JP2801174B2 - Ship speed switching method in ship propulsion system consisting of electric propulsion system and double rudder system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a boat speed changing method for a marine vessel propulsion system including an electric propulsion system and a two-wheel rudder system, and more particularly, to an induction cage type propulsion motor, a rotation speed switching reduction gear with clutch, and a fixed geometry. The present invention relates to a boat speed switching method for a boat propulsion device including a two-rudder device having a high-lift cross section.

[0002]

2. Description of the Related Art Conventionally, a diesel generator, a fixed-rotation induction cage type electric motor, a rotational speed switching reduction gear with a clutch, and two fixed geometric high lift rudders arranged symmetrically at the rear of a propeller have been used to control a ship. 2. Description of the Related Art A method for performing electric propulsion and its steering control is known.

FIGS. 5 to 8 show the structure of a rudder device. ○ The port rudder 2 and the starboard rudder 3 are disposed symmetrically with respect to a vertical plane including the axis 4 a of the propeller shaft 4 behind one unidirectional rotary propeller 1. In the horizontal cross section of each rudder, for example, as shown in FIG. 7, for the port rudder 2, the cross section width is gradually increased from the semicircular leading edge 5 to reach the maximum width, and then the cross section width is gradually reduced. A concave surface 6 is formed at the rear end of the side surface on the outboard side. This is a surface that mainly generates high lift, which is called a so-called fixed geometric high lift cross-sectional profile. ○ At the top and bottom surfaces of the rudders 2 and 3, a top end plate 7 and a bottom end plate 8 projecting outward are attached, respectively. ○ The rudder shaft 9 is fixed on the rudder rotation center line at the top of each rudder. The steering gear 10 is attached to the upper end of each rudder shaft. The port rudder 2 is moved by the steering gear 10 in a clockwise direction as viewed from above, at least one over a straight line passing through the axis of the two rudder shafts.
The starboard rudder 3 can likewise be turned counterclockwise beyond the straight line by a minimum of 15 °. ○ A two-dimensional surface for controlling each rudder so that thrust can be generated in any direction of 360 ° all around necessary for maneuvering a ship by combining the rotation angle positions of each rudder 2 and 3 An operating device (joystick) operated by one operating lever is provided on the control panel.

The steering control based on the combination of the rudder angles of the two rudders is as follows. The two rudders 2, 3 generate high lift when the wake of the propelling propeller flows along the high lift surface on the outboard side, when the rotation angle is given to the outboard side, respectively. For example, port side rudder 2
When the wake of the propeller 1 flows in a streamlined manner along the surface on the outboard side at a position rotated clockwise as viewed from above, a normal lift is generated, and a concave surface near the rear end. At 6, the flow is deflected to create a reaction force, which results in high lift. The starboard side rudder 3 generates a high lift when rotated counterclockwise symmetrically. A thrust for steering the hull is generated by the lift generated by each combination of the rotational positions of the rudder 2 and the rudder 3 and the variable duct effect formed by the two rudders. In the case where the forward traveling speed of the ship needs to be further lower than the speed corresponding to the minimum rotation speed of the propelling propeller, that is, when the ship is traveling at a very low speed, the two rudders 2 and 3 are moved as shown in FIG.
As shown in (g), it is placed in a "C" shape. In this way, the horizontal component of the lift generated by each rudder is canceled by the left and right rudders, and only the component in the forward direction remains, whereby the ship is advanced. By adjusting the angle of the "C" shape, the magnitude of the component force in the forward direction can be freely changed, and the forward speed of the ship can be changed from zero to the speed corresponding to the minimum rotation speed of the propulsion propeller. Can be controlled in stages. In the case where the ship is made to move forward immediately, as shown in FIG. 8C, the port rudder 2 is moved by the steering gear 10 in a clockwise direction as viewed from above through a straight line passing through the axes of the two rudder shafts 9. The starboard rudder 3 is also placed in a position rotated a minimum of 15 ° beyond a straight line, also in a counterclockwise direction. In other words, make the clam shell open. ○ If it is necessary to carry out a ship reverse maneuver (crash astern) in an emergency, place the two rudders in the immediate forward position as described above, and set the maximum propeller rotation speed. As a result, the amount of water flowing after the propeller increases, the amount of reversal water by the two rudders increases, and the reverse thrust increases.

[0005] Other ship maneuvering modes include two rudders 2,
Various combinations of the three rotational positions. That is, for forward and leftward turning, the two rudders are placed in the rotational positions as shown in FIG. Fig. 8
FIG. 8E shows a rotational position as shown in FIG. 8D, a position as shown in FIG. 8E for hovering (stationary stop), and FIG. f)
Place each in the position shown in. The top end plate 7 and the bottom end plate 8 prevent the wake of the propelling propeller flowing on the high-lift surface on the outboard side of each rudder from escaping upward and downward at the top and bottom, and effectively increase the water flow. Enclose in the generating surface. Therefore, a high lift is effectively generated on the rudder.

