.

Figure 5. Schematic of forces and apparent wind velocity.

Figure 6. Polar diagram of the thrust coefficient (CT) vs. the apparent wind direction for the 1000 m2 DynaRig. (This figure is available in colour online.)

Figure 6. Polar diagram of the thrust coefficient (CT) vs. the apparent wind direction for the 1000 m2 DynaRig. (This figure is available in colour online.)

Figure 7. Heel coefficient (CH) vs. the apparent wind direction for the 1000 m2 DynaRig. (This figure is available in colour online.)

Figure 7. Heel coefficient (CH) vs. the apparent wind direction for the 1000 m2 DynaRig. (This figure is available in colour online.)

Figure 8. Polar diagram of the thrust coefficient (CT) vs. the apparent wind direction for the 1000 m2 wingsail. (This figure is available in colour online.)

Figure 8. Polar diagram of the thrust coefficient (CT) vs. the apparent wind direction for the 1000 m2 wingsail. (This figure is available in colour online.)

Figure 9. Heel coefficient (CH) vs. the apparent wind direction for the 1000 m2 wingsail. (This figure is available in colour online.)

Figure 9. Heel coefficient (CH) vs. the apparent wind direction for the 1000 m2 wingsail. (This figure is available in colour online.)

Figure 10. Polar diagram for the thrust coefficient (CT) vs. the apparent wind direction for the case study Flettner rotor. (This figure is available in colour online.)

Figure 10. Polar diagram for the thrust coefficient (CT) vs. the apparent wind direction for the case study Flettner rotor. (This figure is available in colour online.)

Figure 11. Heel coefficient (CH) vs. the apparent wind direction for the case study Flettner Rotor. (This figure is available in colour online.)

Figure 11. Heel coefficient (CH) vs. the apparent wind direction for the case study Flettner Rotor. (This figure is available in colour online.)

Figure 12. Route between Cape Lopez (Gabon) and Point Tupper (Canada). (This figure is available in colour online.)

Figure 12. Route between Cape Lopez (Gabon) and Point Tupper (Canada). (This figure is available in colour online.)

Table 1. Fuel consumption comparison for the route between Cape Lopez (Gabon) and Point Tupper (Canada).

Figure 13. Route between Angra dos Reis (Brazil) and Rotterdam (the Netherlands). (This figure is available in colour online.)

Figure 13. Route between Angra dos Reis (Brazil) and Rotterdam (the Netherlands). (This figure is available in colour online.)

Table 2. Fuel consumption comparison for the route between Angra dos Reis (Brazil) and Rotterdam (the Netherlands).

Figure 14. Fuel saving percentage compared to Case G on Route 1 and Route 2 for the Aframax Oil Tanker.

Figure 14. Fuel saving percentage compared to Case G on Route 1 and Route 2 for the Aframax Oil Tanker.

Table 3. Parametric study of the Flettner rotor for the Aframax Oil Tanker on Route 1.

Table 4. Parametric study of the Flettner rotor for the Aframax Oil Tanker on Route 2.

Figure 15. Fuel saving percentage compared to Case G on Route 1 and Route 2 for the Handysize Bulk Carrier.

Figure 15. Fuel saving percentage compared to Case G on Route 1 and Route 2 for the Handysize Bulk Carrier.

Table 5. Parametric study of the Flettner rotor for the Handysize Bulk Carrier on Route 1.

Table 6. Parametric study of the Flettner rotor for the Handysize Bulk Carrier 1 on Route 2.

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