JP2010125987A - Hybrid propulsion unit for marine vessel - Google Patents

Abstract

An object of the present invention is to optimally share the propulsive force between a variable pitch propeller driven by a main propeller by operation of one propulsion lever and a fixed pitch propeller driven by an electric motor, and to improve fuel efficiency during ship operation. Provided is a marine hybrid propulsion device capable of
A marine vessel provided with a propulsion device for rotating a variable pitch propeller (2) by a main engine (1) and an electric propulsion device for generating electric power by a generator (11) driven by an auxiliary motor (12) and driving a fixed pitch propeller by an electric motor (14). In the hybrid propulsion apparatus, the rotational speed reference of the main engine 1 and the angle of the variable pitch propeller 2 are set by one operating lever 5, and the input power reference of the electric motor 14 is determined from the horsepower detected by the rotation shaft of the main engine 1. Power control is performed so that the input power reference value of the electric motor 14 and the actual input electric power coincide with each other, the rotational speed of the electric motor 14 is determined, and the fixed pitch propeller 15 is driven at the determined rotational speed.
[Selection] Figure 1

Description

  The present invention includes a propulsion device that rotates a propeller for propulsion by a main engine (primary motor) such as a diesel engine, and an electric propulsion device that generates electric power by a generator driven by an auxiliary motor and drives the propeller for propulsion by an electric motor. The present invention relates to a marine hybrid propulsion device.

In order to improve the propulsion efficiency of the propeller for propulsion, there is a ship in which a counter-rotating propeller is installed at the bottom of the stern of the hull (see, for example, Patent Document 1).
The contra-rotating propeller includes a front propeller disposed on the propulsion direction side and a rear propeller disposed on the opposite side to the propulsion direction. The front propeller and the rear propeller are disposed on the same axis, and the rear propeller is disposed on the front propeller. By rotating in the direction opposite to the rotation direction, the energy of the rotating flow generated by the front propeller can be recovered by the rear propeller, and high efficiency can be obtained.

Hereinafter, a conventional marine hybrid propulsion device for driving a counter rotating type propeller will be described with reference to a control circuit diagram of FIG.
First, the structure of the propulsion device that rotates the propeller for propulsion in the main machine will be described.

  Reference numeral 1 denotes a main engine prime mover (hereinafter referred to as a main machine), and reference numeral 2 denotes a variable pitch propeller that is directly driven by a main machine shaft 8 of the main machine 1. Reference numeral 3 denotes a knotting device that adjusts the blade angle of the variable pitch propeller 2 based on a blade angle signal output from a blade angle setting unit 4 described later.

  Propulsion 5 is operated (maneuvered) by the operator, outputs a position signal when operated, and outputs a direction and magnitude command of the propulsive force of the variable pitch propeller 2 to the control system of the main engine 1. Command means. As the propulsion command means, a propulsion lever (control stick) is generally used, but a push button such as an operation panel may be used instead of the lever. Hereinafter, the propulsion lever will be described as the propulsion command means.

  The propulsion lever 5 is configured to output a position signal corresponding to the operation position to the rotational speed setting device 6 and the blade angle setting device 4. The rotation speed setting device 6 sets the rotation speed reference of the main machine 1 in response to the input position signal of the propulsion lever 5. The rotational speed reference for the main machine 1 is referred to as a first rotational speed reference in order to distinguish it from a motor-side rotational speed reference that will be described later.

  7 inputs the set value of the rotation speed setting device 6 and the rotation speed of the main machine 1 detected by the rotation speed detector 9 provided close to the main machine shaft 8 and performs control calculation so that the deviation becomes zero. The rotation speed controller outputs the calculation result as a fuel adjustment signal. Reference numeral 10 denotes a main engine fuel control device that controls the rotation speed of the main engine 1 by controlling the amount of fuel supplied to the main engine 1 in accordance with the fuel adjustment signal output from the rotation speed controller 7.

  On the other hand, the blade angle setting device 4 outputs a blade angle signal corresponding to the input position signal of the propulsion lever 5 to the shift device 3. Therefore, the variable pitch propeller 2 is controlled by the rotation speed being controlled via the main unit 1 and the blade angle of the variable pitch being controlled via the blade angle setting device 4 in accordance with the position signal of the propulsion lever 5. The driving force is controlled.

