JP2888779B2 - Ship propulsion control system using electric propulsion and double rudder - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a marine vessel propulsion control system using electric propulsion and double rudder.

[0002]

2. Description of the Related Art A so-called electric propulsion ship, in which a propulsion propeller is operated by an electric motor, is easier to operate than a diesel propulsion ship or a turbine propulsion ship; It is used for special ships because of its flexibility and low vibration, but it is not used for commercial ships. The reason is,
In order to adjust the speed of the ship, a speed control of the propulsion motor and a reverse rotation control for the reverse movement are required, so that a special control method is required. This results in extremely high prices and increased fuel consumption, which is why they are not adopted for commercial ships.

[0003] Representative electric propulsion systems have conventionally been a ward-leonard control system and a thyristor control system. In the case of a conventional ward Leonard controlled electric propulsion ship, the configuration is
As shown in FIG. 17, 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 propulsion DC motor 95 operated by electric power from the DC generator, a propulsion propeller shaft 96 and a propulsion propeller 97 coupled to an output shaft of the propulsion DC motor, and a rotation speed of the propulsion motor 95 are controlled. Ward Leonard control device 98.

On the other hand, as means for significantly improving the maneuverability of a ship, in recent years, a single unidirectional rotary propeller has
There is a rudder device provided with two rudder having symmetrical high-lift cross-sectional profile mainly on the outboard side in left and right directions. By operating one operating lever (joystick) on a two-dimensional plane, An operation to combine the rotation position of the rudder is being performed.

[0005] In this rudder device, the two propellers receive the wake of the propeller and generate high lift while the propelling propeller is constantly rotated, that is, the propeller always generates a wake behind the propeller. In addition, due to the variable duct effect formed by the two rudders, a thrust that is the basis of the ship's steering is generated in all directions around 360 °, and the ship moves forward, backward, forward and backward, left and right. Practical ones have been provided which are capable of operating modes of turning, hovering (stationary stop), and spinning (turning on site).

[0006] The ship provided with such a double rudder device has achieved a remarkable improvement in terms of the maneuverability of the ship.
Conventionally, a diesel engine is the main engine that drives the propulsion propeller, which is the source of operation of the two-wheel steering device.

[0007]

The conventional electric propulsion device as described above not only uses a ward Leonard control system,
Regardless of the thyristor control method or the frequency control method, the biggest problem is that the equipment cost is extremely high,
In addition, especially in the ward-leonard control system, the fuel consumption is extremely large, and it cannot be adopted in a commercial ship that values economy.

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

However, when the propulsion propeller is directly driven by the AC cage induction motor using the electric power generated by the diesel generator, there are the following problems. That is, in the case of a ship, especially when entering or leaving a port or navigating in a narrow waterway, the speed of the ship must be able to be controlled to an arbitrary speed, and control of forward / reverse switching must be possible. In the case of the induction motor, there has been a problem that the rotational speed cannot be changed to an arbitrary rotational speed only because the rotational speed can be changed stepwise by pole number conversion.

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

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. Since the diesel engine drives the propulsion propeller, which is the source of the generation, the operation is complicated and difficult to automate, so many crew members are required,
Installation and outfitting became complicated, maintenance was troublesome, the length of the engine room became longer, the engine section became heavier, and problems such as increased vibration remained.

The present invention solves the above-mentioned problems of the conventional electric propulsion and twin rudder devices, and as a result, makes it possible to make the engine unit unmanned by easy handling and no maintenance during shift operation. Improve maneuverability to improve ship safety, reduce ship building costs, reduce engine room length, reduce vibration, and reduce fuel consumption by about 5% compared to conventional electric propulsion systems It is intended to achieve all the propositions that make it possible to do things at once.

[0013]

In order to solve the above problems SUMMARY OF THE INVENTION, marine propulsion steering control apparatus according to electric propulsion and two rudder of the present invention, a plurality of diesel alternator, each D
The number of poles is driven by the AC power generated by the
A plurality of unidirectional rotating pole-conversion induction cage-type propulsion motors that gradually change the rotation speed by conversion, and each propulsion motor
Between the output shaft and the propeller shaft of
A rotational speed switching reduction device with a clutch that switches a plurality of gear trains by clutch operation, and a symmetrical arrangement behind the propelling propeller, and controls the wake of the propeller by a combination of respective rotational angular positions. By any of the ship
Deceleration to reverse speed, reverse, forward left and right turn, reverse left and right turn,
In-situ stationary (hovering), in-situ turning (spinning)
And a control panel equipped with various devices for centralized control and a necessary safety protection system.

