JPS6171299A - Generator for driving main machine shaft - Google Patents

Abstract

PURPOSE:To avoid blackout upon emergency backing by controlling such that first fit/unfit system is unfitted with correspondence to lowering of rotation of the output shaft of main engine while fitting second fit/unfit system. CONSTITUTION:Lubrication sliding first and second clutches 19, 18 will increase/ decrease the pressing force of clutch board 23 by varying the hydraulic pressure P thus to select fit, unfit or slide condition of the gears 6, 8. Under fuel cut condition of main machine 1 after command of emergency back, the rotary speed of propulsion system 3 will decrease quickly. Rotation of main machine shaft 2 is detected through a sensor 22 to fit second clutch 18 while to unfit first clutch 19 before lowering below 70% of rated rotation by controlling the hydraulic pressure P in first and second clutches 18, 18 thereby increasing the speed increase rate gradually and to double said rate finally.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a main shaft drive power generation device.

[Conventional technology]

In recent years, energy saving and maintenance saving have been emphasized in ships, and with regard to generators in particular, main engine shaft drive generators (hereinafter referred to as shaft generators) have been attracting attention.

-F Nijite.

Large ships require constant frequency, constant voltage alternating current to drive all electric pumps, etc., but in order to obtain this kind of alternating current even when the rotational speed of the main engine shaft changes, a constant speed rotation device is installed at the tip of the shaft. It is common to be equipped with

By the way, a special feature of ships is that emergency asterning is necessary to avoid dangers such as collisions, and after an emergency asterning command is given, the rotational speed of the main engine rapidly decreases and then reverses, as shown in the diagram in Figure 3. However, in this case, the conventional axle tip cannot supply electricity at a constant frequency, so it is necessary to transfer the onboard power from the axle tip to a diesel generator or the like. Conventionally, in order to continuously transfer power generation from the shaft end to the diesel generator, a period of time was provided for the shaft end and the diesel generator to operate in parallel, and during that time, the voltage phase of both power generation was matched to generate the entire power. The method of ranking is generally adopted.

However, in the case of issuing an emergency astern, as shown in the figure, the main engine shaft rotation speed drops to 50% of the speed during forward cruising in a short period of 10 seconds, so the system automatically starts up after issuing an emergency astern. However, there was not enough time to match the voltage phase with the diesel generator that was trying to back up power, and the ship's power could not be continuously transferred from the shaft source to the diesel generator, so the ship was in a state of power outage for a short time. ′ (hereinafter referred to as blank-out).

Therefore, such a device has the following drawbacks.

(1) When an emergency astern command is given, the ship is in a dangerous situation such as a collision, but if a blackout occurs, the electric main engine lubricating oil pump will stop during that time, so fuel should be proactively injected into the cylinders of all main engines. The main engine could not be reversed, and there was a strong possibility that the danger in point 7 would become even more serious.

(2) Ships like (1) are generally not eligible for unmanned engine rooms by classification societies, and if that happens, it will not be possible to reduce the number of crew members required.

[Problem that the invention seeks to solve]

The present invention was proposed in view of these circumstances, and
By avoiding internal blackout during emergency reversing!
The purpose of the present invention is to provide a main engine shaft and drive power generator that minimizes the dangers of ships and reduces the number of crew members.

[Means for solving problems]

For the purpose of 7, the present invention provides a main engine shaft drive power generation device driven by the main engine output shaft via a first speed increasing gear device, in which the main engine output shaft and the main engine shaft are connected in parallel with the first speed increasing gear device. a second speed increasing gear device inserted between the drive power generating device and having a speed increasing ratio approximately twice that of the first speed increasing gear device; and the first and second speed increasing gear devices. first and second fitting and disengaging devices respectively attached to the gear device and respectively fitting and disengaging the outputs of the first and second speed increasing gear devices to the main engine shaft drive power generating device; and the rotation speed of the main engine output shaft. In response to the decline in
The present invention is characterized by comprising a control device which causes the second fitting/disengaging device to be fitted in place when the second fitting/disengaging device is removed.

[Effect]

With the above-mentioned configuration, it is possible to obtain a main shaft drive power generation system that not only minimizes the danger to the ship by avoiding a blackout inside the ship during emergency asterning but also reduces the number of crew members.

〔Example〕

Referring to all drawings of an embodiment of the present invention, FIG. 1 is a system diagram showing its configuration, and FIG. 2 is an enlarged vertical sectional view showing details of the clutch shown in FIG. 1.

In the above figure, 1 is the main engine that drives the propeller 3 via the main engine shaft 2 to propel the ship, 4 is a gear fixed to the main engine 1 Plj 2, and 1 is a gear shaft linked to the second clutch 18. It meshes with a gear 5 fixed to the other end of the gear 11.

