JP5972626B2 - Hybrid propulsion device and system - Google Patents

Description

  The present invention relates to a hybrid propulsion apparatus and system used in a ship such as a two-cycle large engine-equipped ship.

  Due to the tertiary regulation of exhaust gas by the IMO (International Maritime Organization) scheduled to be enforced on January 1, 2016, the engine of ships built after the enforcement will be more restricted than the regulated sea area (ECA, normal sea area). It is required to reduce NOx (nitrogen oxide) emissions in sea areas to which strict regulations are applied by 80% from the current regulation values (see Non-Patent Document 1).

  Therefore, a hybrid propulsion system has been studied as one of countermeasures for exhaust gas regulations of ocean-going ships equipped with large two-cycle engines (see Non-Patent Document 2).

  The hybrid propulsion system is a system including a main engine and an auxiliary electric motor as power sources, and navigates a ship by selectively driving a power source according to the situation to obtain a propulsive force. When driving the main engine, a large driving force can be obtained, but NOx is discharged. When the main engine is stopped and the auxiliary motor is driven, a large driving force cannot be obtained, but NOx is not discharged. According to such a hybrid propulsion system, the auxiliary motor is driven while the main engine is stopped in the regulated sea area, and the main engine is driven outside the regulated sea area, thereby obstructing navigation outside the regulated sea area. Without arriving, it is possible to strictly observe the tertiary regulations for exhaust gas within the regulated sea area.

Ministry of Land, Infrastructure, Transport and Tourism, [online], Press Release, [March 13, 2012 search], Internet (URL: http://www.mlit.go.jp/common/000160760.pdf) Man Diesel and Turbo, [online], Auxiliary Propulsion System For Two-stroke Engine Plants, [Search March 13, 2012], Internet (URL: http://www.mandieselturbo.com/files/news/filesof2591 /Alpha_cl.pdf)

  Since the hybrid propulsion system has a large power (transmission torque) from the main engine, a mechanical clutch using teeth meshing is employed as a clutch for transmitting the power to the propeller shaft. As a result, the power from the main engine is reliably transmitted to the propeller shaft. In this hybrid propulsion system, when the power source to be driven is switched, the mechanical clutch is connected or disconnected, but prior to this, it is necessary to stop the main engine and the propeller shaft.

  However, even when the combustion of fuel in the main engine is stopped, the ship continues to coast and the propeller (propeller) continues to rotate without stopping, so the main engine and the propeller shaft also rotate without stopping. Keep doing. For this reason, it is necessary to wait for a long time (about 20 to 30 minutes) until the ship naturally stops and to completely stop the main engine and the propeller shaft. And a ship will be washed away by the ocean current while not navigating by itself. Further, when a mechanical clutch is connected, it is necessary to align the teeth and the operation is complicated.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a hybrid propulsion device and a system that realize switching of a power source to be driven without taking time and effort.

  (1) The present invention is a hybrid used for a ship that obtains propulsive force by transmitting the power of a main engine (large two-cycle diesel engine) and an auxiliary engine (motor generator) to the propeller via a propeller shaft. A propulsion device, a wet multi-plate hydraulic clutch that transmits the power of the main engine to the propeller shaft; and an auxiliary engine clutch that transmits auxiliary engine power to the propeller shaft when the auxiliary engine is an electric motor; And a hybrid propulsion device.

  According to the present invention, a marine vessel can be navigated by obtaining a propulsive force from the power of the main engine by connecting the wet multi-plate hydraulic clutch. If the auxiliary engine is a generator and the main engine has enough power, the auxiliary engine clutch is connected while the wet multi-plate hydraulic clutch is connected, so that a part of the power of the main engine is obtained. It can be converted to electric power at the auxiliary engine.

  Further, by disconnecting the wet multi-plate hydraulic clutch and connecting the auxiliary engine clutch, it is possible to obtain a propulsive force from the power of the auxiliary engine and to navigate the ship. That is, even if the main engine is out of order, the ship can be navigated by the power of the auxiliary engine.

  In addition, the auxiliary engine is driven in a state where the main engine is stopped in a regulated sea area where the amount of exhaust gas such as NOx is restricted by the tertiary regulation of exhaust gas by IMO (to be implemented on January 1, 2016) In addition, by driving the main engine outside the regulated sea area, it is possible to strictly comply with the tertiary regulation of exhaust gas within the regulated sea area without hindering navigation outside the regulated sea area.

  The wet multi-plate hydraulic clutch can be connected and disconnected without stopping the main engine and the propeller shaft, so that the propeller rotates and the propeller shaft and the main engine rotate when the ship sails by inertia. Even in such a case, the wet multi-plate hydraulic clutch can be connected or disconnected. That is, the wet multi-plate hydraulic clutch can be operated while the ship is sailing. In addition, there is no complicated operation such as tooth-to-tooth alignment necessary for a mechanical clutch that uses tooth-tooth engagement. Thus, it is not necessary to stop the ship or stop the main engine, and the power source to be driven can be switched in a short time and with an easy operation.

