JP2013112088A - Power generation device and propulsion device of vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power generation device and a propulsion device at a low cost and with high reliability by configuring rotation control of a generator in a vessel and assist force control of a main machine to an output shaft by a hydraulic circuit using a hydraulic pump and a hydraulic motor.SOLUTION: This power generation device includes the first hydraulic pump 9 driven by an engine 3 of the vessel, the first hydraulic motor 13 connected to the generator 11, the first hydraulic circuit 15 for connecting the first hydraulic pump 9 and the first hydraulic motor 13, a first hydraulic pump controller 17 for controlling displacement volumes of the first hydraulic pump 9, a first hydraulic motor controller 19 for controlling displacement volumes of the first hydraulic motor 13, and a generator control device 21 for controlling the first hydraulic pump controller 17 and the first hydraulic motor controller 19 to control the number of rotations of the first hydraulic motor 13, and controls the number of rotations of the generator.

Description

  The present invention relates to a power generation device and a propulsion device for a ship, and in particular, a power generation device that supplies a driving force to a generator and a rotation assist force to a main engine output shaft using a hydraulic circuit including a hydraulic pump and a hydraulic motor. And propulsion devices.

  In a ship, power supply to various electric devices in the ship is usually supplied by a power generation engine and a generator provided separately from the main engine. In addition, a generator called a shaft generator may be added. This shaft generator drives a generator from a main shaft through a speed increaser, rectifies the output voltage (frequency is unchanged) to DC, and converts it into AC through an inverter.

Since a large-capacity main engine is more efficient than a small-capacity generator engine, energy consumption is reduced by using a shaft generator.

Japanese Laid-Open Patent Publication No. 10-82325 (Patent Document 1) is known as a prior art of a ship power generator, particularly a device that rotationally drives a generator using a hydraulic circuit including a hydraulic pump and a hydraulic motor.
This Patent Document 1 has a configuration in which an output shaft of an engine is connected to a hydraulic pump via an electromagnetic clutch, and an output shaft of a hydraulic motor that operates when hydraulic oil of the hydraulic pump is supplied is connected to a generator. Further, it is disclosed that cooling water is circulated through an oil cooler that cools hydraulic oil that circulates through an oil passage by a cooling water pump that is operated by electric power of the generator.

On the other hand, in order to save energy, in a ship, exhaust gas discharged from a diesel engine is guided to an exhaust gas economizer to generate steam, which is driven by a steam turbine driven by the steam and exhaust gas discharged from the diesel engine. A combined cycle power generation system is used in which a gas turbine is arranged on the same axis, and power is generated by a generator connected to the shaft. In addition, when the electrical energy obtained by the combined cycle power generation method is surplus, the shaft generator installed on the propulsion shaft is used as an electric motor, thereby converting the electric energy into rotational energy and energizing the propulsion shaft. A propulsion device is used.
Japanese Patent Publication No. Sho 62-34598 (Patent Document 2) and Japanese Patent Application Laid-Open No. 2010-264867 (Patent Document 3) are known as propulsion devices that bias the propulsion shaft.

  Patent Document 2 shows that a generator is driven by a steam turbine to transmit surplus rotational force to the propulsion unit. Patent Document 3 introduces exhaust gas discharged from a diesel engine to an exhaust gas economizer. Steam is generated, a steam turbine driven by the steam and a gas turbine driven by exhaust gas discharged from the diesel engine are arranged on the same axis, and rotational energy of the steam turbine and the gas turbine is shifted with a clutch. A configuration for transmitting to a propulsion shaft via a machine is shown.

JP-A-10-82325 Japanese Patent Publication No.62-34598 JP 2010-264867 A

However, according to Patent Document 1, the output shaft of the engine is connected to a hydraulic pump via an electromagnetic clutch, the hydraulic oil generated by the hydraulic pump is supplied to the hydraulic motor, and the generator is driven by the hydraulic motor. However, the control on the hydraulic pump side and the hydraulic motor side so as to stabilize the power generation voltage and frequency of the generator by controlling the rotational speeds of the hydraulic pump and the hydraulic motor is not disclosed.
In Patent Document 1, since the voltage and frequency generated by the generator fluctuate with the rotation fluctuation of the output shaft of the engine, conversion to a constant voltage and constant frequency is performed by the controller for supply to the electrical equipment. For this reason, components such as a rectifier and an inverter are required, and the entire power generation apparatus becomes complicated and large.

  Further, according to the techniques disclosed in Patent Documents 2 and 3, means for urging the propulsion shaft is shown, but in any document, driving force is transmitted to the propulsion shaft via a clutch and a transmission. Therefore, there is a problem that the structure around the propulsion shaft is complicated and enlarged due to the clutch and the main engine.

  Therefore, the present invention has been made in view of such problems, and is configured by a hydraulic circuit using a hydraulic pump and a hydraulic motor for rotation control of the generator of the ship and assist force control to the output shaft of the main engine. It is an object of the present invention to provide a power generator and a propulsion device that are small, low cost, and highly reliable.

  The present invention achieves such an object, and the first invention relates to a power generation device for a ship, a variable displacement first hydraulic pump driven by a main engine of the ship, and a variable connected to the generator. A displacement type first hydraulic motor, a first hydraulic circuit connecting the first hydraulic pump and the first hydraulic motor, and the first hydraulic pump provided in the first hydraulic circuit or a main body of the first hydraulic pump. A first hydraulic pump controller that controls a displacement volume of the first hydraulic motor, a first hydraulic motor controller that is provided in a body of the first hydraulic circuit or the first hydraulic motor and controls a displacement volume of the first hydraulic motor, And a generator controller that controls the first hydraulic pump controller and the first hydraulic motor controller to control the rotation speed of the first hydraulic motor.