FIG. 9 shows the structure of a rotational speed switching speed reducer with a clutch. A plurality of (two in the first embodiment) constant-rotation cage-type AC induction type propulsion motors driven through the starter by the power generated by the AC generator directly connected to the plurality of diesel engines, ie, the first propulsion motor An electric motor 11 and a second propulsion motor 12 are provided. A rotational speed switching / reducing device 13 with a clutch (power transmission path two-stage switching in the first embodiment) is provided between the propulsion motors 11 and 12 and the propeller shaft 4 of the propulsion propeller 1. The rotation speed reduction device 13 includes a first input shaft 15 coupled to the output shaft 14 of the first propulsion motor 11, a first motor pinion 16 loosely fitted to the first input shaft, and a second propulsion motor 5. A second input shaft 18 coupled to the output shaft 17, a second motor pinion 19 loosely fitted to the second input shaft, a motor gear 20 in which the first motor pinion and the second motor pinion simultaneously mesh, the motor gear A first-stage first pinion 21 and a first-stage second pinion 22 fixed coaxially with 20;
First stage first gear 2 meshing with first stage first pinion 21
3, a first intermediate shaft 26 to which the first stage second gear 24 meshes with the first stage second pinion 22, the first stage first gear 23 is loosely fitted, and the second stage first pinion 25 is fixed, A second intermediate gear 28 into which the second gear 24 is loosely fitted and the second stage second pinion 27 is fixed, and the second stage gear 2 meshes with both the second stage first pinion 25 and the second stage second pinion 27.
9, an output shaft 30 to which the second-stage gear 29 is fixed, a first electric motor clutch 31 that fits between the first input shaft 15 and the first electric motor pinion 16, a second input shaft 18 and a second electric motor pinion 19 , A first gear clutch 33 engaging and disengaging between the first intermediate shaft 26 and the first stage first gear 23, a second intermediate shaft 28 and a first stage second gear Second gear clutch 34 that fits into and disengages from gear 24, output shaft 3
0 thrust propeller last bearing and each shaft 14, 1
It consists of radial bearings that receive 8, 26 and 28 radial loads. The reduction ratio of the rotational speed switching reduction device 13 depends on the design of the propulsion propeller. For example, if the normal rotation speed of the propulsion propeller is 300 rpm, the maximum rotation speed of the propulsion motor (pole number 4 ) Is the reduction ratio that results in 1,800 rpm. The reduction ratio for this is determined by the clutch 3
2 and 34, the first stage first pinion 21, the first gear 23, the second stage first pinion 25, the second stage gear 29
In the path (first path) through which power is transmitted via
/6.7 in the path through which power is transmitted via the first-stage second pinion 22, the second gear 24, the second-stage second pinion 27, and the second-stage gear 29 (second path).
/ 6. This is to make it possible to use the propulsion propeller output of the ship at two points of a maximum of 100% and a rating of 72% during the ocean navigation.

However, in order to change the boat speed in the above-described configuration, it is difficult to smoothly change the propeller speed as described in the next problem, and a skilled skill in the switching operation is required.

[0008]

SUMMARY OF THE INVENTION A rotational speed switching speed reducer 1 is disclosed.
When the first gear clutch 33 and the second gear clutch 34 are rapidly switched when the speed of the propeller is changed by 3, the first stage first gear 23 (low speed high reduction gear) and the first stage second gear 24 are switched. Rotational speed fluctuations due to the difference in reduction ratio with the (high-speed reduction gear) are given to the propeller shaft 4. The propeller shaft 4 has the inertia energy of the propeller, the shaft, and the hull (the inertial energy of the hull weight is transmitted to the propeller via the water flow at the speed of the boat at that time). A large amount of energy must be absorbed (heated) in the slip. Also, a sudden change in the number of revolutions of the propeller causes a shock to the ship and its propulsion system.

[0009] Further, together with the speed change of the generator speed,
If the user has to change gears with changing the clutch, for example, driving at 92%,
If it is desired to reduce the gear ratio to 90%, the speed can be reduced to 90% by reducing the rotation speed of the generator. Then the value (propeller shaft 90% rotation)
From this, the gear is temporarily reduced to 80% by switching gears, and then increased by 86% by increasing the speed of the generator. Alternatively, it is necessary to increase the speed of the generator and temporarily increase the speed to 96% and then switch the clutch to reduce the speed to 86%, which is not a reasonable shift.

In addition, when the boat speed is reduced, the inertial energy of the propeller shaft 4 returns to the motors 11 and 12, and the motors 11 and 12 increase in speed to a speed equal to or higher than the synchronous speed, and generate electric power as an induction generator. If there is no load that absorbs this power, the rotation speed of the main generator is increased to the rated speed or more, which may cause an abnormality in the power supply system. For this reason, electric propulsion ships generally have a large-capacity resistor for absorbing reverse power.

[0011] As a problem to be solved to solve these problems, there is a method in which a large load is not applied to the clutch, the reverse power is absorbed without using a resistor, and the boat speed is smoothly switched.
That is, a system for controlling the boat speed so as to satisfy the following conditions can be mentioned.