Here, as means for solving the problem of the starting current of the AC cage induction motor as the propulsion motor, the propulsion motor is divided into a plurality of units and a clutch is provided in the reduction gear. That is, at the time of starting, the clutch of the reduction gear transmission is disengaged to release the connection between the propulsion motor and the propulsion propeller, and the propulsion motors are configured to be started one by one with a time lag.

Next, as a means for solving the problem of speed control when an AC cage induction motor having a constant rotation speed is used as a propulsion motor, the propulsion propeller is controlled by controlling the rotation angles of two rudders. Even when rotating at the rotation speed,
The boat speed is configured so that it can be controlled to any speed up to zero. In addition to the cage type induction motor, the number of poles can be converted to two or three, and the clutch has a multi-speed transmission with a reduction ratio that corresponds to the maximum boat speed and the normal boat speed required for sailing the ocean. The speed is controlled by the device.

In the above configuration, the deceleration operation and the reverse operation of the ship are controlled by the two-wheel steering device, and the necessary switching of the propulsion propeller rotational speed according to the operation state of the ship is performed by the number of poles of the propulsion motor. Conversion and switching of the power transmission path of the rotational speed change reduction device with clutch, and further, in order to suppress the starting current, the propulsion propeller is divided into a plurality of propulsion motors, and the propulsion propellers are sequentially activated. As the electric device for driving, a one-way rotating (no need for reverse rotation) AC pole number conversion cage type induction motor directly driven by the AC power generated by the diesel AC generator can be adopted, The biggest problem of the conventional electric propulsion device, that is, high manufacturing cost, is solved. Further, the efficiency is improved, the fuel consumption can be reduced by about 5% as compared with the conventional electric propulsion system, and the volume and weight of the engine can be reduced.

In addition, once the number of poles of the propulsion motor and the power transmission path of the reduction gear are set in accordance with the operating state of the ship, and a plurality of propulsion motors are sequentially activated one by one, the propulsion propeller Since the boat can be steered by the two-wheel rudder while being always operated, the problems of frequent start / stop, rotation speed control, and rotation direction control of the propulsion motor in the conventional electric propulsion device at the time of ship steering can be solved.

Also, as a twin rudder device, as a source for generating lift on the rudder, the operation is complicated, it is difficult to automate, the installation and outfitting is complicated, the maintenance is troublesome, the engine room length is increased, and the vibration is reduced. You do not have to rely on the diesel main engine, which has the problem of being large.

Thus, at the lowest production cost, the maneuverability of the engine, which has been increasing in demand in recent years, and the engine unit can be made unmanned by eliminating the need for maintenance during the voyage, and at the same time, the maneuvering performance of the ship is improved. By increasing, safety can also be improved.

In addition, the construction cost is reduced by shortening the length of the engine room together with the reduction of the outfitting cost due to the simplification of the equipment system of the engine section. Furthermore, maintenance is troublesome, and there is an effect that the diesel main engine, which was the largest vibration source, is eliminated, and the elimination of vibration facilitates the design of the hull.

