JPH0986496A - Ship propulsion maneuvering control device by electric propulsion and twin rudder - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a fuel consumption amount by a method wherein a plurality of constant rotation induction cage type propulsion electric motor are provided to be drive by the generation AC power of a diesel AC generator and the output shaft of the propulsion electric motor and a pusher propeller shaft are interlinked through a number of revolution switching reduction gear and a twin-radar device is disposed. SOLUTION: An AC generator 2 is coupled directly to each of a plurality of diesel engines 1 and by the generating power of the AC generator 2, propulsion electric motors 4 and 5 driven through a starter 3 are provided. A number of revolutions switching reduction gear 8 is arranged between the propulsion electric motors 4 and 5 and the propeller shaft 7 of a pusher propeller 6. A port rudder 31 and a starboard rudder 31 are laterally symmetrically arranged in the rear of the pusher propeller 6, the profiles of the horizontal sections of the rudders 31 are formed in a streamline shape and are a shape wherein a recessed surface is formed in the rear end part of the side of an outer broadside. Through combination of the rotation angle positions of the rudders 31, deceleration, reversing, forward right and left turns, reversing right and left turns, hovering, and spinning of a ship are practicable.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship propulsion maneuvering control device using electric propulsion and a double-rudder.

[0002]

2. Description of the Related Art So-called electric propulsion ships, which operate propulsion propellers with electric motors, are easier to operate, easier to remote and automatically control, and engine room piping than diesel propulsion ships and turbine propulsion ships. It has been adopted for special ships due to its flexibility, low vibration, etc., but not for commercial ships. The reason is,
Since a speed control of the propulsion motor and a reverse rotation control for backward movement are necessary to adjust the speed of the ship, a special control method is required. This results in extremely high prices and increased fuel consumption, which is the reason why it is not used for commercial vessels.

Typical electric propulsion systems are the word-leonard control system and the thyristor control system. In the case of a conventional ward Leonard controlled electric propulsion ship, its configuration is
As shown in FIG. 11, an AC generator 92 driven by a diesel engine 91, a constant speed AC motor 93 operated by electric power from the AC generator, and a DC generator mechanically driven by the constant speed AC motor. 94, a DC motor 95 for propulsion operated by electric power from this DC generator, a propeller propeller shaft 96 and a propeller 97 connected to an output shaft of the DC motor for propulsion, and a rotation speed of the electric motor 95 for propulsion. Ward Leonard controller 98.

On the other hand, as a means for remarkably improving the maneuverability of a ship, in recent years, a single unidirectional propeller has been installed behind the propeller.
There is a rudder device in which two rudders, each of which has a fixed geometrical high lift cross-section profile on the outer side, are provided symmetrically, and by operating one operating lever (joystick) on a two-dimensional surface, The operation to combine the rotational position of the rudder is performed.

In this rudder device, the two rudders receive the wake of the propeller and generate a high lift force while the propeller propeller is constantly rotated, that is, the propeller always generates a wake behind. In addition, in addition, the variable duct effect formed by the two rudders generates thrust that is the basis of the ship's steering in 360 ° all-around direction, and allows the ship to move forward, backward, forward, left and right, and reverse left and right. It has been put into practical use that is capable of turning, hovering (stationary on the spot), and spinning (turning on the spot) control modes.

A ship provided with such a two-rudder device has achieved a remarkable improvement in terms of maneuverability of the ship.
Conventionally, the main engine that drives the propulsion propeller, which is the source of the operation of the two-sheet rudder device, is a diesel engine.

[0007]

In the conventional electric propulsion apparatus as described above, not only the word Leonard control system,
Whether using a thyristor control system or a frequency control system, the biggest problem is that the equipment cost is extremely high.
In addition, especially in the ward Leonard control system, the fuel consumption becomes extremely large in addition to this, and it was not possible to adopt it in a merchant ship that values economy.

A means for solving the problems of high equipment cost and high fuel consumption while adopting an electric propulsion system is to adopt a constant rotation AC cage induction motor as a propulsion motor.

However, when the propulsion propeller is directly driven by the AC cage induction motor with the electric power generated by the diesel generator, there are the following problems. That is, in the case of a ship, it is necessary to be able to control the speed of the ship to an arbitrary speed and to control the forward / reverse switching, especially when entering / leaving a port or navigating a narrow waterway. In the case of the basket-type induction motor, there is a problem that the rotation speed can only be changed stepwise by the pole number conversion and that the rotation speed cannot be changed to any rotation speed.

