JP6049060B2 - Ship prime mover and ship equipped with the same - Google Patents

Description

  The present invention relates to a marine motor device and a marine vessel provided with the same.

  Conventionally, in a ship such as a tens of thousands of DWT (loading weight tonnage) class freighter, a single low-speed two-stroke diesel engine is installed as the main engine to drive the propeller for propulsion, and propulsion is performed in a single-shaft system. In many cases, a configuration is employed. In this case, a plurality of (for example, about three) medium-speed four-stroke diesel engines that are driven at a constant speed are mounted as auxiliary engines that operate shaft-driven generators that supply power to the electrical system in the ship. These diesel engine groups are arranged in an engine room on the stern side of the ship.

  Patent Documents 1 and 2 disclose a two-group two-shaft type ship equipped with two main engines (diesel engines) and rotationally driving two propellers.

JP 2003-118684 A JP 2008-189103 A

  However, in the conventional one-shaft / one-shaft type ship, since there is only one main engine (low-speed two-stroke diesel engine), it is difficult not only to improve propeller propulsion efficiency, but also a total of four diesel engines. Is placed in the engine room, there is a problem that the maintenance management cost of these diesel engines cannot be easily reduced. Further, when there is only one main engine as in the conventional case, for example, if the main engine fails and cannot be driven, there is a possibility that the vehicle cannot be navigated.

  Furthermore, although the propulsion efficiency of the propeller can be improved in the prior art configurations shown in Patent Documents 1 and 2, compared with the conventional one-shaft / one-shaft method, the two main engines (diesel engines) rotate two propellers. Since it is dedicated for driving, an auxiliary engine for operating the shaft-driven generator must be provided separately, which makes it difficult to reduce the size of the engine room, and consequently, it is difficult to expand the cargo room of the ship.

  In the structure where power is supplied to the ship using a generator driven by the main engine, it is stipulated in the classification rules that power supply can be automatically restored when power supply is stopped due to a failure of the main engine or the generator. It has been. In this regard, the conventional ship is equipped with a standby generator that is independent from the generator driven by the main engine, and automatically activates the standby generator when the generator is stopped to establish the frequency and voltage. The power supply was restored. Thus, in order to satisfy the classification rules, if a separate standby generator is required in addition to the normally used generator, the structure becomes complicated and the manufacturing cost increases.

  Therefore, the present invention has a technical problem to provide a marine motor apparatus and a marine vessel equipped with the marine prime mover apparatus that have been improved by examining the current situation as described above.

The invention according to claim 1 relates to a marine prime mover device, and generates power using a diesel engine, a speed reducer that transmits power of the diesel engine to a propulsion shaft that rotationally drives a propeller for marine propulsion, and power of the diesel engine. and a pair of propulsion and power generation mechanism of a combination of a shaft driving the generator, the pair of propulsion and power generation mechanism, the engine room in the hull, are disposed distributedly to right and left across the hull center line, said the propulsion In the power generation mechanism, the propulsion shaft is arranged in a state of being eccentric in the vertical direction with respect to the output shaft of the diesel engine, and the diesel engine and the propulsion shaft are arranged on the stern side of the speed reducer, The shaft-driven generator is disposed on the bow side of the speed reducer, and each propulsion and power generation mechanism is arranged such that the shaft-driven power generator, the speed reducer, and the data generator are directed from the bow side toward the stern side. Is that is constructed by arranging the order of over diesel engine.

The invention of claim 2 is the marine motor apparatus according to claim 1, in each of propulsion and power generation mechanism, before Ki推 Susumujiku intended that Ru Tei is placed to the left and right outer side than the front Symbol diesel engines is there.

Invention of Claim 3 is equipped with the exhaust gas purification apparatus which purifies the exhaust gas from both said diesel engines in the upper part side of the said engine room in the motor | power_engine apparatus for ships described in Claim 1 or 2 , The exhaust gas that has passed through the exhaust gas purifier is configured to be discharged from a funnel in the upper part of the hull.

A fourth aspect of the present invention relates to a ship, wherein the marine motor apparatus according to any one of the first to third aspects is mounted.