According to the first aspect of the invention, the high pressure hydraulic oil generated by the variable displacement type first hydraulic pump driven by the main engine is supplied to the variable displacement type first hydraulic motor connected to the generator to generate the generator. The first hydraulic pump and the first hydraulic motor are provided with a first pump controller and a first motor controller, respectively, so that the rotational speed of the generator can be controlled. Therefore, the rotational speed of the generator can be optimally controlled with respect to the rotational fluctuation of the main engine and the load fluctuation of the generator.
By adjusting the ratio of the displacement volume of the first hydraulic pump and the displacement volume of the first hydraulic motor, the acceleration / deceleration ratio is adjusted, and the rotational speed of the generator can be optimally controlled.

  Specifically, the first hydraulic pump controller and the first hydraulic pressure are rotated by the generator control device so as to rotate the first hydraulic motor at a constant rotational speed with respect to the rotation fluctuation of the main machine and the fluctuation of the power generation load of the generator. Control the motor controller. As a result, it is possible to supply power at a constant frequency to electrical equipment in the ship without going through the gear speed increaser for driving the generator, the rectifier, the voltage and frequency adjusting equipment such as the inverter, etc. As a result, a low-cost and highly reliable power supply generator can be obtained.

In the first invention, preferably, a variable displacement third hydraulic pump driven by using exhaust gas energy discharged from an engine constituting the main engine,
A third hydraulic circuit connecting the third hydraulic pump and the first hydraulic motor;
A third hydraulic pump controller provided in the third hydraulic circuit or in the main body of the third hydraulic pump and controlling a displacement volume of the third hydraulic pump;
The generator control device may further control the rotation speed of the first hydraulic motor by controlling the third hydraulic pump controller.

As described above, the first hydraulic motor that drives the generator is rotationally driven not only by the first hydraulic pump driven by the output shaft of the diesel engine but also by the third hydraulic pump. .
That is, instead of the output shaft of a diesel engine, exhaust gas energy discharged from the diesel engine, that is, exhaust gas discharged from the diesel engine is led to an exhaust gas economizer to generate steam, and the steam turbine driven by the steam and diesel It is driven by at least one of gas turbines driven by exhaust gas discharged from the engine.

  Therefore, the generator can be driven by either the power of the diesel engine or the power of the exhaust gas energy, and the power can be switched according to the power supply state in the ship. Power and power supply balance can be adjusted. In addition, since exhaust gas energy from the diesel engine and energy from the main engine are used comprehensively, the energy source of the ship can be used effectively, and the operating efficiency of the ship as a whole can be improved.

In the first invention, preferably, a variable displacement type second hydraulic motor connected to the main engine, a fourth hydraulic circuit connecting the second hydraulic motor and the third hydraulic pump, and the fourth A second hydraulic motor controller provided in a hydraulic circuit or in the main body of the second hydraulic motor and controlling a displacement volume of the second hydraulic motor;
And a propulsive force control device that controls the third hydraulic pump controller and the second hydraulic motor controller to apply an assist force to the output shaft of the main engine.

Thus, the propulsive force of the main engine is assisted by the third hydraulic pump. That is, the second hydraulic motor is operated by the hydraulic oil from the third hydraulic pump driven by the exhaust gas energy discharged from the diesel engine to generate assist force.
Therefore, the energy source of the ship can be effectively used, and the operation efficiency as a total ship can be improved.

  Preferably, in the first invention, each of the hydraulic pumps includes a cylinder, a plurality of hydraulic chambers surrounded by a piston sliding inside the cylinder, a cam having a cam curved surface engaged with the piston, A high-pressure valve that opens and closes a high-pressure oil flow path of each hydraulic circuit connected to a hydraulic chamber; and a low-pressure valve that opens and closes a low-pressure oil flow path of each hydraulic circuit connected to each hydraulic chamber, The hydraulic pump controller is configured to control the opening and closing of the low-pressure valve, the cylinder is continuously arranged in a ring around the rotation axis of the hydraulic pump, and the cam has a plurality of irregularities alternately. It is good to consist of the cyclic | annular ring cam which has the wavy cam curved surface arranged in line.

  By configuring each hydraulic pump and each hydraulic pump controller in this manner, a plurality of annularly arranged continuously around the rotating shaft of the hydraulic pump, the operation of the hydraulic chamber of the cylinder and the non-operating state of the high pressure valve The displacement of the hydraulic pump can be controlled by opening and closing the low-pressure valve, and the speed increasing / decreasing ratio can be controlled easily and accurately.

  In the first invention, preferably, each of the hydraulic motors includes a cylinder, a plurality of hydraulic chambers surrounded by a piston sliding inside the cylinder, a cam having a cam curved surface engaged with the piston, A high-pressure valve that opens and closes a high-pressure oil flow path of each hydraulic circuit connected to a hydraulic chamber; and a low-pressure valve that opens and closes a low-pressure oil flow path of each hydraulic circuit connected to each hydraulic chamber, The hydraulic motor controller is used to control the opening and closing of the low-pressure valve. A plurality of the cylinders are continuously arranged in a ring around the rotation shaft of the hydraulic pump, and the cam is offset from the center of the motor rotation shaft. It is good to consist of the eccentric cam provided in mind.

  By configuring each hydraulic motor and each hydraulic motor controller in this manner, a high-pressure valve is used to operate and actuate a hydraulic chamber of a cylinder that is continuously arranged in a ring around the rotating shaft of the hydraulic motor. Further, the displacement of the hydraulic motor can be controlled by opening and closing the low pressure valve, and the speed increasing / decreasing ratio can be controlled easily and accurately.

  As described above, the hydraulic pump and the hydraulic motor are throttled by controlling the operating state of the plurality of hydraulic chambers (the number of operating hydraulic chambers or the operating stroke range in the hydraulic chamber) with the high pressure valve and the low pressure valve. Since the flow rate can be adjusted without any loss, it can be adjusted to a wide range of acceleration / deceleration ratios with low loss and high responsiveness. Therefore, the power from the engine and the power from the steam turbine side can be used efficiently for the generator, An assist force can be applied, and the energy source of the ship can be used effectively.