[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 this embodiment). The number of poles of unidirectional rotation of a plurality (two in the first embodiment) driven through the starter 3 by the generated power of the AC generator 2 (4/8 poles in the first embodiment) Number conversion) A cage-type AC induction type propulsion motor, that is, a first propulsion motor 4 and a second propulsion motor 5 are provided. ○ Propeller shafts 7 of propulsion motors 4 and 5 and propulsion propeller 6
Between them, there is provided a rotational speed switching speed reducer 8 with a rotational speed switching (in the first embodiment, two-stage power transmission path switching) with a clutch. As shown in FIG. 2, the rotation speed switching reduction device 8 includes a first input shaft 10 coupled to an output shaft 9 of the first propulsion motor 4,
A first motor pinion 11 loosely fitted to the first input shaft and a second input shaft 1 coupled to an output shaft 12 of the second propulsion motor 5.
3. Second motor pinion 1 loosely fitted to the second input shaft
4, the first motor pinion and the second motor pinion simultaneously mesh with the motor gear 15, the first stage first pinion 16 and the first stage second pinion 17, which are fixed coaxially with the motor gear 15, the first stage The first stage first gear 18 meshing with the first pinion 16, the first stage second gear 19 meshing with the first stage second pinion 17, and the first stage first gear 18 are loosely fitted and the second stage first pinion 20 is engaged. First intermediate shaft 2 with fixed
First, the second intermediate shaft 23 to which the first-stage second gear 19 is loosely fitted and the second-stage second pinion 22 is fixed, the second-stage first pinion 20 and the second-stage second pinion 22 mesh with both. 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 fits and disengages between the first input shaft 10 and the first electric motor pinion 11, and a second input shaft 13 A second electric motor clutch 27 that engages and disengages with the electric motor pinion 14, a first clutch 28 that disengages between the first intermediate shaft 21 and the first stage first gear 18, and a second intermediate shaft 23 and the first stage It comprises a second clutch 29 that is fitted and disengaged from the second gear 19, a propelling last bearing 30 provided on the output shaft 25, and a radial bearing that receives a radial load on each of the shafts 10, 13, 21, and 23. You. The reduction ratio of the rotation speed switching reduction device 8 depends on the design of the propulsion propeller, but if the normal rotation speed of the propulsion propeller is 300 rpm, the power supply is 60 Hz and the maximum rotation speed of the propulsion motor is 4 poles. Is the speed reduction ratio that results in 1,800 rpm.

The reduction ratio for this purpose is determined by the clutches 28 and 29.
The operation of the first stage first pinion 16 and the first gear 1
8, 1 / 6.3 in a path (first path) in which power is transmitted via the second-stage first pinion 20 and the second-stage gear 24
And the first stage second pinion 17 and the second gear 1
9. The path (second path) through which power is transmitted via the second-stage second pinion 22 and the second-stage gear 24 is set to be about 1/6. This is to make it possible to use the propulsion propeller output of the ship at two points, that is, a maximum of 100% and a rating of 85% when the vessel sails in the ocean.

On the other hand, the structure of the steering device 31 is as shown in FIGS. ○ A port rudder 32 and a starboard rudder 33 are disposed symmetrically with respect to a vertical plane including the propelling propeller axis 34 behind one unidirectional rotary propeller 6. In the horizontal cross section of each rudder, its contour is, for example, as shown in FIG.
After the cross section width is gradually increased to reach the maximum width, the cross section width is gradually reduced to form a streamlined shape, and a concave surface 36 is formed at the rear end of the side surface on the outer side. This is a surface that mainly generates high lift, which is called a so-called fixed geometric high lift cross-sectional profile. A top end plate 37 and a bottom end plate 38 projecting outward are attached to the top and bottom surfaces of the rudders 32, 33, respectively. ○ The rudder shaft 39 is fixed on the rudder rotation center line at the top of each rudder. A steering gear 40 is attached to the upper end of each rudder shaft. ○ The port rudder 32 can be rotated by the steering gear 40 clockwise as viewed from above to a minimum of 15 ° beyond a straight line passing through the axes of the two rudder shafts. Allow to rotate clockwise through a minimum of 15 ° beyond the straight line. In order to control each rudder so that thrust can be generated in any direction of 360 ° all around necessary for steering of the ship by combining the rotation angle positions of the rudders 32 and 33, FIG. As shown, an operation device (joystick) 41 that is operated by one operation lever on a two-dimensional plane is provided on the control panel 42. Control panel 42
Is to centrally control the above electric propulsion device and rudder device and to equip it with the necessary safety protection system,
Installed on the bridge (ship maneuvering position).

