JP2004359112A - Vessel propulsion apparatus and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vessel propulsion apparatus minimizing facility cost, provided with an auxiliary engine, capable of navigating at low speed in the state of stopping of a main engine and navigating with energy-saving by making degree of practical use high. <P>SOLUTION: The vessel propulsion apparatus has the main engine; a clutch bonded to the main engine and connecting/disconnecting power; and a propeller shaft and a propeller directly connected to an output shaft of the clutch. A rotor directly connected to a power transmission shaft is provided on the midway of the power transmission shaft. A shaft driving generator for carrying out generation or racing or power assistance is provided and constituted so as to be connected to a power central linkage board connected to another power source device. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention enables low-speed or temporary propulsion without a main engine and energy-saving navigation by interposing a shaft drive generator capable of generating and driving between the main engine and a propeller shaft. And a control method thereof.
[0002]
[Prior art]
Conventionally, it is naturally known that if a ship equipped with a main engine is provided with an auxiliary engine for ship propulsion, temporary propulsion can be performed without the main engine.
[0003]
However, marine engines commonly used on ships are fairly rugged, and are unlikely to fail if regular maintenance is performed. No auxiliary engine for marine propulsion is considered necessary. By the way. If an auxiliary engine is provided, a switching device for the power transmission shaft is required, and the device becomes considerably large and expensive.
[0004]
However, in an era where international terrorist activities are scattered, it may be necessary to assume that a sudden harbor accident may occur at the port of call when the ship's main engine is overhauled. In this case, since the main engine is stopped, there is no choice but to sail on a tug boat, and there is a possibility that the fire will burn up before the tug boat comes. In particular, if the ship is equipped with a combustible or explosive such as oil or gas, the damage may be further increased.
[0005]
Therefore, it is conceivable to mount the above-mentioned auxiliary engine on an important ship for the purpose of emergency evacuation or the like. However, the auxiliary engine is difficult to install for the reasons described above. Moreover, if a normal auxiliary engine is installed, it cannot be used for other purposes, and it will be a treasure trove unless an accident occurs. In addition, even if this auxiliary engine is not used, regular maintenance and inspection are required, and the cost required for the maintenance is also required.
[0006]
On the other hand, in recent years, hybrid vehicles such as automobiles have been proposed for the purpose of increasing energy efficiency, and hybrid power supply devices have also been proposed in the field of ships. As a conventional hybrid power supply device, for example, there is an example disclosed in Japanese Patent Application Laid-Open No. H10-144327. In this technique, a fuel cell and a secondary battery (lead battery) are provided side by side to equalize load demands on the fuel cell.
[0007]
As described above, in the ship, there is a strong tendency to increase the energy efficiency, and in addition to the necessity of the emergency evacuation described above, the necessity of the ship propulsion device for these purposes can be heard.
[0008]
[Patent Document 1]
Patent Publication No. 10-144327, page 1
[Problems to be solved by the invention]
In view of the above prior art, the present invention employs a shaft drive generator that can be manufactured in a simple and inexpensive manner and can be used for multiple functions by linking with other power supply devices, so that the main engine cannot operate. It is an object of the present invention to provide a ship propulsion device capable of emergency evacuation by itself even in a state, and a control method for effective use thereof.
[0010]
Another object of the present invention is to provide a method for controlling a ship propulsion device that can perform more efficient operation even when the main engine is available, by linking the shaft drive generator with another power supply device. I do.
[0011]
[Means for Solving the Problems]
A marine vessel propulsion device according to the present invention capable of solving the above problems includes a main engine, a clutch connected to the main engine to perform power connection / disconnection, a propeller shaft and a propeller directly connected to an output shaft of the clutch. And
In the middle of the power transmission shaft, a rotor directly connected to the power transmission shaft is provided, and a shaft drive generator for generating or idling or power assisting is provided,
The shaft drive generator is connected to a central power distribution board connected to another power supply device.
[0012]
In the marine vessel propulsion device of the present invention, a shaft drive generator connected to the main engine via a clutch is provided, and the motor is connected to another power supply device, for example, a small power generator or a power storage device. Connected to the system board.