1. 1. The propeller speed should be switched smoothly without sudden change in both acceleration and deceleration. 2. When the clutch is switched, the rotational speeds of the power transmission side and the transmission side should be made close to each other to minimize the slippage of the clutch. Reverse power is absorbed by applying the brake by taking the Vectin rudder in a C-shape.

[0013]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a ship speed switching method for a marine vessel propulsion system including an electric propulsion system and a two-wheel rudder system according to the present invention employs a diesel or other prime mover. One or more unidirectional rotating induction cage type propulsion motors driven by AC power generated by the generator, and interposed between the output shaft of each propulsion motor and the propeller shaft, and the reduction ratio is changed by operating the clutch An electric propulsion device having a rotation speed switching deceleration device and a symmetrically arranged rear of the propulsion propeller, and controlling the wake of the propeller by a combination of the rotation angle positions of each rudder to decelerate, reverse, and forward the ship A two-wheel rudder device having a fixed geometric high-lift cross-sectional profile that enables each of left-right turning, reverse left-right turning, in-situ stationary (hovering), and in-situ turning (spinning) operations. In boat propulsion, the gear ratio is changed by changing the combination of gears by operating the clutch, so that when the reduction ratio is switched in the rotation speed reduction device and the propeller speed is changed, the drive side of the clutch and the driven side of the clutch are driven. It is characterized in that the alignment speed of the side sliding plate is controlled.

In the marine vessel propulsion apparatus, reverse power returning from the propeller to the power supply equipment when the boat speed is reduced is absorbed by opening the two rudders in a C-shape to increase propulsion resistance.

[0015]

Embodiments of the present invention will be described.
As an example, the frequency variable range of the generator by the governor is set to 10%, and the speed ratio between the first gear (for low-speed rotation) and the second gear is also set to 10%. The variable range of the frequency is not limited to 10%, but may be any possible range. With this combination, the range in which the propeller speed can be controlled is 20%. Third if necessary
When the gear is provided, the control range of the propeller speed becomes 30%.

Here, an example of boat speed control in the case where a first gear and a second gear are provided will be described with reference to FIG. 1. At time 0, the vehicle is in a cold state, the steering angle is 0 °, the generator and the electric motor are stopped, and each clutch is in an OFF state.

2. At the time point 1, the generator is started, the number of revolutions is set to 90% by the governor, and then the first motor and the second motor are started. Further, the steering angle is set to a hover state by the joystick.

3. At time point 2, The clutch of the first motor is engaged (ON). 4. Subsequently, at time 3 The clutch of the two motors is engaged (ON). 5. At time 4, the first clutch of the low-speed gear is engaged (ON)
To Then, the propeller shaft starts rotating, but the boat does not move because the rudder angle is hover. The propeller shaft rotation speed is 80%.

6. When the "rudder angle" is gradually reduced to 0 ° from the hover at time points 5, 6, and 7, the boat speed increases to a speed corresponding to the rudder angle. Until time 7-8, the propeller shaft speed is 80
It is a constant ship speed corresponding to%.

[7] FIG. At time 8-9, the generator speed is increased by the governor. Then, the power generation frequency increases, the motor rotation speed increases, the propeller shaft rotation speed increases, and the boat speed increases to a speed corresponding to the rotation speed. In this state, by adjusting the governor, the number of rotations of the propeller shaft is increased from 80% to 9%.
The range of 0%, and thus the speed of the boat, is controlled in a corresponding range of speeds.

8. Time points 9 to 10 are 100
%, The propeller shaft rotation speed is constant at 90% in the state where the first clutch is engaged (ON), and the constant boat speed is commensurate with it. 9. Further, in order to increase the ship speed, the second gear of the high-speed gear
It is necessary to switch the connection to the clutch. However, if the connection is switched to the second clutch as it is, the rotation speed of the propeller shaft will increase to 100%, and the condition described in item 1 of the problem to be solved by the invention will be satisfied. Would be contrary. This disadvantage is solved as follows.

At time 10, the first clutch is disengaged (OFF), and both the first and second clutches are disengaged (OFF). The ship is moving by inertia, and the propeller idles due to the water flow, and the rotation speed does not decrease so much. Time point 1
The generator speed is reduced to 90% between 0 and 11. Then, the difference between the driving-side rotation speed of the second clutch and the driven-side rotation speed connected to the propeller can be made not so large. At this time, the second clutch is engaged (O
N), the rotational speed difference between the clutch sliding plates is small,
You can easily connect.

10. The time points 11 to 12 are 90
%, A state in which the second clutch is engaged (ON) and the propeller is operating at a rotation speed of 90%. At times 12 and 13, when the generator speed is increased by the governor, the propeller speed is increased in proportion thereto, and the boat speed is correspondingly increased. During this time, the rotation speed of the propeller shaft can be controlled between 90% and 100%.