  (2) The present invention is the hybrid propulsion device according to (1) above, further including a case that accommodates and integrates the wet multi-plate hydraulic clutch and the auxiliary engine clutch.

  According to the said invention, when building a ship, a hybrid propulsion apparatus can be laid only by attaching the integrated case. That is, the hybrid propulsion device can be laid in a space-saving manner without separately installing various devices.

  (3) The present invention also includes the main engine, the auxiliary engine, the propeller shaft, the propeller, and the hybrid propulsion device according to (1) or (2). , A hybrid propulsion system.

  (4) The present invention also includes an input rotation speed sensor that detects a rotation speed of an input shaft that rotates integrally with the input side of the wet multi-plate hydraulic clutch, and a rotation that rotates integrally with the output side of the wet multi-plate hydraulic clutch. An output rotational speed sensor for detecting the rotational speed of the output shaft; and a control unit for controlling the degree of connection of the wet multi-plate hydraulic clutch based on detection results of the input rotational speed sensor and the output rotational speed sensor. This is the hybrid propulsion system according to (3) above.

  According to the above invention, by changing the degree of connection of the wet multi-plate hydraulic clutch from the direct connection state to the slip state, the shaft system including the wet multi-plate hydraulic clutch changes, and the torsional natural frequency changes. come. The main engine can be operated and continuously driven so as to avoid the torsional resonance point while controlling the degree of connection of the wet multi-plate hydraulic clutch. This is due to the characteristic that the wet multi-plate hydraulic clutch can be operated even when connected in a slip state, and torque can be transmitted.

  (5) In the above (4), the control unit controls the degree of connection of the wet multi-plate hydraulic clutch so as to avoid operation at a torsional resonance point. The described hybrid propulsion system.

  According to the above invention, by controlling the connection degree of the wet multi-plate hydraulic clutch, the rotational speed range in which the shaft system including the wet multi-plate hydraulic clutch resonates when the connection degree is not controlled is changed. As a result, it is possible to avoid the occurrence of resonance in the rotational speed range and continue driving the main engine.

  (6) According to the present invention, the control unit stores in advance a driving mode of the main engine in which a shaft system including the wet multi-plate hydraulic clutch resonates, and the main engine becomes the driving mode. The hybrid propulsion system according to (5) above, wherein the occurrence of resonance is avoided by controlling the degree of connection of the wet multi-plate hydraulic clutch in advance.

  (7) In the present invention, the auxiliary engine is driven after the operation of disengaging the wet multi-plate hydraulic clutch and stopping the main engine while the propeller shaft is rotating, and the auxiliary engine is driven. Any one of the above (3) to (6), wherein the operation of connecting the engine clutch is executed to switch the power source for obtaining the propulsive force of the ship from the main engine to the auxiliary engine. This is a hybrid propulsion system described in the above.

  (8) The present invention is also configured to drive the main engine after the operation of disengaging the clutch for the auxiliary engine and stopping the auxiliary engine is performed while the propeller shaft is rotating. Any one of the above (3) to (7), wherein the operation of connecting the plate hydraulic clutch is executed to switch the power source for obtaining the propulsive force of the ship from the auxiliary engine to the main engine. This is a hybrid propulsion system described in the above.

  (9) The present invention is also configured without any denitration device for decomposing or recovering NOx discharged from the main engine, according to any one of the above (3) to (8), It is a hybrid propulsion system.

  According to the above invention, it is possible to strictly comply with the tertiary regulation of exhaust gas by IMO without providing a denitration device.

  According to the present invention, it is possible to achieve an excellent effect that switching of a power source to be driven in a short time can be realized without performing a complicated operation.

1 is a schematic diagram showing a hybrid propulsion system according to a first embodiment of the present invention. It is a block diagram which shows the function structure of a control unit. It is a figure which shows the relationship between the rotational speed of the rotating shaft of a main engine, and the amplitude of the system containing a wet multi-plate hydraulic clutch, (A) shows the case where a wet multi-plate hydraulic clutch is completely connected, (B ) Shows a case where the wet multi-plate hydraulic clutch is connected to slip. (A) is a flowchart which shows the flow which determines the connection state of a wet multi-plate hydraulic clutch, (B) is a figure which shows the operation example at the time of speed-up operation. It is a flowchart which shows the flow of operation | movement of the hybrid propulsion system shown in FIG. 1, and shows the case where a ship navigates in from the inside of a regulation sea area. It is a flowchart which shows the flow of operation | movement of the hybrid propulsion system, and shows the case where a ship sails out from the inside of a regulation sea area. It is the schematic which shows the hybrid propulsion system, and shows the energy flow in the case of obtaining the electric power used in a ship from a power generator while obtaining the propulsion force of a ship from the motive power of a main engine. It is the schematic which shows the hybrid propulsion system, and shows the energy flow in the case of obtaining the propulsion power of the ship and the electric power used in the ship from the power of the main engine. It is the schematic which shows the hybrid propulsion system, and shows the energy flow in the case of obtaining the propulsion force of a ship and the electric power used in a ship from the electric power of a generator. It is the schematic which shows the hybrid propulsion system which concerns on 2nd Embodiment of this invention.

