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JP4495372B2 - Ship power generation and propulsion systems - Google Patents
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JP4495372B2 - Ship power generation and propulsion systems - Google Patents

Ship power generation and propulsion systems Download PDF

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Publication number
JP4495372B2
JP4495372B2 JP2001281457A JP2001281457A JP4495372B2 JP 4495372 B2 JP4495372 B2 JP 4495372B2 JP 2001281457 A JP2001281457 A JP 2001281457A JP 2001281457 A JP2001281457 A JP 2001281457A JP 4495372 B2 JP4495372 B2 JP 4495372B2
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Prior art keywords
clutch
transmission device
internal combustion
combustion engine
power transmission
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JP2003081186A (en
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久則 森
充弘 中垣
隆行 戸田
純一 常陸
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Yanmar Co Ltd
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Yanmar Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/04—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing the main transmitting element, e.g. shaft, being substantially vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H2005/075—Arrangements on vessels of propulsion elements directly acting on water of propellers using non-azimuthing podded propulsor units, i.e. podded units without means for rotation about a vertical axis, e.g. rigidly connected to the hull
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
    • B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Mechanical Operated Clutches (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、航走用内燃機関と、該内燃機関に接続される動力伝達装置との間に、船内電力供給を行う発電用機器を設置し、航走駆動可能な電動機を動力伝達装置に配設した機構を有する、船舶の発電及び推進システムの構成に関する。
【０００２】
【従来の技術】
従来、船舶の推進装置は、内燃機関及び動力伝達装置等により構成されており、内燃機関の駆動力を動力伝達装置により減速した後に、動力伝達装置に接続されるプロペラを駆動するものである。また、動力伝達装置にはクラッチが設けられ、内燃機関出力のプロペラへの伝達を断接し、又は正転・逆転の切り換えを行うように構成されている。該クラッチは、ドグクラッチやコーンクラッチ等の機械式クラッチ、又は油圧式クラッチに構成され、運転操作部等に配置されるシフトチェンジレバーにより操作するものである。
【０００３】
【発明が解決しようとする課題】
しかし、前述のように、クラッチを機械式クラッチや油圧式クラッチに構成した場合、嵌入時には、プロペラの慣性マス等の影響で発生した急激なトルクにより、衝撃が発生する場合があった。また、クラッチの嵌脱時には、機関出力の伝達トルク（負荷）が大きくなると、該クラッチの嵌脱操作力が大きくなってしまうという問題があった。そこで、本発明においては、プロペラの慣性マス等に起因するクラッチ嵌入時の衝撃、及びクラッチ嵌脱時の操作力を低減する方法の確立を図ることを目的とする。
【０００４】
【課題を解決するための手段】
上記の課題を解決すべく、本発明は次のような手段を用いる。
請求項１に記載のごとく、航走用内燃機関と、該内燃機関に接続される動力伝達装置との間に、船内電力供給を行う発電用機器を設置し、航走駆動可能な電動機を動力伝達装置に配設した機構において、動力伝達装置のクラッチをシフト操作する際に、シフト操作を検知手段により検知し、クラッチの嵌入動作に先行して電動機を駆動する。
【０００５】
請求項２に記載のごとく、航走用内燃機関と、該内燃機関に接続される動力伝達装置との間に、船内電力供給を行う発電用機器を設置し、航走駆動可能な電動機を動力伝達装置に配設した機構において、動力伝達装置のクラッチをシフト操作する際に、シフト操作を検知手段により検知し、クラッチの嵌脱動作時に、内燃機関側にかかる負荷を電動機により分担する。