Next, a second invention relates to a marine vessel propulsion device, and a generator that is driven by using exhaust gas energy discharged from a main engine, and a variable that is disposed on a drive shaft of the generator. A displacement-type second hydraulic pump; a variable displacement-type second hydraulic motor connected to the main engine; a second hydraulic circuit that connects the second hydraulic pump and the second hydraulic motor;
A second hydraulic pump controller provided in the second hydraulic circuit or the second hydraulic pump main body for controlling a displacement volume of the second hydraulic pump; and provided in the second hydraulic circuit or the second hydraulic motor main body. A second hydraulic motor controller for controlling the displacement of the second hydraulic motor; and a propulsive force for controlling the second hydraulic motor controller by controlling the second hydraulic pump controller and the second hydraulic motor controller. And a control device.

According to the second aspect of the invention, contrary to the first aspect, the power for driving the generator, here, the exhaust gas energy discharged from the engine of the main engine, the second driven by this exhaust gas energy. A part of the hydraulic pump is returned to the engine output to assist the engine propulsive force.
That is, a part of the high-pressure hydraulic oil generated by the variable displacement type second hydraulic pump disposed on the drive shaft of the generator is supplied to the variable displacement hydraulic motor connected to the engine to assist the propulsion force. To do.

Preferably, the propulsive force control device includes the hydraulic pump controller and the pressure motor controller so as to apply a power corresponding to surplus electric power of the generator with respect to an electric load as an assist force of the propulsive force of the main engine. Control.
Thereby, the energy source which a ship has can be used effectively, and the operation efficiency as a ship total can be improved. In addition, the driving force is applied to the propulsion shaft by the hydraulic pump and hydraulic motor as compared with the case where the assisting force is applied by the electric motor (compared to the case by the electric energy). Loss due to energy conversion is unlikely to occur and efficient use of energy is possible.

In the second invention, the configurations of the second hydraulic pump and the second hydraulic pump controller are the same as those in the first invention, and a plurality of annular hydraulic pumps are continuously arranged around the rotation shaft of the hydraulic pump. The operation of the hydraulic chamber of the cylinder and the operation thereof are controlled by opening and closing the high pressure valve and the low pressure valve, and the displacement of the hydraulic pump as a whole can be controlled to control the speed increasing / decreasing ratio easily and accurately.
The configurations of the second hydraulic motor and the second hydraulic motor controller of the second invention are the same as those of the first invention, and a plurality of annular motors are continuously arranged around the rotation shaft of the hydraulic motor. The operation of the hydraulic chamber of the cylinder and the operation thereof are controlled by opening and closing the high pressure valve and the low pressure valve, and the displacement of the hydraulic motor can be controlled to control the speed increasing / decreasing ratio easily and accurately.

  According to the first and second inventions, the rotation control of the generator of the ship and the assist force control to the output shaft of the main engine are configured by the hydraulic circuit using the hydraulic pump and the hydraulic motor, and the hydraulic pump controller and hydraulic pressure By adjusting the displacement of the hydraulic pump and the hydraulic motor by the controller of the motor to control the rotational speed, it is possible to obtain a ship power generation device and a propulsion device with low cost and high reliability. Furthermore, the energy source which a ship has can be used effectively, and the operation efficiency as a total ship can be improved.

1 is a schematic overall configuration diagram showing a first embodiment of the present invention. It is a flowchart which shows constant rotation control of a hydraulic motor. It is explanatory drawing which shows the structure of a hydraulic pump. It is explanatory drawing which shows the structure of a hydraulic motor. It is a schematic whole block diagram which shows 2nd Embodiment of this invention. It is a flowchart which shows control of the thrust control apparatus of 2nd Embodiment. It is a schematic whole block diagram which shows 3rd Embodiment of this invention. It is a flowchart which shows control of the generator main-machine control apparatus of 3rd Embodiment.

Hereinafter, the present invention will be described in detail with reference to embodiments shown in the drawings.
However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention only to specific examples unless otherwise specifically described. Only.

(First embodiment)
As shown in FIG. 1, a ship generator device 1 includes a diesel engine (main engine) 3 (hereinafter referred to as an engine) 3 that mainly generates a propulsion force of a ship, and an output shaft 7 of an engine 3 having a propeller 5 attached to the tip. The first hydraulic pump 9 attached to the output shaft 7, the first hydraulic motor 13 connected to the generator 11, and the first hydraulic pump 9 and the first hydraulic motor 13 are connected to each other. A first hydraulic circuit 15.

  Further, the first hydraulic pump 9 is provided with a first hydraulic pump controller 17 that controls the amount of discharged oil discharged by the rotation of the output shaft 7, that is, the displacement volume as the amount of discharged oil per one rotation. . The first hydraulic motor 13 is also provided with a first hydraulic motor controller 19 that controls the displacement per rotation.

A generator control device 21 for controlling the first hydraulic pump controller 17 and the first hydraulic motor controller 19 is provided. The generator control device 21 controls the displacement of each of the hydraulic pump and the hydraulic motor. Then, the displacement ratio is adjusted to adjust the speed increase ratio (speed reduction ratio).
As a result, the speed increasing ratio is adjusted to rotate the first hydraulic motor 13 at a constant rotational speed, so that the generator 11 can always generate power at a constant voltage and a constant frequency. This generator 11 supplies power to the electrical equipment in the ship, and a known synchronous generator or induction generator can be used.

  The first hydraulic pump 9, the first hydraulic motor 13, and the first hydraulic circuit 15 constitute a hydraulic transmission 23, and the first hydraulic circuit 15 is interposed between the first hydraulic pump 9 and the first hydraulic motor 13. The high-pressure oil passage 15a and the low-pressure oil passage 15b are provided.