Reference numeral 7 indicates gears 9 and 10, one end of which is fixed to the other end of the gear shaft 12 that is interlocked with the first clutch 19, and meshes with the gear 5.
and X are coaxially fixed to the gear shaft 13 of the constant rotation device 14. 15 is a constant rotation device using a fluid coupling or the like directly connected to it; 16 is a hydraulic controller for a hydraulic device 17 programmed with a microcomputer for hydraulic control of the second clutch 18 and first clutch 19; By changing the oil pressure pk, the pressing force of the clutch plate 23 is increased or decreased to select the engagement, disengagement, and disengagement states of the gears 6 and 8. 21 is a sensor for detecting the shaft rotation speed of the generator 15; 22 is a sensor for detecting the shaft rotation speed of the main engine 1; , by gear 6 and gear 9.
In these devices, which constitute each of the speed increasing gear devices, during normal voyage, all power generation power transmission paths are connected to the main engine shaft 2 → tooth east 4 → gear 5 → gear shaft 7 → gear shaft 12 → first Clutch 19 → Gear 8 → Gear 10 → Gear @ 13 → Constant rotation device 14, transmits power to the constant rotation device 14, where the shaft rotation speed of the generator 1-5 is detected by the sensor 20.
While giving feedback, small fluctuations in the rotational speed of the main engine 1, such as rated rotation HO105 to 70%, are corrected, and power generation (15 ↑ constant rotation speed 1, for example, 1800 rpm, as shown here) is carried out during normal voyage. Inside is a 4-pole generator 15
Then, it is possible to generate a constant 60 Hz alternating current.When the main engine 1 fuel is cut off after an emergency reverse command, the thruster 3
As shown in Figure 3, the rotational speed of the propeller 3 rapidly decreases to about 50% of the rated value, but since the ship owner is responsible after the 7th step, the propulsion unit 3 maintains its normal rated speed, which allows it to inject brake air into the main engine 1. The ship continues to idle for a relatively long time, about 15 minutes, until the rotation speed reaches about 30%, and during this idle time, the onboard power is transferred from the shaft to a diesel generator (not shown) that is on standby for load application after startup.

Then, the sensor 22 detects the entire rotation speed of the main engine shaft 2,
Before it drops to 70% of the rating, engage the second clutch 18,
In order to disengage the first clutch 19, the second clutch 1
8 and the first clutch 19 to gradually increase the speed increase ratio, and finally the speed increase ratio is approximately twice that during normal voyage, and the rotation of the main engine shaft 2 is in the range of 70 to 30%. Even if the speed increases, the generator 15 rotates at the full rated rotation speed, and during the idle rotation of the main engine shaft 2 at the rated rotation speed of 50 to 30 inches, the inboard power is transferred from the shaft source to the diesel generator. Do the following.

The power generation power transmission path at this time is main shaft 2 → gear 4 → gear 5 → gear shaft 11 → second clutch 18 → gear 6 → gear 9 → gear shaft 13 → constant rotation device 14.

In addition, if the constant rotation device 14 exceeds its own control capability range and the axis frequency deviates from the set range, the sensor 21 detects it and changes it to a value other than the oil pressure pt program value to maintain the set range. .

According to such a device, the following effects can be achieved.

(1) Since there is no blanking out even during emergency reversing, various dangers due to blackouts can be avoided.

(2) It will be easier to obtain qualifications for unmanned engine rooms, leading to labor savings. 4 [Effects of the Invention] In short, according to the present invention, in the main engine shaft drive power generator driven by the main engine output shaft via the first speed increasing gear system K, the main engine a second speed increasing gear device inserted between the engine output shaft and the main engine shaft (drive power generation device) and having a speed increasing ratio approximately twice that of the first speed increasing gear device; and a first and second fitting/disconnecting device attached to the second speed increasing gear device, respectively, for fitting and disengaging the outputs of the first and second speed increasing gear devices, respectively, to the main shaft drive power generating device; By including a control device that automatically engages the second engagement/disassembly device when the first engagement/disassembly device is disengaged in response to a decrease in the rotational speed of the engine output shaft, it is possible to prevent the inside of the ship during emergency reversing. The present invention is extremely useful industrially because it provides a main shaft drive power generator that minimizes ship danger by avoiding blackouts and reduces the number of crew members.

[Brief explanation of drawings]

Fig. 1 is a system diagram showing the components of an embodiment of the present invention, Fig. 2 is an enlarged vertical sectional view showing details of the clutch shown in Fig. 1, and Fig. 3 is a main engine shaft after an emergency reverse command in a known ship. and a rotation speed transition diagram of the diesel generator shaft. 1. Main engine, 2. Main engine shaft, 3. Propulsion device, 4-10.
・Gears, 11-13...Gear shaft, 14...Constant rotation device,
15... Generator, 16... Hydraulic controller, 17...
・Hydraulic system, 18...Second clutch, 19...First clutch, 20-22...Sensor, Sub-Agent and Patent Attorney Masafumi Tsukamoto Figure 7

Claims (1)

[Scope of Claim] In a main engine shaft drive power generation device driven by the main engine output shaft via a first speed increasing gear device, the main engine output shaft and the main engine shaft drive power generation device are connected in parallel with the first speed increasing gear device. a second speed increasing gear device inserted between the device and the second speed increasing gear device having a speed increasing ratio approximately twice that of the first speed increasing gear device; Each is attached to the above 1st
and first and second fitting and disengaging devices for respectively fitting and disengaging the output of the second speed increasing gear device to the main engine shaft drive power generating device; 1. A main shaft drive power generation device comprising: a control device which causes the second fitting/disengaging device to be fitted when the fitting/disengaging device is removed.