WO2018225369A1

WO2018225369A1 - Ship propulsion device

Info

Publication number: WO2018225369A1
Application number: PCT/JP2018/014901
Authority: WO
Inventors: 真澄冨田; 拓郎畑本
Original assignee: 新潟原動機株式会社
Priority date: 2017-06-05
Filing date: 2018-04-09
Publication date: 2018-12-13
Also published as: JP6925596B2; CN110740930A; JP2018203059A; CN110740930B

Abstract

[Problem] To provide an inexpensive ship propulsion device that uses two motors without the need for a dedicated inverter and that can perform efficient drive control. [Solution] In this ship propulsion device 1, a motor A is linked to a ring gear of a planetary gearing mechanism 5, a motor B is linked to a sun gear via a clutch 15, and a propeller 6 is linked to a carrier C of a planetary gear P. A control unit 30 performs control so that the propeller is driven by only the motor A in a low-output region of the propeller, and is driven by both the motor A and the motor B in a high-output region. Performing efficient control that obviates the need for a large dedicated inverter and enables installation space to be effectively utilized, the control being performed in accordance with the output of the propeller by the two motors, makes it possible to conserve the amount of fuel consumed by a power-generating machine that drives an electric motor.

Description

Ship propulsion device

The present invention relates to an electric propulsion ship propulsion apparatus using a motor (electric motor) as a drive source, and in particular, includes two motors that drive a propeller via a planetary gear mechanism, and can perform efficient drive control. The present invention relates to an inexpensive ship propulsion device.

Patent Document 1 below discloses an invention of a ship propulsion device. The marine vessel propulsion device of the present invention includes an internal combustion engine and a motor generator as marine vessel propulsion devices each having an input shaft, and a propeller provided on an output shaft, and connects these two input / output shafts and an output shaft. A gear box of a planetary gear mechanism is provided. According to the present invention, the load torque is compared with the reference value, and the amount of power generated by the generator motor is controlled according to the result, and the assist output of the generator motor is controlled. According to this invention, it is supposed that the effect of improving the fuel consumption by keeping the output torque of the internal combustion engine propelling the ship constant can be obtained.

Patent Document 2 below discloses the invention of the variable side device. The variable side device of the present invention is a variable speed device in a general industrial machine such as a pump, and a configuration example of two input shafts and one output shaft using a planetary gear and a configuration example of one input shaft and two output shafts are disclosed. Has been. The rotation speed of each shaft is variable, and a fluid coupling is provided as a speed change mechanism. The efficiency can be improved by combining a planetary gear and a fluid coupling. In addition, a clutch capable of controlling the slip ratio is provided to change the rotation speed range. According to the present invention, it is possible to facilitate optimum design and increase efficiency more than in the past.

Patent Document 3 discloses an invention of a ship propulsion device. In order to drive the propeller, the marine apparatus of the present invention has two electric motors: a sub-motor that controls rotation by an inverter and an electric motor that controls rotation by a slip clutch. When the propeller rotational speed is less than the predetermined rotational speed, the propeller is rotated by controlling the low-power auxiliary motor with a small-capacity general-purpose inverter. At this time, in the main motor drive system, the rotation is not transmitted to the slip clutch input shaft by disconnecting the on-off clutch. When the propeller rotation speed exceeds a predetermined rotation speed, the main motor is switched from the sub-motor to the drive motor, the on-off clutch is connected, the rotation speed is controlled by the slip clutch, and the propeller is rotated.

In addition, when a fixed pitch propeller that does not require control and is cheaper than a variable pitch propeller is used in a conventional marine propulsion device, the propulsive force can be varied by controlling the propeller rotation speed in the entire range from 0 to the rated rotation. As the technique, the electric propulsion by the electric motor drive as described in Patent Document 3 is known. In electric propulsion driven by an electric motor, the electric motor needs to be controlled at a variable speed in order to change the rotation speed of the propeller, and an inverter is required for that purpose. In order to obtain a large output capable of driving the propeller of the ship and to stabilize the ship's inboard power supply, a harmonic suppression means such as a filter is necessary. The inverter it has is not handled as a general-purpose product and must be acquired as a custom-made product and is expensive. For this reason, there was a current situation that demand for electric propulsion is less than that of a ship propulsion device in which a propeller and an internal combustion engine are directly connected.