Next, the configuration of an electric propulsion device that drives a fixed pitch propeller with an electric motor will be described.
Reference numeral 11 denotes a generator driven by the auxiliary motor 12, and its output is supplied to the inverter 13. An electric motor 14 drives the fixed pitch propeller 15 and is driven at a variable speed by the inverter 13. The fixed pitch propeller 15 is disposed on the same axis so as to face the variable pitch propeller 2, and the rotational direction of the fixed pitch propeller 15 is the rotational direction of the variable pitch propeller 2 in order to obtain an effect as a counter-rotating propeller. The opposite is set.

Reference numeral 16 denotes a propulsion lever as propulsion command means of the electric propulsion device, which is configured in the same manner as the propulsion lever 5 and outputs a position signal corresponding to the position of the propulsion lever 16 to the rotation speed setting device 17. The rotational speed setting unit 17 is configured to set and output the rotational speed reference N ^* of the electric motor 14 in response to the input position signal of the propulsion lever 16. The rotational speed reference N ^* of the electric motor 14 is referred to as a second rotational speed reference for convenience.

Reference numeral 18 denotes a rotation speed controller, and the rotation speed of the motor 14 detected by the second rotation speed reference N ^* output from the rotation speed setting unit 17 and the rotation speed detector 20 provided close to the motor shaft 19. N is input, and the inverter 13 is controlled by amplifying the difference between both signals so that the rotational speed reference N ^* and the rotational speed N coincide with each other.

The operation of the conventional marine hybrid propulsion device shown in FIG. 8 will be described below.
When the operator operates the propulsion lever 5, a position signal corresponding to the position of the lever, that is, "positive" when in the forward side, "0" when in the neutral state, and "negative" when in the reverse side. Is output. The blade angle setting unit 4 outputs a blade angle signal corresponding to the position signal of the propulsion lever 16, and the blade angle of the variable pitch propeller 2 is adjusted by the shift device 3.

  At this time, since the rotation speed setting value corresponding to the position signal of the propulsion lever 5 is output from the rotation speed setting device 6 to the rotation speed controller 7, the rotation speed controller 7 uses the main engine corresponding to the position signal of the propulsion lever 5. The control calculation is performed so that the difference between the rotation speed reference of 1 (first rotation speed reference) and the rotation speed of the main engine 1 measured by the rotation speed detector 9 becomes zero, and the main engine fuel control apparatus 10 Is output. The main engine fuel control device 10 is controlled so that the rotation speed of the main machine 1 becomes equal to the rotation speed setting value of the rotation speed setting device 6 by controlling the fuel supply to the main engine 1. The technique related to the control of the variable pitch propeller described above is disclosed in Patent Document 2 below.

  On the other hand, on the electric propulsion device side, the generator 11 is driven by the auxiliary motor 12 and supplies the generated power to the inverter 13. However, the propulsion lever 16 is operated later than the propulsion lever 5. When is operated, the propulsion lever 16 is not yet operated and is in the neutral state “0”. Therefore, the electric motor 14 is not yet driven at a variable speed by the inverter 13, and the fixed pitch propeller 15 is not yet driven to rotate.

When the marine vessel operator operates the propulsion lever 16 when the horsepower of the main engine 1 has increased to some extent, the rotation speed setting unit 17 causes the rotation speed reference N ^* (second phase ⁾ of the electric motor 14 corresponding to the position signal of the propulsion lever 16 to Rotation speed reference) is output.

The characteristics of the rotation speed setter 17 are as shown in FIG. In other words, the relationship between the rotational speed reference N ^* output the position signal of the propulsion lever 16 which is input, from the maximum value D ₁ of the forward side to a maximum value -D ₁ reverse side through the zero point of the neutral condition The interval is set so as to change linearly from N ₁ to -N ₁ .

The rotational speed controller 18 amplifies the difference between the two signals so that the second rotational speed reference N ^* output from the rotational speed setter 17 and the rotational speed N output from the rotational speed detector 20 coincide. Since the inverter 13 is controlled, the electric motor 14 drives the fixed pitch propeller 15 at a rotational speed that matches the rotational speed reference N ^* .

FIG. 10 is a time chart when the conventional marine hybrid propulsion device is operated.
At time t1, when the operator operates the propulsion lever 5 from the neutral state to the forward side, the position signal of the propulsion lever 5 becomes “positive” and the horsepower of the main engine 1 increases as shown by the characteristic A in FIG. . Thereby, the variable pitch propeller 2 generates a propulsive force in proportion to the horsepower.

  Next, when the operator operates the propulsion lever 16 on the electric propulsion device side from the neutral state to the forward side at time t2 that is later than time t1, the rotational speed of the motor 14 starts from time t2 as shown by characteristic B in FIG. As a result, the input power of the motor 14 increases. The fixed pitch propeller 15 driven by the electric motor 14 generates a propulsive force in proportion to the input power of the electric motor 14. The hull is accelerated by the propulsive force generated by the variable pitch propeller 2 and the fixed pitch propeller 15 as shown by characteristic C in FIG.

