JP2003080955A - Power generation and propulsion system for marine vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively use excessive output in a marine vessel having a propulsion device provided with an internal combustion engine in which excessive output of the internal combustion engine is converted into power to be charged to a battery by providing this propulsion device with an electric motor to assist the internal combustion engine with the electric motor in driving a propeller, or driving the propeller by the electric motor. SOLUTION: Between the internal combustion engine 2 for navigation and a power transmitting device 3 to be connected to the internal combustion engine, a power generating device 10 to supply power inside the marine vessel is installed, and a mechanism having the electric motor 9 is disposed on the power transmitting device 3 in the propulsion device 1. It provides driving modes of navigation by the internal combustion engine 2 only, navigation by the internal combustion engine 2 and the electric motor 9, and navigation by the electric motor 9 only.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device in which a power generation device for supplying electric power onboard a ship is installed between a cruise internal combustion engine and a power transmission device connected to the internal combustion engine. The present invention relates to the configuration of a power generation and propulsion system for a ship, which has a mechanism in which an electric motor is installed in the.

[0002]

2. Description of the Related Art Conventionally, a propulsion device for a ship is composed of an internal combustion engine, a power transmission device and the like. After the driving force of the internal combustion engine is reduced by the power transmission device, a propeller connected to the power transmission device is driven. To do. In a ship that drives a propeller by an internal combustion engine and travels, the maximum output of the internal combustion engine is larger than the load of the ship and has an excess output at each rotation speed except at the maximum ship speed. BACKGROUND ART A part of the output of an engine is converted into electric power by a power generation device provided in a propulsion device and used for supplying electric power onboard a ship or charging a battery. Further, there is also a propulsion device in which an electric motor is provided as a drive source for traveling and the traveling can be performed by the electric motor. Then, the ship having the propulsion device provided with the internal combustion engine is configured to travel only by the internal combustion engine, and the ship having the propulsion device provided with the electric motor is configured to travel only by the electric motor.

[0003]

However, in a ship having a propulsion device provided with an internal combustion engine, a part of the output of the internal combustion engine is converted into electric power to charge the battery. If the apparatus is further provided with an electric motor and the electric motor assists the internal combustion engine to drive the propeller, or the electric motor can drive the propeller, the output can be effectively used. Therefore, in the present invention, in the case of such a configuration, an appropriate distribution of the engine output and the electric motor output and a distribution mechanism according to the characteristics required by the operator (for example, quietness, acceleration, environment resistance) The purpose is to establish. In this case, when switching between the operation by the internal combustion engine, the operation by the electric motor, and the operation by the internal combustion engine and the electric motor, the operator can arbitrarily and easily switch between them and construct a mechanism that does not cause an erroneous operation. It becomes important to do. In addition, in order to improve navigation, etc., the intention of the operator is read from the operating state of the regulator lever of the engine, etc., and a mechanism is established to optimize the load sharing of the power source during sailing or acceleration, or the electric motor output. It is also necessary to do.

[0004]

In order to solve the above problems, the present invention uses the following means. As set forth in claim 1, a generator device for supplying electric power onboard is installed between the cruise internal combustion engine and a power transmission device connected to the internal combustion engine, and an electric motor is installed in the power transmission device. In the propulsion device having the arranged mechanism, navigation by only the internal combustion engine,
It has driving modes of traveling by an internal combustion engine and an electric motor, and traveling by only an electric motor.

As described in claim 2, in addition to the drive mode, there is also a drive mode of power generation by a power generation device and charging of a battery.

According to a third aspect of the present invention, there is provided a drive mode switching tool for switching between drive modes of traveling by only the internal combustion engine, traveling by the internal combustion engine and the electric motor, and traveling by the electric motor. It was installed in.

According to a fourth aspect of the present invention, an operating tool that functions as a regulator lever of an internal combustion engine when driving by the internal combustion engine only or by the internal combustion engine and an electric motor is driven by only the electric motor. In the case of the driving mode of No. 3, it functions as an output volume adjusting lever of the electric motor.