  Hereinafter, a hybrid propulsion system according to an embodiment of the present invention will be described in detail with reference to the drawings.

  [First Embodiment] First, the configuration of a hybrid propulsion system 1 according to a first embodiment will be described with reference to FIGS. FIG. 1 is a schematic diagram showing a hybrid propulsion system 1. FIG. 2 is a block diagram showing a functional configuration of the control unit. FIG. 3 is a diagram showing the relationship between the rotational speed of the rotating shaft 10a of the main engine 10 and the amplitude of the torsional vibration of the shaft system including the wet multi-plate hydraulic clutch 20. FIG. 3A shows a case where the wet multi-plate hydraulic clutch 20 is completely connected. FIG. 3B shows a case where the wet multi-plate hydraulic clutch 20 is connected so as to slip. 3A and 3B, the horizontal axis represents the rotational speed of the rotary shaft 10a of the main engine 10, and the vertical axis represents the torsion of the shaft system including the wet multi-plate hydraulic clutch 20. Indicates the amplitude of vibration.

  A hybrid propulsion system 1 shown in FIG. 1 is a system used for a ship 5 such as a two-cycle large engine-equipped ship. The hybrid propulsion system 1 navigates the ship 5 by selectively driving a power source (the main engine 10 or the auxiliary engine 11) according to the situation to obtain a propulsive force.

  Specifically, the hybrid propulsion system 1 includes a main engine 10, an auxiliary engine 11, a hybrid propulsion device 12, a propeller shaft 13, a propeller 14, a power generation device 15, a control panel 16, and a control unit 17 (see FIG. 2).

  Each part of the hybrid propulsion system 1 is centrally controlled by the control unit 17. That is, each part of the hybrid propulsion system 1 operates under the control of the control unit 17, and the operation state is managed by the control unit 17.

  The main engine 10 is a reciprocating type diesel engine that obtains power by burning fuel such as heavy oil. The power obtained by the main engine 10 is transmitted to the propeller 14 via the hybrid propulsion device 12 and the propeller shaft 13 and becomes propulsive force of the ship 5. Further, when there is surplus in the power obtained by the main engine 10, the surplus energy is sent to the ship 5 through the hybrid propulsion device 12, the auxiliary engine 11 and the control panel 16 for use. The

  Specifically, the main engine 10 includes a rotation shaft 10a. The rotary shaft 10a is connected to an input shaft 19 that rotates integrally with an input side of a wet multi-plate hydraulic clutch 20 described later by a flange (reference numeral omitted), and rotates integrally with the input shaft 19.

  The auxiliary engine 11 converts the power generated by the power generation device 15 and supplied via the control panel 16 into power, while converting the surplus power of the main engine 10 into power. That is, the auxiliary engine 11 is a motor generator that functions as a motor / generator. The power obtained by the auxiliary engine 11 is transmitted to the propeller 14 via the hybrid propulsion device 12 and the propeller shaft 13 and becomes propulsive force of the ship 5. On the other hand, the electric power obtained by the auxiliary engine 11 is sent into the ship 5 via the control panel 16 and used as ship power.

  Specifically, the auxiliary engine 11 includes a rotating shaft 11a. The rotary shaft 11a is connected to an input shaft 23 that rotates integrally with an input side of an auxiliary engine clutch 24, which will be described later, by a flange (not shown) and rotates integrally with the input shaft 23.

  The hybrid propulsion device 12 is a device for obtaining the propulsive force of the ship 5 by transmitting the power of the main engine 10 and the auxiliary engine 11 to the propeller 14 via the propeller shaft 13.

  Specifically, the hybrid propulsion device 12 includes an input shaft 19 that rotates integrally with the rotary shaft 10a of the main engine 10, a wet multi-plate hydraulic clutch 20 that transmits the power of the main engine 10 to the propeller shaft 13, and The output shaft 21 that rotates integrally with the output side of the plate hydraulic clutch 20, the thrust bearing 22 that supports the thrust of the propeller 14 provided on the output shaft 21, and the rotation shaft 11 a of the auxiliary engine 11 rotate integrally. The input shaft 23, the auxiliary engine clutch 24 that transmits the power of the auxiliary engine 11 to the propeller shaft 13, the output shaft 25 that rotates integrally with the output side of the auxiliary engine clutch 24, and the output shaft 25 integrally A rotating gear 26, a gear 27 meshing with the gear 26, a rotating shaft 28 rotating integrally with the gear 27, a gear 29 rotating integrally with the rotating shaft 28, A gear 30 that meshes with the gear 29 and rotates integrally with the output shaft 21, an input rotational speed sensor 31 that detects the rotational speed of the input shaft 19, an output rotational speed sensor 32 that detects the rotational speed of the output shaft 21, And a case 33 that accommodates and integrates these components 19 to 32. The hybrid propulsion device 12 is configured without a denitration device that decomposes or recovers NOx discharged from the main engine 10.

