JP2003252294A - Hybrid marine propulsion system - Google Patents

Abstract

(57) [Problem] To provide a gas turbine and a diesel engine as a main engine of a ship so that the efficiency of fuel consumption can be maintained at a high level. It is an object of the present invention to provide a hybrid marine propulsion device capable of reducing the amount of power. SOLUTION: A bow is provided with a gas turbine 1 and a first generator 2 driven by the gas turbine, a diesel engine 1A is also provided, and a second generator 2A driven by the diesel engine 1A is provided. Provided. The propeller driving generator 5 operates by receiving power supply from the two generators 2 and 2A, but the gas turbine 1 is maintained at a high output (rated output) and high efficiency state during navigation, and the speed of the boat is adjusted. This is done by adjusting the output of the diesel engine. Exhaust gas from the gas turbine 1 at the bow is discharged as microbubbles to reduce hull resistance (viscous resistance).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propulsion device suitable for a coastal ship, and in particular, it includes a gas turbine and a diesel engine as main engines for propulsion, and the main engines are selectively used depending on the setting of a cruise speed. The present invention relates to a hybrid type marine propulsion device that can be properly operated.

[0002]

2. Description of the Related Art In a conventional coastal ship, a diesel engine is generally used as a main engine, and the operation schedule in the route as shown in FIG. Set to knots, and on the route from Port B to Port C, the cruising speed is reduced to 18 knots according to the time of departure and arrival, and when returning from Port C to Port A, the cruising speed is set to 23 knots again. For example, in the case of increasing to 23 knots, the engine output is set to 90% of the rated output near 23 knots, and the engine output is set to 40 to 50% of the rated output near 18 knots.

By the way, when a gas turbine is used as a main engine of a ship, it has an advantage that it is smaller and lighter than a diesel engine. However, in order to use the gas turbine with high efficiency, it must be operated at a rated output during cruising. Therefore, if the engine output is changed according to the route, as in the case of the above-mentioned coastal vessels, the gas turbine will be in trouble. 7 and 8 show a fuel consumption characteristic of a diesel engine and a fuel consumption characteristic of a gas turbine, respectively.

[0004]

SUMMARY OF THE INVENTION According to the present invention, a gas turbine and a diesel engine are provided as main engines of a ship so that the operation of the gas turbine is always maintained at a high output and a high efficiency during cruising. To provide a hybrid marine propulsion device capable of appropriately controlling the cruising speed by adjusting the output of a diesel engine to maintain a high fuel consumption efficiency, improving the marine vessel maneuvering performance and reducing the hull resistance. Is an issue.

[0005]

In order to solve the above-mentioned problems, the hybrid marine propulsion device of the present invention adjusts its output according to the gas turbine operating as a rated output during cruising as the main engine of the ship and the ship speed. A diesel engine to be mounted is mounted on board a ship, and a first generator driven by the gas turbine and a second generator driven by the diesel engine are mounted on board the ship. It is characterized in that it is equipped with a propeller-driving main electric motor that is operated by the electric power generated by the second electric generator, and a battery that stores a surplus of the electric power.

Further, the hybrid marine propulsion device of the present invention is characterized in that the gas turbine has a larger rated output than the diesel engine.

Further, the hybrid marine propulsion device of the present invention is characterized in that the battery is disposed in the lower portion of the hull in the vicinity of the propeller driving electric motor.

In the above-described hybrid marine propulsion device of the present invention, as the main engine of the ship, the ship speed is set to drive the gas turbine which operates at the rated output during cruising to drive the first generator and the second generator. A diesel engine whose output is adjusted accordingly is provided together with a propeller driving electric motor that is operated by the electric power from the first and second generators, so that the gas turbine is always maintained at a high output during navigation. When traveling at a high speed on a long-distance route, the above diesel engine is also set to high output, and when navigating on a short-distance route at low speed, the diesel engine is stopped or low output, and fuel consumption is always Ships can be operated while maintaining high efficiency. And
Since the surplus of the electric power generated by the first and second generators is stored in the battery, the electric power of the battery can be used for lighting in the ship. In addition, when traveling at low speed, in principle, use only the above gas turbine at rated output and not the above diesel engine, and use the surplus power stored in the battery to handle load fluctuations due to weather and sea conditions. As a result, it is possible to operate the vessel while maintaining a high efficiency of fuel consumption as a whole by handling the shortage with the diesel engine only when the shortage occurs.