As shown in FIG. 6, a control panel 42 includes a diesel generator control device 45 including a diesel generator start push button 43, a stop push button 44, and the like, and an ACB / decelerator clutch / propulsion motor electric circuit input push button. 46, a shut-off push button 47, a power distribution device 48 including a display of voltage, current, power, frequency, etc., a joystick 41 for operating a combination of two rudders, and a CRT 4 for displaying its operation and instructions.
9, a joystick operation device 50, a single-fitting push button 51 for each clutch of the reduction gear, a disconnection push button 52, an interlock device, and a power transmission path switch 53.
And a propulsion motor control device 5 including a propulsion motor electric circuit input push button 55, a disconnection push button 56, a pole number changeover switch 57, an operation display 58, and the like.
9. (2) Operation The first embodiment of the marine vessel propulsion control device using the electric propulsion and the two-wheel rudder having the above configuration operates as follows. (I) Diesel generator start-up and power supply ○ When changing the state of a ship from an anchored state to an operating state, first operate the diesel generator. This starting operation is performed from the control panel 42. ○ Depending on the power load required depending on the operation of the ship,
Identify the diesel generator to be operated. ○ By pressing the start button switch 43 of the diesel generator, the diesel generator starter is activated,
The diesel engine 1 is started. When the start is completed, the ACB is turned on and power is supplied by pressing the ACB input button 46 or automatically. ○ If the remaining diesel generator is to be started further by the required power load, start the diesel engine in the same way, and then manually or synchronously use the ACB automatic input / load sharing device to start the generator. Activate the load sharing device to even out the load. (Ii) Start / stop of the propulsion motor ○ When the start of the diesel generator 2 is completed, the propulsion motors 4 and 5 are then started. This operation is performed on the control panel 4.
Start from 2. First, one of the two propulsion motors, for example, the first propulsion motor 4, which is coupled to the rotation speed switching reduction device 8, is first activated. The first propulsion motor 4 is started by the starter 3 with the first motor clutch 26 disengaged. In this case, the motor has no load and the inertial mass is only the rotor of the motor.
Does not overload. Next, the second propulsion motor 5 is started by the starter 3 with the second motor clutch 27 disengaged. Similarly, the starting current is very short and does not overload the diesel generator 2. If the starting is performed with a reduced voltage starting as required, the starting current is further reduced, and the starting load can be reduced. (Iii) Starting the Propelling Propeller ○ After starting the propulsion motors 4 and 5 described above, the starting of the propelling propeller 6 is performed by operating the first clutch 28 and the second clutch 29 of the rotation speed switching reduction device 8 from the control panel 42. By doing. The propulsion propeller 6 engages the first clutch 28 of the rotational speed switching reduction device 8 and disengages the second clutch 29, and then disengages the first clutch 28 and disengages the second clutch 29 through the first path. If it is in the fitted state, it is started by the power of the propulsion motors 4 and 5 through the second path. When starting the propulsion propeller, the two propellers and the rudder position shall always be in the hovering state. ○ Once the propulsion motors 4 and 5 are activated, they do not need to be stopped or started during the operation of the ship, including entering and leaving the port, navigating at narrow speeds, and switching between forward and backward movements, as well as during navigation on the ocean. It is not necessary to carry out the operation at all times, in one direction, with any number of poles of the electric motor and with any power transmission path of the reduction gear. In other words,
The propulsion propeller always generates the wake behind the propeller in any operation state of the ship except for the pure berthing state of the ship. (Iv) Switching of speed ○ During the ocean navigation of a ship requiring the high-speed rotation of the propelling propeller 6, the propulsion motors 4 and 5 are operated with high-speed poles (four poles). Thus, when sailing at the rated service speed (85% output), the rotation speed switching reduction device 8 engages the first clutch 28 and disengages the second clutch 29 (first power transmission path). drive. When sailing at the maximum sailing speed (output 100%), the rotation speed switching reduction device 8 operates with the first clutch 28 disengaged and the second clutch 29 engaged (second power transmission path). ○ During departure / arrival and narrow waterway navigation where the ship runs at low speed,