The propulsive force generated by the variable pitch propeller 2 and the propulsive force generated by the fixed pitch propeller 15 are adjusted to an appropriate ratio by appropriately controlling the positions of the propulsion levers 5 and 16 by the vessel operator, so that the variable pitch propeller 2 By converting the energy of the rotational flow generated by the above into a propulsive force by the fixed pitch propeller 15, high propulsion efficiency can be obtained as a counter-rotating propeller. When further accelerating at a stage where the boat speed has increased to some extent, for example, at time t3, the operator operates the propulsion lever 5 and propulsion lever 16 further forward to gradually increase the position signal and accelerate the vessel. .
JP 2004-182096 A JP 2004-359059 A

  In the conventional marine hybrid propulsion apparatus shown in FIG. 8, the ratio of the propulsive force between the variable pitch propeller 2 and the fixed pitch propeller 15 should be the highest in propulsion efficiency of the counter-rotating propeller. However, in the conventional marine hybrid propulsion device, there is no device for automatically and appropriately controlling the proportion of the propulsion force between the variable pitch propeller 2 and the fixed pitch propeller 15, so that the operator can The propulsion force sharing ratio must be adjusted by appropriately operating the propulsion lever 5 on the side and the propulsion lever 16 on the electric propulsion unit. When the sharing of propulsive force is not adjusted to an appropriate ratio, there is a problem that high-efficiency driving cannot be performed and fuel consumption during ship operation is deteriorated.

  The present invention has been made in view of the above problems, and by operating one propulsion lever, the optimal sharing of the propulsive force of the variable pitch propeller and the propulsive force of the fixed pitch propeller is performed to improve fuel efficiency during ship operation. An object of the present invention is to provide a marine hybrid propulsion device that can do this.

  In order to achieve the above object, a marine hybrid propulsion apparatus according to claim 1 is a main engine whose rotation speed is controlled according to a first rotation speed reference based on a position signal output from a propulsion command means; A variable pitch propeller that is rotationally driven by the main machine, a first shift device that controls the blade angle of the variable pitch propeller, and a blade angle that is supplied to the first shift device based on a position signal output from the propulsion command means. A blade angle setting device that gives a signal, a fixed pitch propeller that is arranged close to the same straight line as the variable pitch propeller, and that forms a counter-rotating propeller together with the variable pitch propeller, and an electric motor that drives the fixed pitch propeller A rotation speed detector for detecting the rotation speed of the electric motor, an inverter for driving the electric motor at a variable speed, and supplying electric power to the inverter The motor input power reference is output by a power source, a horsepower detector for detecting the horsepower output from the main engine, and a function set to increase / decrease following the increase / decrease of the horsepower detection signal output from the horsepower detector. A function circuit that performs the control calculation so that the deviation between the motor input power reference output from the function circuit and the input power of the motor is zero. Is output as a second rotational speed reference, and both signals so that the second rotational speed reference output from the power controller matches the rotational speed signal output from the rotational speed detector. And a rotational speed controller for giving the deviation to the inverter as a control signal.

According to a third aspect of the marine hybrid propulsion device of the present invention, there is provided a main engine whose rotation speed is controlled in accordance with a first rotation speed reference based on a position signal output from the propulsion command means, and which is rotationally driven by the main apparatus. The first variable pitch propeller, the first variable pitch device for controlling the blade angle of the first variable pitch propeller 2, and the first variable pitch device based on the position signal output from the propulsion command means. A blade angle setter for providing a blade angle signal, and a second variable pitch which is disposed close to the same straight line as the first variable pitch propeller and forms a counter-rotating propeller together with the first variable pitch propeller. A propeller, an electric motor for driving the second variable pitch propeller, a second shift device for controlling a blade angle of the second variable pitch propeller,
AC power supply for supplying electric power to the motor, a horsepower detector for detecting horsepower output from the main engine, and a function set to increase or decrease following the increase or decrease of the horsepower detection signal output from the horsepower detector A function circuit that outputs a motor input power reference, a power detector that detects the input power of the motor, a motor input power reference that is output from the function circuit, and an input power of the motor that is output from the power detector And a power controller that performs a control operation so that the deviation of the power is zero and outputs the result as a first blade angle reference to the second shift device.

