JP2001301692A - Propulsion device for ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a propulsion device for a ship capable of restricting the generation of noises at a low cost. SOLUTION: An electric motor 31 is arranged between a reduction gear 30 of a propeller shaft 3 and a propeller 4 so as to damp the vibration of the propeller shaft 3, and the output of an engine 2 is assisted by the output of the electric motor 31 by electric charging with the electric motor 31.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a marine vessel propulsion apparatus in which a propeller is driven by a marine engine and an electric motor.

[0002]

2. Description of the Related Art Conventionally, a marine vessel propulsion system is composed of an engine, a deceleration reversing device, and a propeller. The propeller is driven after the driving force of the engine is reduced by the deceleration reversing device. The electric equipment used in the ship is operated by electric power of a battery. The battery is to drive and charge a generator attached to the engine.

[0003]

When a ship is propelled, the engine must be driven at all times, and noise and exhaust gas are generated. It is necessary to drive the propeller with the engine even at low speeds. It is necessary to drive the engine when using the lighting and electric equipment inside the ship when stopping and mooring.

[0004]

In order to solve the above problems, the present invention uses the following means. As set forth in claim 1, in the propulsion device for a marine vessel having an engine and an electric motor, an electric motor for driving a propeller shaft by electric power is disposed between the deceleration reversing device of the propeller shaft and the propeller.

In a marine vessel propulsion device having an engine and an electric motor, charging is performed by an electric motor provided on a propeller shaft.

According to a third aspect of the present invention, in a marine vessel propulsion device having an engine and an electric motor, a propeller shaft connecting the engine and the propeller and the electric motor are arranged in a straight line, and the engine output is controlled by the output of the electric motor. To assist.

According to a fourth aspect of the present invention, in the marine vessel propulsion device having the engine and the electric motor, the electric motor is connected to a propeller shaft connecting the engine and the propeller, and the electric motor is so arranged as to attenuate the vibration of the propeller shaft. Excite.

[0008]

Next, an embodiment of the present invention will be described with reference to the drawings. 1 is an overall side view of a ship, FIG.
Is a plan view, FIG. 3 is a side view showing the rear configuration of the ship,
4 is a diagram showing the configuration of the propulsion device, FIG. 5 is a diagram showing the maximum output of the engine and the output required during navigation, FIG. 6 is a diagram showing the power distribution, and FIG. 7 is a configuration of the propulsion device having a solar cell. FIG. 8 is a schematic view showing a rotation fluctuation leveling mechanism.

The overall configuration of a ship according to the present invention will be described. As shown in FIG. 1, the marine vessel has an engine 2 in a hull 1, and a propeller 4 is attached to a tip of a propeller shaft 3 extending obliquely downward and rearward from the engine 2, and can be navigated by the driving force of the engine 2. And A rudder 5 is provided at the rear end of the hull 1 at the bottom of the hull, and the rudder 5 can turn straight and turn left and right by turning the rudder 5 left and right.

As shown in FIG. 2, an anchor store 6 is disposed at the front of the hull 1, and a storage box 7, an ikes 8 and the like are arranged behind the anchor store 6, and behind it. A bridge 10 is disposed at substantially the center of the hull 1 on the left and right sides. The bridge 10 is provided with a boat maneuvering seat 15 and the like. In addition, behind the bridge 10 is a container 7.7 ...
And so on.

A passage 1 is provided on the left and right sides of the bridge 10.
8 and 18 are formed to pass through the left and right sides of the bridge 10, and the front and rear sides of the hull 1 can be moved via the passage 18. And the passage 18
On the outer side of 18, bulwarks 19 are erected.

Next, the arrangement of the propulsion device provided at the rear of the ship will be described with reference to FIG. First, the arrangement of the propulsion device in the ship shown in FIGS. 1 and 2 will be described. As shown in FIG. 3, an engine 2 is provided in a hull 1 and an output of the engine 2 is transmitted via a propeller shaft 3 to a propeller 4 provided outside the hull.
It is transmitted to. The driving force of the engine 2 is transmitted to the propeller shaft 3 via the reduction / reversing device 30. An electric motor 31 is provided on the propeller shaft 3, and the electric motor 31 is provided between the engine 2 and the propeller 4.