According to a fifth aspect of the present invention, according to the magnitude of the load applied to the propulsion device, the driving modes of traveling by only the internal combustion engine, traveling by the internal combustion engine and the electric motor, and traveling by only the electric motor are provided. Switching is performed, and at the time of traveling by the internal combustion engine and the electric motor, the magnitude of the electric motor output is determined based on the operating state of the regulator of the internal combustion engine and the propeller rotation speed.

According to a sixth aspect of the present invention, the driving modes of the traveling by the internal combustion engine only, the traveling by the internal combustion engine and the electric motor, and the traveling by the electric motor only are switched according to the propeller rotation speed, and the internal combustion engine is switched. At the time of traveling by the motor and the electric motor, the magnitude of the electric motor output is determined according to the propeller rotation speed.

According to a seventh aspect of the present invention, the internal combustion engine is operated by the operation of the marine vessel operator to arbitrarily switch the driving modes of the internal combustion engine, the internal combustion engine and the electric motor, and the electric motor only. At the time of sailing with the electric motor and the electric motor, the magnitude of the electric motor output is controlled by the operator's arbitrary operation.

According to the eighth aspect of the present invention, when one of the drive modes is one in which the motor operates, the motor output is determined based on the operating state of the motor regulator and the motor rotation speed.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing a marine vessel propulsion device according to the power generation and propulsion system of the present invention, FIG. 2 is a diagram showing a propelling device in a state where a propeller is driven only by an internal combustion engine, and FIG. 3 is a propeller driving form. Shows a propulsion device in which only the electric motor is driven, FIG. 4 shows a propulsion device in which the propeller is driven by an internal combustion engine and an electric motor, and FIG. 5 shows the output controlled by a regulator lever. FIG. 6 is a diagram showing the relationship between the regulator lever angle and the target engine speed of the internal combustion engine, FIG. 7 is a diagram showing the relationship between the propeller rotation speed and the motor output, and FIG. 8 is the operation of the regulator lever. FIG. 9 is a diagram showing the relationship between the lever angle and time for calculating the speed, FIG. 9 is a diagram showing the relationship between the operating speed of the regulator lever and the motor output to be added, and FIG. FIG. 11 is a diagram showing an electric motor output routine, FIG. 12 is a diagram showing another embodiment of the electric motor output determination flow, FIG. 13 is a diagram showing a drive mode switching state depending on the propeller rotation speed, and FIG. 15 is a plan view showing a regulator lever provided with a volume lever, FIG. 15 is a side view of the same, and FIG. 16 is a plan view showing a driving operation panel provided with a volume dial.

A ship propulsion device according to the present invention relating to a power generation and propulsion system will be described. The 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. Also,
In the propulsion device 1, a generator 10 which is a generator or a device having generator characteristics is interposed between the internal combustion engine 2 and the power transmission device 3. Then, the internal combustion engine 2 drives the power generation device 10, and the electric power generated by the power generation device 10 is used for driving a later-described electric motor or supplied as inboard power.

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 substantially horizontally are connected. . In the power transmission device 3, the input shaft 3a is a transmission shaft 3 arranged in a substantially vertical direction.
The upper end of b is connected by the first bevel gear part 3e via the clutch 3d, and the lower end of the transmission shaft 3b and the output shaft 3c.
And are connected by the second bevel gear portion 3f.

The output shaft 3c of the power transmission device 3 is connected to the drive shaft 4a of the propeller 4. And the internal combustion engine 2
Drive output of the crankshaft 2a is transmitted to the input shaft 3a of the power transmission device 3, and then the clutch 3d and the transmission shaft 3 are transmitted.
It is transmitted to the drive shaft 4a of the propeller 4 through b and the output shaft 3c. The clutch 3d includes an input shaft 3a and a transmission shaft 3b.
It has a function of switching connection / non-connection with and a function of switching the rotation direction when transmitting the rotation of the input shaft 3a to the transmission shaft 3b.

An electric motor 9 is installed at the upper end of the power transmission device 3. The output shaft 9a of the electric motor 9 is connected to the transmission shaft 3b.