Further, when a basket type induction motor as a propulsion motor is started in a state where it is connected to a propulsion propeller, an excessive starting current flows. Therefore, in order to enable starting, a large generator capacity is required due to the starting current. There was a problem of needing it.

Further, although a conventional ship equipped with a double-rudder having a fixed geometrical high-lift cross section has a remarkable effect in terms of improving the maneuverability of the ship, this double-rudder device has a lift. Since it was the diesel engine that drove the propulsion propeller that was the source of the generation of the engine, the operation was complicated and difficult to automate, which required a large number of crew members,
There were problems that installation and outfitting would be complicated, maintenance would be troublesome, the length of the engine room would be long, the weight of the engine would be heavy, and vibration would be large.

The present invention solves the above-mentioned problems of the conventional electric propulsion and twin-rudder device, and as a result, enables the engine section to be unmanned because it is easy to handle and does not require maintenance during duty. Improve maneuverability to improve ship safety, reduce ship construction cost, shorten engine room length, reduce vibration, and reduce fuel consumption by about 5% compared to conventional electric propulsion system It was made for the purpose of achieving all the propositions that make it possible to do.

[0013]

In order to solve the above-mentioned problems, a plurality of frequency-variable diesel alternators capable of adjusting speed in a certain fixed range by governor control and generated AC power of the diesel alternators are used. A plurality of constant rotation induction basket type propulsion motors to be driven, a rotational speed switching reduction gear with a clutch respectively provided between the output shaft of the propulsion motor and the propulsion propeller shaft, and symmetrically behind the propulsion propeller. By controlling the propeller wake by combining each rotation angle position, each of deceleration, reverse, forward left and right turn, reverse left and right turn, in-situ stop (hovering), in-situ turn (spinning) It is equipped with a dual-rudder device with a fixed geometrical high-lift cross-sectional profile that enables steering, various devices for centralized control, and a necessary safety protection system. Configured to comprising a control panel.

Here, as a means for solving the problem of starting current of a constant rotation AC basket type induction motor as a propulsion electric motor, the propulsion electric motor is divided into a plurality of units and a clutch is provided in the reduction gear. That is, at the time of start-up, the clutch of the reduction gear transmission is disengaged to release the coupling between the propulsion electric motor and the propulsion electric propeller, and the propulsion electric motors can be started with a time lag one by one.

Next, as a means for solving the problem of speed control when using a constant rotation AC basket type induction motor having a constant rotation speed as a propulsion motor, the propulsion propeller is controlled by controlling the rotation angles of two rudders. Even if the ship is rotating at a constant speed, the ship speed can be controlled to any speed up to zero. In addition, the governor control controls the rotation speed of the generator-driven diesel engine within a certain fixed range (generally about 100% to 90%) in order to respond to the maximum ship speed and regular ship speed required for ocean navigation of the ship. Frequency is adjusted and the number of revolutions of the propulsion motor is continuously controlled correspondingly, or in addition to that, speed control is performed by a clutch-equipped multi-stage speed reducer having an appropriate reduction ratio.

In the above-mentioned structure, the two-lubricating device is responsible for the deceleration maneuvering and the reverse maneuvering of the ship, and the generator-driven diesel engine is used to obtain the necessary propulsion propeller rotation speed according to the operating condition of the ship. By controlling the number of revolutions of the engine within a certain range (usually 100% to 90%) to adjust the frequency and correspondingly controlling the number of revolutions of the propulsion motor continuously, The required number of rotations can be obtained by selecting the number of rotations. Next, in order to suppress the starting current of the propulsion motor, switching is performed on the power transmission path of the rotation speed switching reduction gear with clutch,
Further, as an electric device for driving the propulsion propeller by dividing the propulsion motor into a plurality of units and sequentially performing start-up, a constant rotation (reverse rotation is directly driven by the AC power generated by the diesel AC generator). do not need)
Since the constant rotation alternating current basket type induction motor can be adopted, the biggest problem of the conventional electric propulsion device, which is high manufacturing cost, is solved. Further, the efficiency is improved, the fuel consumption amount can be reduced by about 5% as compared with the conventional electric propulsion system, and the volume and weight of the engine portion can be reduced.