  According to the marine hybrid propulsion device according to the first aspect of the present invention, the input power reference of the motor is determined according to the horsepower generated in the main engine, and the electric motor is set so that the input power reference value of the motor matches the actual input power. Therefore, the ship operator only has to operate one propulsion lever to adjust the propulsive force of the ship, and the propulsive force by the main engine and the propulsive force by the electric motor are balanced. The heavy inversion type propeller can be operated efficiently, and the fuel consumption required for ship operation can be improved.

  Further, according to the marine hybrid propulsion device according to the second invention, the blade angle reference of the variable pitch propeller driven by the motor is determined according to the horsepower generated in the main engine, and the input power reference value of the motor and the actual input power are determined. Since the wing angle of the variable pitch propeller is determined so as to match, the ship operator only has to operate one propulsion lever to adjust the propulsive force of the ship. Therefore, the counter-rotating propeller can be operated efficiently, and the fuel efficiency required for ship operation can be improved.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, the overlapping description is abbreviate | omitted by attaching | subjecting the same code | symbol to the same components through each figure.

(First embodiment)
FIG. 1 is a diagram illustrating a configuration example of a marine hybrid propulsion device that drives a contra-rotating propeller according to a first embodiment, and FIG. 2 is a characteristic diagram of a function circuit of the marine hybrid propulsion device according to the present embodiment. FIG. 3 is a characteristic diagram showing the operation of the marine hybrid propulsion device according to the present embodiment.

First, the configuration of the marine hybrid propulsion device according to the first embodiment will be described with reference to FIG.
The first embodiment differs from the conventional example of FIG. 8 in that the propulsion levers, which are two conventional propulsion command means, are consolidated into one, and the electric motor 14 is based on the horsepower generated by the main engine 1. The input power reference P ^* is obtained, and the fixed pitch propeller 15 is driven by controlling the speed of the motor 14 based on the motor input power reference P ^* and the power P actually input to the motor 14, and the only propulsion is performed. This is to provide an optimal sharing ratio between the propulsive force of the variable pitch propeller 2 driven by the main machine 1 and the propulsive force of the fixed pitch propeller 15 driven by the electric motor by a simple operation with a lever.

For this reason, in the present embodiment, the propulsion lever 16 and the rotation speed setting device 17 that have been provided on the electric propulsion device side are removed, and instead, the following elements are newly provided.
First, in order to detect the horsepower generated by the main machine 1, a horsepower meter 21 is provided on the main shaft 8 between the main machine 1 and the variable pitch propeller 2, and further, according to the magnitude of the horsepower signal input from the horsepower meter 21. The function circuit 22 in which the motor input power reference P ^* is set in advance is provided.

This function circuit 22 sets in advance a function for determining a power value to be input to the motor 14 from the horsepower of the main engine 1 as a linear function as shown in FIG. 2 in order to efficiently operate the counter rotating type propeller. The motor input power reference P ^* proportional to the horsepower signal of the input main engine 1 is output.

  FIG. 2 shows an example in which the horsepower signal of the main machine 1 and the input power of the motor 14 are in a proportional relationship, but the main machine horsepower and the motor input power for efficiently operating the counter rotating type propeller The ratio may be different depending on the total output of the counter-rotating propeller, so the most efficient ratio may be set in the function circuit 22.

  Further, in order to detect the electric power P actually inputted to the electric motor 14, a transformer 23 and a current transformer 24 for detecting the input voltage and the input current of the electric motor 14, respectively, are provided, and the transformer 23 and the current transformer 24 are provided. The electric power detector 25 for calculating the input electric power P of the electric motor based on the output electric quantity is provided.

Further, the motor input power reference P ^* output from the function circuit 22 and the motor input power P output from the power detector 25 are input, and the motor input power P is subtracted from the motor input power reference P ^*. In order to make the deviation (P ^* −P) output from the subtractor 26 zero, for example, PI calculation is performed, and the calculation result is used as the rotation speed reference N ^* of the motor 14. A power controller 27 for output is provided, and a limiter 28 is provided for limiting the rotational speed reference N ^* to be within the rated rotational speed of the electric motor 14. In order to distinguish the rotation speed reference N ^* output from the power controller 27 from the second rotation speed reference output from the rotation speed setter 17 described above, it is referred to as a third rotation speed reference N ^* for convenience. .

The third rotational speed reference N ^* output from the limiter 28 is input to the rotational speed controller 18 as in the conventional example. The rotational speed controller 18 inputs the difference between the third rotational speed reference N ^* limited by the limiter 28 and the actually measured rotational speed N to the inverter 13.