[0013]
The central electric power interconnection board controls interconnection of the connected devices, that is, other power supply devices, the onboard power load, and the shaft drive generator according to the command mode. This interconnection control method is based on a normal electric power interconnection method, for example, for performing AC / DC conversion or power exchange, and performing power exchange between connected devices, mainly using an AC / DC or voltage conversion inverter. It is.
[0014]
An example of control via the power central interconnection board is shown below. The shaft drive generator acts as a generator, generates power using the rotating power of the propeller drive of the main engine, and stores the generated power or uses it for the onboard load. can do. In addition, the main engine is disconnected by disengaging the clutch, and the propeller can be driven to rotate without the main engine. However, the output of the power storage or the small generator is usually a fraction of the output of the main engine, and can be used when traveling at a low speed within that range.
[0015]
When a ship is propelled by rotating the propeller, the number of shaft rotations of the propeller needs to be a certain value or more. For this reason, in low-speed navigation, it is necessary to provide a transmission mechanism in order to adjust the rotation speed of the propeller shaft. It is preferable that the transmission mechanism cope with a variable propeller pitch instead of the gear. This is because the configuration is easy and the control is easy. With a variable-pitch propeller, when the output is low, the pitch can be reduced without changing the rotation speed.
[0016]
Using a variable-pitch propeller, equipped with both a small generator and a power storage device as other power supply devices, when connecting and controlling all these devices to the central power interconnection panel, various types of control are performed according to various modes. Control can be performed. Hybridization using a fuel cell is also possible.
[0017]
Examples of the various modes include a normal mode, a hybrid mode, and an emergency mode.
[0018]
In the normal mode, power can be generated by rotating the main engine. The power generation timing and the power generation amount may be appropriately controlled in cooperation with another power supply device and the amount of load. Since a sufficient amount of power can be generated, the capacity of the small generator for the onboard load can be reduced as much as possible, and its maintenance and inspection can be performed while the ship is navigating.
[0019]
With a fixed-pitch propeller, the operation of the main engine at less than the dead throw in the harbor speed table cannot be operated due to insufficient torque, and the only alternative is to repeatedly start and stop the main engine or tow with a tug boat. On the other hand, in the present invention, even with a fixed pitch propeller, the shaft drive generator acts as a motor, and it is possible to navigate at a low speed in which the main engine cannot be operated under a dead throw.
[0020]
In the hybrid mode, power is generated during normal voyage, the energy is stored, and the propeller whose pitch is small is rotated using the stored power during low-speed navigation of about 5 knots after entering the port, and the low-speed navigation is performed. Energy saving operation. Furthermore, the ship can be equipped with a small wind power generator, and the generated power can be used for propeller rotation and propulsion.
[0021]
In the emergency mode, when the main engine is unavailable due to a failure, overhaul, or the like, low-speed navigation can be performed using the power of another power supply device. In the event of a main engine failure, you can return to the port on your own and seek help while maintaining the proper position. If a fire breaks out at the port, you can evacuate on your own.
[0022]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. 1, 2, and 3 are a side view, a plan view, and a cross-sectional view illustrating an arrangement of components of a marine vessel propulsion device according to an embodiment of the present invention. However, FIG. 2 shows only the main engine and the small generator. The cross-sectional view of FIG. 3 is a cross-section at an appropriate position including the main engine from a direction along F3-F3 of FIG.
[0023]
As shown in the figure, a main engine 1 is arranged at the stern of the bottom BD, and a hydraulically driven friction clutch 2 is arranged.
[0024]
A shaft drive generator 3 is disposed downstream of the friction clutch 2, and its output end is directly connected to a propeller shaft 4, and a variable pitch propeller 5 is fixed to the shaft end of the propeller shaft 4.
[0025]
The shaft drive generator 3 can be driven as a shaft generator or a propulsion motor by using the shaft as a rotor, and the other power source, that is, the first or The second small generators 7 and 8 and the power storage facility 9 are connected. Although the power storage facility 9 is not an essential requirement of the present invention, its installation enables a higher degree of hybridization. In order to show the sophistication, the present embodiment shows an example including this.