By operating two rudders with the clutch output 85%,
If necessary, the propulsion motors 4 and 5 are appropriately switched to a low-speed pole number (8 poles).
Usually, the first power transmission path having a larger reduction ratio, that is, the first clutch 28 is engaged, and the second clutch 29 is operated in a disengaged state. When the number of poles of the propulsion motor is switched from 4 poles to 8 poles (that is, the rotation speed becomes 50%), the load becomes about 1
Since it is reduced to 2.5%, the motor clutch of one of the two propulsion motors can be disengaged, the operation of the propulsion motor can be stopped, and one diesel generator can also be stopped. . Thus, even if one of the propulsion motor or the diesel generator fails, it is possible to continue the operation of the ship without any trouble. ○ When converting the number of poles of the propulsion motor, perform a short-time voltage reduction operation with a starter to avoid overcurrent during conversion. Is controlled to be applied. ○ In a conventional ship with a diesel engine as the main engine, the selection of the ship speed is specified in accordance with the performance of the diesel engine, and long-time operation at the maximum output (100%) was not possible. The electric propulsion device according to the invention has a feature that the diesel generator has a sufficient capacity with respect to the 100% output of the propulsion motor (considering the start of the propulsion motor), so that 100% output continuous operation can be performed without any problem. Is born. (V) Ship maneuvering control Maneuvering while navigating in the ocean and maneuvering when entering / leaving a port / narrow waterway are controlled by the joystick 41 from the control panel
By giving an operation command to the steering control device by the operation of (1), the combination of the rotation angles of the two rudders (32, 33) is controlled, and in addition, the most suitable for the boat maneuvering / steering state at that time. In order to obtain the rotational speed of the propulsion propeller 6, the operation is performed by performing a pole number conversion operation of the propulsion motors 4 and 5 and a clutch engagement / disengagement operation of the rotation speed switching reduction device 8 from the control panel 42. The two rudders 32, 33 generate a high lift when the wake flow of the propeller flows along the high lift surface on the outboard side when the rotation angle is given to the outboard side, respectively. For example, regarding the port side rudder 32, when the wake of the propelling propeller 6 flows in a streamlined manner along the surface on the port side at a position rotated clockwise as viewed from above, the normal lift is generated. ,
At the concave surface 36 near the rear end, the flow is deflected to produce a reaction force, which results in high lift. The starboard side rudder 33 symmetrically generates a high lift when rotated counterclockwise. The thrust for maneuvering the hull is generated by the lift generated by each combination of the rotational positions of the rudder 32, 33 on the port side and the variable duct effect formed by the two rudders. ○ When the forward traveling speed of the ship needs to be further lower than the speed corresponding to the above-mentioned minimum rotation speed of the propelling propeller, that is, when the ship is traveling at a very low speed, the two rudders 32, 33 are
As shown in FIG. 7 (g), they are placed in a "C" shape. In this way, the horizontal component of the lift generated by each rudder is canceled by the left and right rudders, and only the component in the forward direction remains, whereby the ship is advanced. By adjusting the angle of the "C", the magnitude of the component force in the forward direction can be freely changed, and the forward speed of the ship can be changed from zero to the speed corresponding to the minimum rotational speed of the propulsion propeller. Can be controlled in stages. In the case where the ship is made to proceed immediately, as shown in FIG. 7 (c), the port rudder 32 is moved by the steering gear 40 in a clockwise direction as viewed from above through a straight line passing through the axes of the two rudder shafts 39. Over to a minimum of 15 ° and the starboard rudder 33
To a minimum of 15 ° in a counterclockwise direction
Place each in a rotated position. In other words, make the clam shell open. ○ If it is necessary to carry out a ship reverse maneuver (crash astern) in an emergency, place the two rudders in the forward position immediately above, and then operate the propulsion motors 4 and 5 at high speed poles (4
Pole), and furthermore, the power transmission of the speed switching speed reducer 8 is switched to the second path to achieve the highest propulsion propeller rotational speed obtained from this system. As a result, the amount of water flowing after the propeller increases, the amount of reversal water by the two rudders increases, and the reverse thrust increases.