The electric motor 31 uses the propeller shaft 3 as a rotation axis. In this configuration, the electric motor 31 can be configured by attaching a permanent magnet for the electric motor 31 to the propeller shaft 3 and disposing an exciting coil around the axis of the propeller shaft 3. Or
It is possible to configure the electric motor 31 by attaching an exciting coil to the propeller shaft 3 and disposing a permanent magnet or the like around the axis of the propeller shaft 3.

In the above configuration, the electric motor 31 is provided directly on the drive transmission path in the configuration in which the propeller 4 is driven by the engine 2. For this reason, the propulsion device of the ship can be made compact.

[0015] The propulsion mechanism of a ship according to the present invention,
This will be described with reference to FIG. The engine 2 is connected to a generator and a speed reduction reversing device 30, and the speed reduction reversing device 30 is connected to an electric motor 31 and a propeller 4 via a propeller shaft 3. By driving the engine 2, the driving force is transmitted to the electric motor 31 and the propeller 4 via the propeller shaft 3. The driving force of the engine 2 is transmitted to the propeller shaft 3 after being decelerated by the deceleration reverser 30. Then, a part of the driving force is transmitted to the electric motor 31, power is generated, and the battery is charged. Another driving force is transmitted to the propeller 4 via the propeller shaft 3. That is, the electric motor 31 is disposed between the speed reducer / reversing machine 30 and the propeller 4, and a part of the engine output is used for charging. Electric motor 3
In the case where power is not generated by 1, the driving force of the engine 2 is transmitted to the propeller 4 via the propeller shaft 3 without transmitting the driving force to the electric motor 31.

In the boat propulsion mechanism according to the present invention, the propeller 4 can be driven by the driving force of the electric motor 31. The electric motor 31 is driven by the electric power stored in the battery, and the propeller 4 can be driven via the propeller shaft 3.
Further, the driving force of the electric motor 31 can be used in combination with the driving force of the engine 2. That is, engine 2
The driving force of the electric motor 31 can be used as the auxiliary driving force. Further, when performing the low speed navigation, the propeller 4 can be driven by the driving force of the electric motor 31 alone.

Further, the electric motor 31
, The ship can be moved backward.
At the time of rapid deceleration, the connection between the propeller shaft 3 and the engine 2 or the reduction reversing machine 30 is established by disengaging the clutch that transmits the driving force of the engine 2. Thus, even if the driving direction of the propeller shaft is reversed by the electric motor 31, no load is applied to the engine 2 and the speed reduction reversing machine 30. In the electric motor 31, the rotor portion of the electric motor 31 is constituted by the propeller shaft 3, and there is little or no mechanical contact between the rotor portion and the magnetic force generator disposed outside the rotor portion. Has become. Since the interaction between the magnetic force generated by the permanent magnet or the coil attached to the propeller shaft 3 and the magnetic force of the magnetic force generator disposed outside the rotor portion drives the propeller shaft 3,
There is little loss of driving force due to friction. Further, since the propeller shaft 3 is a rotor of the electric motor 31, even when the rotation direction is suddenly changed, the electric motor 3
The change in the moment received by 1 is small.

Since the driving force of the engine 2 is assisted by the electric motor 31, the engine 2 uses the driving force of the electric motor 31 in each rotation range as necessary, or generates excess power to generate power. It can be turned. The relationship between the load of the ship and the maximum output of the engine in the cruising state will be described with reference to FIG. Curve A is the engine load that occurs during cruising. A curve B indicates the maximum output characteristic of the engine. Except for the engine speed at the maximum ship speed, the maximum output of the engine exceeds the propulsion load of the ship at each speed during normal running.