The power-generating device 10 is, for example, a high-frequency generator, and the output part of the power-generating device 10 is
Relay (electromagnetic switch) 11, rectifying device 12, DC / DC
A converter 13 and a battery 14 are connected in order, and the battery 14 is connected to the electric motor 9 via a controller 15. Then, the AC power generated by the power generation device 10 is rectified and smoothed by the rectification device 12 to be converted into DC, and then converted into a predetermined voltage by the DC / DC converter 13 to charge the battery 14. . Power generation by driving the power generation device 10 and charging of the battery 14 are performed mainly by using a part of the output of the internal combustion engine 2. Further, the relay 11 is controlled to be opened and closed by the controller 15, so that the power generation device 1
0 output is supplied to the inside of the ship, and the battery 14
It is possible to switch whether or not to charge the battery.

The electric motor 9 is driven by the electric power charged in the battery 14, and the electric motor 9 is driven by the controller 1
It is controlled by 5. Further, the electric power from the power generation device 10 that has been rectified and smoothed by the rectifying device 12 is converted into alternating current by the inverter 16 and can be supplied onboard as alternating current power.

In this example, the propulsion device 1 is configured as a sail drive in which the power transmission device 3 extends largely below the internal combustion engine 2 and the propeller 4 is directly attached to the power transmission device 3. However, it is also possible to configure a marine gear in which the propeller shaft of the propeller 4 is mounted at the rear end of the power transmission device 3.

In the propulsion device 1 configured as described above, the propeller 4 is driven only by the internal combustion engine 2, or is driven by the internal combustion engine 2 while being assisted by the electric motor 9 or only by the electric motor 9. To do
It is possible to carry out by using three types of patterns. The switching of these driving modes will be described below.

As shown in FIG. 2, the controller 15
Is connected to the electric motor 9 and the internal combustion engine 2, and a driving operation panel 26 is connected to the controller 15. The operation control panel 26 is provided with a drive mode changeover switch 26a, and the above-mentioned three types of drive modes can be switched by switching the drive mode changeover switch 26a. In FIG. 2, the drive mode changeover switch 26 a is switched to the “engine drive” mode, and the propeller 4 is controlled by the internal combustion engine 2 under the control of the controller 15.
It is driven by only. Further, the operation control panel 26 is provided with a regulator lever 26b, and the output of the internal combustion engine 2 is adjusted by operating the regulator lever 26b.

FIG. 3 shows a drive state in which the drive mode changeover switch 26a is switched to the "motor drive" mode and the propeller 4 is driven only by the electric motor 9.
In this case, the electric motor 9 is driven by the electric power stored in the battery 14 under the control of the controller 15. Further, in this drive mode, the regulator lever 26b
Is configured to function as a lever for adjusting the output of the electric motor 9.

FIG. 4 shows a drive state in which the drive mode changeover switch 26a is switched to the "hybrid" mode and the propeller 4 is driven by both the internal combustion engine 2 and the electric motor 9. In this case, the electric motor 9 is driven by the electric power stored in the battery 14 under the control of the controller 15, and the regulator lever 26b is configured to function as a lever for adjusting the output of the internal combustion engine 2.

In this way, the electric motor 9 is driven by the battery 14 charged by using the output of the internal combustion engine 2 so that the three types of driving patterns described above can be adopted. During low-speed traveling such as trolling, the vehicle is driven only by the electric motor 9, so that exhaust gas, vibration, and noise can be suppressed, and quietness and environmental resistance can be improved. In addition, by adding the output of the electric motor 9 to the output of the internal combustion engine 2 for traveling, it is possible to improve the acceleration performance as compared with the case of traveling with only the output of the internal combustion engine 2.

Further, in the propulsion device 1, in addition to the above-mentioned three types of patterns for driving the propeller 4, the internal combustion engine 2 drives the power generation equipment 10 to drive the power generation and the battery 14 while the internal combustion engine 2 is in operation. It is also possible to have a drive pattern for charging the battery. By having the driving mode of power generation by the internal combustion engine 2 and charging of the battery 14, the output in the medium speed range of the internal combustion engine 2 can be effectively used.

Further, since the drive form changeover switch 26a, which is a changeover tool for changing over the three kinds of drive forms, is arranged on the operation control panel 26 on which the regulator lever 26b and the like are arranged, it is possible to control the ship. It is possible to easily let the ship operator to recognize the current driving mode and prevent erroneous operations during driving / piloting. Further, the marine vessel operator can easily switch the driving mode.