The operation of the first embodiment will be described below.
An example of a time chart when operating the marine hybrid propulsion device according to this embodiment is shown in FIG.
When the boat operator operates the propulsion lever 5 forward at time t1, the position signal of the propulsion lever 5 becomes “positive”, and the horsepower of the main engine 1 increases as shown by the characteristic A in FIG. As a result, the variable pitch propeller 2 driven by the main machine 1 generates a propulsive force in proportion to the horsepower of the main machine 1.

On the other hand, when the horsepower of the main engine 1 increases, the motor input power reference P ^* output from the function circuit 22 to which the horsepower signal is input also increases (see characteristic B in FIG. 3).
When the motor input power reference P ^* increases, the third rotational speed reference N ^* increases, so that the inverter 13 is based on the difference between the limited third rotational speed reference N ^* and the actually measured rotational speed N. The electric motor 14 is driven. As a result, the rotational speed N of the electric motor 14 that drives the fixed pitch propeller 15 also increases (see characteristic C in FIG. 3).

When the rotational speed N of the electric motor 14 increases, the electric motor input power P also increases and approaches the electric motor output reference P ^* . As a result, the propulsive force of the variable pitch propeller 2 and the fixed pitch propeller 15 accelerates the hull as indicated by the characteristic D in FIG. When further accelerating at a stage where the ship speed has increased to some extent, the operator operates the propulsion lever 5 further forward, for example, at time t3 to gradually increase the position signal and accelerate the ship.

  As a result of the operator operating the propulsion lever 5 in this way, the horsepower of the main engine 1 changes, and the input power of the motor 14 is determined according to a function predetermined by the function circuit 22 so that the counter-rotating propeller can be operated efficiently. Is controlled.

As described above, according to the first embodiment of the present invention, the input power reference P ^* of the electric motor 14 is output by the function circuit 22 set in advance according to the magnitude of the horsepower of the main engine 1, and the electric motor 14 Since the control is performed so that the input power reference value P ^* and the actual input power P coincide with each other, the rotation speed reference N ^* of the electric motor 14 is determined, so that the operator can adjust the propulsive force of the ship. Only needs to operate the propulsion lever 5, and the ratio of the propulsive force by the main engine 1 and the propulsive force by the electric motor 14 is a ratio at which the counter-rotating propeller can be operated efficiently.

(Second Embodiment)
Hereinafter, a second embodiment of the present invention will be described with reference to FIG.
FIG. 4 is a diagram illustrating a configuration example of the marine hybrid propulsion device according to the second embodiment.
Hereinafter, a marine hybrid propulsion device for driving a counter-rotating propeller according to a second embodiment will be described with reference to FIG.

  The second embodiment is different from the first embodiment in configuration in that the rotational speed setter 17 employed in FIG. 8 is provided, and the second rotational speed reference output from the rotational speed setter 17 or the above-mentioned The position of the propulsion lever 5 and the selector switch 29 that selects one of the third rotational speed references output from the power controller 27 and transmits the selected rotational speed reference to the rotational speed controller 18. There is provided a switching circuit 30 for giving a switching command to the changeover switch 29 in response to a signal. The changeover switch 29 and the changeover circuit 30 are collectively referred to as changeover means.

The operation of the second embodiment will be described below.
The rotation speed setter 17 inputs the position signal of the propulsion lever 5 and outputs the rotation speed reference N ^* (second rotation speed reference) of the electric motor 14. The switching circuit 30 connects the limiter 28 and the rotational speed controller 18 to the changeover switch 29 when the position signal of the propulsion lever 5 is “positive” on the forward side or “0” in the neutral state. A command is issued to connect the limiter 28 and the rotation speed controller 18, and the third rotation speed reference N ^* output from the limiter 28 is transmitted to the rotation speed controller 18.

On the other hand, when the position signal of the propulsion lever 5 is “negative” on the reverse side, the switching circuit 30 instructs the changeover switch 29 to connect the rotation speed setting device 17 and the rotation speed controller 18. The rotation speed setter 17 and the rotation speed controller 18 are connected to each other, and the second rotation speed reference N ^* output from the rotation speed setter 17 is transmitted to the rotation speed controller 18.

When the changeover switch 29 connects the limiter 28 and the rotational speed controller 18, the control system is composed of the rotational speed controller 7, the main engine fuel control device 10, the main engine 1, the horsepower meter 21, the power controller 27, and the like. Since there is a delay element, the response of the rotational speed reference N ^* to the electric motor 14 is delayed with respect to the operation of the propulsion lever 5 by the operator.
Therefore, when the ship performs a reverse operation when avoiding an obstacle in this state, there is a problem that the responsiveness of the ship speed deteriorates.

