JPS6217356Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention provides for a ship equipped with a main propulsion variable pitch propeller directly driven by a main engine and an auxiliary ship maneuvering propulsion propeller driven by an electric motor. The problem is how to reduce the excessive equipment of power engines for driving electric motors.

It is clear that the larger the output of auxiliary propulsion devices such as swing thrusters and side thrusters mounted on ships, the more effective they are, but there are some propulsion systems in which the output is larger than necessary. must be eliminated as much as possible for the following reasons.

The power sources required for these auxiliary propulsion units are relatively large-scale compared to other equipment, and if power sources are installed carelessly according to the required power, other equipment will be damaged. This disadvantage is even more pronounced considering that the time the auxiliary propulsion system is used is only a small part of the total operating time of the ship. become something.

The present invention is equipped with both a main propulsion variable pitch propeller that is directly driven by the main engine and an auxiliary propulsion propulsion propeller for ship maneuvering that is driven by an electric motor. The main engine for driving has two rotational speeds, namely:
In a ship where two rotational speeds are controlled: a cruising rotational speed suitable for cruising the ship and a maneuvering rotational speed lower than this cruising rotational speed and suitable for ship maneuvering, two generators, that is, the above-mentioned variable pitch propeller are operated. Two generators, one driven at a fixed specific speed ratio from the main shaft of the main engine for driving, and the other driven at a variable speed ratio from the same main shaft via a disengaging clutch. The generator is designed to generate a predetermined frequency and voltage for the onboard generator load when the main engine is at cruising speed; , designed to generate a predetermined frequency and voltage to the shipboard generator load when the main engine is at a maneuvering speed with the engagement and disengagement clutch being engaged and driven at a constant speed ratio. The electric motor for the auxiliary propulsion device is designed to match the frequency generated by the generator when the main engine is at the speed of maneuvering the ship, and the electric motor is designed to match the frequency generated by the generator when the main engine is at the speed of maneuvering the ship. It is an object of the present invention to provide a power generation device for a ship, which is characterized in that it receives electric power from a ship, thereby minimizing the ratio of power equipment for driving an auxiliary propulsion device to the total power equipment.

Hereinafter, the present invention will be specifically explained in detail with reference to one embodiment shown in the drawings.

In FIG. 1, reference numeral 1 denotes a main propulsion variable pitch propeller that is directly driven by a main engine 2. The main engine 2 is controlled to have two rotational speeds: a cruising rotational speed suitable for cruising the ship and a ship maneuvering rotational speed lower than the cruising rotational speed and suitable for ship maneuvering.
3 is an auxiliary propulsion propeller for ship maneuvering, which is driven by an electric motor 4 conceptually drawn in the figure, and is used as a side thruster, etc.; 5 is a generator load for the ship's interior when the main engine is at cruising speed; This generator is designed to generate a predetermined frequency and voltage, and will hereinafter be referred to as a generator 5. 6
is another generator provided in addition to the generator 5, and when the main engine is operated at the maneuvering speed, the clutch described later does not slip and rotates at a constant speed ratio with respect to the main shaft of the main engine. Sometimes they are designed to generate such predetermined frequencies and voltages for onboard generator loads. Hereinafter, this generator 6 will be referred to as a generator 6.

Both generators are also connected to the main engine 2 via a speed increaser 7. The generator 5 is driven from the main shaft 8 of the main engine 2 at a fixed specific speed ratio, whereas the generator 6 is driven from the main shaft via a disengaging clutch 9 that can also be controlled by slippage. Driven at variable speed ratios as required. However, when the generator 6 is connected by the clutch 9 without slipping, the generator 6 is driven at a fixed specific speed ratio from the main shaft of the main engine, like the generator. Therefore, when the clutch 9 is slipping, the input shaft on the right side of the clutch has a higher rotational speed than the output shaft on the left side.

In the figure, 10 is an auxiliary engine (for example, a diesel engine) connected to a generator via a clutch 11, and 12 detects the rotation speed on the secondary side (left side) of the clutch 9, and corrects the deviation from the set rotation speed. 13 is a steam turbine that is driven using the exhaust heat of the main engine 2 and supplies power to the generator, and its output is equal to the required power of the generator. Even if there is an excess or deficiency in power, it is not a problem because it is compensated for by the main engine. Reference numeral 14 denotes a clutch, which, like the clutch 11, may be engaged and disengaged manually, but if it is a one-way clutch, the engagement and disengagement will be automated. 15,1
Reference numerals 6 and 17 are interlocking switches for switching between sending the output of the generator to the ship at the destination 18 or to the electric motor 4 for driving the ship and the auxiliary propulsion device.