Therefore, the ship according to the present invention utilizes the output of the engine (internal combustion engine) for navigation and charging. The output during low-speed or low-speed navigation and the power for electric equipment in the ship are covered by the power charged in the battery. Also, when the engine is overloaded, such as during acceleration, the charged power is used to assist the engine output. FIG. 6A is a diagram showing the distribution of the output at the engine speed during normal running of the ship. The ship according to the present invention uses all of the engine output for sailing when the ship is sailing at full power. However, during normal cruising, part of the output of the engine is used for traveling, and the surplus is used for charging. As a result, the engine can be used efficiently, and the energy efficiency during normal running can be improved.

FIG. 6B shows the breakdown of the output required at the time of cruising at low speed such as trolling and at the time of stopping and mooring. Trolling with a small ship speed is powered by electricity.
This is to promote the ship. For this reason, when the engine 2 is started to perform low-speed navigation, 10% of the engine output is used for navigation, and the output of the engine 2 cannot be used sufficiently. Here, the propeller 4 is driven by the electric motor 31 at the time of traveling at a low speed such as trolling.
Is driven. As a result, the engine can be stopped at the time of cruising at a low speed, such as trolling, and the comfort and quietness of the ship are improved. Furthermore, since the electric equipment is used by the electric power charged in the battery even at the time of stopping and mooring, there is no need to start the engine, and the noise of the engine can be eliminated.

FIG. 6 (c) is a diagram showing a comparison between the output of a conventional ship at the time of acceleration and the output state when electric power is applied to the output at the time of acceleration. As shown in FIG. 6 (c), the acceleration of the conventional ship is performed only by the output of the engine.
At this time, a large load is applied to the engine. Then, depending on the load, there may be a case where the response (the time difference between the increase in the engine speed) is delayed and the exhaust color is deteriorated. However, at the time of acceleration, a large propulsive force can be obtained by adding an electric power output to the engine output.

As described above, the propulsion output can be increased without changing the engine by charging by changing part of the output of the engine into electric power and adding electric power to the output of the engine. Since electric power is used at the time of small output, noise and vibration of the engine can be eliminated.

Further, as shown in FIG. 7, a power generating device such as a solar power generating device is arranged in addition to the engine 2 and the battery is charged, whereby a fuel-efficient propulsion device can be constructed. The hull 1 is provided with a solar cell 33, which is connected to the battery 32.
Thus, the electric power generated by the solar cell 33 is stored in the battery 32 and used for driving the electric motor 31. Solar cells are lightweight and can easily generate power by being arranged on the upper surface of a ship. The battery 32 is connected to a generator of the engine 2 and can store a part of the engine output as electric power.

By arranging the solar cell 33 and the engine 2 on the hull 1 and storing the electric power generated by these in the battery 32, the fuel consumption can be reduced, the starting time of the engine 2 can be shortened, and the exhaust gas can be reduced. Gas emissions can be reduced. In addition, when traveling at a very low speed, the solar cell 3
It is also possible to navigate using the electric power generated by the power generator 3 and the electric power stored in the battery 32, and the quietness at the time of low-speed navigation can be improved. Then, the battery 32 can be charged by the electric power generated by the solar cell 33 without starting the engine 2.

Next, a structure for leveling fluctuations in the rotation of the propeller 4 using the electric motor 31 provided on the propeller shaft 3 will be described. FIG. 8A is a diagram illustrating a control configuration of the electric motor. A pickup 34 is connected to the propeller shaft 3, and the pickup 34 is connected to a control circuit 35 so as to recognize the rotation of the propeller shaft. The control circuit 35
Is connected to an electric motor drive control circuit 36, which controls the drive of the electric motor 31 in accordance with the rotation of the engine 2.

A configuration in the case where the rotation status of the propeller shaft 3 is detected as a voltage change will be described. FIG.
FIG. 8B is a diagram illustrating a change in the rotation speed of the propeller shaft 3 detected by the pickup, and FIG. 8C is a diagram illustrating a change in the driving force of the electric motor. The rotation of the propeller 4 changes several times during one rotation. Further, since the engine 2 is an internal combustion engine, a fluctuation in the rotation speed occurs in one cycle, but the fluctuation is transmitted to the propeller shaft via the deceleration reverser. This rotation fluctuation is recognized by the pickup 34. The change in the rotation speed of the propeller shaft can be regarded as a change in the electromotive force of the electric motor provided on the propeller shaft 3. The control circuit 35 recognizes the rotation fluctuation of the propeller shaft as a voltage change waveform, and outputs a waveform obtained by reversing the waveform to the electric motor drive control circuit 36.