【０００６】
【発明の実施の形態】
次に、本発明の実施の形態について図を用いて説明する。
図１は本発明の発電および推進システムにかかる船舶の推進装置を示す図、図２はクラッチの切換制御にかかるタイミングチャートを示す図である。
【０００７】
本発明の、発電および推進システムにかかる、船舶の推進装置について説明する。図１に示す推進装置１は、内燃機関２、及びセイルドライブに構成された動力伝達装置３を有しており、動力伝達装置３にはプロペラ４が接続されている。該内燃機関２からの駆動力は動力伝達装置３により減速されながらプロペラ４に伝達され、その結果プロペラ４が回転駆動される。また、推進装置１においては、内燃機関２と動力伝達装置３との間に、発電機や発電機特性を有する機器である、発電用機器１０を介装している。そして、内燃機関２により発電用機器１０を駆動して、該発電用機器１０により発電された電力は、後述の電動機９の駆動用に用いたり、船内電力として供給したりするようにしている。
【０００８】
内燃機関２からプロペラ４までの動力伝達経路について説明すると、まず、内燃機関２のクランク軸２ａと、略水平方向に配置される動力伝達装置３の入力軸３ａとが接続されている。動力伝達装置３内においては、入力軸３ａは、略垂直方向に配置される伝達軸３ｂの上端部と、クラッチ３ｄを介して第一ベベルギア部３ｅにより連結され、伝達軸３ｂの下端部と出力軸３ｃとが第二ベベルギア部３ｆにより連結されている。
【０００９】
動力伝達装置３の出力軸３ｃは、プロペラ４の駆動軸４ａと接続されている。そして、内燃機関２の駆動出力は、クランク軸２ａから動力伝達装置３の入力軸３ａに伝達され、その後、クラッチ３ｄ、伝達軸３ｂ及び出力軸３ｃを通じて、プロペラ４の駆動軸４ａに伝えられる。クラッチ３ｄは、入力軸３ａと伝達軸３ｂとの連結・非連結を切り換えるとともに、入力軸３ａの回転を伝達軸３ｂへ伝達する際に、その回転方向を切り換える機能を有している。
【００１０】
即ち、内燃機関２からの出力のプロペラ４への伝達は、クラッチ３ｄにより断接し、又は正転・逆転（前進・後進）の切り換えを行うことが可能である。この場合、クラッチ３ｄの切換操作は、シフトチェンジレバー２６により行われる。シフトチェンジレバー２６はコントローラ１５に接続されており、コントローラ１５がシフトチェンジレバー２６の操作に基づいてシフトアクチュエータを制御し、クラッチ３ｄを作動させるように構成している。また、クラッチ３ｄは、ドグクラッチやコーンクラッチ等の機械式クラッチに構成されている。
【００１１】
前記発電用機器１０の出力部には、リレー（電磁開閉器）１１、整流機器１２、ＤＣ／ＤＣコンバータ１３、バッテリ１４が、順に接続されており、該バッテリ１４はコントローラ１５を介して前記電動機９に接続されている。そして、発電用機器１０により発電された交流電力は、整流機器１２により整流・平滑化されて直流に変換された後、ＤＣ／ＤＣコンバータ１３により所定の電圧に変圧されてバッテリ１４に充電される。この発電用機器１０を駆動しての発電、及びバッテリ１４への充電は、主に内燃機関２の出力の一部を用いて行うようにしている。また、リレー１１は、コントローラ１５により開閉制御することで、発電用機器１０の出力を、船内へ供給するか否か、及びバッテリ１４への充電を行うか否かの切り換えができる。
【００１２】
また、動力伝達装置３の上端部には電動機９が設置されている。電動機９は、バッテリ１４に充電された電力により駆動され、該電動機９の駆動はコントローラ１５により制御されている。そして、電動機９の出力軸９ａは伝達軸３ｂと接続されており、推進装置１は、プロペラ４の駆動を、（１）内燃機関２のみにより駆動する、（２）内燃機関２により駆動しつつ、電動機９により駆動をアシストする、（３）電動機９のみにより駆動する、の３種類のパターンにより行うことが可能となっている。また、整流機器１２により整流・平滑化された発電用機器１０からの電力は、インバータ１６により交流に変換され、交流電力として船内供給可能とされている。
【００１３】
尚、本推進装置１は、本例においては、動力伝達装置３が内燃機関２の下方へ大きく延出し、動力伝達装置３に直接プロペラ４が取り付けられたセイルドライブに構成されているが、動力伝達装置３の後端部に、プロペラ４のプロペラ軸が装着されるマリンギアに構成することもできる。
【００１４】
次に、クラッチ３ｄの切換制御について説明する。本発電及び推進システムにおけるクラッチ３ｄの切換制御は、クラッチ３ｄのシフトチェンジレバー２６を操作する際に、このレバー操作をコントローラ１５により検知し、クラッチ３ｄの嵌入動作に先行して電動機９を駆動するものである。
【００１５】
即ち、図２に示すように、クラッチ３ｄを中立状態から前進方向へ切り換える場合、シフトチェンジレバー２６には遊びがある等のために、シフトチェンジレバー２６の操作を開始してから所定時間ｔａが経過した後にクラッチ３ｄが前進側へ嵌入した状態となる。そして、シフトチェンジレバー２６の操作を開始すると、該シフトチェンジレバー２６に付設されるセンサ２６ａが、シフトチェンジレバー２６の作動を検出して、その旨がコントローラ１５に入力される。
【００１６】
シフトチェンジレバー２６の操作が開始された旨が入力されると、コントローラ１５は、シフトアクチュエータ２７に対しクラッチ３ｄを前進側へシフトさせる旨の信号を出力するとともに、電動機９を駆動する。この場合、電動機９の駆動は、クラッチ３ｄがシフトアクチュエータ２７により作動され前進側へ嵌入するよりも、所定時間ｔ１だけ早く開始される。
【００１７】
内燃機関２により回転駆動される動力伝達装置３の入力軸３ａと、回転停止状態にある伝達軸３ｂとを接続する場合、クラッチ３ｄが接続されると、プロペラ４の慣性マス等により、急激なショックトルクが発生する。
【００１８】