In addition, once the rotational speed of the generator-driven diesel engine and the power transmission path of the speed reducer are set according to the operating condition of the ship and a plurality of propulsion motors are activated one by one, , The propulsion propeller can be operated with the twin rudder while always operating, which solves the problems of frequent start / stop / rotational speed control / rotation direction control of the propulsion motor in conventional electric propulsion equipment when operating a ship. To be done.

Further, even in the two-rudder device, as a source for generating a lift force in the rudder, the operation is complicated, it is difficult to automate, the installation and outfitting is complicated, the maintenance is troublesome, the length of the engine room becomes long, and the vibration is generated. It will not be necessary to rely on the diesel main engine, which has the problem of being large.

Thus, at the lowest manufacturing cost, the maneuvering control, which has recently been increasing in demand, can be made unmanned by eliminating the need for maintenance during navigation, and at the same time, the maneuvering performance of the ship can be improved. By increasing, the safety can be improved.

Besides, the equipment cost is reduced by simplifying the equipment system of the engine section, and the length of the engine room is shortened, so that the construction cost is reduced. Furthermore, it has the effect of requiring maintenance and eliminating the main diesel engine for propulsion, which was the largest source of vibration.
The elimination of vibration facilitates hull design.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. [First Embodiment] (1) Configuration ○ As shown in FIGS. 1 and 2, a plurality of diesel engines 1
The AC generator 2 is directly connected to each (three in the present embodiment). ○ A plurality of (two in the first embodiment) constant rotation basket type AC induction type propulsion motors driven by the electric power generated by the AC generator 2; namely, the first propulsion motor 4 and the first propulsion motor 4 (2) The propulsion motor 5 is provided. ○ Propeller motors 4, 5 and propeller shaft 7 of propulsion propeller 6
A rotation speed switching (two-stage switching of power transmission path in the first embodiment) rotation speed switching reduction gear 8 with a clutch is provided between the two. As shown in FIG. 2, the rotation speed switching reduction gear transmission 8 includes a first input shaft 10 coupled to an output shaft 9 of the first propulsion motor 4,
The second input shaft 1 coupled to the first motor pinion 11 and the output shaft 12 of the second propulsion motor 5 which are loosely fitted to the first input shaft.
3, a second electric motor pinion 1 loosely fitted to the second input shaft
4, an electric motor gear 15 in which the first electric motor pinion and the second electric motor pinion simultaneously mesh, a first stage first pinion 16 and a first stage second pinion 17, which are fixed coaxially with the electric motor gear 15, The first-stage first gear 18, which meshes with the first pinion 16, the first-stage second gear 19, which meshes with the first-stage second pinion 17, and the first-stage first gear 18, are loosely fitted and the second-stage first pinion 20. First intermediate shaft 2 with fixed
First, the second intermediate shaft 23 having the first-stage second gear 19 loosely fitted thereto and the second-stage second pinion 22 fixed thereto, and the second intermediate shaft 23 meshing with both the second-stage first pinion 20 and the second-stage second pinion 22. A two-stage gear 24, an output shaft 25 to which the second-stage gear 24 is fixed, a first electric motor clutch 26 that engages and disengages between the first input shaft 10 and the first electric motor pinion 11, a second input shaft 13 and a second electric gear. A second electric motor clutch 27 that engages and disengages with the electric motor pinion 14, a first clutch 28 that engages and disengages between the first intermediate shaft 21 and the first stage first gear 18, a second intermediate shaft 23 and the first stage. It is composed of a second clutch 29 that engages and disengages with the second gear 19, a propulsion propeller thrust bearing 30 provided on the output shaft 25, and radial bearings that receive radial loads of the shafts 10, 13, 21, 23. It The speed reduction ratio of the rotation speed switching speed reducer 8 depends on the design of the propeller propeller, but if the propeller propeller normal rotation speed is 300 rpm, the maximum rotation speed of the propulsion motor (4 poles is 4 poles when the power supply is 60 Hz). ) Is the reduction ratio of 1,800 rpm.

The speed reduction ratio for this purpose is determined by the clutches 28, 29.
Operation, the first stage first pinion 16 and the first gear 1
8, 1 / 6.7 on the path (first path) through which power is transmitted through the second-stage first pinion 20 and the second-stage gear 24, and the first-stage second pinion 17 and the second-gear 1
In the path (second path) through which power is transmitted via the second step second pinion 22 and the second step gear 24, about 1/6. This is to make it possible to use the propulsion propeller output at the maximum of 100% and the rated 72% when the ship sails in the ocean.