Japanese Patent No. 5830309 Japanese Patent No. 5778844 Japanese Patent No. 5942061

The marine vessel propulsion apparatus described in Patent Document 1 uses an internal combustion engine, and the internal combustion engine can arbitrarily change speed, whereas a planetary gear of a speed change mechanism is interposed between the internal combustion engine and the propeller. As a result, the efficiency is reduced by the amount of the gear. This document does not describe a method for efficiently controlling the entire rotation speed of the propeller by using planetary gears for the internal combustion engine and the motor.

According to the variable speed device described in Patent Document 2, when only the planetary gear is adopted as the speed change mechanism, the efficiency of the propeller can be reduced in all regions from 0 to the rated speed when the input shaft is set to a constant speed. Since it cannot be controlled well, a fluid coupling or a slip clutch that can control the slip rate is used as the speed change mechanism. However, slip loss occurs in both the fluid coupling and the slip clutch, so efficient control can be performed. There wasn't.

According to the marine vessel propulsion apparatus described in Patent Document 3, electric propulsion is driven by an electric motor. However, a custom-made inverter as described above is not necessary, but during operation, the rotational speed of the main motor is slipped in a high load region. Since the structure is controlled by the clutch and transmitted to the propeller, there is a problem that slip loss occurs and efficiency is deteriorated.

The present invention solves the problems in the prior art described above, and employs a structure in which two motors that do not require expensive custom-made inverters are used as drive sources and the propeller is driven via a planetary gear mechanism. It aims at providing the cheap ship propulsion apparatus which can perform efficient drive control by this.

The marine vessel propulsion device described in claim 1 is:
A planetary gear mechanism having a ring gear engaging with each other, a sun gear, and a planet gear mounted on a carrier;
A first motor connected to any of the ring gear, the sun gear, and the carrier and driven by an inverter;
A second motor connected to the ring gear, the sun gear, and the carrier that is not connected to the first motor and is driven at a constant speed;
A propeller connected to the ring gear, the sun gear, and the carrier that is not connected to the first motor and the second motor;
It is characterized by comprising.

The ship propulsion device described in claim 2 is the ship propulsion device according to claim 1,
The first motor is connected to the ring gear, the second motor is connected to the sun gear, and the propeller is connected to the carrier.

The ship propulsion device described in claim 3 is the ship propulsion device according to claim 2,
It has a clutch provided in the second motor, and a brake provided between the clutch and the sun gear.

The ship propulsion apparatus described in claim 4 is the ship propulsion apparatus according to claim 2,
It has a clutch provided in the second motor, and a reverse rotation prevention mechanism provided between the clutch and the sun gear.

A ship propulsion device according to claim 5 is the ship propulsion device according to any one of claims 1 to 4,
In the low output region where the output of the propeller is relatively small, the propeller is driven only by the first motor, and in the large output region where the output of the propeller is relatively large, the first motor and the second motor are driven. It has the control part which controls so that the said propeller may be driven with this motor.

According to the ship propulsion device described in

claims

1 and 2, the following effects can be obtained. That is, a custom-made inverter having harmonic suppression means such as a filter is large in size and needs to secure a corresponding installation space. However, a special-purpose inverter is not necessary for the second motor driven at a constant speed. For this reason, it is not necessary to secure a space, and the space can be used for other purposes (for example, a space for placing luggage in a work boat). Also, by using two motors and performing efficient control according to the propeller output, the fuel consumption of the power generation engine that drives the electric motor can be reduced.