Further, the regulator lever 26b functions as an output adjusting lever of the internal combustion engine 2 when the drive mode is driven only by the internal combustion engine 2 and when driven by the internal combustion engine and the electric motor, and when driven only by the electric motor 9. Is configured to function as an output adjusting lever of the electric motor 9, so that the number of levers operated by the boat operator can be reduced, and erroneous operations can be reduced. Further, the number of parts constituting the operation portion can be suppressed, and the assembling can be facilitated and the cost can be reduced.

In this propulsion device 1, the drive mode of the propeller 4 is switched according to the load applied to the propulsion device 1 such as the propeller 4. For example, when the load is small, it is driven only by the electric motor 9. When the load is large, only the internal combustion engine 2 drives, and during that time, the internal combustion engine 2 and the electric motor 9 drive the controller 15.
Is controlled by. Then, the internal combustion engine 2 and the electric motor 9
When the vehicle is sailing at and, the output of the electric motor 9 is determined as follows, and the load is shared between the internal combustion engine 2 and the electric motor 9.

As shown in FIG. 5, the regulator lever 2
The 6b can operate the lever angle such as from the P1 position to the P2 position, and the data of the operated lever angle is input to the controller 15 connected to the regulator lever 26b. There is. In the controller 15, the regulator lever 26
The target rotation speed of the internal combustion engine 2 with respect to the lever angle of b is set by a map as shown in FIG.

Further, as shown in FIG. 7, the magnitude of the output of the electric motor 9 with respect to the rotational speed of the driven propeller 4 is
The map is set in the controller 15. For example, when the rotation speed is Rv, the electric motor 9 is controlled so that the output becomes Oa. Normally, when the lever angle of the regulator lever 26b is kept constant, the electric motor output is determined according to this map.

The operating speed V of the regulator lever 26b is detected by the controller 15. For example, as shown in FIG. 8, the regulator lever 26b is moved from the position of the lever angle P1 to the lever angle P2.
When it takes from time T1 to time T2 to operate to the position, the lever angle and the operation time are detected by the controller 15, and the operation speed V is calculated by the following equation (1). V = dP / dt = (P2-P1) / (T2-T1) (1)

When the regulator lever 26b is operated, the output value is further added to the output value of the electric motor 9 obtained from the map shown in FIG. 7 according to the magnitude of the operation speed V. There is. For example, when the rotation speed of the propeller 4 is Rv, the output value of the electric motor 9 is calculated as Oa (see FIG. 7), but as shown in FIG.
In this case, when the regulator lever 26b is operated at the operating speed Va, the output is added by ΔO to the electric motor output value Oa, and the output value Ob is determined as the control output of the electric motor 9.

The electric motor 9 is driven by the electric motor output thus determined, and then the actual rotation speed of the internal combustion engine 2 becomes the target rotation speed of the internal combustion engine 2 with respect to the lever angle of the regulator lever 26b shown in FIG. If (for example,
When the regulator lever 26b is operated to the lever angle P2 and the target rotation speed corresponding to the lever angle P2 is reached), the electric motor output will be determined again according to the map shown in FIG. 7.

The output determination flow of the electric motor 9 as described above will be described with reference to FIG. First, by the controller 15, the switching state (MS) of the mode switch, the internal combustion engine 2
Rotation speed (ES), temperature of the electric motor 9 (MT), input voltage and input current of the electric motor 9 (MV / MC), shift position of the power transmission device 3 (CSP), regulator lever 26
lever angle (ERP) of b, state of battery 14 (B
S) and the load (IL) of the inverter 16 are read (S1).

Next, it is judged whether or not there is any error (S2), and if not, it is judged whether the mode switch is switched to the driving mode of the internal combustion engine 2 and the electric motor 9 ( S3), if switched, a standby signal is output (S4). When the regulator lever 26b is operated in this state (S5), the temperature of the electric motor 9 (M
T), input voltage and input current of the motor 9 (MV · M
C), the shift position (CSP) of the power transmission device 3, the lever angle (ERP) of the regulator lever 26b, the state of the battery 14 (BS), and the load of the inverter 16 (I
L) is read by the controller 15 (S6),
Output calculation is performed (S7).