Further, if the gas turbine has a rated output larger than that of the diesel engine, the gas turbine is always kept at a high output (rated output) with good efficiency during operation, and therefore the fuel consumption as a whole is reduced. The consumption efficiency can be kept high.

Further, when the battery is disposed in the lower portion of the hull near the propeller driving electric motor, the weight of the battery is appropriately adjusted so as to keep the hull stable in relation to the arrangement of other inboard equipment. Will be distributed.

Further, the hybrid marine propulsion device of the present invention has a gas turbine and a diesel engine as main engines of a ship mounted on the ship, and a generator driven by the gas turbine, and power is generated by the generator. A motor driven by the electric power and a propeller at the center of the stern that is driven by the electric motor are provided, and a pump that is driven by the diesel engine to suck outboard water and a discharge valve from the pump are provided. It is characterized by being provided with a drainage pipe that can be guided to both the left and right sides via the drainage pipe branch and discharged to the rear of the ship as a propulsion water jet.

In the hybrid type marine propulsion device described above,
The gas turbine mounted on the ship as the main engine drives the propeller in the center of the stern via the generator and the electric motor, while it is driven by the diesel engine as the other main engine to pump outboard water. Since the discharge water of is discharged to the left and right sides and discharged to the rear of the ship as a water jet for propulsion, the ship speed increases significantly, and in this way the wake of the hull also increases,
It is also possible to obtain the effect of suppressing the occurrence of cavitation on the blade surface of the propeller.

In a port or the like, it is possible to steer the hull by operating the switching valve at the branch portion of the drain pipe so that the water jet is discharged to only one of the right and left port sides.

Further, in the hybrid marine propulsion device according to the present invention, a diesel engine and a gas turbine are mounted on the ship as main engines of the ship, and a propeller in the stern center driven by the diesel engine is provided. A generator driven by a gas turbine,
Electric motors provided on both sides of the stern to operate with the electric power generated by the generator, a pump driven by the electric motor to suck in outboard water, and water discharged from the pump to the stern. It is characterized in that a nozzle capable of ejecting as a propelling water jet to the rear of the ship is provided at each of the port sides.

As described above, the diesel engine mounted on the ship as the main engine drives the propeller at the center of the stern, and the power is supplied from the generator driven by the gas turbine as the other main engine. The propulsion water jet is discharged to the rear of the ship by the electric motors on both sides of the stern and the pumps driven by the electric motors respectively.
Since the ship's wake increases compared to the case of propeller alone,
It is possible to suppress the occurrence of cavitation on the propeller blade surface. Also, for existing ships with a diesel engine as the main engine, by adding a gas turbine as described above, it is possible to bring about a significant improvement in propulsion performance without requiring a large-scale modification of the hull. .

In the hybrid marine propulsion device of the present invention, a diesel engine and a gas turbine are mounted on a ship as main engines of the ship, and a propeller in the stern center driven by the diesel engine is provided. It is equipped with a pump that is directly driven by a gas turbine and sucks outboard water, and a nozzle that can eject the water discharged from the pump to the rear of the outboard as a propulsion water jet on both sides of the stern. I am trying.

In the hybrid-type marine propulsion device of the present invention described above, the stern port electric motors that are operated by receiving the supply of electric power from the generator driven by the gas turbine, and the pumps respectively driven by the electric motors. As a result, compared to the case where the propulsion water jet is discharged to the rear of the ship, similar operational effects are obtained, and the generator,
Since the battery and the electric motor are omitted, the facility cost will be significantly reduced.

Further, in the hybrid marine propulsion device of the present invention, the gas turbine is provided at the bow portion, and the microbubbles are connected to the exhaust passage of the gas turbine at the hull portion below the water surface of the bow portion. It is characterized in that a micro-bubble generator that is generated along the outer surface is provided.