According to the marine vessel propulsion device described in claim 3, since the clutch is provided in the second motor and the brake is provided between the clutch and the sun gear, the driving power of the propeller is not interrupted and stable navigation is possible. .

In the marine vessel propulsion device described in claim 4, since the clutch is provided in the second motor and the reverse rotation prevention mechanism is provided between the clutch and the sun gear, the driving power of the propeller is not interrupted and stable navigation is possible. At the same time, the propeller can be driven only in the direction of forward rotation.

According to the marine vessel propulsion device described in claim 5, the propeller is driven only by the first motor in the low output region and the propeller is driven by the first motor and the second motor in the high output region. Efficient control according to the output can be performed, and the fuel consumption of the power generation engine that drives the electric motor can be further reduced.

It is a schematic block diagram of the ship propulsion apparatus which is embodiment of this invention. It is a schematic structure figure of the drive system of the vessel propulsion device of an embodiment, and is a figure showing the driving force transmission situation at the time of low speed. It is a schematic structure figure of the drive system of the vessel propulsion device of an embodiment, and is a figure showing the driving force transmission situation at the time of high speed. FIG. 5 is a schematic diagram showing structures of a solar planetary gear mechanism, a planetary planetary gear mechanism, and a differential planetary gear mechanism that is a combination of a solar planetary gear mechanism and a planetary planetary gear mechanism. In order to show as an example the ratio of power shared by the ring gear and sun gear in the differential planetary gear mechanism, the power shared by the ring gear of the solar type planetary gear mechanism in the numerical example and the planetary planetary gear mechanism It is a table | surface figure of the example of calculation which showed the motive power etc. which the sun gear bears as an example. It is a graph which shows the relationship between the propeller output and shaft rotational speed in the ship propulsion apparatus of embodiment. It is a graph which shows the relationship etc. of the propeller rotational speed and propeller output in the ship propulsion apparatus of embodiment. It is a graph which shows the relationship between the propeller rotational speed and generator electric energy in the ship propulsion apparatus of embodiment and the ship propulsion apparatus of a comparative example. It is a schematic block diagram of the ship propulsion apparatus which is the 2nd Embodiment of this invention. It is a schematic block diagram of the drive system of the ship propulsion apparatus which is the 3rd Embodiment of this invention, and is a figure which shows the driving force transmission condition at the time of low speed.

An embodiment of the present invention will be described with reference to FIGS.
As shown in FIG. 1, a ship propulsion apparatus 1 according to the present embodiment relates to a so-called azimuth thruster that sets a propulsion direction by turning a horizontal propeller shaft 3 around a vertical shaft 2 that transmits power, and in particular, two units. Motors (electric motors) A and B are connected to the propeller shaft 3 via the planetary gear mechanism 5 in the gear box 4 and the motors A and B are switched according to the output of the propeller 6 for efficient control. The present invention relates to a ship propulsion device 1 that can be used.

The configuration of the marine vessel propulsion apparatus 1 of the present embodiment will be described mainly with reference to FIGS.
As shown in FIG. 1, a speed reducer 8 is attached to the upper surface of a stern base 7 of the ship. Inside the speed reducer 8, a horizontal transmission shaft 9, a vertical shaft provided below a substantially central portion of the transmission shaft 9, one end side (upper end side) of the vertical shaft 2, and the transmission shaft 9 are coupled to each other. A reduction gear 10 is provided.

As shown in FIG. 1, a strut 11 and a casing 12 are attached to the lower surface side of the bed 7 so as to be able to turn under the ship. The strut 11 and the casing 12 can be turned by a turning drive mechanism (not shown).

As shown in FIG. 1, the vertical shaft 2 passes through the floor 7 and the bottom of the ship and is disposed in the strut 11 and the casing 12, and the other end side (lower end side) of the vertical shaft 2 is not changed. One end side of the horizontal propeller shaft 3 is connected via the direction mechanism 13. The other end side of the propeller shaft 3 protrudes outside the casing 12, and a propeller 6 is attached to the other end side of the propeller shaft 3. The propeller 6 is a fixed pitch propeller. A substantially cylindrical duct 14 surrounding the propeller 6 is attached to the casing 12.