  The high pressure oil passage 15a connects the discharge side of the first hydraulic pump 9 to the suction side of the first hydraulic motor 13, and the low pressure oil passage 15b connects the discharge side of the first hydraulic motor 13 to the first hydraulic pump. 9 is connected to the suction side. As a result, when the first hydraulic pump 9 is driven as the output shaft 7 of the engine 3 rotates, a pressure difference is generated between the high pressure oil passage 15a and the low pressure oil passage 15b. The first hydraulic motor 13 is driven.

Further, the hydraulic transmission 23 adjusts the speed increasing ratio (ratio between the displacement of the first hydraulic pump 9 and the displacement of the first hydraulic motor 13) according to the rotational speed of the output shaft 7 of the engine 3, The rotation speed of the first hydraulic motor 13 can be adjusted.
For example, the product V ₁ N ₁ of the displacement volume V ₁ of the first hydraulic pump 9 and the rotational speed N ₁ of the first hydraulic pump 9 becomes the amount of discharged oil, and the displacement volume V ₂ of the first hydraulic motor 13 , adjust the product _V 2 _{N 2} between the rotational speed _{N 2} of the first hydraulic motor 13 becomes the inflow oil _quantity, volume ratio displacement from the relationship of V ₁ N _{1 =} V 2 _{N 2} a _(V 1, _{V 2)} By doing so, the speed increase / decrease ratio (N ₁ , N ₂ ) can be adjusted.

  The constant rotation control of the generator 11 by the generator control device 21 will be described with reference to the flowchart of FIG. The generator controller 21 includes a hydraulic pump controller 25 that controls the first hydraulic pump controller 17 and a hydraulic motor controller 27 that controls the first hydraulic motor controller 19 as shown in FIG. I have.

  In step S1, a signal from the generator rotation sensor 29 that detects the rotation speed of the generator 11 to which the output shaft of the first hydraulic motor 13 is connected is input, and in step S2, the detected rotation speed is set as a target based on the signal. In step 3 and step 3, if the speed does not match, the acceleration / deceleration ratio of the first hydraulic motor 13 with respect to the first hydraulic pump 9 is adjusted for each displacement volume. To control. In this way, the first hydraulic pump controller 17 and the first hydraulic motor controller 19 are controlled by feedback control so as to achieve a target constant rotational speed.

  In the structure of the hydraulic transmission, which will be described later, the displacement volume is controlled in the first hydraulic pump 9 by controlling the opening / closing timing of the high pressure valve 36 and the low pressure valve 38 to control the number of hydraulic chambers 33 functioning as a pump. In this way, it can be adjusted by controlling the range in which the hydraulic chamber 33 functions as a pump (stroke range of the piston 32). Also in the first hydraulic motor 13, the opening / closing timing of the high pressure valve 46 and the low pressure valve 48 is controlled to control the number of hydraulic chambers 43 functioning as a motor, and the range in which the hydraulic chamber 43 functions as a motor ( It can be adjusted by controlling the stroke range of the piston 42.

  Further, the generator control device 21 preliminarily increases the speed ratio with respect to the engine speed and the power generation load based on a signal from a power generation load sensor that detects a power generation load (not shown) and a signal from the engine speed sensor of the engine 3. Is set in a map, and the first hydraulic pump controller 17 and the first hydraulic motor controller 19 are controlled so as to obtain a speed increasing ratio with respect to the engine speed and the power generation load based on the map data. It may be.

(Structure of hydraulic transmission)
First, the structure of the first hydraulic pump 9 will be described.
As shown in FIG. 3, the first hydraulic pump 9 includes a plurality of hydraulic chambers 33 formed by the cylinders 30 and the pistons 32, a cam 34 having a cam curved surface that engages with the pistons 32, and the hydraulic chambers 33. The high pressure valve 36 and the low pressure valve 38 are provided.

  The cylinder 30 is a cylinder provided in the cylinder block. Inside the cylinder 30, a hydraulic chamber 33 surrounded by the cylinder 30 and the piston 32 is formed.

From the viewpoint of smoothly operating the piston 32 according to the cam curve of the cam 34, the piston 32 is attached to the piston main body portion 32A that slides in the cylinder 30 and the piston main body portion 32A. It is preferable to configure with an engaging piston roller or piston shoe. Here, the “piston roller” is a member that rotates in contact with the cam curved surface of the cam 34, and the “piston shoe” is a member that contacts and slides on the cam curved surface of the cam 34.
Although FIG. 3 shows an example in which the piston 32 includes the piston main body 32A and the piston roller 32B, the piston roller 32B may not be interposed.

The cam 34 is attached to the outer peripheral surface of the main shaft 8 connected to the output shaft 7 of the engine 3 via a cam mounting base 35. The cam 34 has a plurality of concave portions 34A and convex portions 34B from the viewpoint of increasing the torque of the first hydraulic pump 9 by moving the pistons 32 of the hydraulic pump 12 up and down many times during one rotation of the main shaft 8. Is preferably a ring cam having a wavy cam curved surface alternately arranged around the main shaft 8.
The cam 34 is fixed to the cam mount 35 by using an arbitrary fixing member 31 such as a bolt, a key, or a pin.

The high-pressure valve 36 is provided in the high-pressure communication passage 37 between each hydraulic chamber 33 and the high-pressure oil passage 15a. On the other hand, the low pressure valve 38 is provided in the low pressure communication path 39 between each hydraulic chamber 33 and the low pressure oil flow path 15b. By opening and closing these high-pressure valve 36 and low-pressure valve 38, the communication state between each hydraulic chamber 33 and the high-pressure oil passage 15 a and the low-pressure oil passage 15 b can be switched. Note that the high pressure valve 36 and the low pressure valve 38 are opened and closed in synchronization with the vertical movement cycle of the piston 32.
The high pressure valve 36 and the low pressure valve 38 constitute a first hydraulic pump controller 17.