The electric motor control circuit 36 controls the driving of the electric motor 31 in accordance with the input from the control circuit 35. Since the voltage fluctuation input to the electric motor control circuit 36 is obtained by inverting the rotation fluctuation of the propeller shaft 3, when the rotation speed of the propeller shaft 3 decreases, the voltage increases, and when the rotation speed increases, the voltage increases. Has a configuration in which the voltage drops. The electric motor control circuit 36 changes the electric power supplied to the electric motor 31 in accordance with the input voltage fluctuation, thereby giving a driving force fluctuation opposite to the driving force fluctuation of the propeller shaft 3 to the propeller shaft 3. be able to.

That is, when the rotation speed of the propeller shaft 3 increases, the driving force of the electric motor 31 is reduced, and when the rotation speed decreases, the driving force of the electric motor 31 is increased. Thus, the rotation fluctuation of the propeller shaft 3 can be leveled, and the vibration transmitted to the hull 1 due to the rotation of the propeller shaft 3 can be reduced.

[0029]

According to the first aspect of the present invention, in a marine vessel propulsion apparatus having an engine and an electric motor, an electric motor for driving a propeller shaft by electric power is disposed between a deceleration reverser of the propeller shaft and the propeller. Therefore, the propulsion device can be made compact.

According to a second aspect of the present invention, in the marine vessel propulsion device having the engine and the electric motor, charging is performed by the electric motor provided on the propeller shaft.
By transferring surplus output during cruising to charging, the engine output can be efficiently used.

According to a third aspect of the present invention, in the marine vessel propulsion device having an engine and an electric motor, a propeller shaft connecting the engine and the propeller and the electric motor are arranged in a straight line, and the engine output is controlled by the output of the electric motor. Since the assist is provided, a propulsion force greater than the engine output can be obtained.

According to a fourth aspect of the present invention, in the marine vessel propulsion device having an engine and an electric motor, the electric motor is connected to a propeller shaft that connects the engine and the propeller, and the electric motor is configured to attenuate vibration of the propeller shaft. Excitation reduces vibration applied to the hull,
The livability of the ship can be improved.

[Brief description of the drawings]

FIG. 1 is an overall side view of a ship.

FIG. 2 is a plan view of the same.

FIG. 3 is a side view showing the rear configuration of the ship.

FIG. 4 is a diagram showing a configuration of a propulsion device.

FIG. 5 is a diagram showing the maximum output of the engine and the output required during navigation.

FIG. 6 is a diagram showing output distribution.

FIG. 7 is a schematic diagram showing a configuration of a propulsion device having a solar cell.

FIG. 8 is a schematic diagram showing a rotation fluctuation leveling mechanism.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Hull 2 Engine 4 Propeller 30 Reduction / reversing machine 31 Electric motor 32 Battery 33 Solar cell 34 Pickup 35 Control circuit 36 Electric motor control circuit

Claims (4)

[Claims] 1. A propulsion device for a ship having an engine and an electric motor, wherein an electric motor for driving a propeller shaft by electric power is disposed between a deceleration reversing device for the propeller shaft and the propeller. apparatus. 2. A propulsion device for a marine vessel having an engine and an electric motor, wherein charging is performed by an electric motor disposed on a propeller shaft. 3. A propulsion device for a ship having an engine and an electric motor, wherein a propeller shaft connecting the engine and the propeller and the electric motor are arranged in a straight line, and the engine output is assisted by the output of the electric motor. Ship propulsion device. 4. A propulsion device for a ship having an engine and an electric motor, wherein the electric motor is connected to a propeller shaft connecting the engine and the propeller, and the electric motor is excited so as to attenuate vibration of the propeller shaft. Ship propulsion device.