11. Times 13 and 14 are at generator speed 10
0%, second clutch engagement (ON), propeller speed 10
0%, that is, a state in which the vehicle is operating at the maximum boat speed. 12. If the speed of the generator is reduced by the generator governor in order to greatly reduce the speed of the ship, the reverse power returns to the motor because the propeller tries to keep the rotation by the water flow due to inertia, and as mentioned earlier Contrary to conditions.

Therefore, in order to prevent the reverse power from returning to the motor, the vector twin rudder is opened in a U-shape to reduce the ship speed, and the generator speed is reduced by the governor so that the propeller speed matches the ship speed at that time. To go. Time point 14
15 show this state, and the rotation speed can be controlled in the range of 100% to 90%.

13. Times 15 and 16 are 90
%, With the second clutch fitted (ON), the propeller speed is 90%
Indicates a certain state. 14． Further, if the clutch is switched to the first gear in this state in order to reduce the speed, the rotation speed of the propeller shaft is reduced to 80%, contrary to the case described in 9, and the reverse power returns to the motor, as described above. That would be against the conditions.

Therefore, at time 16, the second clutch is turned off and both clutches are off, and at time 16 to 1
During 7 increase the generator speed to 100%. During this time,
Due to the inertia of the ship, the ship speed and therefore the propeller speed hardly change. Therefore, at time 17, the rotational speed of the driving-side sliding plate of the first clutch substantially coincides with the rotational speed of the driven-side sliding plate connected to the propeller.
With N), there is no difference in the number of rotations between the sliding plates, and the sliding plates can be connected without difficulty.

15. Times 17 and 18 are at generator speed 10
This shows a state in which operation is performed at 0%, the first clutch is ON, and the propeller speed is 90%. To lower the propeller speed,
At time 18-19, the governor reduced the generator speed to 10
Lower to 0% to 90%. At this time, in order to prevent the reverse power from the propeller from returning to the motor at the same time, open the rudder in a U-shape, apply the brakes, and control how to reduce the generator speed so that the propeller shaft speed matches the ship speed. adjust.

16. Times 19 to 20 are 90
%, First clutch fitting (ON), propeller speed 80%
Indicates a state of constant speed operation. 17． Next, the state of shifting to the intermediate speed and driving will be described.

When the generator speed is increased to an intermediate speed of 90% to 90% at time points 20 to 21, the propeller speed becomes 80 %% in proportion to the intermediate speed. Time points 21 to 22 indicate a state in which the engine is operating at a constant speed at the rotation speed.

18. Next, a state in which the propeller rotation speed is increased to 90 several percent from this state will be described. At times 22-23, the generator speed is increased to 100%, and
The first clutch is disengaged (OFF) at a time point 23 when the propeller rotation speed reaches 90% and the boat speed substantially matches this rotation speed. The generator speed is reduced to 90% between the time points 23 and 24, the second clutch is engaged (ON) at the time point 24, and the generator speed is reduced to 90 between the time points 24 and 25.
By increasing to several percent, the number of rotations of the propeller shaft is increased to 90 and several percent. Second clutch engagement (ON) at time point 24
In some cases, the rotational speeds of the driving side and driven side sliding plates of the clutch are substantially the same, so that the clutch can be easily connected. Time points 25 to 26 show a state where the vehicle is operating at a constant speed in this state.

19. When lowering the ship speed from this state,
This is performed in the same manner as described above. At time 26, the second clutch is disengaged (OFF), the boat is decelerated and decelerated, the generator rotation speed is reduced to 90%, and the rotation speeds of the driving and driven sliding plates of the first clutch match. At time 27, the first clutch is engaged (ON), and the rudder is returned to the parallel state. At time 27 to 28, the generator rotation speed is 90%,
This shows a state in which the clutch is engaged (ON) and the propeller shaft is operating at a rotation speed of 80%.

20. Next, the ship is stopped from this state.
At time 28, the steering angle is set to hover. If necessary, take the astern steering angle where reverse power works. This operation causes the ship speed to drop rapidly and stop.

At time 30, the first clutch is disengaged (OFF). Subsequently, at time 31, The 2 motor clutch is disengaged (OFF). 2. Disengage (OFF) the motor clutch. At time point 33, the rudder is returned to 0 °, and at time point 34, the generator is stopped.

As described above, the speed of the boat can be freely controlled by operating the generator speed, the clutch and the rudder.
The control system is configured so that these controls can be automatically and sequentially performed when the operator instructs the change of the rotation speed of the propeller shaft using the steering handle.

Example 1 Configuration FIG. 2 shows a block diagram of a propeller speed control device of the present invention. The starting and stopping of the generator and the propulsion motor are not the subject of the present invention, and will not be described here.