On the other hand, the structure of the rudder device 31 is as shown in FIGS. The port side rudder 32 and the starboard side rudder 33 are arranged behind the one unidirectional rotation type propeller 6 symmetrically with respect to the vertical plane including the propeller propeller axis 34. In the horizontal cross section of each rudder, the contour is, for example, for the port rudder 32, as shown in FIG.
The cross-sectional width is gradually increased to reach the maximum width, and then the cross-sectional width is gradually reduced to form a streamlined shape, and the concave surface 36 is formed at the rear end of the side surface on the port side. This is the so-called fixed geometric high-lift cross section contour, which is the surface that mainly produces high lift. A top end plate 37 and a bottom end plate 38 that project to the port side are attached to the top and bottom surfaces of each rudder 32, 33, respectively. ○ Fix the rudder shaft 39 on the rudder rotation center line of the top of each rudder. The steering gear 40 is attached to the upper end of each rudder axle. The port side rudder 32 can be rotated by the steering gear 40 in a clockwise direction when viewed from above, over a straight line passing through the axes of the two rudder shafts, to a minimum of 15 °, and the starboard rudder 33 can also be rotated counterclockwise. Allow rotation in a clockwise direction past the straight line for a minimum of 15 °. In order to control each rudder so that thrust can be generated in any direction of 360 ° all around, which is necessary for maneuvering a ship, by combining the rotational angle positions of each rudder 32, 33, as shown in FIG. As shown, a control panel 42 is provided with an operation device (joystick) 41 that is operated by one operation lever on a two-dimensional surface. Control panel 42
Is for centrally controlling the above electric propulsion device and rudder device and equipping a necessary safety protection system,
It will be installed on the bridge (ship operation position). ○ Because the generation frequency is variable due to the rotation speed control of the propulsion motor, the main switchboard bus frequency fluctuates. Therefore, if this power source is directly supplied to the onboard load, the power frequency of the load will fluctuate. Therefore, as shown in FIG. 1, a constant frequency power supply device 71 is provided for a load that is uncomfortable when the power supply frequency fluctuates, and the power from the main switchboard is controlled to always have a constant frequency. Make sure to power the onboard load. In this case, since the inboard load that requires a constant frequency is generally small, the capacity of the constant frequency power supply device can be small.

The control panel, as shown in FIG. Switch for starting and stopping the generator 2. Rotational speed control dial for generator-driven diesel engine 3. Switch for starting and stopping the propulsion motor 4. 5. Deceleration clutch engagement / disengagement and speed changeover switch 5.2 Steering joystick with rudder 6. It consists of a generator, main power supply system, electric motor, deceleration clutch, propulsion device, rudder operation and propulsion, and turning state monitor. A. The pilot shall: Turn on the generator start switch in sequence and check the generator operation and bus connection. Bus connection is performed by automatic ACB input, and load distribution of each generator is performed by an automatic load sharing device. 2. The speed of the generator, that is, the frequency, is adjusted by the speed control dial to a value according to the occasion. 3. Turn on the start switch of the propulsion motor sequentially. The electric motor interlocks so that the next electric motor starts starting after the first electric motor has completed starting. The motor clutch is automatically engaged when the motor completes starting. 4. The deceleration clutch is engaged / disengaged and the speed changeover switch is selectively turned on in accordance with the desired gear ratio, the clutch is engaged, and then the rotation of the propulsion device is confirmed.

In this state, since the rudder is always set at the hovering position, the forward thrust by the propulsion device is braked by the rudder and the hull does not receive thrust even when the propulsion device rotates. 5. The operator operates the steering joystick to loosen the braking force of the rudder and, at the same time, gradually adjust the magnitude and direction of the thrust by various combinations of the rudder angles of the two rudders to gradually move the ship. 6. Vessel control at the time of leaving and leaving a port, which requires control over a wide range of ship speeds and directions, is performed as described above. However, when sailing in a wide sea area and performing normal navigation, for example, two vessels are used for automatic navigation. The rudder steers in parallel and in conjunction.