  The input shaft 19 rotates integrally with the input side of the wet multi-plate hydraulic clutch 20. The wet multi-plate hydraulic clutch 20 connects and disconnects the input side and the output side. The output shaft 21 is connected to the propeller shaft 13 by a flange (not shown) and rotates integrally with the propeller shaft 13. The thrust bearing 22 supports the axial thrust generated by the propeller 14.

  The input shaft 23 rotates integrally with the input side of the auxiliary engine clutch 24. The auxiliary engine clutch 24 is, for example, a wet multi-plate hydraulic clutch, and connects or disconnects the input side and the output side. The output shaft 25 becomes the rotation center of the gear 26. The gears 26 and 27 are engaged with each other and rotate to transmit power. The rotation shaft 28 becomes the rotation center of the gears 27 and 29. The gears 29 and 30 transmit power by meshing with each other and rotating.

  The input rotation speed sensor 31 outputs the detected rotation speed of the input shaft 19 to the control unit 17 (see FIG. 2) as a sensing data signal. The output rotation speed sensor 32 outputs the detected rotation speed of the output shaft 21 to the control unit 17 as a sensing data signal. These sensing data are obtained by changing the degree of connection of the wet multi-plate hydraulic clutch 20 when the operation is performed in the rotational speed range near the torsional resonance point of the shaft system including the wet multi-plate hydraulic clutch 20. This is data for controlling to avoid the occurrence of torsional resonance.

  The propeller shaft 13 becomes a rotation axis of the propeller 14. The propeller 14 generates propulsive force of the ship 5 by rotating in water.

  The power generation device 15 includes a medium-speed power generation engine (diesel engine) 15a that obtains power by burning fuel such as heavy oil, and a generator 15b that converts the power of the medium-speed power generation engine 15a into electric power. Yes. The amount of NOx discharged by burning fuel in the medium speed power generation engine 15a is smaller than the amount of NOx discharged by burning fuel in the main engine 10. The electric power obtained by the generator 15b is sent to the ship 5 through the control panel 16 and used. Alternatively, the electric power obtained by the generator 15 b is supplied to the auxiliary engine 11 via the control panel 16.

  The control panel 16 is connected to the auxiliary engine 11, the generator 15 b of the power generator 15, and the power source in the ship 5, and controls power distribution.

  The control unit 17 (see FIG. 2) is composed of a CPU, a RAM, a ROM, and the like (all not shown), and executes various controls. The CPU is a so-called central processing unit, and each part program is executed to realize various functions. The RAM is used as a work area for the CPU. The ROM stores programs executed by the CPU and various data.

  As shown in FIG. 2, the control unit 17 includes a sensing unit 35, a connection degree control unit 36, and the like as functional configurations after executing the program.

  The sensing unit 35 sequentially acquires sensing data of the input rotational speed sensor 31 and the output rotational speed sensor 32 and transmits the sensing data to the connection degree control unit 36. The connection degree control unit 36 controls the wet multi-plate hydraulic clutch 20 based on the sensing data acquired by the sensing unit 35. That is, the connection degree control unit 36 twists the shaft data including the wet multi-plate hydraulic clutch 20 when the sensing data is stored in advance in the ROM (when the wet multi-plate hydraulic clutch 20 is completely directly connected. Compared with the data of the rotational speed range of the rotating shaft 10a of the main engine 10 that resonates (for example, 50 min-1 or more and 60 min-1 or less described later), the wet multi-plate hydraulic clutch 20 is avoided so as to avoid the occurrence of resonance. Controls the degree of connection.

  In this way, the control unit 17 determines in advance the rotational speed of the rotating shaft 10a of the main engine 10 (drive mode of the main engine 10) in which the shaft system including the wet multi-plate hydraulic clutch 20 in a completely direct connection is torsionally resonated. In advance, the degree of connection of the wet multi-plate hydraulic clutch 20 is controlled before the main engine 10 enters the driving mode. Thus, the occurrence of resonance is avoided in the rotational speed range where the torsional resonance of the shaft system including the wet multi-plate hydraulic clutch 20 occurs.

  Here, based on FIG. 3 (A) and FIG. 3 (B), the rotational speed of the rotating shaft 10a of the main engine 10 and the torsional vibration amplitude of the shaft system including the wet multi-plate hydraulic clutch 20 Explain the relationship.