  According to the present invention, a diesel engine, a speed reducer that transmits the power of the diesel engine to a propulsion shaft that rotationally drives a propeller for marine propulsion, and a shaft drive generator that generates power using the power of the diesel engine are combined. A pair of propulsion and power generation mechanisms are provided, and the pair of propulsion and power generation mechanisms are arranged in the engine room in the hull so as to be distributed to the left and right across the hull center line, so that a plurality of diesel engines (the main engine and Compared to the conventional structure in which the auxiliary engine is disposed in the engine room, the engine installation space in the engine room can be reduced. For this reason, the engine room can be configured compactly by shortening the longitudinal length of the engine room, and as a result, it is easy to secure a hold space (a space other than the engine room) of the hull. The propulsion efficiency of the ship can be improved by driving the two propellers. Since each of the diesel engines can drive the propeller and the shaft-driven generator, the number of the diesel engines can be reduced to only two as compared with the conventional structure. Accordingly, maintenance costs and component replacement costs can be reduced.

Moreover, since the two diesel engines as the main engine are provided, for example, even if one of the diesel engines fails and cannot be driven, the other diesel engine can be used for navigation, and the marine prime mover device. As a result, the redundancy of the ship can be secured. In addition, as described above, each of the diesel engines can rotate the propeller and drive the shaft-driven generator, so that one of the shaft-driven generators can be reserved during normal navigation. Therefore, for example, when power supply is stopped due to a failure of one diesel engine or the shaft drive generator, the other shaft drive generator can be started and the frequency and voltage can be established to restore power supply. That's fine. In addition, when the diesel engine is stopped during navigation with only one diesel engine, the other stopped diesel engine, and thus the shaft-driven generator corresponding thereto, is started, and the frequency and voltage Is established and power supply is restored. That is, even if the conventional standby generator is not provided separately, the classification rules can be satisfied and the manufacturing cost is advantageous.
Further, since the propulsion shaft is arranged in a state of being eccentric in the vertical direction with respect to the output shaft of the diesel engine, it is possible to prevent the side surface of the diesel engine from being covered with the propulsion shaft and blocking the inside of the diesel engine. Maintenance workability can be improved.
Further, each propulsion and power generation mechanism is configured by arranging the shaft drive generator, the speed reducer, and the diesel engine in this order from the bow side toward the stern side. Are distributed back and forth across the speed reducer and do not interfere with each other. Therefore, a compact arrangement of each propulsion and power generation mechanism is possible.

According to the invention of claim 2, in each of propulsion and power generation mechanism, since the pre-Symbol propeller shaft is positioned on the left and right outer side than the diesel engine, while ensuring an installation balance of both propulsion and power generation mechanism in the marine vessel Thus, it is possible to reliably ensure the left-right arrangement interval between the two propulsion shafts, and hence the left-right arrangement interval between the two propellers .

According to the invention of claim 3 , an exhaust gas purification device for purifying exhaust gas from the two diesel engines is provided on the upper side of the engine room, and the exhaust gas that has passed through the exhaust gas purification device is supplied to the hull. Since it is configured to discharge from the upper funnel, the space formed in the upper part of the engine room by reducing the engine installation space can be effectively used as the installation location of the exhaust gas purification device. The exhaust gas purification device can be easily installed without enlarging the engine room. The exhaust gas purification device can be functionally assembled between the diesel engine located on the bottom side of the hull and the funnel at the top of the hull without increasing the exhaust resistance of the exhaust gas from the diesel engine, Purification performance can be improved.

It is a whole side view of the ship in a 1st embodiment. It is side surface sectional drawing of an engine room. It is plane explanatory drawing of an engine room. It is an enlarged side view which shows the combination of a diesel engine, a reduction gear, and a shaft drive generator. It is a schematic explanatory drawing which shows the positional relationship of the various shafts and gears in a reduction gear. It is the whole ship side view in 2nd Embodiment. It is plane explanatory drawing of an engine room. It is an enlarged side view which shows the combination of a diesel engine, a reduction gear, and a shaft drive generator.

  Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings in a case where the invention is applied to a pair of propulsion and power generation mechanisms mounted on a two-axle-type ship.

  1 to 5 show a first embodiment of the present invention. As shown in FIGS. 1 to 3, the ship 1 of the first embodiment includes a hull 2, a cabin 3 (bridge) provided on the stern side of the hull 2, and a funnel 4 ( A chimney) and a pair of propellers 5 and a rudder 6 provided at the lower rear of the hull 2. In this case, a pair of skegs 8 are integrally formed on the stern side bottom 7. A propeller shaft 9 that rotates the propeller 5 is supported on each skeg 8. Each skeg 8 is formed symmetrically with respect to a hull center line CL (see FIG. 3) that divides the hull 2 in the left-right width direction. That is, in the first embodiment, twin skeg is adopted as the stern shape of the hull 2.

  A hold 10 is provided on the bow side and the center of the hull 2, and an engine room 11 is provided on the stern side of the hull 2. In the engine room 11, a pair of propulsion and power generation mechanisms 12, which serve both as a drive source for the propeller 5 and a power supply source for the ship 1, are distributed to the left and right across the hull center line CL. Each propeller 5 is rotationally driven by the rotational power transmitted from each propulsion and power generation mechanism 12 to the propulsion shaft 9. The interior of the engine room 11 is partitioned vertically by an upper deck 13, a second deck 14, a third deck 15 and an inner bottom plate 16. Each propulsion and power generation mechanism 12 of the first embodiment is installed on the inner bottom plate 16 at the lowest stage of the engine room 11. Although not shown in detail, the hold 10 is divided into a plurality of sections.

  As shown in FIGS. 2 to 4, each propulsion and power generation mechanism 12 includes a medium-speed four-stroke diesel engine 21 (hereinafter simply referred to as an engine), a speed reducer 22 that transmits the power of the engine 21 to the propulsion shaft 9, and A shaft drive generator 23 that generates power using the power of the engine 21 is combined. Here, the “medium speed” engine means one that is driven at a rotational speed of about 500 to 1000 revolutions per minute. Incidentally, a “low speed” engine is driven at a rotational speed of 500 revolutions per minute, and a “high speed” engine is driven at a rotational speed of 1000 revolutions per minute. The engine 21 of the first embodiment is configured to be driven at a constant speed within a medium speed range (about 700 to 750 revolutions per minute).

  The engine 21 includes a cylinder block 25 having an engine output shaft 24 (crankshaft) and a cylinder head 26 mounted on the cylinder block 25. On the inner bottom plate 16 at the lowermost stage of the engine room 11, a base stand 27 is installed directly or via a vibration isolator (not shown). A cylinder block 25 of the engine 21 is mounted on the base table 27. The engine output shaft 24 extends in a direction along the longitudinal direction of the hull 2. That is, the engine 21 is disposed in the engine room 11 with the direction of the engine output shaft 24 being along the longitudinal direction of the hull 2.

  The reduction gear 22 and the shaft drive generator 23 are arranged on the bow side of the engine 21. The front end side of the engine output shaft 24 protrudes from the front side of the engine 21. The speed reducer 22 is connected to the front end side so that power can be transmitted. A shaft drive generator 23 is disposed on the opposite side of the engine 21 with the speed reducer 22 in between. The shaft drive generator 23, the speed reducer 22, and the engine 21 are arranged in this order from the front in the engine room 11. The propulsion shaft 9 is provided on the power transmission downstream side of the speed reducer 22.