As shown in FIG. 1, a gear box 4 is provided inside the ship so that the first input shaft 21, the second input shaft 22, and the output shaft 23 protrude outward. The output shaft 23 is connected to the end of the transmission shaft 9 of the speed reducer 8.

A planetary gear mechanism 5 as shown in FIGS. 2 and 3 is accommodated in the gear box 4 shown in FIG. The planetary gear mechanism 5 includes a ring gear R, a sun gear S, and a planet gear P mounted on a carrier C, and these three types of gears mesh with each other. The ring gear R is provided with external teeth, and the drive gear D is engaged with the external teeth.

2 and 3, one end of the first input shaft 21 is connected to the drive gear D. One end of the second input shaft 22 is connected to the sun gear S. One end of the output shaft 23 is connected to a carrier C on which a planet gear P is mounted. The other end of the first input shaft 21 is connected to a motor A as a first motor. The other end of the second input shaft 22 is connected to a motor B as a second motor via a clutch 15. The second input shaft 22 is provided with a brake 16 between the clutch 15 and the sun gear S. The clutch 15 and the brake 16 shown in FIGS. 2 and 3 are provided inside the gear box 4 shown in FIG.

2 and 3, the planetary gear mechanism 5 is a differential type in which the ring gear R, sun gear S, planet gear P, and carrier C can all operate. As shown in FIG. 2, when the clutch 15 is turned off and the brake 16 is turned on and the sun gear S is fixed, if the motor A rotates the ring gear R via the drive gear D, the planet gear P and the carrier C rotate. Then, the output shaft 23 provided with the propeller 6 rotates. Further, as shown in FIG. 3, in a state where the clutch 15 is turned on and the brake 16 is turned off, the motor A rotates the ring gear R by the drive gear D and the motor B rotates the sun gear S. The planet gear P and the carrier C are rotated, and the output shaft 23 provided with the propeller 6 is rotated. The details of the operation will be described later. At low speed, the motor A is operated only as shown in FIG. 2, and at high speed, the rotation speed of the motor A is decreased, the brake 16 is released and the clutch 15 is connected, and the motor B is operated at a constant speed. And the driving speed is adjusted by the motor A.

As shown in FIG. 1, the motor A is connected to the first input shaft 21 of the gear box 4. The motor A is an inverter motor controlled by a general-purpose inverter 17 including a filter that is a countermeasure against harmonics. Here, the general-purpose inverter 17 is an inverter provided as a standard product by an inverter manufacturer, and a inverter having a capacity that is generally available can be used. Although the motor A is controlled by the inverter, the general-purpose inverter 17 may be used, so the price is low, the filter is small, the panel size is relatively small, and the installation space is small.

As shown in FIG. 1, a resistor 18 is connected to the inverter 17, and the propeller 6 acts as a brake 16, and when the motor A generates power, the resistor 18 absorbs energy.

As shown in FIG. 1, the inverter 17 is connected to a switchboard 19, and the switchboard 19 is connected to a power supply system to which one or more main power generation engines 20 are connected.

As shown in FIG. 1, the motor B is connected to the second input shaft 22 of the gear box 4. The motor B includes an starter 25 (starter switch) as shown in FIGS. 2 and 3, and is an AC motor that is driven at a constant speed by three-phase AC when started by the starter 25.

2 and 3, the marine vessel propulsion apparatus 1 according to this embodiment includes a control unit 30. The control unit 30 is connected to a rotation speed sensor (not shown) that directly or indirectly measures the propeller rotation speed, and is configured to acquire a measured value of the propeller rotation speed from the rotation speed sensor.