例えば、通常、電動機９を駆動させずに入力軸３ａと伝達軸３ｂとを接続する場合、大きなショックトルクＴｉが生じて、これに起因する騒音や衝撃が発生する。これに対して、本例では、入力軸３ａと伝達軸３ｂとがクラッチ３ｄにより接続されるよりも所定時間ｔ１だけ早く、電動機９を駆動して伝達軸３ｂを回転させるように制御することで、プロペラ４の慣性マスや入力軸３ａと伝達軸３ｂとの回転数差を減少し、入力軸３ａと伝達軸３ｂとを接続するときのショックトルクをＴｃと低く抑えるようにしている。
【００１９】
これにより、クラッチ３ｄ部分にかかる負荷を減少するとともに、クラッチ３ｄ接続時に発生する騒音や衝撃を抑えることができ、動力伝達装置３の信頼性や航走時の快適性を向上することができる。
【００２０】
一方、クラッチ３ｄを嵌脱して、互いに接続されて回転駆動状態にある入力軸３ａと伝達軸３ｂとを分断する場合、クラッチ３ｄを嵌脱するには所定のシフト操作力が必要である。例えば、クラッチ３ｄを前進方向へ嵌入して接続された入力軸３ａと伝達軸３ｂとを、電動機９を駆動していない状態で分断する場合、大きなシフト操作力Ｐｉを必要とする。このシフト操作力Ｐｉは、内燃機関２からの出力のプロペラ４側への伝達トルク（クラッチ３ｄ部にかかる負荷）が大きくなると増大する。
【００２１】
従って、本例の場合は、クラッチ３ｄを前進方向へ嵌入して内燃機関２と電動機９とでプロペラ４を駆動している場合に、クラッチ３ｄを中立側へ戻して入力軸３ａと伝達軸３ｂと分断するときは、以下のように電動機９の駆動を制御するようにしている。即ち、シフトチェンジレバー２６の前進側から中立位置への操作が開始されると、センサ２６ａによりその旨が検出されコントローラ１５へ入力される。シフトチェンジレバー２６の操作が開始されてから所定時間ｔｂ後にクラッチ３ｄは嵌脱されるが、クラッチ３ｄが嵌脱される時点よりも、さらに所定時間ｔ２だけの間、電動機９の駆動が継続するようにコントローラ１５による制御が行われる。
【００２２】
このように、クラッチ３ｄが嵌脱する際に電動機９を駆動させておくことで、内燃機関２に接続される入力軸３ａと、プロペラ４側の伝達軸３ｂとの間のクラッチ３ｄ部にかかっている負荷を、回転駆動される電動機９により分担して小さくすることが可能となり、クラッチ３ｄを嵌脱して入力軸３ａと伝達軸３ｂとを分断するときのシフト操作力をＰｃと小さくすることができる。これにより、クラッチ３ｄ部分にかかる負荷を減少して動力伝達装置３の信頼性を向上することができる。
【００２３】
尚、クラッチ３ｄを中立位置から後進側へシフト操作する場合、及び後進側から中立位置へシフト操作する場合も、前述の前進側へシフト操作する場合、及び前進側から中立位置へシフト操作する場合と同様である。
【００２４】
【発明の効果】
本発明は、以上のように構成したので、以下に示すような効果を奏する。
即ち、請求項１に示すごとく、航走用内燃機関と、該内燃機関に接続される動力伝達装置との間に、船内電力供給を行う発電用機器を設置し、航走駆動可能な電動機を動力伝達装置に配設した機構において、動力伝達装置のクラッチをシフト操作する際に、シフト操作を検知手段により検知し、クラッチの嵌入動作に先行して電動機を駆動するので、プロペラの慣性マスや動力伝達装置の入力軸と伝達軸との回転数差を減少し、クラッチを嵌入するときに発生するショックトルクを低く抑えることができる。
これにより、クラッチ部分にかかる負荷を減少するとともに、クラッチ接続時に発生する騒音や衝撃を抑えることができ、動力伝達装置の信頼性や航走時の快適性を向上することができる。
【００２５】
請求項２に記載のごとく、航走用内燃機関と、該内燃機関に接続される動力伝達装置との間に、船内電力供給を行う発電用機器を設置し、航走駆動可能な電動機を動力伝達装置に配設した機構において、動力伝達装置のクラッチをシフト操作する際に、シフト操作を検知手段により検知し、クラッチの嵌脱動作時に、内燃機関側にかかる負荷を電動機により分担するので、内燃機関に接続される動力伝達装置の入力軸と、プロペラ側の伝達軸との間のクラッチ部にかかっている負荷を、回転駆動される電動機により分担して小さくすることが可能となり、クラッチを嵌脱して入力軸と伝達軸とを分断するときのシフト操作力を小さくすることができる。
これにより、クラッチ部分にかかる負荷を減少して動力伝達装置の信頼性を向上することができる。
【図面の簡単な説明】
【図１】 本発明の発電および推進システムにかかる船舶の推進装置を示す図である。
【図２】 クラッチの切換制御にかかるタイミングチャートを示す図である。
【符号の説明】
１ 推進装置
２ 内燃機関
３ 動力伝達装置
３ａ 入力軸
３ｂ 伝達軸
３ｄ クラッチ
４ プロペラ
１０ 発電用機器
１５ コントローラ
２６ シフトチェンジレバー[0001]
BACKGROUND OF THE INVENTION
According to the present invention, a power generation device for supplying inboard power is installed between an internal combustion engine for traveling and a power transmission device connected to the internal combustion engine, and an electric motor capable of driving driving is arranged in the power transmission device. It is related with the structure of the power generation and propulsion system of a ship which has the installed mechanism.
[0002]
[Prior art]