  For example, as shown in FIG. 3A, when the wet multi-plate hydraulic clutch 20 is completely connected, the shaft system including the wet multi-plate hydraulic clutch 20 has a rotational speed of the rotary shaft 10a of the main engine 10. It is assumed that resonance occurs at 55 min−1. 3B, when the wet multi-plate hydraulic clutch 20 is connected so as to slip, the shaft system including the wet multi-plate hydraulic clutch 20 rotates the rotary shaft 10a of the main engine 10. It is assumed that a torsional resonance point exists when the speed is 25 min−1. As an example, the degree of slip of the wet multi-plate hydraulic clutch 20 is such that the rotational speed on the output side (output shaft 21) is 90% of the rotational speed on the input side (input shaft 19).

  Under such conditions, when the rotational speed of the rotary shaft 10a of the main engine 10 is changed, when the rotational speed is near 55 min−1 (for example, 50 min−1 or more and 60 min−1 or less), the wet multi-plate hydraulic clutch By switching from the fully connected state to the slipped state, the shaft system including the wet multi-plate hydraulic clutch 20 is prevented from torsionally resonating in the rotational speed range.

  Here, based on FIG. 4, the flow which determines the connection state of the wet multi-plate hydraulic clutch 20 is demonstrated. FIG. 4A is a flowchart showing a flow for determining the connection state of the wet multi-plate hydraulic clutch 20. FIG. 4B is a diagram illustrating an operation example during a speed increase operation.

  As shown in FIG. 4A, when the rotational speed of the rotating shaft 10a of the main engine 10 is 0 min-1 or more and less than 50 min-1 or exceeds 60 min-1 (NO in step S100), the wet multi-plate The hydraulic clutch 20 is completely connected (step S110). On the other hand, when the rotational speed of the rotating shaft 10a of the main engine 10 is 50 min−1 or more and 60 min−1 or less (YES in Step S100), the wet multi-plate hydraulic clutch 20 is connected so as to slip (Step S120). Thus, the shaft system including the wet multi-plate hydraulic clutch 20 is changed, and the torsional resonance point is set outside the operating rotational speed range, thereby avoiding the occurrence of resonance in the rotational speed range.

  Next, based on FIG.5 and FIG.6, the flow of operation | movement of the hybrid propulsion system 1 is demonstrated. FIG. 5 is a flowchart showing a flow of operations of the hybrid propulsion system 1, and shows a case where the ship 5 navigates from the outside to the inside of the regulated sea area. FIG. 6 is a flowchart showing a flow of operations of the hybrid propulsion system 1, and shows a case where the ship 5 navigates from the inside of the restricted sea area to the outside.

  First, the case where the ship 5 navigates from the outside to the inside of the regulated sea area will be described. As shown in FIG. 5, the ship 5 that is navigating outside the regulated sea area drives the main engine 10 with the wet multi-plate hydraulic clutch 20 connected (step S200). Thereafter, when entering the restricted sea area, the wet multi-plate hydraulic clutch 20 is disconnected and the main engine 10 is stopped (step S210). When the wet multi-plate hydraulic clutch 20 is disconnected, the propeller shaft 13 is rotating. Then, the auxiliary engine 11 is driven and the auxiliary engine clutch 24 is connected (step S220). When the auxiliary engine clutch 24 is connected, the propeller shaft 13 is rotating. Thereby, in the regulated sea area, the ship 5 navigates by obtaining a propulsive force from the power of the auxiliary engine 11 (step S230).

  Next, the case where the ship 5 sails from the inside of the regulated sea area to the outside will be described. As shown in FIG. 6, the ship 5 that is navigating within the restricted sea area drives the auxiliary engine 11 with the auxiliary engine clutch 24 connected (step S300). Thereafter, when entering the outside of the regulated sea area, the auxiliary engine clutch 24 is disconnected and the auxiliary engine 11 is stopped (step S310). When the auxiliary engine clutch 24 is disengaged, the propeller shaft 13 is rotating. Then, the main engine 10 is driven and the wet multi-plate hydraulic clutch 20 is connected (step S320). When the wet multi-plate hydraulic clutch 20 is connected, the propeller shaft 13 is rotating. As a result, outside the regulated sea area, the ship 5 navigates by obtaining a propulsive force from the power of the main engine 10 (step S330).

  Next, the flow of energy in the hybrid propulsion system 1 will be described based on FIG. 7, FIG. 8, and FIG. FIG. 7 is a schematic diagram showing the hybrid propulsion system 1 and shows an energy flow when the propulsive force of the ship 5 is obtained from the power of the main engine 10 and the electric power used in the ship 5 is obtained from the power generator 15. . FIG. 8 is a schematic diagram showing the hybrid propulsion system 1 and shows an energy flow when the propulsive force of the ship 5 and the electric power used in the ship 5 are obtained from the power of the main engine 10. FIG. 9 is a schematic diagram showing the hybrid propulsion system 1 and shows an energy flow when the propulsive force of the ship 5 and the electric power used in the ship 5 are obtained from the electric power of the power generation device 15.