However, in the second embodiment, when the position signal of the propulsion lever 5 is “negative” on the reverse side, the rotational speed setting unit 17 and the rotational speed controller are operated by the switching means including the switching circuit 30 and the switching switch 29. 18 and the second rotational speed reference N ^* is transmitted to the rotational speed controller 18 by bypassing the delay element described above, so that the propulsive force generated by the electric motor 14 with respect to the operation of the propulsion lever 5 can be reduced. The responsiveness is improved, and the responsiveness of the ship speed can be improved.

  As described above, according to the second embodiment, the ratio of the propulsive force by the main engine and the propulsive force by the electric motor can be efficiently operated during the forward navigation of the ship as in the first embodiment. It is possible to shift to the reverse speed quickly at the time of reverse operation in an emergency. Further, in the case where the main engine 1 is stopped and the low-speed navigation is performed only by the propulsion force of the electric motor 14, the changeover switch 29 is connected to the rotation speed setting device 17 and the rotation speed controller 18 without operating the switching circuit 30. By doing so, the boat operator can adjust the rotational speed of the electric motor 14 only by the propulsion lever 5.

(Third embodiment)
Hereinafter, a third embodiment of the present invention will be described with reference to FIG.
FIG. 5 is a diagram illustrating a configuration example of the marine hybrid propulsion device according to the third embodiment.
Hereinafter, a marine hybrid propulsion device for driving a counter-rotating propeller according to a third embodiment will be described with reference to FIG.

  The third embodiment differs in configuration from the first embodiment in that the propulsive force of the fixed pitch propeller 15 is adjusted by adjusting the rotational speed of the electric motor 14 in the first embodiment. In the present embodiment, the propulsive force is adjusted by adjusting the blade angle of the second variable pitch propeller 31 provided in place of the fixed pitch propeller 15 to a substantially constant value without controlling the rotational speed of the electric motor 14. It is in the configuration.

  For this reason, in the third embodiment, the fixed pitch propeller 15 driven by the electric motor 14 is replaced with the second variable pitch propeller 31, and the inverter 13, the rotation speed detector 20, the power controller 27, the limiter 28, the rotation The speed controller 18 is removed, and a second shift device 32 is provided instead of the motor shaft 19 of the motor 14. Further, the power controller 27 and another limiter 28 that replaces the power controller 27 and the limiter 28 are provided after the subtractor 26. 34 is provided, and the generator 11 supplies power directly to the motor 14.

The operation of the third embodiment will be described below.
Since the generator 11 is driven by the accessory motor 12 at a substantially constant rotational speed, the output frequency is substantially constant. Since the electric motor 14 is directly applied with a voltage from the generator 11 without passing through an inverter, its rotation speed is substantially constant. The input power P of the electric motor 14 at this time is calculated based on the voltage and current input from the transformer 23 and the current transformer 24 by the power detector 25.
The second variable pitch propeller 31 is rotationally driven by the electric motor 14 via the electric motor shaft 19.

The power controller 33 provided in the present embodiment is composed of, for example, a PI controller, and a deviation (P ^* −P) obtained by subtracting the motor input power P of the power detector 25 from the power reference P ^* of the function circuit 22. ) To zero, and the calculation result is output to the limiter 34 as a blade angle signal. In order to distinguish the blade angle signal output from the power controller 33 from the blade angle signal output from the blade angle setting unit 35 described later, it is referred to as a first blade angle signal.

  The limiter 34 limits the blade angle signal output from the power controller 33 to a controllable range of the second shift device 32 and outputs it to the shift device 32. The second shift device 32 receives the blade angle signal and adjusts the blade angle of the second variable pitch propeller 31.

As described above, according to the third embodiment, the input power reference of the motor 14 is determined from the horsepower of the main engine 1 so that the input power reference value P ^{* of} the motor 14 matches the actual input power P. Since the power control is performed to determine the blade angle of the second variable pitch propeller 31, the ship operator only has to operate the propulsion lever 5 in order to adjust the propulsive force. The ratio of the propulsive force by the electric motor 14 is a ratio at which efficient operation can be performed.

(Fourth embodiment)
The fourth embodiment of the present invention will be described below with reference to FIGS.
FIG. 6 is a diagram illustrating a configuration example of the marine hybrid propulsion device according to the present embodiment.
A marine hybrid propulsion device for driving a counter-rotating propeller according to a fourth embodiment will be described below with reference to FIG.