This apparatus comprises a propeller shaft rotation speed control unit 51, a steering handle device 52, a generator 53 and a governor 54 for controlling the rotation speed thereof, a propulsion motor 55 and a starter 56, a clutch / reducer 57 and a motor for a reducer. Electromagnetic valves 58a and 58b for shaft disengagement, clutch engagement and disengagement detection limit switches 59a and 59b, first reduction gear (for low speed) engagement and disengagement electromagnetic valve 60, gear disengagement detection limit switch 61, and gear reducer 2 gear (for high speed) fitting / disconnecting solenoid valve 6
2, the gear engagement / disengagement limit switch 63, the propeller shaft rotation speed detector 64, the joystick 65 and the joystick control unit 66, the pilot stand 67, the steering gear 68 and the hydraulic pump solenoid valve 69 for controlling the steering gear, the steering angle detector 70, It comprises a vector twin rudder (rudder having a fixed geometric high-lift cross section) 71, a frequency detector 73 incorporated in the main switchboard 72, an automatic load sharing device 74, and a ship speed detector 75. Since the clutch / speed reducer 57 is the same as that shown in FIG. 9 above, a detailed description thereof will be omitted here and will be described using the same reference numerals.

The steering handle device 52 is used to control the speed of the boat, and controls the generator speed control signal and the first-stage first gear 23 (for low speed) and the first-stage second gear 24 (for high speed). A control signal for controlling the number of rotations of the propeller shaft for obtaining the target boat speed is output as a result of the generation of the engagement / disconnection switching signal.

The output of the joystick 65 is converted into a solenoid valve control signal by the pilot stand 67 and sent to the hydraulic pump unit.
A steering device 68 controls the steering angle. The electromagnetic valves 58a and 59b for fitting and disengaging the motor shaft incorporated in the clutch / reducer 57
Based on the signal from the propeller speed control unit 51,
Using a hydraulic mechanism or the like, the propulsion motor is engaged (ON) to transmit the rotation to the reduction gear, or removed (OFF) to cut off the rotation transmission. The clutch engagement / disengagement detection limit switches 59a and 59b are provided with their engagement (ON),
This is for detecting the state of removal (OFF) and transmitting it to the propeller speed control unit 51.

The first gear engagement / disengagement solenoid valve 60 is engaged (ON) to connect the low-speed rotation gear of the propeller shaft 4 using a hydraulic mechanism or the like based on a signal from the propeller shaft rotation speed control unit 51. Or to turn off (OF
F). The clutch engagement / disengagement detection limit switch 61 detects the engagement (ON) and disengagement (OFF) states and transmits the state to the propeller rotation speed control unit.

The second gear engagement / disengagement solenoid valve 62 is engaged (ON) to couple the low-speed rotation gear of the propeller shaft 4 using a hydraulic mechanism or the like based on a signal from the propeller speed control unit 51. Or, to cut off the rotation transmission (OF
F). The clutch engagement / disengagement detection limit switch 63 detects the engagement (ON) and disengagement (OFF) states and transmits the state to the propeller speed control unit 51.

The propeller shaft rotation detector 64 notifies the current propeller shaft rotation speed to the propeller shaft rotation speed control unit 51, and the generator governor 54 controls the propeller shaft rotation speed control unit 51. Based on the signal, the engine is controlled so that the generator speed becomes the signal speed. The frequency detector 73 detects the power generation frequency, that is, the generator rotation speed, and transmits it to the propeller shaft rotation speed control unit 51. The boat speed detector 75 detects the current boat speed, and the propeller shaft rotation speed control unit 51. To convey to The automatic load sharing device 74 balances the output of each generator and performs automatic synchronization when the ACB is turned on.

2. Control Method The control method will be described in detail below. FIG. 3 is an external appearance image diagram of the steering wheel device, and FIG. 4 shows a signal output at each position of the steering wheel.

(A) Command signal from the steering handle device When the steering handle is in the OFF position, the first motor clutch 31, the second motor clutch 32, the first gear clutch 33, and the second gear clutch 34 are disengaged (OFF). ) State,
The motor rotation is not transmitted to the propeller shaft 4, and the generator speed command signal is 90% output. When the steering handle position is between 80 and 90, an engagement (ON) signal of the first motor clutch 31 and the second motor clutch 32;
An engagement (ON) signal of the first gear clutch 33 is output, and a generator speed command signal is output in proportion to the handle position as shown in the figure.

When the steering handle is between 90 and 100, the engagement (ON) signal of the first electric motor clutch 31 and the second electric motor clutch 32 is continuously output, and the first gear clutch 33 is disengaged (OFF). ) Signal and the engagement (ON) signal of the second gear clutch 34 are output, and the generator rotation speed command signal is output as a signal proportional to the handle position as shown in the figure. At the switching point of the steering wheel position 90, the first gear clutch 33 is disengaged (OFF).
After the command, the generator speed command signal is changed from 100% to 90%.
%, And after confirming the actual rotation speed, the second gear clutch 3
A signal 4 (ON) is issued.

With such a configuration, the setting of the propeller rotation speed is 80% depending on the combination of the first stage first gear 23, the first stage second gear 24 being engaged and disengaged, and the magnitude of the generator rotation speed command signal. It can be performed continuously up to 100%.