  First, the case where the propulsive force of the ship 5 is obtained from the power of the main engine 10 and the electric power used in the ship 5 is obtained from the power generation device 15 will be described. In this case, the wet multi-plate hydraulic clutch 20 is connected, while the auxiliary engine clutch 24 is disconnected.

  As shown in FIG. 7, the power of the main engine 10 is transmitted to the propeller 14 via the rotary shaft 10 a, the input shaft 19, the wet multi-plate hydraulic clutch 20, the output shaft 21, and the propeller shaft 13. It will be a driving force. On the other hand, the electric power of the power generator is sent to the ship 5 via the control panel 16 and used.

  Next, a case where the propulsive force of the ship 5 and the electric power used in the ship 5 are obtained from the power of the main engine 10 will be described. In this case, the wet multi-plate hydraulic clutch 20 is connected and the auxiliary engine clutch 24 is connected.

  As shown in FIG. 8, a part of the power of the main engine 10 is transmitted to the propeller 14 via the rotary shaft 10 a, the input shaft 19, the wet multi-plate hydraulic clutch 20, the output shaft 21, and the propeller shaft 13. It becomes the driving force of the ship 5. Further, the remainder of the power of the main engine 10 is the rotating shaft 10a, the input shaft 19, the wet multi-plate hydraulic clutch 20, the output shaft 21, the gear 30, the gear 29, the rotating shaft 28, the gear 27, the gear 26, the output shaft 25, This is transmitted to the auxiliary engine 11 via the auxiliary engine clutch 24 and the input shaft 23. The power of the main engine 10 transmitted to the auxiliary engine 11 is converted into electric power and sent to the ship 5 via the control panel 16 for use. When the power used in the ship 5 can be covered by the power generated by the auxiliary engine 11, the power generation device 15 stops. Further, when the electric power generated by the auxiliary engine 11 cannot cover the electric power used in the ship 5, the power generation device 15 is also operated to generate electric power.

  Next, a case where the propulsive force of the ship 5 and the electric power used in the ship 5 are obtained from the electric power of the power generation device 15 will be described. In this case, the wet multi-plate hydraulic clutch 20 is disconnected, while the auxiliary engine clutch 24 is connected.

  As shown in FIG. 9, part of the electric power of the power generation device 15 is transmitted to the auxiliary engine 11 via the control panel 16. The electric power of the power generation device 15 transmitted to the auxiliary engine 11 is converted into power, and the input shaft 23, the auxiliary engine clutch 24, the output shaft 25, the gear 26, the gear 27, the rotary shaft 28, the gear 29, the gear 30, and the output shaft. 21 and the propeller shaft 13 are transmitted to the propeller 14 and become the propulsion force of the ship 5. Further, the remaining power of the power generation device 15 is sent to the ship 5 via the control panel 16 and used.

  As described above, according to the hybrid propulsion system 1, by connecting the wet multi-plate hydraulic clutch 20, it is possible to obtain the propulsive force from the power of the main engine 10 and to navigate the ship 5. When the power of the main engine 10 is sufficient, a part of the power of the main engine 10 is converted into electric power by the auxiliary engine by connecting the auxiliary engine clutch 24 with the wet multi-plate hydraulic clutch 20 connected. Can be used.

  Further, by disconnecting the wet multi-plate hydraulic clutch 20 and connecting the auxiliary engine clutch 24, the ship 5 can be navigated by obtaining a propulsive force from the power of the auxiliary engine 11. That is, even if the main engine 10 breaks down, the ship 5 can be navigated by the power of the auxiliary engine 11.

  In addition, the auxiliary engine is driven while the main engine 10 is stopped in a regulated sea area where NOx emissions are restricted by the tertiary regulation of exhaust gas by IMO (scheduled to take effect on January 1, 2016). In addition, by driving the main engine 10 outside the regulated sea area, it is possible to strictly observe the tertiary regulation of exhaust gas within the regulated sea area without hindering navigation outside the regulated sea area.

  Since the wet multi-plate hydraulic clutch 20 can be connected or disconnected without stopping the main engine 10 and the propeller shaft 13, the propeller 14 rotates and the propeller shaft 13 rotates when the ship 5 sails by inertia. Even when the main engine 10 is rotating, the wet multi-plate hydraulic clutch 20 can be connected or disconnected. That is, the wet multi-plate hydraulic clutch 20 can be operated while the ship 5 is sailing. In addition, since a mechanical clutch that utilizes tooth-tooth engagement is not employed, there is no complicated operation such as tooth-to-tooth alignment. In this way, switching of the power source to be driven can be realized in a short period of time without complicated operations and without any power loss in the propulsion of the ship 5.