  The constant speed power of the engine 21 is branched and transmitted from the front end side of the engine output shaft 24 to the shaft drive generator 23 and the propulsion shaft 9 via the speed reducer 22. A part of the constant speed power of the engine 21 is reduced to a rotational speed of, for example, about 100 to 120 revolutions per minute by the speed reducer 22 and transmitted to the propulsion shaft 9. The propeller 5 is rotationally driven by the deceleration power from the speed reducer 22. The propeller 5 of the first embodiment employs a variable pitch propeller that can adjust the ship speed by changing the blade angle of the propeller blades. Further, a part of the constant speed power of the engine 21 is increased to a rotational speed of, for example, about 1200 or 1800 revolutions per minute by the speed reducer 22 and transmitted to the PTO shaft 42 rotatably supported by the speed reducer 22. Is done. The front end side of the PTO shaft 42 is coupled to the shaft drive generator 23 so that power can be transmitted. The rotational power of the PTO shaft 42 drives the shaft-driven generator 23 to generate power. The generated power generated by driving the shaft drive generator 23 is supplied to the electrical system in the hull 2.

  In the first embodiment, the front end side of the engine output shaft 24 is connected to the speed reducer input shaft 41 (see FIG. 5) of the speed reducer 22. The reduction gear input shaft 41 is rotatably supported in the reduction gear 22. In the speed reducer 22, a PTO shaft 42 that transmits power to the shaft drive generator 23, a speed reducer output shaft 44 that transmits power to the propulsion shaft 9, and a relay shaft 43 are rotatable in parallel with the speed reducer input shaft 41. It is pivotally supported. The input gear 45 fixed to the reduction gear input shaft 41 is engaged with a PTO gear 46 fixed to the PTO shaft 42 and a first relay gear 47 fixed to the relay shaft 43. In addition to the first relay gear 47, a second relay gear 48 is also fixed to the relay shaft 43. The second relay gear 48 of the relay shaft 43 is meshed with an output gear 49 fixed to the reduction gear output shaft 44.

  As shown in FIG. 3, the outer shape of the speed reducer 22 protrudes to the left and right outside of the engine 21 and the shaft drive generator 23. The front end side of the propulsion shaft 9 is connected to the rear surface side of the overhanging portion so that power can be transmitted. The rear side of the propulsion shaft 9 passes through a skeg 8 formed integrally with the ship bottom 7. A propeller 5 is attached to the rear end portion of the propulsion shaft 9. Therefore, the propulsion shaft 9 is located on the left and right outside of the engine 21. In other words, in the plan view, the propulsion shaft 9 is located on the opposite side of the hull center line CL across the engine 21.

  As shown in FIGS. 2 and 4, the engine output shaft 24 (axial core line) and the propulsion shaft 9 extend in parallel with each other. The propulsion shaft 9 extends in the longitudinal direction of the hull 2 in a state of being eccentric in the vertical direction with respect to the engine output shaft 24 (axial core line). In this case, the propulsion shaft 9 is placed at a position lower than the engine output shaft 24 (axial core line) and close to the inner bottom plate 16 so as not to cover the side surface of the cylinder block 25 facing the propulsion shaft 9 as much as possible. Yes.

  The engine 21 is connected to an intake path (not shown) for air intake and an exhaust path 28 for exhaust gas discharge. The air taken in through the intake path is sent into each cylinder of the engine 21 (inside the cylinder in the intake stroke). When the compression stroke of each cylinder is completed, the fuel drawn from the fuel tank is pumped into the combustion chamber of each cylinder by the fuel injection device, so that the expansion stroke accompanying the self-ignition combustion of the air-fuel mixture is performed in each combustion chamber. .

  As described above, since there are two engines 21, there are two exhaust paths 28. Each exhaust path 28 is connected to an extended path 29. The extension path 29 extends to the funnel 4 and is configured to communicate directly with the outside. In the middle of the extension path 29, a post-treatment device 30 is provided as an exhaust gas purification device that mainly performs exhaust gas purification processing (NOx reduction processing). Exhaust gas from each engine 21 is subjected to purification treatment via each exhaust path 28, extension path 29, and aftertreatment device 30, and then released to the outside of the ship 1. The post-processing device 30 is disposed on the upper side of the engine room 11. In the first embodiment, the post-processing device 30 is installed on the third deck 15 in the middle of the engine room 11. A urea water injection nozzle 31 that supplies a urea aqueous solution (hereinafter referred to as urea water), which is a reducing agent for NOx reduction, to the exhaust gas in the extension path 29 on the upstream side of the post-treatment device 30 in the extension path 29. Is provided. Accordingly, in the first embodiment, one post-processing device 30 is provided for one propulsion and power generation mechanism 12 (which may be referred to as the engine 21). Alternatively, the exhaust paths 28 may be merged into one collective path, the collective path may be extended to the funnel 4, and the post-processing device 30 may be provided in the middle of the collective path.