[0026]
The power central interconnection board 6 includes a synchronous phase adjuster 10 for a shaft drive generator for power factor improvement, a frequency converter board 11 for a shaft drive generator, a main engine monitoring board 12, and a main switchboard 13, and a main switchboard. 13 is connected to an inboard load. In the present invention, since the shaft drive generator 3 is the main control unit, these are collectively referred to as the power central interconnection panel 6 here.
[0027]
The first and second small generators 7 and 8, power storage equipment 9, and frequency converter board 11 are arranged on a flat deck FD. The main engine monitoring panel 12 and the main switchboard 13 are arranged on an upper deck UD. Although the power storage equipment 9 is an example configured by a lead battery, it may be converted to a more efficient battery in the future.
[0028]
FIG. 2 shows a state in which the main engine 1 is viewed from the flat deck FD into the ship bottom BD below the flat deck FD. As shown in FIG. 3, an engine control 14 is disposed immediately below the deck PD. The smoke of the main engine 1 and the small generators 7 and 8 passes through an economizer 16 via a flue 15 and is recovered.
[0029]
The vessel may be further provided with a fuel cell, a waste heat power generator, or other energy-saving equipment for the purpose of more advanced hybridization. In addition, the present invention includes an auxiliary boiler, an air compressor, a seawater pump, a cooling pump, a lubricating oil pump, a fuel oil supply pump, a machine tool, a number of other pumps, tanks, and a number of other facilities. Since it is not directly related to the propulsion device of the above, all are omitted.
[0030]
FIG. 4 is a graph showing the relationship between the rotation speed and the output when the shaft drive generator 3 is driven as a motor. As illustrated, the shaft drive generator 3 can rotate the propeller 5 with the clutch 2 disconnected. However, the number of revolutions is limited, and in order to obtain the propulsion load 18 as the motor output 17, the number of revolutions must be in the range of a predetermined number of revolutions N1 to N2.
[0031]
Thus, in the present embodiment, when the shaft drive generator 3 is driven as a motor, the pitch of the variable pitch propeller 5 is adjusted at the same time, the thrust is adjusted, and the boat travels at a low speed. The pitch adjustment may be manual or automatic.
[0032]
FIG. 5 is a block diagram of a control system showing each device in a functionalized manner. The shaft drive generator 3 can be functionally divided into a shaft generator 3G and a propulsion motor 3M. An onboard load 19 is connected to the electric power interconnection board 6. As already shown, the power central interconnection panel 6 includes a synchronous phase adjuster 10, a frequency converter panel 11, a main engine monitoring panel 12, and a main distribution panel 13. In addition, these panels shall include various power control members, parts, and accessories necessary for power interconnection.
[0033]
In the above configuration, the control method of the marine vessel propulsion device of the present invention will be described in three modes. The mode types are a normal mode, a hybrid mode, and an emergency mode.
[0034]
In the normal mode, the main engine 1 is rotated, and power can be generated by the shaft generator 3G. The power generation timing and the power generation amount may be appropriately controlled in conjunction with the other power supply devices 7 and 8 and the load 19. Since a sufficient amount of power can be generated, the capacity of the small generators 7 and 8 for the onboard load can be reduced as much as possible, and the maintenance and inspection thereof can be performed during navigation of the ship. . It is said that a low speed of a ship requires 1/27 of the output of the main engine. Therefore, the capacities of the small generators 7 and 8 may be determined with reference to this value.
[0035]
In the hybrid mode, power is generated during normal voyage, the energy is stored, and the propeller whose pitch is small is rotated using the stored power during low-speed navigation of about 5 knots after entering the port, and the low-speed navigation is performed. And energy saving operation is possible. Furthermore, a small wind power generator is provided on the ship, and the propeller can be rotated and propelled by the generated power.
[0036]
In the emergency mode, when the main engine is unavailable due to a failure, overhaul, or the like, the vehicle travels at low speed using the power of another power supply device. In the event of a main engine failure, you can return to the port on your own and seek help while maintaining the proper position. If a fire breaks out at the port, you can evacuate on your own. Even when towing with a tugboat, it can assist itself and sail faster at medium speed.