Conventionally, a marine vessel propulsion device is constituted by an internal combustion engine, a power transmission device, and the like, and drives a propeller connected to the power transmission device after the driving force of the internal combustion engine is decelerated by the power transmission device. Further, the power transmission device is provided with a clutch, and is configured to connect / disconnect transmission of the output of the internal combustion engine to the propeller or switch between forward rotation and reverse rotation. The clutch is configured as a mechanical clutch such as a dog clutch or a cone clutch, or a hydraulic clutch, and is operated by a shift change lever disposed in a driving operation unit or the like.
[0003]
[Problems to be solved by the invention]
However, as described above, when the clutch is configured as a mechanical clutch or a hydraulic clutch, an impact may occur due to an abrupt torque generated by the influence of the inertia mass of the propeller and the like when the clutch is inserted. Further, when the clutch is engaged and disengaged, if the transmission torque (load) of the engine output increases, there is a problem that the engaging and disengaging operation force of the clutch increases. Therefore, an object of the present invention is to establish a method for reducing the impact at the time of clutch engagement caused by the inertia mass of the propeller and the like and the operation force at the time of clutch engagement / disengagement.
[0004]
[Means for Solving the Problems]
In order to solve the above problems, the present invention uses the following means.
According to the first aspect of the present invention, a power generation device for supplying inboard power is installed between the cruising internal combustion engine and a power transmission device connected to the internal combustion engine, and the electric motor capable of cruising driving is powered. In the mechanism provided in the transmission device, when the clutch of the power transmission device is shifted, the shift operation is detected by the detection means, and the electric motor is driven prior to the clutch insertion operation .
[0005]
According to a second aspect of the present invention, a power generation device for supplying inboard power is installed between the cruising internal combustion engine and a power transmission device connected to the internal combustion engine, and the traction-driven electric motor is powered. In the mechanism provided in the transmission device, when the clutch of the power transmission device is shifted, the shift operation is detected by the detecting means, and the load applied to the internal combustion engine side is shared by the electric motor when the clutch is engaged and disengaged.