The output calculation is performed by the routine shown in FIG. First, the target rotation speed of the internal combustion engine 2 is calculated from the map shown in FIG. 6 based on the lever angle of the regulator lever 26b (S71). It is determined whether or not the calculated target speed is higher than the current actual speed (S
72), if the target speed is higher, as described above,
The output value of the electric motor 9 is multiplied by the map shown in FIG. 9 (S73). On the other hand, if the actual rotation speed is higher, the motor output value corresponding to the rotation speed of the propeller 4 is calculated from the map shown in FIG. 7 as described above (S74).

It is judged whether or not there is any error in the output value calculated in this way (S8). If not, the calculated output value is output and the drive of the electric motor 9 is controlled. It If there is an error in S2, or if the mode switch is not switched to the drive mode for the internal combustion engine 2 and the electric motor 9 in S3, even if the regulator lever 26b is operated, the electric motor output based on the operation state is output. No calculation is performed, and a signal to that effect is output (S10). Also, S8
If there is an error in, the calculated motor output is not output, but a signal to that effect is output (S11).

In this way, by switching the drive mode of the propeller 4 according to the load, exhaust gas from the internal combustion engine 2 in the medium and low speed range where the electric motor 9 is driven is suppressed, and
Vibration and noise can be reduced. In addition, the internal combustion engine 2
When driving with the electric motor 9, the acceleration of the internal combustion engine 2 can be improved. Furthermore, when the internal combustion engine 2 and the electric motor 9 are driven and the load is shared between the internal combustion engine 2 and the electric motor 9, the operating state such as the operating speed of the regulator lever 26b of the internal combustion engine 2 and the propeller 4 By configuring to determine the magnitude of the output of the electric motor 9 based on the number of revolutions, the output of the electric motor 9 is controlled by reading the intention of the operator such as an acceleration request from the operating state of the regulator lever 26b. Therefore, it is possible to carry out the marine vessel maneuvering according to the request of the marine vessel operator. It is also possible to optimize the load sharing between the internal combustion engine 2 and the electric motor 9.

The output of the electric motor 9 is determined by operating the regulator lever 26b that functions as a regulator of the electric motor 9 and the electric motor 9 when traveling by the electric motor 9.
It can also be performed based on the rotation speed of The output determination flow of the electric motor 9 in this case will be described with reference to FIG. First, by the controller 15, the switching state (MS) of the mode switch, the rotation speed (ES) of the internal combustion engine 2, the temperature (MT) of the electric motor 9, the input voltage and input current (MV / MC) of the electric motor 9, the power transmission device. 3 shift position (CS
P), the lever angle of the regulator lever 26b (ER
P) and the state of the battery 14 (BS) are read (S21).

Next, it is judged whether or not there is any error (S22), and if not, whether the mode switch is switched to the drive mode by the electric motor 9 and the regulator lever 26b is in the initial position. Is determined (S
23), if the mode is switched to the drive mode by the electric motor 9 and the regulator lever 26b is at the initial position, the standby signal is output (S24). If the regulator lever 26b is operated in this state (S2
5), the temperature (MT) of the electric motor 9, the input voltage and input current (MV / MC) of the electric motor 9, the shift position (CSP) of the power transmission device 3, the lever angle (MRP) of the regulator lever 26b, and the battery 14 The state (BS) is read by the controller 15 (S26), and output calculation is performed (S27). This output calculation is performed by the routine shown in FIG.

It is judged whether or not there is something wrong with the output value thus calculated (S28), and if not, the calculated output value is output and the drive of the electric motor 9 is controlled. It If there is an error in S22, or if the mode switch is not switched to the driving mode of the internal combustion engine 2 and the electric motor 9 in S23, the regulator lever 26
Even if step b is performed, the motor output is not calculated based on the operation state, and a signal to that effect is output (S30). If there is an error in S28, the calculated electric motor output is not output, but a signal to that effect is output (S3).
1).

With this configuration, exhaust gas from the internal combustion engine 2 in the medium to low speed range where the electric motor 9 is driven can be suppressed, vibration and noise can be reduced, and quiet cruising is possible. It is also possible to improve the cruising response in the medium to low speed range.