  Further, when the ship 5 is constructed, the hybrid propulsion device 12 in which various necessary members such as gears and clutches and devices are incorporated in the integrated case 33 can be efficiently laid.

  Then, by changing the degree of connection of the wet multi-plate hydraulic clutch 20, it is possible to change the natural frequency of the system including the wet multi-plate hydraulic clutch 20, and avoid the occurrence of torsional resonance. 10 can be driven and maneuvered.

  Also, by controlling the degree of connection of the wet multi-plate hydraulic clutch 20, the main engine 10 is driven at a rotational speed at which the shaft system including the wet multi-plate hydraulic clutch 20 twists and resonates when the degree of connection is not controlled. Can continue.

  Furthermore, the tertiary regulation of exhaust gas by IMO can be strictly observed without providing the denitration device of the main engine 10.

  [Second Embodiment] Next, the configuration of the hybrid propulsion system 2 according to the second embodiment will be described with reference to FIG. FIG. 10 is a schematic diagram showing the hybrid propulsion system 2.

  Only the characteristic part of the hybrid propulsion system 2 according to the second embodiment will be described, and description of the same configuration, operation, and effect as in the first embodiment will be omitted as appropriate. Also in each embodiment to be described later, only the characteristic part will be described, and description of the same configuration, operation, and effect as in the other embodiments will be omitted as appropriate.

  A hybrid propulsion system 2 shown in FIG. 10 includes a hybrid propulsion device 42 instead of the hybrid propulsion device 12 of the first embodiment.

  The hybrid propulsion device 42 has a structure different from the hybrid propulsion device 12 of the first embodiment, and employs a speed change mechanism in a path for transmitting power. As a result, power is transmitted through one of the selected paths in the A row or the B row.

  The A row transmits power to the auxiliary engine 11 with low speed rotation and high torque, while transmitting power from the auxiliary engine 11 with high speed rotation and low torque. The row B transmits power to the auxiliary engine 11 with high speed rotation and low torque, while transmitting power from the auxiliary engine 11 with low speed rotation and high torque.

  Specifically, the hybrid propulsion device 42 replaces the input shaft 23, the auxiliary engine clutch 24, the output shaft 25, and the gears 26 and 27 in the hybrid propulsion device 12 of the first embodiment, and the rotation shaft 11a of the auxiliary engine 11. , An input shaft 43 that rotates integrally with the input shaft 43, a slipping clutch (a clutch that can be operated and controlled continuously in a slip state) 44 attached to the input shaft 43, and the input shaft 43 that is integrated with the slipping clutch 44. A row gear 45 that rotates about the center, an A row gear 46 that rotates integrally with the rotary shaft 28 so as to mesh with the A row gear 45, a B row gear 47 attached to the input shaft 43, and this B row gear Rotate integrally with the rotary shaft 28 so as to mesh with a sleeve clutch (two-position mechanical clutch) 48 for fixing / releasing 47 to / from the input shaft 43 and the B row gear 47. And B column gear 49, and a.

  The input shaft 43 is connected to the rotating shaft 11a of the auxiliary engine 11 by a flange (reference numeral omitted) and rotates integrally with the rotating shaft 11a. The slipping clutch 44 employs, for example, a wet multi-plate hydraulic clutch, and fixes / releases the A-row gear 45 to / from the input shaft 43. The A row gears 45 and 46 transmit power by meshing with each other and rotating. The B row gears 47 and 48 mesh with each other and rotate to transmit power.

  When the A row gear 45 and the B row gear 47 attached to the input shaft 43 are compared with each other, the A row gear 45 has a large diameter and a large number of teeth, and the B row gear 47 has a small diameter and a small number of teeth. When the A row gear 46 and the B row gear 49 that rotate integrally with the rotary shaft 28 are compared with each other, the A row gear 46 has a small diameter and a small number of teeth, and the B row gear 49 has a large diameter and a large number of teeth.

  Thus, according to the hybrid propulsion system 2, a route for transmitting power can be selected according to the situation.

  For example, the row A is selected when the ship 5 navigates outside the restricted sea area. The speed ratio of row A is set so that the main engine 10 (propeller 14) is at a rotational speed near the rated rotational speed, and the auxiliary engine 11 is also at the rated rotational speed (an efficient rotational range). When rapid speed adjustment is necessary, for example, during stormy weather, the power of the auxiliary engine 11 can be added to the power of the main engine 10 to obtain the propulsive force of the ship 5. Thereby, safe and efficient operation can be achieved.

  And when obtaining the propulsive force of the ship 5 and the electric power used in the ship 5 from the power of the main engine 10, the A row is selected. When the main engine 10 is operated at the rated rotational speed, the auxiliary engine 11 also becomes the rated rotational speed, whereby the power of the main engine 10 can be efficiently transmitted to the auxiliary engine 11 and power can be efficiently obtained at the auxiliary engine 11. Can do. Further, when the main engine 10 is operated while changing the rotational speed, the slipping clutch 44 can be controlled so as to be in a slip state so that the rotational speed of the auxiliary engine 11 can be kept constant. Power supply and power supply facilities can be simplified.