[0006]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing a marine vessel propulsion apparatus according to the power generation and propulsion system of the present invention, and FIG. 2 is a diagram showing a timing chart for clutch switching control.
[0007]
A marine vessel propulsion apparatus according to the power generation and propulsion system of the present invention will be described. A propulsion device 1 shown in FIG. 1 has an internal combustion engine 2 and a power transmission device 3 configured as a sail drive, and a propeller 4 is connected to the power transmission device 3. The driving force from the internal combustion engine 2 is transmitted to the propeller 4 while being decelerated by the power transmission device 3, and as a result, the propeller 4 is rotationally driven. Further, in the propulsion device 1, a power generation device 10, which is a device having a generator and generator characteristics, is interposed between the internal combustion engine 2 and the power transmission device 3. And the electric power generation apparatus 10 is driven by the internal combustion engine 2, and the electric power generated by the electric power generation apparatus 10 is used for driving an electric motor 9, which will be described later, or supplied as inboard electric power.
[0008]
The power transmission path from the internal combustion engine 2 to the propeller 4 will be described. First, the crankshaft 2a of the internal combustion engine 2 and the input shaft 3a of the power transmission device 3 arranged in a substantially horizontal direction are connected. In the power transmission device 3, the input shaft 3a is connected to the upper end portion of the transmission shaft 3b arranged in a substantially vertical direction by the first bevel gear portion 3e via the clutch 3d, and the lower end portion of the transmission shaft 3b and the output The shaft 3c is connected by the second bevel gear portion 3f.
[0009]
The output shaft 3 c of the power transmission device 3 is connected to the drive shaft 4 a of the propeller 4. The drive output of the internal combustion engine 2 is transmitted from the crankshaft 2a to the input shaft 3a of the power transmission device 3, and then transmitted to the drive shaft 4a of the propeller 4 through the clutch 3d, the transmission shaft 3b, and the output shaft 3c. The clutch 3d has a function of switching the connection between the input shaft 3a and the transmission shaft 3b and switching the rotation direction when transmitting the rotation of the input shaft 3a to the transmission shaft 3b.
[0010]
That is, transmission of the output from the internal combustion engine 2 to the propeller 4 can be connected / disconnected by the clutch 3d, or can be switched between forward rotation and reverse rotation (forward / reverse). In this case, the switching operation of the clutch 3d is performed by the shift change lever 26. The shift change lever 26 is connected to the controller 15, and the controller 15 controls the shift actuator based on the operation of the shift change lever 26 to operate the clutch 3d. The clutch 3d is configured as a mechanical clutch such as a dog clutch or a cone clutch.
[0011]
A relay (electromagnetic switch) 11, a rectifier 12, a DC / DC converter 13, and a battery 14 are connected in order to the output portion of the power generation device 10, and the battery 14 is connected to the electric motor via a controller 15. 9 is connected. The AC power generated by the power generation device 10 is rectified and smoothed by the rectifying device 12 and converted into direct current, and then transformed into a predetermined voltage by the DC / DC converter 13 and charged to the battery 14. . The power generation by driving the power generation device 10 and the charging of the battery 14 are mainly performed by using a part of the output of the internal combustion engine 2. In addition, the relay 11 is controlled to be opened and closed by the controller 15, thereby switching whether to supply the output of the power generation device 10 to the ship and whether to charge the battery 14.
[0012]
An electric motor 9 is installed at the upper end of the power transmission device 3. The electric motor 9 is driven by the electric power charged in the battery 14, and the driving of the electric motor 9 is controlled by the controller 15. The output shaft 9a of the electric motor 9 is connected to the transmission shaft 3b, and the propulsion device 1 drives the propeller 4 by (1) driving only by the internal combustion engine 2, and (2) driving by the internal combustion engine 2. Assisting driving by the electric motor 9 and (3) driving by only the electric motor 9 can be performed by three types of patterns. The power from the power generation device 10 rectified and smoothed by the rectifying device 12 is converted into alternating current by the inverter 16 and can be supplied to the ship as alternating current power.
[0013]
In this example, the propulsion device 1 is configured as a sail drive in which the power transmission device 3 extends greatly below the internal combustion engine 2 and the propeller 4 is directly attached to the power transmission device 3. A marine gear in which the propeller shaft of the propeller 4 is attached to the rear end portion of the transmission device 3 can also be configured.