  The fourth embodiment differs in configuration from the third embodiment in the blade angle setting device 35 that outputs the blade angle reference according to the position signal of the propulsion lever 5 and the second embodiment (FIG. 4). The changeover switch 29 and the changeover means including the changeover circuit 30 are provided. The blade angle reference output from the blade angle setting unit 35 is referred to as a second blade angle reference in order to distinguish it from the first blade angle reference.

The operation of the fourth embodiment will be described below.
When the operator operates the propulsion lever 5, the blade angle setting unit 35 inputs the position signal of the propulsion lever 5 and outputs the blade angle reference of the second variable pitch propeller 31.

Characteristics of the blade angle setting unit 35, as shown in Figure 7, the relationship between the position signal and blade angle reference propulsion lever 5 which have entered, the reverse side from the maximum value D ₁ of the forward side through the zero point of the neutral condition linearly between maximum value -D ₁ are determined so as to change from _{W 1} to -W _1.

  As in the second embodiment, the switching circuit 30 connects the switch 29 to the limiter 34 when the position signal of the propulsion lever 5 is “positive” on the forward side or “0” in the neutral state. Then, the limiter 34 and the second transition device 32 are connected, and the first blade angle reference output from the limiter 34 is transmitted to the second transition device 32.

  On the other hand, when the position signal of the propulsion lever 5 is “negative” on the reverse side, the changeover circuit 30 connects the changeover switch 29 to the blade angle setting device 35 to thereby connect the blade angle setting device 35 and the second transition. The device 32 is connected, and the second blade angle reference output from the blade angle setting device 35 is transmitted to the shift device 32.

When the changeover switch 29 is connected to the limiter 34 and the shift device 32, the rotation speed controller 7, the main engine fuel control device 10, the main engine 1, the horsepower meter 21, and the power control in response to the operation of the propulsion lever 5 by the operator. Since there is a delay element such as the vessel 33, the response of the blade angle of the second variable pitch propeller 31 to the operator's operation of the propulsion lever 5 is delayed.
Therefore, when a reverse operation is performed such as when the ship avoids an obstacle in this state, there is a problem that the responsiveness of the speed of the ship deteriorates.

  However, in the fourth embodiment, when the position signal of the propulsion lever 5 is “negative” on the reverse side, the wing angle setting device 35 and the second transition are operated by the switching means including the switching circuit 30 and the switching switch 29. Since the second blade angle reference is transmitted to the second shift device 32 by connecting the device 32 and bypassing the delay element described above, the propulsive force generated by the electric motor 14 with respect to the operation of the propulsion lever 5 Responsiveness can be improved, and the responsiveness of the ship speed can be improved.

  As described above, according to the fourth embodiment, the ratio of the propulsive force generated by the main engine 1 and the propulsive force generated by the electric motor 14 is operated efficiently during forward navigation of the ship, as in the third embodiment. The ratio can be shifted to the reverse speed in the emergency reverse operation.

  Further, when the main engine 1 is stopped and the low-speed navigation is performed only by the propulsive force of the electric motor 14, the switch 29 is connected to the blade angle setting device 35 and the second shift device 32 without operating the switching circuit 30. By doing so, the operator can adjust the blade angle of the second variable pitch propeller 31 only with the propulsion lever 5.

The block diagram which shows the hybrid propulsion apparatus for ships by the 1st Embodiment of this invention. The characteristic view of the functional circuit of the hybrid propulsion apparatus for ships by the 1st Embodiment of this invention. The characteristic view which shows the driving | operation operation | movement of the hybrid propulsion apparatus for ships by the 1st Embodiment of this invention. The block diagram which shows the hybrid propulsion apparatus for ships by the 2nd Embodiment of this invention. The block diagram which shows the hybrid propulsion apparatus for ships by the 3rd Embodiment of this invention. The block diagram which shows the hybrid propulsion apparatus for ships by the 4th Embodiment of this invention. The characteristic view of the blade angle setter of the marine hybrid propulsion device according to the fourth embodiment of the present invention. The block diagram which shows the conventional hybrid propulsion apparatus for ships. The characteristic diagram of the rotational speed setting device of the conventional marine hybrid propulsion apparatus. The characteristic view which shows the operation | movement at the time of the propulsion of the conventional marine hybrid propulsion apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Main machine, 2 ... Variable pitch propeller, 3 ... 1st shift device, 4 ... Blade angle setting device, 5 ... Propulsion command means (propulsion lever), 6 ... Rotation speed setting device, 7 ... Rotation speed controller, 8 DESCRIPTION OF SYMBOLS ... Main shaft, 9 ... Rotation speed detector, 10 ... Main machine fuel control apparatus, 11 ... Generator, 12 ... Auxiliary motor, 13 ... Inverter, 14 ... Electric motor, 15 ... Fixed pitch propeller, 17 ... Rotation speed setter, DESCRIPTION OF SYMBOLS 18 ... Rotational speed controller, 19 ... Electric motor shaft, 20 ... Rotational speed detector, 21 ... Horsepower meter, 22 ... Function circuit, 23 ... Transformer, 24 ... Current transformer, 25 ... Electric power detector, 26 ... Subtractor , 27 ... power controller, 28 ... limiter, 29 ... changeover switch, 30 ... switching circuit, 31 ... second variable pitch propeller, 32 ... second shift device, 33 ... power controller, 34 ... limit ... Tail angle setting device.