In the first hydraulic pump 9, when the cam 34 rotates together with the main shaft 8, the piston main body 32 </ b> A of the piston 32 periodically moves up and down, and the piston 32 moves from the bottom dead center to the top dead center. The inhalation process from the top dead center toward the bottom dead center is repeated. In the pumping process, the high pressure valve 36 is opened and the low pressure valve 38 is closed, so that the high pressure oil in the hydraulic chamber 33 is sent to the high pressure oil passage 15 a via the high pressure communication passage 37. On the other hand, in the suction process, the high pressure valve 36 is closed and the low pressure valve 38 is opened, so that the low pressure oil is supplied from the low pressure oil passage 15 b to the hydraulic chamber 33 via the low pressure communication passage 39.
Thus, when the first hydraulic pump 9 is driven along with the rotation of the main shaft 8, a differential pressure is generated between the high pressure oil passage 15a and the low pressure oil passage 15b.

Next, the structure of the first hydraulic motor 13 will be described.
As shown in FIG. 4, the first hydraulic motor 13 includes a plurality of hydraulic chambers 43 formed by cylinders 40 and pistons 42, cams 44 having cam curved surfaces that engage with the pistons 42, and the hydraulic chambers 43. The high-pressure valve 46 and the low-pressure valve 48 are provided.

  The cylinder 40 is a cylinder provided in the cylinder block. A hydraulic chamber 43 surrounded by the cylinder 40 and the piston 42 is formed inside the cylinder 40.

From the viewpoint of smoothly converting the vertical movement of the piston 42 into the rotational motion of the cam 44, the piston 42 is attached to the piston main body 42A that slides in the cylinder 40 and the piston main body 42A. It is preferable to comprise a piston roller or a piston shoe that engages with. Here, the “piston roller” is a member that rotates in contact with the cam curved surface of the cam 44, and the “piston shoe” is a member that contacts and slides on the cam curved surface of the cam 44.
Although FIG. 4 shows an example in which the piston 42 includes the piston main body 42A and the piston roller 42B, the piston roller 42B may not be interposed.

  The cam 44 is an eccentric cam provided eccentrically from the axis center O of the crankshaft 45 connected to the generator 11. While the piston 42 moves up and down once, the cam 44 and the crankshaft 45 to which the cam 44 is attached rotate once.

The high-pressure valve 46 is provided in the high-pressure communication passage 47 between each hydraulic chamber 43 and the high-pressure oil passage 15a. On the other hand, the low pressure valve 48 is provided in the low pressure communication path 49 between each hydraulic chamber 43 and the low pressure oil flow path 15b. By opening and closing these high-pressure valve 46 and low-pressure valve 48, the communication state between each hydraulic chamber 43 and the high-pressure oil passage 15a and the low-pressure oil passage 15b can be switched. Note that the high pressure valve 46 and the low pressure valve 48 are opened and closed in synchronization with the vertical movement cycle of the piston 42.
The high pressure valve 46 and the low pressure valve 48 constitute a first hydraulic motor controller 19.

In the first hydraulic motor 13, the piston 42 is moved up and down using the differential pressure between the high pressure oil passage 15a and the low pressure oil passage 15b, and the piston 42 moves from the top dead center to the bottom dead center, The discharge process of the piston 42 from the bottom dead center toward the top dead center is repeated. In the motor process, the high pressure valve 46 is opened and the low pressure valve 48 is closed, whereby high pressure oil is supplied from the high pressure oil flow path 15 a to the hydraulic chamber 43 via the high pressure communication path 47. On the other hand, in the discharge process, the high pressure valve 46 is closed and the low pressure valve 48 is opened, so that the hydraulic oil in the hydraulic chamber 43 is discharged to the low pressure oil passage 15 b through the low pressure communication passage 49.
As a result, when the high-pressure oil that has flowed into the hydraulic chamber 43 in the motor process pushes the piston 42 toward the bottom dead center, the crankshaft 45 rotates together with the cam 44.
The generator 11 is connected to the first hydraulic motor 13, and a known synchronous generator or induction generator can be used. As described above, the generator 11 receives a torque having a substantially constant rotational speed from the first hydraulic motor 13 and generates an alternating current having a substantially constant frequency.

  As described above, according to the first embodiment, the generator 11 can always be driven at a constant rotational speed by transmitting power through the hydraulic circuit and adjusting the speed increasing / decreasing ratio. Therefore, it becomes possible to supply power at a constant voltage with a constant voltage to electrical equipment in a ship without using a gear-type gearbox, rectifier, inverter, etc. A power generator is obtained.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIGS. In the second embodiment, the arrangement relationship between the hydraulic pump and the hydraulic motor described in the first embodiment is reversed. The second hydraulic pump 60 is driven by rotational energy that drives the generator 11, The hydraulic oil generated by the second hydraulic pump 60 is used to operate the second hydraulic motor 62 connected to the output shaft 7 of the engine 3 to assist the output of the engine 3. It controls the rotation of the generator 11 and the propulsive force of the engine 3.

  As shown in FIG. 5, the generator 11 is driven using an exhaust heat recovery device for effective use of exhaust gas energy discharged from the engine 3. Next, an outline of driving of the generator 11 by the exhaust heat recovery apparatus will be described.

  A steam generator 64 that generates steam from the high-temperature exhaust gas discharged from the engine 3, a steam turbine 66 driven by the steam, a gas turbine 68 driven by the exhaust gas discharged from the engine 3, and a speed reducer (shift) Machine) 70 and an automatic engagement / disengagement clutch (clutch) 71.

An air cooler 74 is provided in the air supply passage 72 of the engine 3 so that the air compressed by the compressor of the supercharger 76 is cooled, and the supercharger 76 is provided in the exhaust passage 78. It is provided so that the exhaust gas is guided to the turbine and is driven to rotate.
The exhaust gas after passing through the supercharger 76 is introduced into the gas turbine 68 to rotate the gas turbine 68. The rotation of the gas turbine 68 is connected to a rotating shaft 79 of the steam turbine 66 through a speed reducer (transmission) 70 and an automatic engagement / disengagement clutch (clutch) 71.