[0014]
Next, switching control of the clutch 3d will be described. In switching control of the clutch 3d in the power generation and propulsion system, when the shift change lever 26 of the clutch 3d is operated, this lever operation is detected by the controller 15, and the motor 9 is driven prior to the fitting operation of the clutch 3d. Is.
[0015]
That is, as shown in FIG. 2, when the clutch 3d is switched from the neutral state to the forward direction, there is play in the shift change lever 26, and therefore, the predetermined time ta after the operation of the shift change lever 26 is started. After a lapse, the clutch 3d is in a state of being fitted to the forward side. When the operation of the shift change lever 26 is started, a sensor 26a attached to the shift change lever 26 detects the operation of the shift change lever 26, and this is input to the controller 15.
[0016]
When the fact that the operation of the shift change lever 26 is started is inputted, the controller 15 outputs a signal to the shift actuator 27 to shift the clutch 3d to the forward side and drives the electric motor 9. In this case, the driving of the electric motor 9 is started earlier by a predetermined time t1 than when the clutch 3d is operated by the shift actuator 27 and fitted to the forward side.
[0017]
When the input shaft 3a of the power transmission device 3 that is rotationally driven by the internal combustion engine 2 and the transmission shaft 3b that is in a rotation stop state are connected, if the clutch 3d is connected, the inertial mass of the propeller 4 causes a sudden increase. Shock torque is generated.
[0018]
For example, normally, when the input shaft 3a and the transmission shaft 3b are connected without driving the electric motor 9, a large shock torque Ti is generated, and noise and impact resulting therefrom are generated. On the other hand, in this example, by controlling the input shaft 3a and the transmission shaft 3b to rotate the transmission shaft 3b by driving the electric motor 9 earlier than the connection by the clutch 3d by a predetermined time t1. The inertia mass of the propeller 4 and the rotational speed difference between the input shaft 3a and the transmission shaft 3b are reduced, and the shock torque when the input shaft 3a and the transmission shaft 3b are connected is kept low at Tc.
[0019]
Thereby, while reducing the load concerning the clutch 3d part, the noise and impact which generate | occur | produce at the time of clutch 3d connection can be suppressed, and the reliability of the power transmission device 3 and the comfort at the time of sailing can be improved.
[0020]
On the other hand, when the clutch 3d is engaged / disengaged to disconnect the input shaft 3a and the transmission shaft 3b that are connected to each other and are in the rotationally driven state, a predetermined shift operation force is required to engage / disengage the clutch 3d. For example, when the input shaft 3a and the transmission shaft 3b that are connected by inserting the clutch 3d in the forward direction are divided in a state where the electric motor 9 is not driven, a large shift operation force Pi is required. The shift operating force Pi increases as the torque transmitted to the propeller 4 side of the output from the internal combustion engine 2 (load applied to the clutch 3d portion) increases.
[0021]
Therefore, in the case of this example, when the propeller 4 is driven by the internal combustion engine 2 and the electric motor 9 with the clutch 3d inserted in the forward direction, the clutch 3d is returned to the neutral side and the input shaft 3a and the transmission shaft 3b. And the drive of the electric motor 9 is controlled as follows. That is, when the operation of the shift change lever 26 from the forward side to the neutral position is started, this is detected by the sensor 26a and input to the controller 15. The clutch 3d is engaged and disengaged after a predetermined time tb from the start of the operation of the shift change lever 26, but the drive of the electric motor 9 continues for a predetermined time t2 further than the time when the clutch 3d is engaged and disengaged. Thus, control by the controller 15 is performed.
[0022]
Thus, by driving the electric motor 9 when the clutch 3d is engaged and disengaged, it is applied to the clutch 3d portion between the input shaft 3a connected to the internal combustion engine 2 and the transmission shaft 3b on the propeller 4 side. It is possible to reduce the load being shared by the electric motor 9 that is driven to rotate, and the shift operation force when the clutch 3d is engaged and disconnected to disconnect the input shaft 3a and the transmission shaft 3b can be reduced to Pc. Can do. Thereby, the load concerning the clutch 3d part can be reduced and the reliability of the power transmission device 3 can be improved.