As shown in FIGS. 2 and 3, the control unit 30 is connected to the inverter 17 of the motor A, the starter 25 of the motor B, the brake 16 and the clutch 15, and controls these based on the acquired propeller rotational speed. can do.

FIG. 4 is a schematic diagram showing structures of a solar planetary gear mechanism 5a, a planetary planetary gear mechanism 5b, and a differential planetary gear mechanism 5. In particular, the differential planetary gear mechanism 5 is shown in FIG. However, it shows that the solar planetary gear mechanism 5a and the planetary planetary gear mechanism 5b are combined by using a mathematical expression of addition figuratively. In FIG. 4, only one planet gear P is shown, but usually there are a plurality of, for example, 3 to 4, planet gears. 4 indicates the direction of operation. In FIG. 4, the carrier C on which the planet gear P is mounted is not shown, but the revolution (rotation of the carrier C) is indicated by an arrow extending from the center of the planet gear P. ).

As shown on the left side of the mathematical formula in FIG. 4, the solar type planetary gear mechanism 5a has the sun gear S fixed, and the ring gear R, the planet gear P, and the carrier C (see FIGS. 2 and 3) can operate. It is. In this state, only the motor A drives the ring gear R, the second input shaft 22 connected to the sun gear S is fixed by the brake 16, the clutch 15 is disconnected, and the motor B is stopped. The form corresponds to a low-speed state in which only the motor A is driven.

4, the planetary planetary gear mechanism 5b has a fixed ring gear R, a sun gear S, a planet gear P, and a carrier C (see FIGS. 2 and 3). It is possible to operate. In this state, the motor A stops and the ring gear R is fixed, and the motor B drives the sun gear S to drive the planet gear P and the carrier C (see FIGS. 2 and 3). In the embodiment, this corresponds to a state at the time of switching from low speed to high speed at which the driving of the motor B is started.

4, in the differential planetary gear mechanism 5 of the present embodiment, the ring gear R, the sun gear S, the planet gear P, and the carrier C can all be operated. In this state, the ring gear R is driven by the motor A, the sun gear S is driven by the motor B, and the output shaft 23 is rotated by the rotation of the carrier C (see FIGS. 2 and 3). Is driven at a constant speed, and the speed is adjusted by the motor A.

FIG. 5 illustrates the number of teeth of each of the solar type and planetary type

planetary gear mechanisms

5a, 5b in the differential planetary gear mechanism 5 of the present embodiment, and based on this number of teeth example, two motors A, The ratio of power shared by the ring gear R and the sun gear S connected to B is calculated and shown as an example.

As shown in FIG. 5, the number of teeth of each of the solar and planetary gears is, for example, 70 sun gears, 30 planet gears, and 130 ring gears. If the speed is calculated from the number of teeth, in the case of the solar type, the sun gear S is 0, the planet gear P carrier C is 588 min-1, and the ring gear R is 904 min-1. In the case of the planet type, the sun gear S is 1750 min-1, the carrier C of the planet gear P is 612 min-1, and the ring gear R is 0. Therefore, in the differential type planetary gear mechanism 5 of the embodiment combining the solar type and the planet type, the speed of the carrier C of the planet gear P which is the output shaft 23 is the planetary gear mechanism 5a of each of the solar type and the planet type. The sum of the speeds of the carriers C of the planet gears P of 5b is 588 min <-1> +612 min <-1> = 1200 min <-1>. If the desired output is assumed to be 100 kW, in this example, the power of the ring gear R of the solar planetary gear mechanism 5a is 49 kW, and the power of the sun gear S of the planetary planetary gear mechanism 5b is 51 kW. Therefore, the power of the motor A that drives the ring gear R of the differential planetary gear mechanism 5 of the embodiment is 49 kW, the power of the motor B that drives the sun gear S is 51 kW, and the power of the motor B that drives the sun gear S. Is slightly larger.