As described above, when the gas turbine is provided at the bow and the micro-bubble generating device connected to the exhaust passage of the gas turbine is provided at the hull below the water surface of the bow, the same device is used. Since the generated micro bubbles flow from the bow toward the stern while covering the outer surface of the hull below the water surface, the hull resistance can be efficiently reduced by using the exhaust gas of the gas turbine.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a longitudinal sectional view schematically showing a ship equipped with a hybrid type marine vessel propulsion device as a first embodiment of the present invention. 2 and 3 schematically show a ship equipped with a hybrid marine propulsion device according to a second embodiment of the present invention, and FIG. 2 is a longitudinal sectional view schematically showing the same ship. FIG. 4 is a horizontal sectional view showing a main part of the ship, FIGS. 4 and 5 show a ship equipped with a hybrid marine propulsion device as a third embodiment of the present invention, and FIG. FIG. 5 is a horizontal sectional view showing a main part of the ship.

First, a first embodiment of the present invention will be described. As shown in FIG. 1, a gas turbine 1 that operates at a rated output during cruise as a main engine on the bow and a first generator driven by the same gas turbine. 2 is provided in the stern part of the stern, and the propeller 4 at the center of the stern receives power from the battery 3 and a switchboard 22 of the same battery through the power supply line 3a.
And an electric motor 5 for rotationally driving the motor. And
Electric power is supplied from the first generator 2 at the bow to the battery 3 at the stern through the power supply line 6 and the switchboard 22, but by the power supplied from the first generator 2. It is of course possible to directly drive the electric motor 5 via the switchboard 22.

As a main engine, a diesel engine 1A whose rated output is set to be smaller than that of the gas turbine 1 and whose output should be adjusted according to the ship speed, has a weight of the gas turbine 1 slightly rearward of the center of the hull. A second generator 2A driven by the diesel engine 1A is provided so as to balance with the moment due to, and the electric power generated by the generator 2A is also supplied to the power supply line 6
a, the switchboard 22 and the power supply line 3a directly to the electric motor 5
Can be supplied to or stored in the battery 3.

Further, a plurality of micro-bubble generators 7 for receiving the exhaust gas of the gas turbine 1 and generating micro bubbles along the outer plate surface of the hull are provided in the hull portion of the bow below the water surface. . That is, in the exhaust portion of the gas turbine 1, the first exhaust flow path 10 reaching the chimney 9 via the exhaust flow path switching means 8 and the micro bubble generator 7 via the exhaust flow path switching means 8 are reached. The second exhaust flow passage 11 is connected to the second exhaust flow passage 11, and a pump 13 operated by an auxiliary electric motor 12 is interposed in the second exhaust flow passage 11. The exhaust gas pumped by the pump 13 is a manifold 14 and Branch channel 15
It is configured to be distributed to a plurality of micro bubble generators 7 through.

Power is also supplied to the auxiliary electric motor 12 from the battery 3 via the switchboard 22 and the power feed line 16, and the power feed lines 3a, 6.16 and other inboard equipment are arranged. The arrangement of the battery 3 is set in consideration. That is, in consideration of the fact that the battery 3 becomes heavy, the battery is balanced in order to balance the weight of the gas turbine 1 as the main engine concentrated on the bow and the weight of the generator 2 driven by the gas turbine. The arrangement of 3 is set in the lower part of the hull near the stern electric motor 5. An exhaust passage 10A reaching the chimney 9 is also provided in the exhaust portion of the diesel engine 1A.

In the above-described hybrid marine propulsion device of the first embodiment, the gas turbine 1 for driving the first generator 2 and the diesel engine 1A for driving the second generator 2A are provided side by side as the main engine of the ship. Since the propeller driving electric motor 5 which is operated by the electric power from the first and second generators 2 and 2A is provided, the gas turbine 1 is always maintained at a high output (rated output) during navigation, and a long-distance route is provided. Diesel engine 1A when navigating at high speed
Also, when operating at a low speed on a short-distance route or the like, the diesel engine 1A is stopped or set to a low output to operate the vessel while maintaining high fuel consumption efficiency as much as possible. be able to. And
Since the surplus of the electric power generated by the first and second generators 2 and 2A is stored in the battery 3, the electric power of the battery 3 can be used for lighting in the ship.