The ship speed is controlled by arbitrarily changing the rotation speed of the generator, changing the reduction ratio of the reduction clutch, or performing both of them depending on the navigation conditions at that time. 7. Normal operation is performed as described above, but if you want to suspend any generator or propulsion motor for low load operation or maintenance, lower the generator speed or decelerate the deceleration clutch. By putting in the high ratio side or both to reduce the total load of the generator and the total load of the motor by lowering the rotation of the propulsion device and lowering the propulsion output, the generator or propulsion motor is disconnected, It can be stopped. B. If you want to stop the boat next, 1. When the ship reaches the water area where it is about to berth, the motion and control of the ship are controlled by the rudder steering joystick to arbitrarily adjust the magnitude and direction of the thrust by various combinations of the rudder angles of the two rudders described in A-3. Berth, 2. When the ship is berthed and berthed, move the rudder steering joystick to the hovering position. 3. After confirming the hovering position of the rudder, disengage the engagement / disengagement switch of the speed switching deceleration clutch and confirm disengagement of the clutch. 4. After confirming the disengagement of the clutch, stop the propulsion motor,
Separate each generator from the bus and stop it.

The operation / control system as described above is configured so that the operation can be easily performed, and a monitor that graphically displays the operating state of each device and an interface between the operations of each device are displayed. Configured as a control panel that incorporates a locked safety device.

The operation and display state will be described in detail. First, for example, the No. 1 “departure” push button 43 is pressed to activate the generator 2. When the generator is activated and in operation, the display 52 of the generator (No. 1) on the monitor 51 changes from "white" to "green" to indicate that the generator has operated. Next, when the generator voltage rises, the line 53 changes from "white" to "green". When the generator voltage rises and the ACB of the main switchboard is turned on, the display 54 of ACB1 changes from "white" to "green".
If the power is not separately supplied from the power source to the busbar, the busbar display 55 changes from “white” to “green”, indicating that the first generator is properly connected to the busbar. When the power is already supplied from the auxiliary generator or the like, the color of the bus bar display is already green. Similarly, the No. 2 “departure” push button 43 is pressed to activate the No. 2 generator. When the generator starts, the generator display (No. 2) 52 changes from white to green, and when the generator voltage rises, the line 53 of No. 2 changes from "white" to "green". Work 2
When the ACB of No. is input, the display 54 of ACB2 is "white".
Changes to "green" to indicate that it is connected to the busbar. The same applies to the startup of the No. 3 generator.

The rotation speed control dial 45 of the generator-driven diesel engine may be set at any position, but setting it at the minimum rotation position means that the rotation at the time of starting the propulsion device is kept low. desirable.

When the rotation speed is set by operating the rotation speed control dial 45, the rotation of the diesel engine 1 is controlled correspondingly, and the rotation speed is displayed on the rotation speed display 68.

Next, when the No. 1 push button 46 of the propulsion motor is pressed, the No. 1 propulsion motor 4 is started and the No. 1 electric motor display 5 is displayed.
6 turns green, and when the start is completed, a fitting command is issued to the first motor clutch 26, and when the first motor clutch 26 is engaged, the first motor clutch display 58 changes to green.

Next, in the same manner, the propulsion motor No. 2 "departure" push button 4
When 6 is pressed, the No. 2 propulsion motor 5 starts, the No. 2 electric motor display 56 turns green, and when the start is completed, a fitting command is issued to the No. 2 electric motor clutch 27, and the No. 2 electric motor clutch 27
When is engaged, the No. 2 motor clutch display 58 turns green. "Remove" 48, "1" 49 of the deceleration clutch push button,
"2" 50 commands "disengage" to disengage the clutch,
“1” means the clutch engagement command of the first path clutch 28 of the reduction gear transmission, and “2” means the clutch engagement command of the second path clutch 29.

For example, when the push button "1" 49 is pushed, only the first clutch 28 is engaged and the other clutches are "disengaged". If the clutch engagement state is confirmed and is normal, the clutch display 60 indicates “1” indicating the first path.
Is displayed, the speed reducer display 59 turns green, the propeller propeller 6 operates, and the propeller propeller display 61 turns green.

Then, the propeller rotation speed is displayed in the propeller rotation speed display portion 62 in the propeller propeller display. This propeller rotation speed display corresponds to the rotation speed of the propulsion propeller 6, and the rotation speed of the propulsion propeller 6 changes by switching the rotation speed dial of the generator-driven diesel engine and the engagement / disengagement speed changeover switch of the reduction clutch. If so, the rotation speed display will change accordingly. Further, the display 63 (63-1, 63-2) of the rudder and the steering gear activates the steering gear hydraulic pump, power is turned on to the steering gear control unit and the steering handle of the two rudders, and the steering is ready. Then it becomes green. It is assumed that the display 63 changes its display angle according to the turning angle. The display 63-1 shows the hover state and the display 63-2 shows the immediately preceding state. By operating the steering joystick 64 with two rudders, the ship is guided arbitrarily. At this time, the monitor 65, which simulates the movement of the hull corresponding to the combination of the rudder angles of the two rudders, is used to assist the maneuvering. The monitor 65 uses the steering joystick operation to determine the traveling direction of the hull and the magnitude of the propulsive force. Is provided as a vector 66 and a portion 67 for displaying the left and right steering angles. Before the propulsion propeller is started, both steering angles are set to the hover position.