The operation of the marine vessel propulsion apparatus 1 according to the present embodiment will be described with reference to FIGS.
FIG. 6 is a graph showing the relationship between the propeller output and the shaft rotation speed in the marine vessel propulsion apparatus of the embodiment. As shown in FIG. 6, in the marine vessel propulsion apparatus of the embodiment, the control unit 30 drives the motor A with an inverter as shown by a thick solid line in FIG. To promote the ship. During this time, the clutch 15 is disengaged and the motor B is stopped, and the brake 16 is activated to fix the second input shaft 22 so that the sun gear S does not rotate.

As shown in FIG. 6, when the boundary between the low output region and the high output region of the propeller output is reached, the control unit 30 reduces the rotation and output of the motor A to a predetermined value, and the motor B started by the starter 25 is As shown by a thin solid line in FIG. 6, the motor is driven at a predetermined constant rotational speed (1750 min −1 in the embodiment), and the motor B is controlled so as to bear the reduced output. And in the high output area | region, the control part 30 adjusts a propeller output as shown with a thick broken line by controlling the motor A with an inverter as shown with a thick continuous line.

According to the present embodiment, after the motor B starts driving, the motor A does not act as the brake 16 for driving the motor B. According to the planetary gear mechanism 5 employed in the present embodiment, depending on the output of the propeller or the shaft rotational speed, the propeller cannot be rotated in the forward direction unless the motor A is driven in the opposite direction to the motor B. However, according to the present embodiment, since the motor type / combination used in the low output region and the high output region is appropriately switched and driven, The total output of the motor B is the output of the propeller.

In addition, switching of the motors A and B in the transition from the low output region to the high output region can be stably performed by appropriately controlling the brake 16 and the clutch 15 as described below. That is, if there is no clutch 15, the motor B is always connected to the sun gear S. Then, when shifting from the low output region to the high output region, the motor B connected to the stopped sun gear S must start against a large inertia. Therefore, as compared with a state in which a load is not connected to the output shaft 23 of the motor B, more power is required for the motor B connected to the sun gear S to rise to a predetermined constant rotational speed. However, in the present embodiment, there is a clutch 15 between the output shaft 23 of the motor B and the sun gear S. For this reason, when shifting from the low output region to the high output region, before the transfer, the motor B is started with the minimum necessary power while the clutch 15 is disengaged, and is started up to the necessary rotational speed. be able to. And the brake 16 is cancelled | released at the timing of transfer, the clutch 15 is connected, and motive power can be smoothly transmitted to the propeller from the motors A and B.

FIG. 7 is a graph showing a relationship between the propeller rotational speed and the propeller output in the marine propulsion device of the embodiment, showing a graph of the propeller output with respect to the propeller rotational speed, the outputs of the motor A and the motor B, and the efficiency. Yes. When the propeller output is in the low output range from 0 kW at the start, the control unit 30 drives the motor A with an inverter to control the propeller output. When the propeller output reaches the boundary between the low output region and the high output region, the motor B is driven at a constant rotational speed, and the motor A is regulated by an inverter to control the propeller output. As a result, the propeller output has a so-called cubic characteristic relationship with the propeller rotational speed, and the efficiency of the planetary gear becomes a high value of around 98% in all regions from the propeller rotational speed to the rated rotational speed, and the fuel consumption rate is high. improves.

FIG. 8 is a graph showing the relationship between the propeller rotation speed and the generator electric energy in the ship propulsion devices of the embodiment and the comparative example. Here, the comparative example corresponds to the marine vessel propulsion device described in “Background Art”, and includes a sub-motor that controls rotation by an inverter and an electric motor that controls rotation by a slip clutch. It is a type of device having an electric motor. As understood from the graph of FIG. 8, in the case of the comparative example, as the propeller load increases, the slip loss increases, so that the amount of power generation increases. Further, there is a discontinuous region where the power generation amount rapidly increases at an intermediate rotational speed. Therefore, the smoothness of operation control is lacking. However, in this embodiment, the loss is small and the efficiency is higher than that of the comparative example, and the amount of fuel consumed by the power generation engine that generates electric power for driving the motor can be reduced.