[0037]
As described above, the marine vessel propulsion device of the present invention can achieve a particularly great effect by simplifying the configuration. That is, low-speed navigation can be performed without the main engine 1 without providing a special auxiliary engine and its power transmission mechanism. Further, when the shaft drive generator 3 is used as the shaft generator 3G, required electric power can be generated, so that the capacity of the small generators 7 and 8 can be minimized, and the equipment cost can be reduced. Can be. Furthermore, even if the main engine 1 fails or is overhauled, navigation is possible without the main engine, so even if a fire occurs at the port, it is possible to evacuate immediately, and escape from the difficulty to avoid a secondary disaster. It does not occur. Further, since a hybrid system with a high energy saving effect can be achieved via the power central interconnection board 6, energy saving navigation can be performed according to the times.
[0038]
The present invention is not limited to the above embodiment, and can be appropriately changed in design, and can be implemented in various modes.
[0039]
【The invention's effect】
As described above, the present invention is a marine vessel propulsion device and a control method thereof as described in the appended claims, so that low-speed navigation can be performed without the main engine 1 without providing a special auxiliary engine and its power transmission mechanism. . Further, when the shaft drive generator 3 is used as the shaft generator 3G, required electric power can be generated, so that the capacity of the small generators 7 and 8 can be minimized, and the equipment cost can be reduced. Can be.
[0040]
Furthermore, even if the main engine 1 fails or is overhauled, navigation is possible without the main engine, so even if a fire occurs at the port, it is possible to evacuate immediately, and escape from the difficulty to avoid a secondary disaster. It does not occur.
[0041]
Further, since the electric power can be hybridized via the electric power interconnection board 6, energy saving navigation can be performed according to the times.
[Brief description of the drawings]
FIG. 1 is a side view showing a configuration of a main part of a marine vessel propulsion apparatus according to an embodiment of the present invention.
FIG. 2 is a plan view showing an arrangement of a main mechanism and a small generator of the marine vessel propulsion apparatus shown in FIG.
FIG. 3 is a layout diagram showing a layout of a main engine, a small generator, and attached facilities shown along the line F3-F3 in FIG. 1;
FIG. 4 is a diagram of a rotational speed and an output showing a possible region of motor control.
FIG. 5 is a block diagram showing a control system of the marine vessel propulsion device of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Main engine 2 Friction clutch 3 Shaft drive generator 4 Propeller shaft 5 Variable pitch propeller 6 Power central interconnection board 7, 8 First and second small generator 9 Power storage equipment 10 Synchronous phase adjuster for shaft drive generator 11 Shaft Drive generator frequency converter panel 12 Main engine monitoring panel 13 Main switchboard 14 Engine control room 15 Flue 16 Economizer 17 Motor output 18 Propulsion load 19 Inboard load BD Bottom UD Upper deck PD Deck

Claims (6)

A main engine, a clutch coupled to the main engine to perform power connection / disconnection, a propeller shaft and a propeller directly connected to an output shaft of the clutch,
In the middle of the power transmission shaft, a rotor directly connected to the power transmission shaft is provided, and a shaft drive generator for generating or idling or power assisting is provided,
A marine propulsion device, wherein the shaft drive generator is connected to a power central interconnection board connected to another power supply device. The propeller is a variable-pitch propeller. The said other power supply device is a small-sized generator, The marine vessel propulsion device characterized by the above-mentioned. The said other power supply device is a power storage device, The marine vessel propulsion device characterized by the above-mentioned. The method for controlling a marine vessel propulsion device according to claim 1, wherein when the main engine cannot be used for propulsion, the clutch is disconnected to disconnect the main engine, the shaft drive generator acts as a motor, and the propeller rotates. A method for controlling a marine vessel propulsion device, comprising: 2. The control method for a ship propulsion device according to claim 1, wherein during a general voyage, the shaft drive generator acts as a generator to supply or store power, and at a very low load, the shaft drive generator. A ship propulsion device, wherein the propeller is rotated by acting as a motor.

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