  The post-treatment device 30 was supplied in excess from a NOx catalyst 33 for promoting the reduction of NOx in the exhaust gas in an order from the upstream side in a post-treatment casing 32 made of a heat-resistant metal material formed in a substantially cylindrical shape. The slip treatment catalyst 34 that promotes the oxidation treatment of the reducing agent (in this case, ammonia after hydrolysis) and the silencer 35 that attenuates the exhaust noise of the exhaust gas are accommodated in series. Each catalyst 33, 34 has a honeycomb structure composed of a large number of cells partitioned by porous (filterable) partition walls, and has a catalytic metal such as alumina, zirconia, vanadia / titania or zeolite. doing.

The NOx catalyst 33 exhaust gas sent into the aftertreatment device 30 by selectively reducing NOx in the exhaust gas using ammonia generated by hydrolysis of urea water from the urea water injection nozzle 31 as a reducing agent. Is to purify. The slip treatment catalyst 34 oxidizes unreacted (surplus) ammonia flowing out from the NOx catalyst 33 to harmless nitrogen. In this case, in the post-processing casing 32, the following reaction formula:
(NH ₂ ) ₂ CO + H ₂ O → 2NH ₃ + CO ₂ (hydrolysis)
NO + NO ₂ + 2NH ₃ → 2N ₂ + 3H ₂ O (reaction at NOx catalyst 33)
4NO + 4NH ₃ + O ₂ → 4N ₂ + 6H ₂ O (reaction at NOx catalyst 33)
6NO ₂ + 8NH ₃ → 7N ₂ + 12H ₂ O (reaction at NOx catalyst 33)
4NH ₃ + 3O ₂ → 2N ₂ + 6H ₂ O (reaction at the slip treatment catalyst 34)
Will occur.

  Exhaust gas discharged from each engine 21 enters the aftertreatment casing 32 and passes through the NOx catalyst 33 and the slip treatment catalyst 34 to be purified. Then, the exhaust gas after the purification process is discharged out of the post-processing casing 32 and eventually out of the ship 1 through the silencer 35.

  By accommodating the NOx catalyst 33 and the slip treatment catalyst 34 in the post-treatment casing 32, the excess reducing agent (ammonia) that tries to pass through the NOx catalyst 33 unreacted can be oxidized and rendered harmless by nitrogen. Therefore, it is possible to reliably avoid the possibility that ammonia remains in the exhaust gas. Further, the NOx catalyst 33 and the slip treatment catalyst 34 can be packaged, and the downstream side of the exhaust structure can be made compact. Since the aftertreatment casing 32 includes the silencer 35, the NOx catalyst 33, the slip treatment catalyst 34, and the silencer 35 can be packaged in a single aftertreatment casing 32, and the downstream side of the exhaust structure can be configured compactly. .

  As is apparent from the above description, in the first embodiment, the diesel engine 21, the speed reducer 22 that transmits the power of the diesel engine 21 to the propulsion shaft 9 that rotationally drives the propeller 5 for marine propulsion, and the diesel A pair of propulsion and power generation mechanisms 12 combined with a shaft drive generator 23 that generates power by the power of the engine 21 is provided, and the pair of propulsion and power generation mechanisms 12 are connected to the engine center 11 in the hull 2 in the hull center line. Since the left and right sides of the CL are arranged separately, the engine installation space in the engine room 11 can be reduced as compared with the conventional structure in which a plurality of diesel engines (main engine and auxiliary engine) are arranged in the engine room. For this reason, the engine room 11 can be configured compactly by shortening the longitudinal length of the engine room 11, and as a result, it is easy to secure a hold space (a space other than the engine room 11) in the hull 2. The propulsion efficiency of the ship 1 can be improved by driving the two propellers 5. Since each of the diesel engines 21 can drive the propeller 5 and the shaft-driven generator 23, the number of the diesel engines 21 can be reduced to only two as compared with the conventional structure. Accordingly, maintenance costs and component replacement costs can be reduced.