(A) Specific Example of Operation Control Starting from a stopped state Assume now that the ship is in a stopped state, the steering handle is in the off (OFF) position, the generator is operating at 90% speed, and the propulsion motor is also operating. (That is, the propulsion motor is also 9
Operating at 0% speed. In the joystick panel 65a for steering angle control, the joystick steering priority switch 65b is turned on in advance.

Joystick steering priority switch 65b
Is configured such that steering by the joystick 65 can be performed prior to another steering mode selected by the pilot stand 67.

Detach the clutch of the steering handle (OFF)
From the position to the position of 80. From the steering handle device, the first electric motor clutch 31 and the second electric motor clutch 3
2 is engaged (ON), the first gear clutch 33 is engaged (ON),
A command signal of the generator speed 90% is given to the propeller shaft speed control unit. In the propeller shaft rotation speed control unit 51, when the steering handle is advanced from the clutch disengagement (OFF) position to the position of 80 or more, the joystick lever position and the steering angle are obtained by the joystick signal and the signal from the steering angle detector 70. Is determined to be in the hover position, and proceeds to the following steps only when both are in the hover position. If not, an alarm is issued to urge the steering angle to hover. This is to prevent the boat from suddenly starting due to the rotation of the propeller and the generation of forward or backward force when each clutch is engaged.

At the hover position, the propeller thrust is dispersed to the left and right, and no thrust is generated. If the hover condition is satisfied, No. 1 motor (M1) 55, and
The signals for engaging (ON) the clutch of the two motor (M2) 55 are transmitted to the respective engagement / disengagement solenoid valves (SVM1) 58a, (SV
M2) Apply to 58b to engage the clutch. Whether the clutch is engaged or not is determined by the clutch disengagement detector (LSM1)
Monitoring is performed by signals from 59a and (LSM2) 59b. When the engagement of each clutch is confirmed, the propeller shaft rotation speed control unit 51 gives an operation signal to the first gear engagement / disengagement solenoid valve (SVG1) 60 to provide the first gear clutch 3
3 is fitted (ON). The gear disengagement state is monitored by a signal from the clutch disengagement detector (LSG1) 61.
When the clutch is engaged in this manner, the propeller shaft 4 starts rotating, and the rotation speed is transmitted to the propeller shaft rotation speed control unit 51 by the propeller shaft rotation detector 64.

As the joystick 65 is gradually moved forward from the hover position, that is, as both rudder angles are reduced, the forward thrust gradually increases, and the ship starts to move forward. When both rudders are parallel to each other by 0 °, the braking force by the rudder disappears, and the boat increases to the maximum boat speed obtained by the propeller shaft speed at that time.

2. When the steering wheel position is in the range of 80 to 90, the joystick steering priority switch 65b is turned off to switch to the steering mode selected by the pilot stand 67.

The speed increase during this time can be performed by moving the steering handle from A to B as shown in FIG. 4, for example. During this time, since the speed is increased in the range where the first gear clutch 33 is engaged (ON), the speed is increased only by increasing the rotation speed of the generator.

The generator rotation speed command signal from the steering handle device 52 is sent to the propeller shaft rotation speed control unit 51, and the rotation speed command signal is given from the propeller shaft rotation speed control unit 51 to each of the generator governors 54. Generator 5
3 speeds up. The generator speed corresponds to the power generation frequency,
The signal is fed back from the frequency detector 73 to the propeller shaft rotation speed control unit 51, and the generator rotation speed command signal from the steering wheel device 52 is compared with the signal from the frequency detector 73. Generator 5 in
3 is controlled to operate. Since the propulsion motor 55 operates at a rotation speed proportional to this power generation frequency, the propeller shaft rotation speed increases as the generator rotation speed increases.

3. In the meantime, at the position of 90, switching from the first gear clutch 33 to the second gear clutch 34 and deceleration of the generator speed from 100% to 90% are performed. It must be made. Here, the case where the speed is increased from B to C in FIG. 4, that is, the case where the speed of the propeller is increased from B ′ to C ′ will be described.

The steering handle is initially in position B, and the system is operated in a state corresponding to that position. Here, the steering handle is moved to the C position. From the steering handle device 52 to the propeller shaft rotation speed control unit 51,
A first gear clutch 33 and the de (OFF), the signal is supplied to a signal and the generator speed to fit the second gear clutch 34 (ON) from B _G to C _G.

In the propeller shaft rotation speed control unit 51,
First, a command is issued to the generator governor 54 to increase the generator speed to 100%, and the generator speed is increased. When the generator rotation speed increases, the motor rotation speed increases and the propeller rotation speed becomes 90%. Propeller shaft speed control unit 5
Reference numeral 1 denotes a disengagement (OFF) signal of the first gear clutch 33 when the propeller rotation speed detector 64 detects that the rotation speed of the propeller has increased to 90% of the rotation speed. (SVM1) 58a, and the first gear clutch 33 is disengaged (OFF). Even if the first gear clutch 33 is disengaged (OFF), the rotation speed of the propeller shaft does not decrease so much due to the inertia of the pedestal of the ship. The propeller shaft speed control unit 51 outputs the clutch disengagement (OFF) signal to the first
When received from the gear disengagement detector (LSG1) 61, it commands each generator governor 54 to reduce the generator speed to 90%. The generator rotation speed is decreased by the command, and when the rotation speed becomes 90%, the propeller shaft rotation speed control unit 51 gives a signal of engagement (ON) of the second gear clutch 34 to the solenoid valve (SVG2) 62. , The second gear clutch 34 is engaged. Since the rotation speed of the propeller shaft during the clutch disengagement (OFF) does not decrease so much, when the second gear clutch 34 is engaged, the difference in rotation speed between the driving side sliding plate and the driven side sliding plate of the clutch is reduced. And can be fitted without difficulty.