The exhaust gas after passing through the gas turbine 68 and the exhaust gas bypassing the gas turbine 68 are guided to the steam generator 64. The steam generator 64 includes an exhaust gas economizer 80 and brackish water separators (for high pressure and low pressure) 82 and 84. The exhaust gas economizer 80 has a superheater 80A and an evaporator 80B in the exhaust gas passage. ing. The superheater 80A and the evaporator 80B are installed in parallel in order from the bottom to the top in the exhaust gas economizer 80.
The high-pressure steam separator 82 stores high-pressure steam, the low-pressure steam-water separator 84 stores low-pressure steam, and the high-pressure steam and the low-pressure steam are respectively guided to the steam turbine 66. Further, the steam in the high-pressure steam separator 82 is supplied to the steam-using device 86 in the ship for use.

Further, a cooling water circulation path 88 for cooling the engine 3 is formed and supplied to the air cooler 74 provided in the air supply path 72, and further as boiler water for the high-pressure brack separator 82 and the low-pressure brack separator 84. Is also supplied.
The exhaust gas after passing through the exhaust gas economizer 80 is discharged together with the exhaust gas bypassing the exhaust gas economizer 80.

In the drive system for the generator 11 as described above, as shown in FIG. 5, the rotating shaft 79 of the steam turbine 66 is connected to the drive shaft 92 of the generator 11 via the transmission 90, and the intermediate of the drive shaft 92. A second hydraulic pump 60 is provided in the part.
A second hydraulic pump 60 and a second hydraulic motor 62 connected to the output shaft 7 of the engine 3 are connected via a second hydraulic circuit 94 to form a hydraulic transmission 96.

The structure of the hydraulic transmission 96 is the same as that described in the first embodiment, and the displacement of the second hydraulic pump controller 61 that controls the displacement of the second hydraulic pump 60 and the displacement of the second hydraulic motor 62 are determined. It has the 2nd hydraulic motor controller 63 to control.
Further, as shown in FIG. 5, the propulsive force control device 102 having a hydraulic pump control unit 98 that controls the second hydraulic pump controller 61 and a hydraulic motor control unit 100 that controls the second hydraulic motor controller 63. It has. The thrust control device 102 adjusts the displacement of each of the second hydraulic pump 60 and the second hydraulic motor 62, and part of the drive power of the drive shaft 92 of the generator 11 is transmitted to the engine 3 side. Assist the power of the.

The propulsive force control device 102 will be described with reference to the flowchart of FIG.
The main shaft of the second hydraulic pump 60 serves as the drive shaft 92 of the generator 11, and is always rotated from the steam turbine 66, and power is always generated by the generator 11.
However, when the power generation load, that is, the usage amount of the electrical equipment in the ship is reduced and the load is reduced, the second hydraulic pump 60 is configured so that the drive shaft 92 of the generator 11 is maintained at the target constant rotation speed. The pump function is demonstrated.

In step S <b> 11, the rotational speed of the drive shaft 92 of the generator 11 is detected by the generator rotation sensor 29. In step S12, it is determined whether or not the rotational speed of the detected value exceeds a predetermined rotational speed that is a target value (the rotational speed when the power supply is in an excessive state). In the case of No, in step S13, the second hydraulic pump 60 is deactivated and deactivated, and the process returns to step S11. In the case of Yes, in step S14, the second hydraulic pump 60 is operated to perform the pump function. That is, when the power generation load is reduced, the driving force from the steam turbine 66 has a margin, so the determination is made by increasing the rotational speed of the generator 11. In step S12, a second power load sensor is separately provided to determine whether the power supply in the ship is in an excessive state, and it is detected that the power load in the ship is lower than the target load and is in an excessive supply state. The hydraulic pump 60 may be operated.
The pump function of the second hydraulic pump 60 is performed by controlling the opening / closing timing of the low pressure valve 38 and the high pressure valve 36 in FIG.

Next, in step S15, the rotation speed of the second hydraulic motor 62 is set. In this setting, a rotation speed capable of generating an assist force with respect to the output shaft 7 by detecting a signal from the rotation speed sensor 106 of the engine 3 is set.
In step S16, the speed increase ratio or the reduction gear is calculated from the rotation speed of the second hydraulic pump 60 and the set rotation speed of the second hydraulic motor 62, and the displacement volume ratio corresponding to the speed increase ratio or the speed reduction ratio. The hydraulic pump control unit 98 controls the operation state and non-operation state or operation timing of the plurality of hydraulic chambers 33 of the second hydraulic pump 60, and the hydraulic motor control unit 100 further controls the plurality of second hydraulic motors 62. The operation state and non-operation state or operation timing of the hydraulic chamber 43 are controlled. In step S17, the second hydraulic motor 62 is operated.

As described above, according to the second embodiment, the high-pressure hydraulic fluid generated by the second hydraulic pump 60 disposed on the drive shaft 92 of the generator 11 is supplied to the second hydraulic motor 62 by the propulsive force control device 102. Thus, it can operate to assist the propulsive force of the engine 3.
By controlling so that the power corresponding to the surplus power of the generator 11 with respect to the power load is applied as the assist force of the propulsive force of the engine 3, the energy source of the ship can be effectively used, and the operation efficiency as a total ship can be improved. It can be improved.
In addition, as an assisting force for propulsion to the engine, it is less likely to cause a loss due to energy conversion when applied by a hydraulic pump and a hydraulic motor than when applied by an electric motor (compared with an electric energy), Efficient use of ship energy.