  Moreover, since the two diesel engines 21 as the main engine are provided, for example, even if one diesel engine 21 fails and cannot be driven, the other diesel engine 21 can be navigated. As a result, the redundancy of the ship 1 can be ensured. In addition, as described above, each diesel engine 21 can rotate the propeller 5 and drive the shaft-driven generator 23, so that one of the shaft-driven generators 23 is reserved for normal navigation. Can be. Therefore, for example, when the power supply is stopped due to a failure of one diesel engine 21 or the shaft drive generator 23, the other shaft drive generator 23 is started, and the frequency and voltage are established to supply power. You only have to return. Further, when the diesel engine 21 is stopped at the time of navigation with only one diesel engine 21, the other diesel engine 21 that is stopped, and thus the shaft drive generator 23 corresponding thereto, is started. Then, the frequency and voltage may be established and power feeding may be restored. That is, even if the conventional standby generator is not provided separately, the classification rules can be satisfied and the manufacturing cost is advantageous.

  In each propulsion and power generation mechanism 12, the speed reducer 22 and the shaft drive generator 23 are disposed on the bow side of the diesel engine 21, and the propulsion shaft 9 is disposed on the left and right outer sides of the diesel engine 21. Therefore, after securing the installation balance of the both propulsion and power generation mechanisms 12 in the ship 1, it is possible to reliably ensure the left-right arrangement interval between the two propulsion shafts 9 and thus the left-right arrangement interval between the two propellers 5. . Moreover, since the propulsion shaft 9 is arranged in a state of being eccentric in the vertical direction with respect to the engine output shaft 24 of the diesel engine 21, the side surface of the diesel engine 21 is covered with the propulsion shaft 9 and blocked. The maintenance workability inside the diesel engine 21 can be improved.

  Further, each propulsion and power generation mechanism 12 is configured by arranging the shaft drive generator 23, the speed reducer 22, and the diesel engine 21 in this order from the bow side toward the stern side. And the propulsion shaft 9 are distributed back and forth across the reduction gear 22 and do not interfere with each other. Therefore, a compact arrangement of each propulsion and power generation mechanism 12 is possible.

  In the first embodiment, an exhaust gas purifying device 30 that purifies exhaust gas from both diesel engines 21 is provided on the upper side of the engine room 11, and the exhaust gas that has passed through the exhaust gas purifying device 30 is removed. Since it is configured to discharge from the funnel 4 at the upper part of the hull 2, the space formed in the upper part of the engine room 11 by reducing the engine installation space is effective as the installation location of the exhaust gas purification device 30. Can be used for The exhaust gas purification device 30 can be easily installed without enlarging the engine room 11. The exhaust gas purification device 30 can be functionally assembled between the diesel engine 21 located on the bottom side of the hull 2 and the funnel 4 at the top of the hull 2, and the exhaust resistance of exhaust gas from the diesel engine 21 The purification performance can be improved without increasing.

  6 to 8 show a second embodiment of the present invention. Here, in the second embodiment, those having the same configuration and operation as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and detailed description thereof is omitted. In the second embodiment, in each propulsion and power generation mechanism 12, the speed reducer 22 and the shaft drive generator 23 are disposed on the stern side of the engine 21. The rear end side of the engine output shaft 24 protrudes from the rear surface side of the engine 21. A reduction gear 22 is connected to the rear end side of the engine output shaft so as to be able to transmit power. A shaft drive generator 23 is disposed on the opposite side of the engine 21 with the speed reducer 22 in between. The engine 21, the speed reducer 22, and the shaft drive generator 23 are arranged in this order from the front in the engine room 11. In this case, the speed reducer 22 and the shaft drive generator 23 are disposed in or near the skeg 8 on the stern side. Therefore, the engine 21 can be arranged as close to the stern side as possible regardless of the restriction of the paddock line 40 of the ship 1, which contributes to the downsizing of the engine room 11.