Next, the propeller shaft speed control unit 51
Is a second clutch disengagement detector (LSG2) 63
More receiving, the generator is commanded to each generator governor to accelerated up to C _G, it is accelerated the generator. As the speed of the generator increases, the motor speed increases, and the propeller shaft increases to C '.

By controlling and operating as described above, even in a region where the clutch needs to be switched during the speed increase, the propeller speed is not suddenly changed, and the driving side and the driven side of the clutch sliding plate are not changed. The clutch can be switched smoothly with the rotational speeds substantially matched.

4. Acceleration at a steering handle position of 90 to 100
This is the same as the speed increase in. Under the control of the generator governor, the speed of the generator is increased, and a propeller shaft speed proportional to the speed is obtained.

5. Deceleration at a steering handle position of 90 to 100 The deceleration during this period is performed by giving a rotation speed reduction signal to the generator governor 54 to lower the generator rotation speed.
When it is necessary to suppress the reverse power from the propeller from returning to the power supply system via the propulsion motor 55, the resistance is increased by opening the steering angle, and the speed is reduced. This is achieved by giving a deceleration signal to lower the generator speed.
Now, it is assumed that the steering wheel is in the position of D in FIG. 4 and the vehicle is driving, and the deceleration command is issued by pulling the steering wheel to the position C.

When the propeller speed control unit 51 receives a signal from the steering wheel, the propeller speed control unit 51 determines whether the signal is an acceleration signal or a deceleration signal by comparing it with the currently operating generator speed. When the reverse power from the propeller needs to be suppressed in accordance with the degree of speed change, a signal is sent to the joystick control unit 66 to open both steering angles. The size of the open rudder angle differs depending on how fast the ship is decelerated, but is set in advance to an appropriate value.

The ship speed is monitored by a ship speed detector, and a signal is supplied to the generator governor 54 so that the number of rotations is adjusted to the ship speed according to the deceleration of the ship speed. Prevents reverse power from propellers from returning to the power system. In this way, when the boat speed is sized to correspond to the C position of the steering wheel, the generator speed is reduced to C _G.

As described above, if the boat speed is once reduced by using the rudder, if not, the reverse power may return from the propeller to the propulsion motor and cause an abnormality in the power supply system as described above. That's why.

6. Deceleration in the region where the steering wheel position is 90 is basically performed. The deceleration during this period is basically performed by performing the reverse operation in the case of increasing the speed in the region where the steering wheel position is 90. However, in order to avoid the return of the reverse power from the propeller, the operation of opening both rudder angles and decelerating the ship is also used.

Now, when the steering wheel is operated at the steering wheel position C, that is, at the propeller speed C ', and the steering wheel is pulled to the position B, the deceleration operation is performed as follows. When the propeller shaft rotational speed control unit 51 receives a signal to change from the second gear clutch 34 from the steering wheel switching signal to the first gear clutch 33, a generator rotation than the B _G C _G, to open both the steering angle Joystick control unit 6
A signal is sent to 6, the rudder angle is opened and the ship starts to decelerate. In response to the speed reduction, the generator governor 54
The second gear clutch 34 is disengaged (OFF) when the generator speed reaches about 90%, and the generator 53
Speed up to 100%. 100% generator rotation
, The first gear clutch 33 is engaged. Since the propeller continues to rotate by the outboard leg of the boat, the rotation speeds of the driving side sliding plate and the driven side sliding plate of the first gear clutch 33 are almost the same, and the clutch can be easily connected. After the clutch coupling, gives a signal to the generator governor 54 to lower from the propeller shaft rotational speed control unit 51 of the generator rotation to B _G, the generator speed is adjusted. The propulsion motor 55 follows this rotation speed, and the propeller rotation speed becomes B '. At the same time, the two rudder angles are returned to 0 °.

7. Deceleration when the steering wheel position is between 80 and 90 The deceleration operation during this period is the same as the deceleration when the steering wheel position is between 90 and 100, and a description thereof will be omitted. 8. Stop Lower the control handle to the 80 position. The joystick steering priority switch 65b is turned on to perform joystick steering, the rudder is turned to astern, decelerated, stopped, and then turned to hover.