When traveling at a low speed, only the gas turbine 1 is used at the rated output and the diesel engine 1A is used.
As a general rule, it is assumed that the excess power stored in the battery is used for load fluctuations due to weather and sea conditions, and only when this is insufficient, the diesel engine 1A handles the shortage. It is also possible to operate vessels while maintaining high efficiency of fuel consumption as a whole.

Further, since the gas turbine 1 has a larger rated output than the diesel engine 1A and the gas turbine 1 is always kept at a high output (rated output) which is efficient at the time of operation, fuel consumption as a whole. High efficiency can be maintained.

Further, since the battery 3 is arranged in the lower part of the hull in the vicinity of the electric motor 5 for driving the propeller,
The weight of the battery 3 is properly distributed so as to keep the hull stable in relation to the arrangement of other onboard equipment.

Further, since the gas turbine 1 is provided at the bow portion and the microbubble generator 7 connected to the exhaust passage of the gas turbine 1 is provided at the hull portion of the bow portion below the water surface, the same device 7 is provided. Because the micro bubbles generated by the flow flow from the bow to the stern while covering the outer surface of the hull below the water surface, the hull resistance (viscous resistance) can be efficiently reduced by using the exhaust gas of the gas turbine 1. You will be told.

Next, a second embodiment of the present invention will be described. Also in the case of the present embodiment, as shown in FIG. 2, the first turbine driven by the gas turbine 1 as the main engine on the bow portion is driven by the same gas turbine. A generator 2 is provided, and a battery 3 and a power distribution line 3 from a switchboard 22 of the same battery are provided in the stern part.
An electric motor 5 is provided to rotate the propeller 4 at the center of the stern by receiving power supply through a. Electric power is supplied from the first generator 2 at the bow to the battery 3 at the stern through the power supply line 6 and the switchboard 22, but is supplied from the first generator 2. Of course, it is also possible to directly drive the electric motor 5 with the electric power via the switchboard 22.

As a main engine, a diesel engine 1A having a rated output smaller than that of the gas turbine 1 is also provided. This diesel engine 1A is shown in FIGS.
As shown in, the pump 30 for sucking outboard water from below the bottom of the ship is driven.

The water discharged from the pump 30 is drained.
By means of 32, it is adapted to be discharged as a propulsion water jet from the nozzles 33P, 33S on both the left and right sides to the outside of the boat via the drain pipe branching portion 32a provided with the switching valve 31.

Also in this second embodiment, a plurality of micro bubbles for receiving the exhaust gas of the gas turbine 1 and generating micro bubbles along the outer surface of the hull in the hull portion of the bow below the water surface. A generator 7 is provided. That is, in the exhaust portion of the gas turbine 1, the first exhaust passage 10 reaching the chimney 9 via the exhaust passage switching means 8,
A second exhaust flow passage 11 reaching the micro bubble generator 7 is connected via the exhaust flow passage switching means 8, and a pump 13 operated by an auxiliary electric motor 12 is interposed in the second exhaust flow passage 11. The exhaust gas pressure-fed by the pump 13 is
It is configured to be distributed to the plurality of micro bubble generators 7 through the manifold 14 and the branch channel 15.

Power is also supplied to the auxiliary electric motor 12 from the battery 3 via the switchboard 22 and the power supply line 16, and the power supply lines 3a and 6.16 and other inboard equipment are arranged. The arrangement of the battery 3 is set in consideration. That is, in consideration of the fact that the battery 3 becomes heavy, the battery is balanced in order to balance the weight of the gas turbine 1 as the main engine concentrated on the bow and the weight of the generator 2 driven by the gas turbine. The arrangement of 3 is set in the lower part of the hull near the stern electric motor 5. An exhaust passage 10A reaching the chimney 9 is also provided in the exhaust portion of the diesel engine 1A.

In the hybrid marine propulsion device according to the second embodiment, the gas turbine 1 mounted on the ship as the main engine drives the propeller 4 at the center of the stern via the generator 2 and the electric motor 5. Since the discharge water from the pump 30 that is driven by the diesel engine 1A as another main engine and sucks the outboard water is guided to both the left and right port and is discharged to the rear of the outboard as a propulsion water jet, The speed is significantly increased, and the wake of the hull is also increased in this way, so that it is possible to obtain the effect of suppressing the occurrence of cavitation on the wing surface of the propeller 4.