[0023]
When the clutch 3d is shifted from the neutral position to the reverse side, and when the shift operation is performed from the reverse side to the neutral position, when the shift operation is performed from the forward side, and when the shift operation is performed from the forward side to the neutral position. It is the same.
[0024]
【The invention's effect】
Since the present invention is configured as described above, the following effects can be obtained.
That is, as shown in claim 1, an electric motor capable of driving and driving is installed by installing a power generation device for supplying inboard power between an internal combustion engine for traveling and a power transmission device connected to the internal combustion engine. In the mechanism provided in the power transmission device, when shifting the clutch of the power transmission device, the shift operation is detected by the detection means, and the motor is driven prior to the clutch insertion operation. The difference in rotational speed between the input shaft and the transmission shaft of the power transmission device can be reduced, and the shock torque generated when the clutch is engaged can be kept low.
Thereby, while reducing the load concerning a clutch part, the noise and the impact which generate | occur | produce at the time of clutch connection can be suppressed, and the reliability of the power transmission device and the comfort at the time of a cruise can be improved.
[0025]
According to a second aspect of the present invention, a power generation device for supplying inboard power is installed between the cruising internal combustion engine and a power transmission device connected to the internal combustion engine, and the traction-driven electric motor is powered. In the mechanism provided in the transmission device, when shifting the clutch of the power transmission device, the shift operation is detected by the detection means, and the load applied to the internal combustion engine side is shared by the electric motor at the time of clutch engagement / disengagement operation. The load applied to the clutch portion between the input shaft of the power transmission device connected to the internal combustion engine and the transmission shaft on the propeller side can be shared and reduced by the rotationally driven electric motor. The shift operation force when the input shaft and the transmission shaft are separated from each other can be reduced.
Thereby, the load concerning a clutch part can be reduced and the reliability of a power transmission device can be improved.
[Brief description of the drawings]
FIG. 1 is a view showing a marine vessel propulsion apparatus according to the power generation and propulsion system of the present invention.
FIG. 2 is a diagram showing a timing chart for clutch switching control.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Propulsion device 2 Internal combustion engine 3 Power transmission device 3a Input shaft 3b Transmission shaft 3d Clutch 4 Propeller 10 Power generation equipment 15 Controller 26 Shift change lever

Claims (2)

航走用内燃機関と、該内燃機関に接続される動力伝達装置との間に、船内電力供給を行う発電用機器を設置し、航走駆動可能な電動機を動力伝達装置に配設した機構において、動力伝達装置のクラッチをシフト操作する際に、シフト操作を検知手段により検知し、クラッチの嵌入動作に先行して、電動機を駆動することを特徴とする船舶の発電及び推進システム。In a mechanism in which a power generation device for supplying inboard power is installed between an internal combustion engine for sailing and a power transmission device connected to the internal combustion engine, and an electric motor capable of driving for navigation is arranged in the power transmission device A power generation and propulsion system for a ship which detects a shift operation by a detecting means when driving a clutch of a power transmission device and drives an electric motor prior to a clutch insertion operation . 航走用内燃機関と、該内燃機関に接続される動力伝達装置との間に、船内電力供給を行う発電用機器を設置し、航走駆動可能な電動機を動力伝達装置に配設した機構において、動力伝達装置のクラッチをシフト操作する際に、シフト操作を検知手段により検知し、クラッチの嵌脱動作時に、内燃機関側にかかる負荷を電動機により分担することを特徴とする船舶の発電及び推進システム。  In a mechanism in which a power generation device for supplying inboard power is installed between an internal combustion engine for sailing and a power transmission device connected to the internal combustion engine, and an electric motor capable of driving to travel is arranged in the power transmission device The power generation and propulsion of a ship characterized in that when shifting the clutch of the power transmission device, the shift operation is detected by the detecting means, and the load applied to the internal combustion engine side is shared by the electric motor when the clutch is engaged and disengaged. system.
JP2001281457A 2001-09-17 2001-09-17 Ship power generation and propulsion systems Expired - Fee Related JP4495372B2 (en)

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EP4588781A1 (en) * 2024-01-19 2025-07-23 ZF Friedrichshafen AG Marine hybrid transmission and marine hybrid drive unit

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Publication number Priority date Publication date Assignee Title
EP4588781A1 (en) * 2024-01-19 2025-07-23 ZF Friedrichshafen AG Marine hybrid transmission and marine hybrid drive unit

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