In other boat operation modes, the rotational positions of the two rudders 32 and 33 are variously combined. That is, for forward and leftward turning, the two rudders are placed at the rotational positions as shown in FIG. 7B. For backward / leftward turning, the two rudders are in the rotational position as shown in FIG. 7 (d). For hovering (stationary stop), the positions are as shown in FIG. 7 (e). , Spinning (turning in place)
Place each in the position as shown in (f).

The top end plate 37 and the bottom end plate 38 prevent the wake of the propelling propeller flowing on the high-lift generating surface on the outboard side of each rudder from flowing upward and downward at the top and bottom, and effectively prevent water flow. To a high lift generating surface. Therefore, a high lift is effectively generated on the rudder.

As shown in FIGS. 8 and 9, by mounting the electric propulsion device of the present embodiment on a marine vessel, the length of the engine room is significantly reduced as compared with the case of conventional diesel propulsion. Moreover, the propulsion motor 4 and the rotation speed switching reduction gear 8
In addition, the plurality of diesel engines 1 (three in this embodiment) and the alternator 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 loading capacity can be increased, and the economy of the ship is improved. [Second Embodiment] Further, in the first embodiment, two propulsion motors are used, but a large output is required, and two propulsion motors exceed the maximum producible motor capacity, or If it is necessary to further reduce the starting current, or if more precise control of the number of operating propulsion motors is desired, the number of propulsion motors can be divided into three or more. Even in that case, one reduction gear remains,
It is only necessary to increase the number of motor pinions 11 and 14 meshing with the motor gear 15 in FIG. 2 and the number of propulsion motors 4 and 5 for driving the same.

If the propulsion motors are divided into three or more, the magnitude of the starting current can be further reduced by sequentially starting them, and the capacity of the diesel generator can be reduced. In addition, the degree of freedom in selecting the number of propulsion motors to be driven according to the size of the load is increased, so that it is possible to operate at a more efficient point and to further reduce fuel consumption. Become. Further, the number of propulsion motors that can be stopped increases, and the safety in an emergency is further increased. [Third Embodiment] Furthermore, in the first embodiment, the power transmission path of the rotational speed switching reduction device 8 is two paths (first power transmission path and second power transmission path) having different reduction ratios. It is also possible to freely add a third power transmission path having a different ratio.

In FIGS. 10 to 13, the propulsion motors 4,
5 is coupled in tandem, and the combined output is transmitted from the first propulsion motor 4 to the rotational speed switching reduction device 8. The rotational speed switching reduction device 8 includes an input shaft 10 coupled to an output shaft 9 of the first propulsion motor 4, a first stage first pinion 16, a first stage second pinion 17, and a first stage second pinion 17 fixed on the input shaft. First-stage third pinion 17a, first-stage first pinion 16 meshing with first-stage first pinion 16
Gear 18, first-stage second gear 19 meshing with first-stage second pinion 17, first meshing with first-stage third pinion 17a
The first intermediate shaft 2 in which the third-stage third gear 19a and the first-stage first gear 18 are loosely fitted and the second-stage first pinion 20 is fixed.
1, a second intermediate shaft 23 to which a first-stage second gear 19 is loosely fitted and a second-stage second pinion 22 is fixed;
The gear 19a is loosely fitted and the second-stage third pinion 22
a, the second intermediate shaft 23a, the second stage first pinion 2
0, a second-stage gear 24 meshing with all of the second-stage second pinion 22 and the second-stage third pinion 22a, an output shaft 25 to which the second-stage gear is fixed, a first intermediate shaft 21 and a first-stage first
A first clutch 28 that engages and disengages with the gear 18, a second clutch 29 that engages and disengages between the second intermediate shaft 23 and the first stage second gear 19, a third intermediate shaft 23a and the first stage third The third clutch 29a is fitted and disengaged from the gear 19a, the thrust propeller last bearing 30 provided on the output shaft 25, and each radial bearing receiving a radial load on each shaft.

The reduction ratio of the reduction gear is such that if the normal rotation speed of the propelling propeller is 300 rpm, the power supply is 60 Hz and the maximum rotation speed (4 poles) of the propulsion motor is 1,800 rpm. The reduction ratio for this is determined by the clutches 28 and 2
9 and 29a, the first stage first pinion 16, the first gear 18, the second stage first pinion 20, the second stage gear 2
In the path (first path) through which power is transmitted via the first gear 4, the first gear is 1 / 6.7, and the first-stage second pinion 17, the second gear 19, the second-stage second pinion 22, and the second-stage gear 24 are provided. In the path (second path) through which power is transmitted via
/6.3, and 1 in a path (third path) through which power is transmitted via the first-stage third pinion 17a, the third gear 19a, the second-stage third pinion 22a, and the second-stage gear 24. / 6.