Then, in the port or the like, the above-mentioned drain pipe branch passage 32
By manipulating the switching valve 31 in a, it is possible to steer the hull by discharging the water jet to only one of the required ports on the left and right sides.

Further, also in the case of the second embodiment, when the gas turbine 1 is constantly maintained at a high output (rated output) during navigation, the diesel engine 1A is also high when traveling at a high speed on a long-distance route. When the output is used and the navigation is performed at a low speed on a short-distance route, the diesel engine 1A is stopped or the output is set to be low so that the vessel can be operated while always maintaining high fuel consumption efficiency. And
Since the surplus of the electric power generated by the first and second generators 2 and 2A is stored in the battery 3, the electric power of the battery 3 can be used for lighting in the ship.

When the vehicle is traveling at low speed, only the gas turbine 1 is used at the rated output, and the diesel engine 1A
As a general rule, it is assumed that the excess power stored in the battery is used for load fluctuations due to weather and sea conditions, and only when this is insufficient, the diesel engine 1A handles the shortage. It is also possible to operate vessels while maintaining high efficiency of fuel consumption as a whole.

Also in the case of the second embodiment, the gas turbine 1 is provided at the bow portion, and the micro-bubble generator connected to the exhaust passage of the gas turbine 1 at the hull portion below the water surface of the bow portion. 7 is provided, the same device 7
Because the micro bubbles generated by the flow flow from the bow to the stern while covering the outer surface of the hull below the water surface, the hull resistance (viscous resistance) can be efficiently reduced by using the exhaust gas of the gas turbine 1. You will be told.

Next, a third embodiment of the present invention will be described. As shown in FIGS. 4 and 5, the gas turbine 1 and the diesel engine 1A as main engines are provided on board the ship also in this embodiment. The diesel engine 1A is configured to drive the propeller 4 at the center of the stern.

The gas turbine 1 is provided on the bow portion, and the electric power from the generator 2 driven by the gas turbine 1 is provided on both sides of the stern portion via the switchboard 22 attached to the battery 3. The electric motors 5P and 5S are supplied to the electric motors. Further, pumps 30P, which are driven by the electric motors 5P and 5S, respectively, for sucking outboard water,
30S is provided, and nozzles 33P, 33S that can eject the water discharged from the pumps 30P, 30S to the rear of the stern as propelling water jets at the both sides of the stern are provided.

Further, a plurality of micro bubble generators 7 for receiving the exhaust gas of the gas turbine 1 and generating micro bubbles along the outer plate surface of the hull are provided in the hull portion of the bow below the water surface. . That is, the chimney 9 is provided to the exhaust section of the gas turbine 1 via the exhaust flow path switching means 8.
To the microbubble generating device 7 via the same exhaust flow passage switching means 8 is connected to the second exhaust flow passage 11. A pump 13 operated by an auxiliary electric motor 12 is interposed, and exhaust gas pumped by the pump 13 is supplied to a manifold 14 and a branch flow passage.
It is configured to be distributed to a plurality of micro bubble generators 7 through 15. The power supply to the auxiliary motor 12 is also from the battery 3 to the switchboard 22 and the power supply line.
Done through 16.

In the third embodiment described above, the diesel engine 1A mounted on the ship as the main engine drives the propeller 4 at the center of the stern and the generator 2 driven by the gas turbine 1 as another main engine. Electric motors 5P and 5S on both sides of the stern that operate by receiving power supplied from
Pumps 30 driven by the electric motors 5P and 5S, respectively
Because P and 30S discharge the propulsion water jet to the rear of the ship, the ship speed will be significantly increased compared to the conventional ship equipped with only diesel engine 1A, compared to the case of propeller alone. Since the ship wake increases, it is possible to suppress the occurrence of cavitation on the propeller blade surface.

The fuel consumption can be suppressed by adjusting the output of the diesel engine 1A while maintaining the high output (rated output) of the gas turbine 1 according to the flight schedule. In addition, even for existing ships equipped with only a diesel engine as the main engine, by adding a gas turbine as described above,
It is possible to bring about a great improvement in propulsion performance without requiring a large-scale modification of the hull.