Claims (4)

A main engine whose rotation speed is controlled in accordance with a first rotation speed reference based on a position signal output from the propulsion command means;
A variable pitch propeller driven to rotate by the main machine;
A first shift device for controlling a blade angle of the variable pitch propeller;
A wing angle setter for providing a wing angle signal to the first shift device based on a position signal output from the propulsion command means;
A fixed pitch propeller arranged close to the same pitch as the variable pitch propeller and constituting a counter-rotating propeller together with the variable pitch propeller;
An electric motor for driving the fixed pitch propeller;
A rotational speed detector for detecting the rotational speed of the electric motor;
An inverter for driving the electric motor at a variable speed;
A power supply for supplying power to the inverter;
A horsepower detector that detects the horsepower output by the main engine;
A function circuit that outputs a motor input power reference by a function set to increase or decrease following the increase or decrease of the horsepower detection signal output from the horsepower detector;
A power detector for detecting input power of the motor;
A power controller that performs a control operation so that a deviation between the motor input power reference output from the function circuit and the input power of the motor is zero, and outputs the result as a second rotation speed reference;
A rotation speed controller that gives a deviation of both signals to the inverter as a control signal so that the second rotation speed reference output from the power controller and the rotation speed signal output from the rotation speed detector coincide with each other; ,
A marine hybrid propulsion device comprising: In the marine hybrid propulsion device according to claim 1,
A rotational speed setter for outputting a third rotational speed reference of the electric motor based on a position signal output from the propulsion command means;
Switching means for selecting either the power controller or the rotation speed setting device based on the position signal output from the propulsion command means and transmitting the selected rotation speed reference to the inverter. ,
When the position signal output from the propulsion command means is a signal for advancing the ship, the power controller is connected to the rotation speed controller of the inverter to transmit the second rotation speed reference to the inverter. When the position signal output from the propulsion command means is a position signal for moving the ship backward, the rotation speed setting device is connected to the rotation speed controller of the inverter, and the third rotation speed reference is set to the inverter. A marine hybrid propulsion device, characterized in that A main engine whose rotation speed is controlled in accordance with a first rotation speed reference based on a position signal output from the propulsion command means;
A first variable pitch propeller that is rotationally driven by the main machine;
A first inflection device for controlling a blade angle of the first variable pitch propeller 2;
A wing angle setter for providing a wing angle signal to the first shift device based on a position signal output from the propulsion command means;
A second variable pitch propeller disposed close to the same straight line as the first variable pitch propeller and constituting a counter-rotating propeller together with the first variable pitch propeller;
An electric motor for driving the second variable pitch propeller;
A second shift device for controlling a blade angle of the second variable pitch propeller;
An AC power supply for supplying power to the motor;
A horsepower detector that detects the horsepower output by the main engine;
A function circuit that outputs a motor input power reference by a function set to increase or decrease following the increase or decrease of the horsepower detection signal output from the horsepower detector;
A power detector for detecting input power of the motor;
A control calculation is performed so that the deviation between the motor input power reference output from the function circuit and the motor input power output from the power detector is zero, and the result is sent to the second shift device as a first. A power controller that outputs as a blade angle reference;
A marine hybrid propulsion device comprising: The marine hybrid propulsion device according to claim 3,
A blade angle setter for outputting a second blade angle reference of the second variable pitch propeller based on a position signal output from the propulsion command means;
Switching that selects either the power controller or the blade angle setting device based on the position signal output from the propulsion command means and transmits the selected blade angle reference to the second shift device. Means and
When the position signal output from the propulsion command means is a signal for advancing the ship, the power controller is connected to the second shift device to set the first blade angle reference to the second shift device. When the position signal output from the propulsion command means causes the ship to move backward, the wing angle setting device is connected to the second shift device to set the second wing angle reference to the second wing angle reference. A marine hybrid propulsion device that transmits to a shift device.

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