The drive mode of the propeller 4 can be switched according to the rotation speed of the propeller 4. For example, as shown in FIG. 13, when the rotation speed of the propeller 4 is in the low speed range, only the electric motor 9 is driven, and in the medium speed range, the internal combustion engine 2 and the electric motor 9 are driven,
In the high speed range, the controller 15 controls so as to drive only the internal combustion engine 2.

Then, in the medium speed range in which the internal combustion engine 2 and the electric motor 9 are traveling, the load sharing of the internal combustion engine 2 and the load sharing of the electric motor 9 change according to the rotation speed of the propeller 4. I have to. This is because when the detected rotation speed of the propeller 4 is input to the controller 15, a voltage / current corresponding to the magnitude is calculated and input to the electric motor 9, and the magnitude of the output of the electric motor 9 is calculated. Is determined based on the rotation speed of the propeller 4. The change in the load sharing is configured such that the load sharing of the internal combustion engine 2 increases from the low speed side to the high speed side in the medium speed range.

With this configuration, exhaust gas from the internal combustion engine 2 in the medium and low speed range where the electric motor 9 is driven can be suppressed and vibration and noise can be reduced. Further, when the internal combustion engine 2 and the electric motor 9 are driven, the acceleration of the internal combustion engine 2 can be improved. Further, it is possible to optimize the load sharing between the internal combustion engine 2 and the electric motor 9.

Further, it is possible to carry out the switching of the driving modes of the traveling only by the internal combustion engine, the traveling by the internal combustion engine and the electric motor, and the traveling by the electric motor only by an arbitrary operation of the operator. For example, the drive mode changeover switch 26a may be provided on the operation control panel 26, and the switch may be changed over by the boat operator's operation. Further, when the internal combustion engine 2 and the electric motor 9 are used for navigation, the magnitude of the electric motor output can be controlled by an arbitrary operation of the operator.

For example, the operation panel 26 shown in FIGS. 14 and 15 is provided with a drive mode changeover switch 26a and a regulator lever 26b. The drive mode changeover switch 26a of this example is configured so that the drive mode can be switched between traveling by the internal combustion engine only and traveling by the internal combustion engine and the electric motor by an arbitrary operation of the boat operator. A volume lever 26d is provided on the side surface of the handle portion 26c of the regulator lever 26b.

When the regulator lever 26b is operated, the output of the electric motor 9 is a value determined by adding a certain amount of output value (ΔO) to the output value (Oa) at the normal time, as shown in FIG. (Ob), but when the regulator lever 26b is operated, the operator can operate the volume lever 26d to change the amount of output to be added. For example, the output value of the electric motor after being added is
It can be controlled so as to be Ob, Oc, Od, etc. in FIG. This adjustment can be done stepwise or steplessly. A volume dial 26e as shown in FIG. 16 may be provided on the operation panel 26 instead of the volume lever 26d as an operation tool for changing the amount of output to be added.

As described above, since the magnitude of the electric motor output can be controlled by the operator's arbitrary operation, the assist adjustment of the internal combustion engine 2 by the electric motor 9 can be manually adjusted. As a result, the ship operator can enjoy the fun and enjoyment of manual ship operation that cannot be achieved by automatic control.

[0050]

Since the present invention is constructed as described above,
The following effects are achieved. That is, as set forth in claim 1, a generator device for supplying electric power onboard is installed between the traveling internal combustion engine and the power transmission device connected to the internal combustion engine, and the motor is installed in the power transmission device. In a propulsion device having a mechanism in which is provided, the driving modes of traveling by only the internal combustion engine, traveling by the internal combustion engine and the electric motor, and traveling by the electric motor are included. It is possible to suppress the generation of exhaust gas, vibration and noise, and improve quietness and environmental resistance by sailing with only the drive. Further, by adding the output of the electric motor to the output of the internal combustion engine to drive the vehicle, it is possible to improve the accelerating property as compared with the case of traveling with only the output of the internal combustion engine.

As described in claim 2, in addition to the driving mode, there is also a driving mode of power generation by the power generation device and charging of the battery, so that the output in the medium speed range of the internal combustion engine is converted into electric power. It can be used effectively.