  When the main engine 10 is stopped and the wet multi-plate hydraulic clutch 20 is disconnected, the B row is selected when the propulsive force of the ship 5 is obtained from the power of the auxiliary engine 11. The speed ratio of row B is set so that the auxiliary engine 11 is driven at the rated rotational speed, and the rotational speed of the propeller 14 becomes a rotational speed commensurate with the capacity of the auxiliary engine 11. The propulsive force of the ship 5 can be obtained by the auxiliary engine 11 in an emergency or the like.

  The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit and technical idea thereof.

  That is, in each of the above embodiments, the position, size, shape, material, type, orientation, quantity, and the like of each component can be changed as appropriate.

DESCRIPTION OF SYMBOLS 1, 2 Hybrid propulsion system 5 Ship 10 Main engine 11 Auxiliary engine 12, 42 Hybrid propulsion device 13 Propeller shaft 14 Propeller 17 Control unit 19 Input shaft 20 Wet multi-plate hydraulic clutch 21 Output shaft 24 Auxiliary engine clutch 31 Input rotational speed sensor 32 Output rotation speed sensor 33 Case

Claims (7)

A hybrid propulsion device used in a ship that obtains propulsive force by transmitting the power of the main engine and the auxiliary engine to the propeller via the propeller shaft,
A wet multi-plate hydraulic clutch that transmits the power of the main engine to the propeller shaft;
An auxiliary engine clutch for transmitting the power of the auxiliary engine to the propeller shaft;
An input rotational speed sensor for detecting the rotational speed of an input shaft that rotates integrally with the input side of the wet multi-plate hydraulic clutch;
An output rotation speed sensor that detects a rotation speed of an output shaft that rotates integrally with an output side of the wet multi-plate hydraulic clutch;
A control unit for controlling the degree of connection of the wet multi-plate hydraulic clutch based on detection results of the input rotation speed sensor and the output rotation speed sensor ;
The control unit is
When the rotational speed of the input shaft is smaller than the rotational speed range in which the wet multi-plate hydraulic clutch is torsionally resonated in the fully connected state (hereinafter referred to as the fully connected resonant rotational speed range), the wet multi-plate hydraulic pressure is The clutch is fully engaged, and
By increasing the rotational speed of the input shaft while the wet multi-plate hydraulic clutch is in a fully connected state, the wet multi-plate hydraulic clutch is disengaged when the rotational speed reaches the fully connected resonance rotational speed range. By shifting to a fully connected state, the power system is shifted to a rotational speed range in which the wet multi-plate hydraulic clutch is torsionally resonated in a non-completely connected state (hereinafter referred to as a non-fully connected resonant rotational speed range). The rotational speed of the input shaft exceeds the non-fully connected resonant rotational speed range; and
By increasing the rotational speed of the input shaft while the wet multi-plate hydraulic clutch is in a non-completely connected state, when the rotational speed exceeds the fully connected resonance rotational speed range, the wet multi-plate hydraulic clutch is completely To return to the connected state,
Controlling the degree of connection of the wet multi-plate hydraulic clutch ,
Hybrid propulsion device. Characterized in that it comprises a case that accommodates and integrates the wet multi-plate hydraulic clutch and the auxiliary engine clutch,
The hybrid propulsion device according to claim 1. Comprising the main engine, the auxiliary engine, the propeller shaft, the propeller, and the hybrid propulsion device according to claim 1,
Hybrid propulsion system.   The control unit stores in advance a drive mode of the main engine in which a system including the wet multi-plate hydraulic clutch resonates, and prior to the main engine becoming the drive mode, the wet multi-plate hydraulic clutch It is characterized by avoiding the occurrence of resonance by controlling the degree of connection of
  The hybrid propulsion system according to claim 3.   While the propeller shaft is rotating,
  After the operation of disengaging the wet multi-plate hydraulic clutch and stopping the main engine is performed, the operation of driving the auxiliary engine and connecting the clutch for the auxiliary engine is performed,
  The power source for obtaining the propulsive force of the ship is switched from the main engine to the auxiliary engine,
  The hybrid propulsion system according to any one of claims 3 to 4.   While the propeller shaft is rotating,
  After the operation for disengaging the auxiliary engine clutch and stopping the auxiliary engine is performed, the main engine is driven, and the operation for connecting the wet multi-plate hydraulic clutch is performed.
  The power source for obtaining the propulsive force of the ship is switched from the auxiliary engine to the main engine,
  The hybrid propulsion system according to any one of claims 3 to 5.   It is configured without a denitration device for decomposing or recovering NOx discharged from the main engine,
  The hybrid propulsion system according to any one of claims 3 to 6.

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