When the steering handle is set to the clutch disengagement (OFF) position, both the first clutch and the motor clutch disengage (O).
FF) signal is sent to the propeller shaft speed control unit. The propeller shaft speed control unit first provides a disengagement (OFF) signal to the first clutch disengagement solenoid valve, receives a disengagement (OFF) signal from the first gear clutch disengagement detector, and then disengages each motor clutch. A release (OFF) signal is given to the solenoid valve to release the clutch (OFF). A clutch disengagement (OFF) signal is sent to the propeller shaft rotation speed control unit, and the clutch disengagement (OFF) is confirmed. Thereafter, the two steering angles are returned to 0 °, and necessary measures such as stopping the motor and stopping the generator are performed.

[0069]

As described above, according to the present invention, an alternator driven by diesel or another prime mover, a one-way rotating induction cage type propulsion motor, a rotational speed switching reduction gear with a clutch, a propulsion propeller, In a marine vessel propulsion maneuvering system comprising a high lift rudder symmetrically disposed in the rearward direction, it is possible to suppress a sudden change in the rotation speed of the propeller shaft due to the clutch switching of the rotation speed switching reduction device equipped with a clutch, thereby enabling a smooth shift. Further, when the clutch is switched, the rotational speed of the sliding plate between the driving side and the driven side of the clutch is adjusted before switching, so that it is possible to reduce the wear of the clutch sliding plate at the time of switching, and furthermore, to reduce the speed of the boat. Reverse power returning from the propeller to the power supply system via the propulsion motor during deceleration can be absorbed by opening the two rudders in a C-shape to reduce the ship speed, thereby avoiding adverse effects on the power supply system due to reverse power. it can.

In the case where the method of the present invention is not applied, when shifting gears, in consideration of the above, the boat operator adjusts the rotation speed of the generator, measures the timing of clutch switching, and avoids reverse power. It was necessary to perform the rudder operation skillfully, a considerable amount of switching operation skill was required for the ship operator, and it was necessary to devote effort to the operation, but the method of the present invention caused the ship operator to It has been released and can contribute greatly to the safety of steering.

[Brief description of the drawings]

FIG. 1 is a diagram of an electric propulsion boat speed switching sequence according to an embodiment of the present invention.

FIG. 2 is a block diagram of a propeller speed control device according to the embodiment.

FIG. 3 is a schematic diagram showing a steering handle device according to the embodiment.

FIG. 4 is an explanatory diagram showing a relationship between a steering wheel position and a control ORDER signal in the embodiment.

FIG. 5 is a side view showing a configuration of a conventional rudder device.

FIG. 6 is a schematic diagram showing a configuration of the steering device.

FIG. 7 is a schematic diagram showing a configuration of a rudder.

FIG. 8 is a schematic diagram showing combinations of steering angles.

FIG. 9 is a schematic diagram showing a rotational speed switching reduction device with a clutch.

[Explanation of symbols]

 31 First motor clutch 32 Second motor clutch 33 First gear clutch 34 Second gear clutch 55 Propulsion motor 57 Clutch / reducer

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Takashi Okamura 1-15-1, Shigino Nishi, Joto-ku, Osaka-shi, Osaka Park Sawaka Japan Steering System Co., Ltd. (72) Inventor Kunio Okashita Tokui, Chuo-ku, Osaka-shi, Osaka No. 2-14-14, Daihatsu Diesel Co., Ltd. (56) References JP-A-9-86496 (JP, A) JP-A-9-39894 (JP, A) JP-A-6-94118 (JP, A) Tokiko Hei 7-8678 (JP, B2) (58) Fields investigated (Int. Cl. ⁶ , DB name) B63H 23/30 B63H 21/17 B63H 25/38

Claims (2)

(57) [Claims] 1. A single or plurality of unidirectional rotating induction cage type propulsion motors driven by generated AC power of an AC generator driven by a diesel or other prime mover, an output shaft of each propulsion motor and a propulsion propeller shaft. Interposed between
An electric propulsion device having a rotation speed switching reduction device that changes the reduction ratio by operating the clutch, and a bilaterally symmetrical arrangement behind the propulsion propeller, and controlling the propeller wake by a combination of the rotation angle positions of the respective rudders, Ship deceleration, reverse, forward left / right turn, reverse left / right turn,
In-situ stationary (hovering), in-situ turning (spinning)
In boat propulsion consisting of a two-rudder system having a fixed geometrical high-lift cross section that enables each type of operation, the speed change is reduced by changing the gear ratio by changing the gear combination by operating the clutch. An electric propulsion device and a two-wheel steering device are characterized in that when the speed of the propeller is changed by switching the reduction ratio in the device, the speed of the sliding plates on the driving side and the driven side of the clutch is controlled. A boat speed switching method in a boat propulsion device. 2. The ship propulsion device according to claim 1, wherein the reverse power returning from the propeller to the power supply equipment at the time of deceleration of the ship speed is absorbed by increasing the propulsion resistance by opening the two rudders in a C-shape. Item 6. A boat speed switching method in a boat propulsion device comprising the electric propulsion device according to Item 1 and a two-wheel rudder device.