Further, also in the hybrid marine propulsion device of the third embodiment, the gas turbine 1 is provided at the bow portion and is connected to the exhaust passage of the gas turbine 1 at the hull portion below the water surface of the bow portion. Since the microbubble generator 7 is provided, the microbubbles generated by the device 7 flow from the bow toward the stern while covering the outer surface of the hull below the water surface. The hull resistance (viscous resistance) can be efficiently reduced by using it.

As a modification of the above-described third embodiment, the generator 2, battery 3 and electric motors 5P, 5S in the drive system with the gas turbine 1 as the main engine are omitted,
A pump that is directly driven by the gas turbine 1 and sucks outboard water is provided. From the pump, the nozzles 30P on both sides of the stern,
Water may be supplied to 30S. In this case, the generator 2, the battery 3 and the electric motors 5P and 5S can be omitted, so that the facility cost can be significantly reduced.

[0047]

As described above in detail, the hybrid marine propulsion device of the present invention has the following effects. (1) As a main engine of a ship, a gas turbine that operates at a rated output during cruise to drive the first generator and a diesel engine whose output is adjusted according to the ship speed to drive the second generator are installed side by side. Therefore, when a propeller driving electric motor that is operated by the electric power from the first and second generators is provided, when the gas turbine is constantly maintained at a high output during navigation, a long-distance route is navigated at high speed. The diesel engine also has a high output, and when traveling at a low speed on a short-distance route or the like, the diesel engine has a low output, and the vessel can be operated while always maintaining high fuel consumption efficiency. Then, the first and second
Since the surplus of the electric power generated by the generator is stored in the battery, the electric power of the battery can be used for lighting onboard the ship. (2) If the gas turbine has a rated output higher than that of the diesel engine, the gas turbine is always kept at a high output (rated output) with good efficiency during operation, so that the fuel consumption efficiency as a whole is high. Will be able to maintain high. Along with this, emission of global warming gas such as carbon dioxide from ships is reduced, which can contribute to reduction of global environmental load. (3) If the battery is installed in the lower part of the hull near the propeller driving motor, the weight of the battery is appropriately distributed to keep the hull stable in relation to the arrangement of other inboard equipment. Become so. (4) The propeller in the center of the stern is driven by the gas turbine mounted on the ship as the main engine via the generator and the electric motor, while it is driven by the diesel engine as the other main engine to suck outboard water. Since the water discharged from the pump is guided to both the left and right sides and discharged to the rear of the ship as a propulsion water jet, the speed of the ship is greatly increased, and thus the wake of the ship is also increased. Therefore, the effect of suppressing the occurrence of cavitation on the blade surface of the propeller can be obtained. (5) In a port or the like, it is possible to steer the hull by operating the switching valve at the drain pipe branching part so that the water jet is discharged to only one of the right and left port sides. (6) Propellers in the center of the stern are driven by the diesel engine mounted on the ship as the main engine, and the stern and port sides that operate by receiving power from the generator driven by the gas turbine as the other main engine The electric motor and the pumps driven by the electric motor respectively discharge the propulsion water jet to the rear of the ship, resulting in a significant increase in the ship speed, and the wake of the hull compared to the case of the propeller alone. Since it increases, it is possible to suppress the occurrence of cavitation on the propeller blade surface. And even for existing ships equipped with only diesel engines as main engines, by adding a gas turbine as described above, it is possible to bring about a significant improvement in propulsion performance without requiring a large-scale modification of the hull. become. (7) The propeller at the center of the stern is driven by the diesel engine mounted on the ship as the main engine, and the pump that directly drives the gas turbine as the other main engine to suck outboard water from the stern and starboard When water is supplied to the water jet discharge nozzle, the same effect as in the above item (6) can be obtained, and since the water intake pump is directly connected to the gas turbine, the facility cost is significantly reduced. (8) When a gas turbine is installed in the bow and a microbubble generator connected to the exhaust passage of the gas turbine is installed in the hull below the water surface of the bow, the microbubbles generated by the device are generated. Flows from the bow toward the stern while covering the outer surface of the hull below the water surface, so that the hull resistance (viscous resistance) can be efficiently reduced by using the exhaust gas of the gas turbine.