The steering control by the combination of the rudder angles of the two-sheet rudder is as follows. The two rudders 32 and 33 generate high lift when the propulsion propeller wake flows along the high lift surface on the port side when a rotation angle is applied to the port side. For example, with respect to the port side rudder 32, when the wake of the propulsion propeller 6 flows in a streamlined manner along the port side surface at the position rotated clockwise from the top, a normal lift is generated. ,
At the concave surface 36 near the rear end, the flow is deflected so as to generate a reaction force, which results in high lift. The starboard-side rudder 33 symmetrically generates a high lift when rotated counterclockwise. The thrust generated by each combination of the rotational positions of the starboard rudders 32 and 33 and the variable duct effect formed by the two rudders generate thrust for manipulating the hull. When it is necessary to further reduce the forward traveling speed of the ship to a speed lower than the speed corresponding to the minimum propelling propeller rotation speed, that is, when the ship is traveling at a low speed, the two rudders 32 and 33 are
As shown in FIG. 7 (g), it is placed in the shape of “C”. In this way, the lateral component of the lift generated by each rudder is offset by the left and right rudders, leaving only the component in the forward direction, which allows the vessel to move forward. By adjusting the angle of the "C" shape, the magnitude of the forward force component can be freely changed, and the forward speed of the ship is zero from zero to the speed corresponding to the minimum speed of the propeller propeller. It can be controlled in stages. ○ When the vessel is moved backward, as shown in FIG. 7 (c), the port rudder 32 is moved by the steering gear 40 in a clockwise direction when viewed from above and a straight line passing through the axes of the two rudder shafts 39 is moved. In the position rotated beyond the minimum of 15 °, the starboard rudder 33
Similarly, in the counterclockwise direction, a minimum of 15 ° over a straight line.
Put them in the rotated position. In other words, make the clam shell open. ○ When it is necessary to urgently perform the reverse maneuvering of the ship (crash astern), place the two rudders in the reverse position and switch the power transmission of the rotation speed switching reduction gear 8 to the second path. The highest propulsion propeller speed available from this system. As a result, the amount of water flowing back from the propeller increases, the amount of water reversing due to the two rudders increases, and the reverse thrust increases.

As other ship operation modes, various rotational positions of the two rudders 32 and 33 are combined. That is, for the forward and leftward turning, the two rudders are placed at the rotational position as shown in FIG. 7 (b). For reverse left and right turns, the two rudders are in the rotational position as shown in FIG. 7 (d), for hovering (stationary in place), as shown in FIG. 7 (e), and , For spinning (turning on the spot),
Place them in the positions shown in (f).

The top end plate 37 and the bottom end plate 38 prevent the wake of the propeller propeller flowing over the high lift generating surface on the port side of each rudder from escaping upward and downward at the top and bottom, and effective water flow. Highly lifted surface can be contained. Therefore, a high lift is effectively generated in the rudder.

During sea voyage, the steering is switched from the steering joystick to a separately equipped autopilot or the like so that the two rudders are steered in parallel. This is an appropriate method for carrying out normal steering, because omnidirectional control of the traveling direction of the ship and ship speed control by the combination of the rudder angles of the two rudders are not required during ocean navigation. The control of the ship speed is carried out by changing the frequency of the propulsion motor by changing the frequency with the rotation speed control dial 45 of the generator-driven diesel engine, or by changing the speed of the deceleration clutch. By changing the route,
Or a combination of both. The procedure for stopping the ship is
Reverse the above procedure. When the steering angle is hover, the engagement / disengagement of the reducer clutch is "disengaged", and the connection between the propeller propulsion unit and the electric motor is disengaged, the propeller, the reducer and the clutch display sequentially become "white".

Next, when the propulsion motors 4 and 5 are sequentially stopped, the motor display 46 changes to "white". By pressing the stop push button of the generator, the load sharing device of the generator shifts the load of the generator to the rest of the generators, then trips the ACB, and stops the generator. At this time, the ACB display 54, the line 53, and the generator display 52 change to "white". Similarly, the remaining electric motors are sequentially stopped.