This makes it possible to switch and use the output of the propelling propeller at three points of 100%, 85% and 72% at the maximum when the ship sails in the ocean. By increasing the number of power transmission paths to three paths having different reduction ratios, the range of choice of propulsion speed is increased, and it is possible to carry out a transportation plan with a higher degree of freedom than in the selection of the economic boat speed and adjustment of port entry time in the relevant channel. [Fourth Embodiment] In the third embodiment, the propulsion motors 4, 5
Are connected to the rotation speed reduction gear unit 8 in tandem, but as shown in FIGS. 14 to 16, the motor gears 15, the motor clutches 26, 27 and the like are mounted on the motor pinions 11, 12, respectively. In addition, the propulsion motors can be installed in parallel to form three power transmission paths with different reduction ratios.

Although the reduction ratio can be the same as the previous example, in this case, for example, the reduction ratio by the first path is 1 /
If the clutch of this route is selected and engaged at 7.5, the output of the propulsion propeller will be about 50%. Therefore, one of the propulsion motors 4 and 5 is stopped, and only one propulsion motor is operated. This makes it possible to suspend one of the three generators 2 at the same time, improving safety and facilitating handling, eliminating the need for maintenance during the shift and further improving engine It can contribute to unmanned operation.

[0033]

As described above, according to the present invention, deceleration maneuvering and reverse maneuvering are handled by the two-wheel steering device, and the switching of the propulsion propeller speed is changed by changing the pole number of the propulsion motor and the rotational speed with clutch. By switching the power transmission path of the switching reduction device and dividing the propulsion motor into multiple units and starting them, it is possible to adopt a one-way rotation (reverse rotation is not required) AC pole conversion cage type induction motor. As a result, the fuel consumption can be reduced by about 5% as compared with the conventional electric propulsion system, and the volume and weight of the engine can be reduced. In addition, since the boat can be steered by the twin rudder while the propulsion propeller is always operating, frequent start / stop, rotation speed control, and rotation direction control of the propulsion motor are performed during ship steering like a conventional electric propulsion device. There is no need to do so, and the maneuverability of the engine can be reduced due to the ease of maneuvering control and the elimination of maintenance during navigation.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a marine vessel 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 reduction device with a clutch in the embodiment.

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

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

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

FIG. 6 is a front view of the control panel in the embodiment.

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

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

FIG. 9 is a schematic diagram showing an arrangement structure of the AC generator in the embodiment.

FIG. 10 is a schematic diagram showing an arrangement structure of a propulsion motor and a reduction gear according to a third embodiment.

FIG. 11 is a schematic diagram showing an arrangement structure of a propulsion motor and a reduction gear according to the embodiment.

FIG. 12 is a schematic diagram showing a positional relationship between gears of the reduction gear transmission according to the embodiment.

FIG. 13 is a schematic diagram showing an arrangement structure of a propulsion motor according to the embodiment.

FIG. 14 is a schematic diagram illustrating an arrangement structure of a propulsion motor and a reduction gear according to a fourth embodiment.

FIG. 15 is a schematic diagram showing an arrangement structure of a propulsion motor and a reduction gear according to the embodiment.

FIG. 16 is a schematic diagram showing a positional relationship between gears of the reduction gear transmission in the embodiment.

FIG. 17 is a block diagram showing a conventional marine vessel propulsion control device.

[Explanation of symbols]

 DESCRIPTION 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

──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. ⁶ , DB name) B63H 25/38 B63H 25/24

Claims (1)

(57) [Claims] 1. A method in which a plurality of diesel alternators are driven by alternating current power generated by each of the diesel alternators.
And changing the rotation speed in steps by changing the number of poles
A unidirectional rotation pole number conversion induction cage type propulsion motor, and provided between the output shaft of each propulsion motor and the propulsion propeller shaft,
Multiple gear trains with different reduction ratios are disengaged by clutch operation.
A speed change reduction device with a clutch to change, and a symmetrical arrangement behind the propulsion propeller, and controlling the wake of the propeller by the combination of the respective rotation angle positions , decelerate the ship to any speed, reverse, A two-wheel rudder device with a fixed geometric high-lift cross-sectional profile that enables each of the following operations: forward and left turning, backward and left turning, hovering in place (hovering), and turning in place (spinning). An electric propulsion and twin rudder marine vessel propulsion control system comprising various devices and a control panel equipped with a necessary safety protection system.