To explain the operations and effects during the transition from cruising to maneuvering in the above configuration, when the main engine is at cruising speed, the generator supplies power to the ship at the required frequency and voltage mentioned earlier. supplying. In this state, the switches 15, 16, and 17 are indicated by dashed lines in the figure. The auxiliary propulsion device 3 is of course not driven.

The first procedure for transitioning to ship maneuvering is to slip the clutch 9 into the engaged state. During cruising, the rotation speed of the generator that starts rotating when it is fitted onto the input shaft of clutch 9 (on the right side in the drawing) is rotating at a higher rotation speed than the generator rotation speed in the ratio of cruising rotation speed / ship maneuvering rotation speed. The degree of slippage is controlled according to the degree of engagement of the clutch 9, which is adjusted based on a command from the rotational speed detector 12, and the rotational speed is adjusted to an appropriate rotational speed. That is, the rotation speed is controlled to be the same as the rotation speed of the generator. As mentioned above, the generator is manufactured so that its output voltage is appropriate. Furthermore, phase adjustment is performed between the generator and when the rotation speed and phase become the same, switch 1
5, 16, and 17 are switched. At this time, the onboard power source is switched from the generator.

After the generator is replaced, the rotational speed of the main engine 2 is gradually lowered from the cruising rotational speed toward the maneuvering rotational speed, and the amount of slippage of the clutch 9 is reduced accordingly. The difference in rotational speed between the left and right shafts of the clutch 9 gradually decreases.

When the rotational speed of the main engine falls to the ship operating rotational speed, the clutch 9 will no longer slip and the generator will be directly connected to the main engine. On the other hand, naturally, the rotational speed of the generator decreases at a ratio that is the reciprocal of the above ratio.

In this way, the electric motor 4, which is manufactured to match the output frequency of the generator when the rotational speed decreases and is already connected to the generator, will perform its function. That is, the auxiliary propulsion device 3 will perform its function when the main engine has finished transitioning from the cruising state to the maneuvering state.

Prior to stopping the main engine, the auxiliary engine 10 is started, and when this auxiliary engine has increased to the required rotation speed, the clutch 11 is engaged, while the clutch 9 is engaged, and the generator is exclusively operated by the auxiliary engine. 10
It will be driven by. During this transition, the power supply continues to be maintained without switching the electrical circuit. The main engine will stop and the ship will be at rest.

The process from starting the main engine to transitioning from the stopped state to the cruising state can be omitted because the above-mentioned procedures can be performed in reverse order.

As described in detail above, the present invention is useful for maneuvering and slow-speed navigation in ships equipped with variable pitch propellers, where the main propulsion unit and main engine are optimized for maneuvering or slow-speed navigation by setting the maneuvering rotation speed. Since the power for the auxiliary propulsion device, which is required to have a large capacity and is only available under these conditions, can be obtained from a generator directly connected to the main engine, there is no need to provide a special prime mover. gone,
In addition, when maneuvering the ship, the remaining power of the main engine, which is normally under low load, is used, eliminating waste, and one of the generators is the main engine's power source. Since they are driven at variable speed ratios that are unique to each rotational speed, the transition between the two states is smooth, and the onboard power supply can be maintained without interruption.

[Brief explanation of drawings]

FIG. 1 is a circuit diagram showing one embodiment of the present invention. 1...Variable pitch propeller, 2...Main engine, 3
...Auxiliary propulsion propeller, 4...Electric motor, 5...
Generator, 6... Generator, 9... Slip clutch, 10... Auxiliary engine, 13... Turbine, 1
5, 16, 17...Interlocking switch, 18...Destination.

Claims (1)

[Scope of utility model registration request] It is equipped with both a main propulsion variable pitch propeller that is directly driven by the main engine and an auxiliary ship maneuvering propulsion propeller that is driven by an electric motor. In a ship where the main engine is controlled at two rotational speeds, that is, a cruising rotational speed suitable for cruising the ship, and a ship maneuvering rotational speed lower than the cruising rotational speed and suitable for ship maneuvering, Two generators, one driven at a fixed inherent speed ratio from the main shaft of the main engine for driving the variable pitch propeller, and the other driven at a variable speed ratio from the same main shaft via an engagement/disengagement clutch. 2 with a generator driven by
The generator is equipped with two generators, which are designed to generate a predetermined frequency and voltage for the onboard generator load when the main engine is at cruising speed; The generator is designed to generate a predetermined frequency and voltage for the onboard generator load when the main engine is at a maneuvering speed with the engagement and disengagement clutch engaged and driven at a constant speed ratio. In addition, the auxiliary propulsion motor is designed to match the frequency generated by the generator when the main engine is at the speed of maneuvering the ship; A power generating device for a ship, characterized in that it receives electric power from a generator.