  The propulsion shaft 9 is provided on the power transmission downstream side of the speed reducer 22. The outer shape of the speed reducer 22 protrudes below the engine 21 and the shaft drive generator 23. The front end side of the propulsion shaft 9 is connected to the rear surface side of the overhanging portion so that power can be transmitted. The engine output shaft 24 (axial core line) and the propulsion shaft 9 are positioned coaxially in a plan view. The propulsion shaft 9 extends in the longitudinal direction of the hull 2 in a state of being eccentric in the vertical direction with respect to the engine output shaft 24 (axial core line). In this case, the propulsion shaft 9 is placed at a position lower than the shaft drive generator 23 and the engine output shaft 24 (shaft core line) and close to the inner bottom plate 16 in a side view. That is, the shaft drive generator 23 and the propulsion shaft 9 are distributed vertically and do not interfere with each other. Therefore, each propulsion and power generation mechanism 12 can be made compact. Other configurations are the same as those of the first embodiment.

  As is clear from the above description, in the second embodiment, in each propulsion and power generation mechanism 12, the speed reducer 22 and the shaft drive generator 23 are disposed on the stern side of the diesel engine 21, The propulsion shaft 9 is coaxial with the output shaft 24 of the diesel engine 21 in a plan view and is arranged in a state of being eccentric to the output shaft 24 of the diesel engine 21 in the vertical direction. The speed reducer 22 and the shaft drive generator 23 are arranged in or near the skeg 8 on the side, and the diesel engine 21 can be arranged on the stern side as much as possible regardless of the restrictions of the ship's badock line. It becomes possible. For this reason, it is effective for making the engine room 11 compact.

  Further, each propulsion and power generation mechanism 12 is configured by arranging the diesel engine 21, the speed reducer 22, and the shaft drive generator 23 in this order from the bow side toward the stern side. And the propulsion shaft 9 are distributed vertically and do not interfere with each other. Accordingly, in this case as well, a compact arrangement of the propulsion and power generation mechanisms 12 is possible.

  In addition, the structure of each part is not limited to embodiment of illustration, A various change is possible in the range which does not deviate from the meaning of this invention.

DESCRIPTION OF SYMBOLS 1 Ship 2 Hull 4 Funnel 5 Propeller 9 Propeller shaft 11 Engine room 12 Propulsion and power generation mechanism 15 Third deck 16 Inner bottom plate 21 Diesel engine 22 Reducer 23 Shaft drive generator 24 Output shaft (crankshaft)
30 Post-processing device 40 Baddock line

Claims (4)

A propulsion and power generation mechanism that combines a diesel engine, a speed reducer that transmits the power of the diesel engine to a propulsion shaft that rotationally drives a propeller for marine propulsion, and a shaft drive generator that generates electric power using the power of the diesel engine It has a pair,
The pair of propulsion and power generation mechanisms are arranged in the engine room in the hull, being divided into left and right across the hull centerline ,
In each of the propulsion and power generation mechanisms, the propulsion shaft is arranged in a state of being eccentric in the vertical direction with respect to the output shaft of the diesel engine, and the diesel engine and the propulsion shaft are arranged on the stern side of the speed reducer. The shaft drive generator is disposed on the bow side of the speed reducer,
Each propulsion and power generation mechanism is configured by arranging the shaft drive generator, the speed reducer, and the diesel engine in this order from the bow side toward the stern side.
Marine motor equipment. In each of the propulsion and power generation mechanisms, the propulsion shaft is disposed on the left and right outside of the diesel engine.
The motor | power_engine apparatus for ships described in Claim 1. An exhaust gas purification device that purifies exhaust gas from both diesel engines is provided on the upper side of the engine room, and exhaust gas that has passed through the exhaust gas purification device is discharged from a funnel at the upper part of the hull. Configured to,
The motor | power_engine apparatus for ships described in Claim 1 or 2. The marine motor apparatus according to any one of claims 1 to 3 is mounted.
Ship.

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