(Third embodiment)
Next, a third embodiment will be described with reference to FIGS. The third embodiment is a combination of the system of the first embodiment and the system of the second embodiment.
The power to the generator 11 is selectively used according to the power from the engine 3, the power from the steam turbine side, and the power supply excess state. The power is assisted.

Since the exhaust heat recovery device using the exhaust gas energy discharged from the engine 3 is the same as that described in the second embodiment, the same reference numerals are given and description thereof is omitted.
As shown in FIG. 7, in the third embodiment, a third hydraulic pump 112 is connected to a drive shaft 110 output from a rotating shaft 79 of a steam turbine 66 via a transmission 90, and the third hydraulic pump 112 is The third hydraulic circuit 114 is connected to the first hydraulic motor 13 attached to the generator 11. The third hydraulic pump 112 is connected to a second hydraulic motor 62 attached to the engine 3 via a fourth hydraulic circuit 115.
A first hydraulic pump 9 and a second hydraulic motor 62 are respectively attached to the output shaft 7 of the engine 3.
The first hydraulic motor 13, the first hydraulic pump 9, and the second hydraulic motor 62 are the same as those described in the first and second embodiments, respectively.

In the third embodiment, each of the first hydraulic motor 13, the first hydraulic pump 9, the second hydraulic motor 62, and the third hydraulic pump 112 includes the hydraulic pump control unit 122 of the generator main unit control device 120 and the hydraulic motor. It is controlled by the control unit 124.
Further, the power generation load of the electrical device 126 in the ship is detected by the power generation load sensor 130, and the mode is switched between the generator driving mode and the propulsion force assist mode for assisting the engine according to whether or not the generator 11 is in a surplus state. In each mode, the displacement between the hydraulic motor and the hydraulic pump is controlled to control the speed increase / decrease ratio.

Control by the generator main unit control device 120 will be described with reference to the flowchart of FIG.
In step S21, the power load in the ship is detected by the power load sensor 130, and in step S22, it is determined whether or not there is a margin in the power generation capability (drive torque) of the generator 11 with respect to the detected power load. When there is a margin, the mode is switched to the propulsion force assist mode, and when there is no margin, the mode is switched to the power generation mode.

Next, the thrust assist mode will be described.
First, in step S23, the first hydraulic pump 9 is deactivated. In this non-operating state, the high-pressure valve 36 and the low-pressure valve 38 described above can be controlled to open and close.
Next, in step S24, the third hydraulic motor 112 is put into an operating state. Thereafter, in step S25, hydraulic oil is supplied to the second hydraulic motor 62 attached to the engine 3 via the fourth hydraulic circuit 115 to drive the second hydraulic motor 62, and at a rotation speed capable of assisting the engine 3. Adjusted and driven.
In step S26, hydraulic fluid is supplied to the first hydraulic motor 13 attached to the generator 11 via the third hydraulic circuit 114, and the first hydraulic motor 13 is driven to generate power.

Next, the power generation mode will be described.
In step S27, the third hydraulic pump 112 and the second hydraulic motor 62 are inactivated. In step S28, it is determined whether the driving force (output) of the engine 3 is sufficient, that is, whether there is a margin.
If it is in a marginal state, the process proceeds to step S29, where the first hydraulic pump 9 and the first hydraulic motor 13 are activated, and the generator 11 is caused to generate power with the output of the engine 3. If not, the process proceeds to step S30 where the first hydraulic pump 9 and the first hydraulic motor 13 are deactivated to reduce the engine load as much as possible.

  According to the third embodiment, when there is an excessive supply state with respect to the inboard power load, the driving force on the steam turbine side (driven by the steam turbine 66 and the gas turbine 68) is used as the assist force for the power of the engine 3, In addition, when the generated power is insufficient, by generating power with the engine 3 which is a main engine with good power generation efficiency, the energy source of the ship can be used efficiently, and the total energy efficiency of the ship can be improved. .

In the first to third embodiments, since the system can be configured by simply connecting the hydraulic pump portion and the hydraulic motor portion with hydraulic piping, it is possible to prevent an increase in the size and weight of the device.
Further, the hydraulic pump and the hydraulic motor have the structure as described in the first embodiment, so that the operating states of the plurality of hydraulic chambers (the number of operating hydraulic chambers or the operating stroke range in the hydraulic chamber) can be controlled by the high pressure valve and the low pressure. By controlling with a valve, the flow rate can be adjusted without restricting the throttle, so that the loss and speed can be adjusted to a wide range of acceleration / deceleration ratios, and the power and steam from the engine 3 can be efficiently supplied to the generator 11. It is possible to use power from the turbine side as well as to apply an assist force to the engine 3 and to effectively use the energy source of the ship.

  According to the present invention, the rotation control of the ship's generator and the assist force control to the output shaft of the main engine are constituted by the hydraulic circuit using the hydraulic pump and the hydraulic motor, and the hydraulic pump controller and the hydraulic motor controller. By adjusting the displacement volume of the hydraulic pump and hydraulic motor to control the rotational speed, a ship power generation device and propulsion device with low cost and high reliability can be obtained, so the energy source of the ship can be effectively utilized, Since the operating efficiency of the ship as a whole can be improved, it is suitable for use in a power generation device and a propulsion device of a ship.