FIG. 9 is a diagram showing a schematic configuration of a marine vessel propulsion apparatus according to the second embodiment of the present invention. In the second embodiment, instead of the speed reducer 8 of the first embodiment, a gear box 4 containing the planetary gear mechanism 5 is provided on the platform 7 and the output shaft 23 of the planetary gear mechanism 5 is connected to the vertical shaft 2. did. Other configurations are the same as those of the first embodiment. According to the second embodiment, since the drive mechanism is arranged vertically, it is possible to save the space of the devices arranged on the ship.

FIG. 10 is a configuration diagram showing an outline of a drive system of the marine vessel propulsion apparatus according to the third embodiment of the present invention. This figure is a figure which shows the driving force transmission condition at the time of low speed, Comprising: It is a figure corresponded in FIG. 2 of 1st Embodiment. In the third embodiment, a one-way clutch 40 as a reverse rotation prevention mechanism is provided instead of the brake 16 of the first embodiment. By fixing the outer ring of the one-way clutch 40 and using the inner ring as a drive shaft, the drive shaft can rotate only in the direction of forward rotation of the propeller 6.

As described above, according to the present embodiment, in the marine vessel propulsion apparatus 1 that propels a vessel with two motors (electric motors) A and B, one motor B is driven as a general-purpose AC electric motor at a constant speed. The speed of the other motor A is controlled as an AC electric motor driven by a small general-purpose inverter 17, and a planetary gear mechanism 5 including a brake 16 and a clutch 15 for connecting the motors A and B and the propeller 6 is used. This eliminates the need for a custom-made expensive inverter, enables the installation space to be saved, and prevents the motor A, through the stable operation without interrupting the driving power of the propeller 6 and the efficient control according to the propeller output. The fuel consumption of the power generation engine that drives B can be reduced.

In the embodiment described above, the motor A is connected to the ring gear R, the motor B is connected to the sun gear S, and the propeller 6 is connected to the carrier C. However, this configuration is not necessarily required. I can't say that. Any of the ring gear R of the planetary gear mechanism 5, the sun gear S, and the carrier C on which the planet gear P is mounted may be connected to the propeller, and the remaining two may be connected to the motor A and the motor B.

DESCRIPTION OF SYMBOLS 1 ... Ship propulsion apparatus 5 ... Planetary gear mechanism 6 ... Propeller 15 ... Clutch 16 ... Brake 17 ... Inverter 30 ... Control part 40 ... One-way clutch as a reverse rotation prevention mechanism S ... Sun gear P ... Planet gear R ... Ring gear C ... Carrier A ... first motor B ... second motor

Claims

A planetary gear mechanism having a ring gear engaging with each other, a sun gear, and a planet gear mounted on a carrier;
A first motor connected to any of the ring gear, the sun gear, and the carrier and driven by an inverter;
A second motor connected to the ring gear, the sun gear, and the carrier that is not connected to the first motor and is driven at a constant speed;
A propeller connected to the ring gear, the sun gear, and the carrier that is not connected to the first motor and the second motor;
A marine vessel propulsion device comprising:
The ship according to claim 1, wherein the first motor is connected to the ring gear, the second motor is connected to the sun gear, and the propeller is connected to the carrier. Propulsion device.
The marine vessel propulsion apparatus according to claim 2, further comprising: a clutch provided in the second motor; and a brake provided between the clutch and the sun gear.
3. A marine vessel propulsion device according to claim 2, further comprising: a clutch provided in the second motor; and a reverse rotation prevention mechanism provided between the clutch and the sun gear.
In the low output region where the output of the propeller is relatively small, the propeller is driven only by the first motor, and in the large output region where the output of the propeller is relatively large, the first motor and the second motor are driven. The ship propulsion device according to any one of claims 1 to 4, further comprising a control unit that performs control so that the propeller is driven by the motor.