According to a third aspect of the present invention, there is provided a drive mode switching tool for switching between drive modes of traveling by only the internal combustion engine, traveling by the internal combustion engine and the electric motor, and traveling by the electric motor. Since it is arranged in the above, it is possible for the operator who operates the ship to easily recognize the current drive mode, and it is possible to prevent erroneous operation during driving and maneuvering. Further, the marine vessel operator can easily switch the driving mode.

According to a fourth aspect of the present invention, the operating tool that functions as a regulator lever of the internal combustion engine when the driving mode of traveling by only the internal combustion engine and traveling by the internal combustion engine and the electric motor is adopted, When the drive mode is adopted, since it functions as the output volume adjusting lever of the electric motor, it is possible to reduce the number of levers operated by the boat operator and reduce erroneous operations. Further, the number of parts constituting the operation portion can be suppressed, and the assembling can be facilitated and the cost can be reduced.

According to a fifth aspect of the present invention, according to the magnitude of the load applied to the propulsion device, the driving modes of the traveling by the internal combustion engine only, the traveling by the internal combustion engine and the electric motor, and the traveling by the electric motor only are selected. When the internal combustion engine and the electric motor are driven by switching, the magnitude of the electric motor output is determined based on the operation state of the regulator of the internal combustion engine and the propeller rotation speed. It is possible to suppress exhaust gas from the vehicle and reduce vibration and noise. Further, when the engine is driven by the internal combustion engine and the electric motor, the acceleration of the internal combustion engine can be improved. Furthermore, when the internal combustion engine and the electric motor are driven and the load is shared between the internal combustion engine and the electric motor, the operating state such as the operating speed of the regulator lever of the internal combustion engine,
Also, by controlling the output of the motor based on the number of revolutions of the propeller, the output of the motor is controlled by reading the intention of the operator, such as an acceleration request, from the operating state of the regulator lever. Therefore, it is possible to carry out the marine vessel maneuvering according to the request of the marine vessel operator. It is also possible to optimize the load sharing between the internal combustion engine and the electric motor.

According to the sixth aspect of the present invention, the driving modes of the traveling by the internal combustion engine only, the traveling by the internal combustion engine and the electric motor, and the traveling by the electric motor only are switched according to the propeller rotation speed, and the internal combustion engine is switched. Since the magnitude of the electric motor output is determined according to the propeller rotation speed when traveling with the electric motor, the exhaust gas from the internal combustion engine in the medium and low speed range where the electric motor is driven is suppressed, and vibration and noise are reduced. be able to. Further, when the engine is driven by the internal combustion engine and the electric motor, the acceleration of the internal combustion engine can be improved.
Further, it is possible to optimize the load sharing between the internal combustion engine and the electric motor.

According to a seventh aspect of the present invention, the internal combustion engine is operated by the operation of the marine vessel engineer to arbitrarily switch the driving modes of the internal combustion engine, the internal combustion engine and the electric motor, and the electric motor only. Since the magnitude of the electric motor output is controlled by the marine vessel operator's voluntary operation during sailing with the electric motor, it is possible to manually adjust the assist adjustment of the internal combustion engine by the electric motor, and the marine vessel operator does not use automatic control. It is possible to enjoy the fun and enjoyment of manual maneuvering that cannot be obtained.

As described in claim 8, when the driving mode in which the electric motor operates is adopted among the driving modes, the electric motor output is determined based on the operating state of the electric motor regulator and the electric motor rotation speed. In addition to suppressing exhaust gas from the internal combustion engine in the driven medium and low speed range,
It reduces noise and enables quiet sailing. It is also possible to improve the cruising response in the medium to low speed range.

[Brief description of drawings]

FIG. 1 is a diagram showing a ship propulsion device according to a power generation and propulsion system of the present invention.

FIG. 2 is a diagram showing a propulsion device in a state where a propeller is driven only by an internal combustion engine.

FIG. 3 is a diagram showing a propulsion device in a state where a propeller is driven only by an electric motor.

FIG. 4 is a diagram showing a propulsion device in a state where a propeller is driven by an internal combustion engine and an electric motor.

FIG. 5 is a diagram showing a propulsion device whose output is controlled by a regulator lever.

FIG. 6 is a diagram showing a relationship between a regulator lever angle and a target rotation speed of an internal combustion engine.