3 Diesel engine (main engine)
DESCRIPTION OF SYMBOLS 5 Propeller 9 1st hydraulic pump 11 Generator 13 1st hydraulic motor 15 1st hydraulic circuit 17 1st hydraulic pump controller 19 1st hydraulic motor controller 21 Generator control apparatus 25, 98, 122 Hydraulic pump control part 27, 100, 124 Hydraulic motor controller 60 Second hydraulic pump 61 Second hydraulic pump controller 62 Second hydraulic motor 63 Second hydraulic motor controller 64 Steam generator 66 Steam turbine 68 Gas turbine 76 Supercharger 80 Exhaust gas economizer 94 First 2 Hydraulic circuit 102 Propulsive force control device 112 3rd hydraulic pump 114 3rd hydraulic circuit 115 4th hydraulic circuit

Claims (10)

A variable displacement first hydraulic pump driven by the main engine of the ship;
A variable displacement first hydraulic motor connected to the generator;
A first hydraulic circuit connecting the first hydraulic pump and the first hydraulic motor;
A first hydraulic pump controller provided in a body of the first hydraulic circuit or the first hydraulic pump and controlling a displacement volume of the first hydraulic pump;
A first hydraulic motor controller provided in a body of the first hydraulic circuit or the first hydraulic motor and controlling a displacement volume of the first hydraulic motor;
And a generator controller that controls the first hydraulic pump controller and the first hydraulic motor controller to control the number of revolutions of the first hydraulic motor.   2. The generator control device according to claim 1, wherein the first hydraulic motor is controlled to rotate at a constant rotational speed with respect to fluctuations in rotation of the main engine and fluctuations in power generation load of the generator. Ship power generator. A variable displacement third hydraulic pump driven using exhaust gas energy discharged from the engine constituting the main engine;
A third hydraulic circuit connecting the third hydraulic pump and the first hydraulic motor;
A third hydraulic pump controller provided in the third hydraulic circuit or in the main body of the third hydraulic pump and controlling a displacement volume of the third hydraulic pump;
3. The ship power generator according to claim 1, wherein the generator control device further controls the third hydraulic pump controller to control the number of revolutions of the first hydraulic motor. 4. A variable displacement type second hydraulic motor connected to the main engine;
A fourth hydraulic circuit connecting the second hydraulic motor and the third hydraulic pump;
A second hydraulic motor controller provided in the fourth hydraulic circuit or the main body of the second hydraulic motor for controlling the displacement of the second hydraulic motor;
4. A propulsion force control device that controls the third hydraulic pump controller and the second hydraulic motor controller to apply an assist force to the output shaft of the main engine. 5. Ship power generator.   Each of the hydraulic pumps includes a cylinder, a plurality of hydraulic chambers surrounded by a piston sliding in the cylinder, a cam having a cam curved surface that engages with the piston, and each hydraulic circuit connected to each hydraulic chamber. A high-pressure valve that opens and closes the high-pressure oil passage; and a low-pressure valve that opens and closes the low-pressure oil passage of each hydraulic circuit connected to each hydraulic chamber. A plurality of cylinders are continuously arranged in a ring around the rotation shaft of the hydraulic pump, and the cam has a ring shape having a wavy cam curved surface in which a plurality of irregularities are alternately arranged. 5. The ship power generation device according to claim 1, wherein the power generation device is a ring cam.   Each hydraulic motor is connected to each hydraulic chamber, each hydraulic motor being connected to a cylinder, a plurality of hydraulic chambers surrounded by a piston sliding inside the cylinder, a cam having a curved cam surface that engages with the piston. A high-pressure valve that opens and closes the high-pressure oil flow path of each hydraulic circuit; and a low-pressure valve that opens and closes the low-pressure oil flow path of each hydraulic circuit connected to each hydraulic chamber, and opens and closes the high-pressure valve and the low-pressure valve. The eccentric motor is configured to be controlled by the hydraulic motor controller, and a plurality of the cylinders are continuously arranged annularly around the rotation shaft of the hydraulic pump, and the cam is provided eccentrically from the center of the motor rotation shaft. The ship power generation device according to claim 1, comprising: A generator driven using exhaust gas energy discharged from the main engine,
A variable displacement second hydraulic pump disposed on the drive shaft of the generator;
A variable displacement type second hydraulic motor connected to the main engine;
A second hydraulic circuit connecting the second hydraulic pump and the second hydraulic motor;
A second hydraulic pump controller provided in the second hydraulic circuit or the second hydraulic pump main body and controlling a displacement volume of the second hydraulic pump;
A second hydraulic motor controller provided in the second hydraulic circuit or the second hydraulic motor main body and controlling a displacement volume of the second hydraulic motor;
A marine vessel propulsion device comprising: a propulsive force control device that controls the second hydraulic pump controller and the second hydraulic motor controller to control the rotation speed of the second hydraulic motor.   8. The marine vessel propulsion device according to claim 7, wherein the propulsive force control device performs control so that power corresponding to surplus electric power of the generator is applied as an assist force to the output shaft of the main engine.   The hydraulic pump includes a cylinder, a plurality of hydraulic chambers surrounded by a piston sliding inside the cylinder, a cam having a cam curved surface that engages with the piston, and a high pressure of each hydraulic circuit connected to each hydraulic chamber. A high-pressure valve that opens and closes the oil passage, and a low-pressure valve that opens and closes the low-pressure oil passage of each hydraulic circuit connected to each hydraulic chamber, and the hydraulic pump controller opens and closes the high-pressure valve and the low-pressure valve. A plurality of cylinders are continuously arranged around the rotation axis of the hydraulic pump in an annular shape, and the cam has an annular cam surface with a plurality of irregularities arranged alternately. The marine vessel propulsion device according to claim 7 or 8, comprising a ring cam.   The hydraulic motor is connected to each hydraulic chamber, each hydraulic motor being connected to a cylinder, a plurality of hydraulic chambers surrounded by a piston sliding inside the cylinder, a cam having a cam curved surface engaged with the piston. A high-pressure valve that opens and closes the high-pressure oil flow path of each hydraulic circuit; and a low-pressure valve that opens and closes the low-pressure oil flow path of each hydraulic circuit connected to each hydraulic chamber, and opens and closes the high-pressure valve and the low-pressure valve. The eccentric motor is configured to be controlled by the hydraulic motor controller, and a plurality of the cylinders are continuously arranged annularly around the rotation shaft of the hydraulic pump, and the cam is provided eccentrically from the center of the motor rotation shaft. The marine vessel propulsion device according to claim 7 or 8, characterized by comprising:

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