If necessary, power is supplied from another power source to stop the ship. Monitor 51 that displays the operating status of each device
As described above, the display color of is "white" when the device is stopped and "green" when the device is operating normally. Also, abnormalities shall be displayed in "red".

As shown in FIGS. 8 to 9, by mounting the electric propulsion apparatus of this embodiment on a ship, the length of the engine room is significantly shortened as compared with the case of conventional diesel propulsion. Moreover, the propulsion motor 4 and the rotation speed switching speed reducer 8
And, a plurality of diesel engines 1 (three in this embodiment) and the AC generator 2 can be arranged on different decks, whereby the length of the hull can be shortened and the construction cost can be reduced. Alternatively, the amount of cargo to be loaded can be increased, and the economy of the ship is improved. [Second Embodiment] Further, although two propulsion motors are used in the above first embodiment, when a large output is required and the maximum capacity of the propulsion motors that can be produced by two is exceeded, Alternatively, when it is necessary to further suppress the starting current, or when more detailed control of the number of operating propulsion motors is desired, as shown in FIG. 10, the propulsion motors 4 and 4 for driving the pinions 11 and 14 are used as a method of increasing the propulsion motors.
5, the electric motors 4'and 5'are directly connected to them in a skewed shape, so that the structure can be implemented without complicating the structure of the rotation speed switching reduction gear transmission.

[0042]

As described above, according to the present invention, the decelerating maneuver and the reverse maneuver are handled by the two-rudder device, and the switching of the propulsion propeller rotation speed is converted to the pole number of the propulsion motor and the rotation speed with the clutch. By switching the power transmission path of the switching speed reducer and starting the propulsion motor by dividing it into multiple units, a constant rotation (no reverse rotation required) AC cage induction motor can be adopted. Compared with the electric propulsion system, the fuel consumption can be reduced by about 5%, and the volume and weight of the engine part can be reduced. In addition, since the propulsion propeller can be operated by the two-rudder device while always operating, the propulsion motor is frequently started / stopped / rotational speed control / rotation direction control during ship operation like conventional electric propulsion devices. There is no need for this, the control of the engine is easy, and the maintenance of the engine during voyage is not required, so that the engine section can be unmanned.

[Brief description of drawings]

FIG. 1 is a block diagram showing a ship propulsion control device according to a first embodiment of the present invention.

FIG. 2 is a schematic diagram showing a configuration of a rotation speed switching speed reducing device with a clutch in the same embodiment.

FIG. 3 is a side view of a rudder device in the same embodiment.

FIG. 4 is a rear view of the rudder device in the same embodiment.

FIG. 5 is a plan sectional view of a rudder in the same embodiment.

FIG. 6 is a front view of a control panel according to the same embodiment.

7A to 7G are schematic diagrams showing combinations of rudder rotation angles in the same embodiment.

FIG. 8 is a schematic diagram showing an arrangement structure of a propulsion motor in the same embodiment.

FIG. 9 is a schematic view showing an arrangement structure of an AC generator according to the same embodiment.

FIG. 10 is a schematic diagram showing an arrangement structure of a propulsion motor and a speed reducer in a second embodiment.

FIG. 11 is a block diagram showing a conventional ship propulsion control device.

[Explanation of symbols]

 1 Diesel Engine 2 Alternator 3 Starter 4 First Propulsion Motor 5 Second Propulsion Motor 6 Propulsion Propeller 8 Reduction Gear 32, 33 Rudder 40 Steering Gear 42 Control Panel

Claims (1)

[Claims] 1. A plurality of frequency-variable diesel AC generators whose speed can be adjusted within a certain range by governor control, and a plurality of constant rotation induction cage type propulsion motors driven by the AC power generated by the diesel AC generators. And a rotational speed switching speed reducer with a clutch provided between the output shaft of the propulsion motor and the propulsion propeller shaft, and symmetrically behind the propulsion propeller. Fixed geometric high lift cross-section that enables deceleration, backward, forward / left / right turn, backward / left / right turn, in-situ (hovering), in-situ (spinning) operations by controlling the wake. It is characterized by a two-rudder device with a contour and a control panel equipped with various devices for centralized control and a necessary safety protection system. Gas-propulsion and ship propulsion steering control apparatus according to the two rudder.