[Brief description of drawings]

FIG. 1 is a vertical cross-sectional view of a hull schematically showing a ship provided with a hybrid marine propulsion device according to a first embodiment of the present invention.

FIG. 2 is a vertical cross-sectional view of a hull schematically showing a ship equipped with a hybrid marine propulsion device according to a second embodiment of the present invention.

FIG. 3 is a horizontal sectional view schematically showing a main part of FIG.

FIG. 4 is a vertical cross-sectional view of a hull schematically showing a ship equipped with a hybrid marine propulsion device according to a third embodiment of the present invention.

5 is a horizontal sectional view schematically showing a main part of FIG.

FIG. 6 is an explanatory diagram showing an example of an operation schedule of a ship.

FIG. 7 is a graph showing a fuel consumption characteristic of a diesel engine.

FIG. 8 is a graph showing a fuel consumption characteristic of a gas turbine.

[Explanation of symbols]

1 gas turbine 1A diesel engine 2 First generator 2A Second generator 3 battery 3a Power supply line 4 propellers 5 electric motor 5P, 5S electric motor 6 power supply lines 7 Micro bubble generator 8 Exhaust flow path switching means 9 chimney 10 First exhaust flow path 10A exhaust flow path 11 Second exhaust flow path 12 Auxiliary electric motor 13 pumps 14 Manifold 15 branches 16 power supply line 22 switchboard 30 pumps 30P, 30S pump 31 Switching valve 32a Discharge pipe branch 33P, 33S nozzle

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B63H 21/17 B63H 21/17 (72) Inventor Masaru Tsujimoto 6-38-1 Shinkawa, Mitaka City, Tokyo Independent Government Research Institute for Maritime Technology and Safety

Claims (7)

[Claims] 1. A gas turbine which operates at a rated output when cruising as a main engine of a ship and a diesel engine whose output is to be adjusted according to the ship speed are mounted on board and driven by the gas turbine. A generator and a second generator driven by the diesel engine are mounted on the ship, and a propeller driving main electric motor operated by the electric power generated by the first generator and the second generator, and the surplus of the electric power. A hybrid marine propulsion device, which is equipped with a battery that stores the minutes. 2. The hybrid marine propulsion device according to claim 1, wherein the gas turbine has a larger rated output than the diesel engine. 3. The hybrid marine propulsion device according to claim 1, wherein the battery is disposed in the lower part of the hull near the electric motor for driving the propeller. 4. A generator in which a gas turbine and a diesel engine are mounted on a ship as a main engine of a ship, the generator is driven by the gas turbine, an electric motor is operated by electric power generated by the generator, and the electric motor. A propeller in the center of the stern driven by the pump is installed, and a pump driven by the diesel engine to suck outboard water, and the discharge water from the pump is sent to both the left and right sides via a drain pipe branch with a switching valve. A hybrid marine propulsion device, characterized in that it is provided with a drain pipe that can be guided and discharged to the rear of the ship as a propulsion water jet. 5. A diesel engine and a gas turbine are mounted on a ship as main engines of a ship, and a propeller at the center of the stern driven by the diesel engine is provided, and a generator driven by the gas turbine, Electric motors provided on both sides of the stern to operate with the electric power generated by the generator, a pump driven by the electric motor to suck in outboard water, and water discharged from the pump to the stern. A hybrid-type marine propulsion device, characterized in that a nozzle capable of ejecting as a propelling water jet to the rear of the ship is provided at each of the port side portions. 6. A diesel engine and a gas turbine are mounted on a ship as main engines of a ship, and a propeller in the center of the stern driven by the diesel engine is provided, and the outboard water is directly driven by the gas turbine. A hybrid-type marine propulsion device comprising: a pump for sucking water, and a nozzle capable of ejecting the water discharged from the pump to the rear of the ship as a propulsion water jet on both sides of the stern. 7. The gas turbine is provided at a bow portion,
7. A microbubble generator for generating microbubbles along the outer surface of the hull, which is connected to the exhaust passage of the gas turbine, is provided in the hull portion of the bow below the water surface, and the hull portion is provided. The hybrid marine propulsion device according to any one of claims.