FIG. 7 is a diagram showing a relationship between a propeller rotation speed and an electric motor output.

FIG. 8 is a diagram showing a relationship between a lever angle and time for calculating an operating speed of a regulator lever.

FIG. 9 is a diagram showing a relationship between an operating speed of a regulator lever and an output of a motor to be added.

FIG. 10 is a diagram showing an output determination flow of an electric motor.

FIG. 11 is a diagram showing an electric motor output routine.

FIG. 12 is a diagram showing another embodiment of the output determination flow of the electric motor.

FIG. 13 is a diagram showing a drive mode switching state according to a propeller rotation speed.

FIG. 14 is a plan view showing a regulator lever provided with a volume lever.

FIG. 15 is a side view of the same.

FIG. 16 is a plan view showing an operation control panel provided with a volume dial.

[Explanation of symbols]

1 propulsion device 2 Internal combustion engine 3 power transmission device 4 propellers 10 Power generation equipment 11 relays 14 battery 15 Controller 26 Operation panel 26a Drive form switch 26b Regulator lever

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 29/02 F02D 29/02 D 29/06 L 29/06 B60L 11/02 // B60L 11/02 B60K 9/00 E (72) Inventor Takayuki Toda 1-32 Chayamachi, Kita-ku, Osaka City, Osaka Prefecture Yanma Diesel Co., Ltd. (72) Inventor Junichi Hitachi, 1-32 Chayamachi, Kita-ku, Osaka City, Osaka In-house F-term (reference) 3G065 BA06 GA46 JA17 3G093 AA07 AA19 BA15 BA19 CA05 CB01 DB01 EA02 EC02 5H115 PA11 PG10 PI16 PI22 PO02 PU01 PU21 SE02 SE03

Claims (8)

[Claims] 1. A power generating device for supplying electric power onboard a ship is installed between a cruise internal combustion engine and a power transmission device connected to the internal combustion engine, and an electric motor is arranged in the power transmission device. A power generation and propulsion system for a ship, characterized in that, in a propulsion device having a mechanism, the propulsion system has a drive mode of traveling only by an internal combustion engine, traveling by an internal combustion engine and an electric motor, and traveling by only an electric motor. 2. The power generation and propulsion system for a ship according to claim 1, wherein the power generation and propulsion system has a driving mode of power generation by a power generation device and charging of a battery in addition to the driving mode. 3. A drive mode switching tool for switching between drive modes of traveling only by an internal combustion engine, traveling by an internal combustion engine and an electric motor, and traveling by only an electric motor is provided in a ship operating section. The power generation and propulsion system for a ship according to claim 1, which is characterized in that. 4. An operating tool that functions as a regulator lever of an internal combustion engine when driving by the internal combustion engine only or by driving by the internal combustion engine and an electric motor is used when driving by the electric motor only. The power generation and propulsion system for a ship according to any one of claims 1 to 3, wherein the power generation and propulsion system functions as an output volume adjusting lever of an electric motor. 5. The internal combustion engine is switched according to the load applied to the propulsion device to switch between driving modes of the internal combustion engine only, the internal combustion engine and the electric motor, and the electric motor only. 2. The power generation and propulsion system for a marine vessel according to claim 1, wherein the magnitude of the electric motor output is determined based on the operating state of the regulator of the internal combustion engine and the propeller speed when the vehicle and the electric motor are traveling. 6. The driving mode is switched between the internal combustion engine only, the internal combustion engine and the electric motor, and the electric motor only to drive in accordance with the propeller rotation speed. The power generation and propulsion system for a ship according to claim 1, wherein the magnitude of the electric motor output is sometimes determined according to the propeller rotation speed. 7. A navigation operation is carried out by an internal combustion engine and an electric motor by switching the driving modes of the internal combustion engine only, the internal combustion engine and the electric motor, and the electric motor only. The power generation and propulsion system for a marine vessel according to claim 1, wherein the magnitude of the electric motor output is sometimes controlled by an arbitrary operation of the marine vessel operator. 8. The electric motor output is determined based on the operation state of the electric motor regulator and the electric motor rotation speed when the electric motor operates in the drive mode among the drive modes. Power generation and propulsion system for ships.