JP7441776B2 - Ships and how to navigate them - Google Patents

Description

The present disclosure relates to a ship and a navigation method for the ship.

Some ship propulsion devices obtain thrust by rotating a propeller using a main engine. Specifically, such a main engine is configured to rotate a propeller drive shaft, and the propeller generates thrust by rotating together with the propeller drive shaft.

BACKGROUND ART Among large ships such as passenger ships and the like, there are so-called two-engine, two-shaft ships and two-engine, single-shaft ships that are equipped with two systems of main engines in parallel in case a malfunction occurs in the main engine. A ship having such a configuration uses a plurality of main engines arranged in parallel to rotate one or two propeller drive shafts (shaft system). In such a configuration, if a problem occurs in one of the main engines, it is possible to rotate the propeller drive shaft only by the other main engine in which the problem does not occur. In this way, redundancy is ensured in two-engine twin-shaft ships and two-engine single-shaft ships.

However, in a so-called one-engine, single-shaft ship in which one main engine drives one propeller drive shaft, if a malfunction occurs in the main engine, the propeller stops rotating and the ship cannot continue sailing.
For example, Patent Document 1 describes an output shaft that is rotationally driven by a main engine, a propeller drive shaft that rotates a propeller, an electric motor that rotationally drives the propeller drive shaft, and a shaft that connects and connects the output shaft and the propeller drive shaft. A configuration including a connection and disconnection portion is disclosed. In this Patent Document 1, normally, the output shaft and the propeller drive shaft are connected at the shaft connection/intermittent part, and the output shaft is rotationally driven by the main engine. In an emergency, the output shaft and propeller drive shaft are separated at the shaft connection/disconnection part, and the propeller drive shaft is rotationally driven by the electric motor. This ensures redundancy even in a configuration where one main engine drives a single propeller drive shaft.

JP2020-75651A

However, in a low-speed main engine in which the rotational speed of the output shaft during rated operation of the main engine is, for example, 300 [rpm] or less, the rotational torque of the output shaft becomes extremely large, for example, exceeding 1500 kN. A shaft connection/disconnection section, a so-called clutch, having a capacity to tolerate such a large rotational torque is not common, and it may be difficult to employ the configuration disclosed in Patent Document 1. Therefore, in a ship equipped with a low-speed main engine, in the case of a configuration in which one main engine drives a single propeller drive shaft, there is a problem in that it is difficult to ensure redundancy.

The present disclosure has been made to solve the above problems, and provides a ship and a navigation method for a ship that can ensure redundancy in a configuration in which one main engine drives a single propeller drive shaft. The purpose is to

In order to solve the above problems, a ship according to the present disclosure includes a hull and a propulsion section. The propulsion section is arranged within the hull. The propulsion section includes a main engine, a speed increase section, a propeller drive shaft, a reduction section, a first clutch, and an electric motor. The main engine has a main engine output shaft. The speed increasing section has a speed increasing section output shaft. The rotation of the main engine output shaft is increased in speed and transmitted to the speed increaser output shaft. The propeller drive shaft rotates a propeller disposed outside the hull. The speed reduction section has a first speed reduction section input shaft to which the rotation of the speed increase section output shaft is transmitted, and decelerates the rotation of the first speed reduction section input shaft and transmits it to the propeller drive shaft. The first clutch switches connection/disconnection between the speed increasing section output shaft and the first reducing section input shaft . The electric motor is capable of rotationally driving the propeller drive shaft when the speed increasing section output shaft and the first reducing section input shaft are in a disconnected state by the first clutch.

A navigation method for a ship according to the present disclosure is a navigation method for a ship as described above, in which the first clutch connects the main engine output shaft and the propeller drive shaft, and the main engine rotates the propeller drive shaft. The method includes a step of driving, a step of separating the main engine output shaft and the propeller drive shaft with the first clutch, and a step of rotationally driving the propeller drive shaft with the electric motor.

According to the ship and ship navigation method of the present disclosure, redundancy can be ensured in a configuration in which one main engine drives a single propeller drive shaft.

FIG. 1 is a side view of a ship according to an embodiment of the present disclosure. FIG. 1 is a plan view showing the configuration of a propulsion section of a ship according to an embodiment of the present disclosure. FIG. 2 is a cross-sectional view showing the positional relationship between the main engine of the ship and the vehicle mounting deck according to the embodiment of the present disclosure. FIG. 2 is a plan view showing a normal navigation mode in which a propeller drive shaft is rotationally driven by a main engine in a propulsion unit of a ship according to an embodiment of the present disclosure. FIG. 2 is a plan view showing an emergency navigation mode in which a propeller drive shaft is rotationally driven by an electric motor in a propulsion unit of a ship according to an embodiment of the present disclosure. 1 is a flowchart illustrating a procedure of a ship navigation method according to an embodiment of the present disclosure.

Hereinafter, a ship and a ship navigation method according to an embodiment of the present disclosure will be described with reference to FIGS. 1 to 3.
(Ship configuration)
As shown in FIGS. 1 and 2, the ship 1 mainly includes a hull 2 and a propulsion section 20. The type of ship 1 is not limited to a specific type. Examples of the type of ship 1 include a ferry, a RORO ship (Roll-on/Roll-off ship), and a PCTC (Pure Car & Truck Carrier).

(hull configuration)
As shown in FIGS. 1 to 3, the hull 2 has a pair of sides 3A, 3B and a bottom 4, which form its outer shell. The sides 3A and 3B have a pair of side skins forming port and starboard sides, respectively. The bottom 4 has a bottom shell plate that connects these sides 3A and 3B. The pair of sides 3A, 3B and the bottom 4 form the outer shell of the hull 2 into a U-shape in a cross section perpendicular to the bow and stern direction FA.

As shown in FIGS. 1 and 3, the hull 2 includes a freeboard deck 5, an upper deck 6, and an upper deck 8 as multiple deck layers. The freeboard deck 5 in this embodiment is a full-through deck arranged at the lowest level among all-through decks arranged above the load waterline. The upper deck 6 is a deck located above the freeboard deck 5. The upper deck 8 is a deck disposed at the top layer of the hull 2. The hull 2 in this embodiment further includes a deck 7 below the freeboard deck 5.

(Configuration of propulsion section)
An engine room 10 is formed within the hull 2 . The engine room 10 is formed on the deck 7 on the stern 2b side within the hull 2. As shown in FIG. 2, the propulsion unit 20 is arranged in the engine room 10 within the hull 2. The propulsion unit 20 mainly includes a propeller drive shaft 21, a main engine 30, an electric motor 40, and a shaft switching device 50.

The propeller drive shaft 21 extends in the bow and aft direction FA. The rear end of the propeller drive shaft 21 projects from inside the hull 2 toward the stern 2b side in the bow-stern direction FA. A propeller 22 is integrally fixed to the rear end of the propeller drive shaft 21. The propeller 22 is arranged outside the hull 2. The propeller 22 rotates in a predetermined direction as the propeller drive shaft 21 is rotationally driven around its central axis C1, and exerts a thrust force that propels the hull 2. The central axis C1 of the propeller drive shaft 21 in this embodiment is located on the center Dwc of the hull 2 in the transverse direction Dw.

The main engine 30 is composed of an internal combustion engine such as a two-stroke diesel engine, for example. In this embodiment, the main engine 30 is, for example, a low-speed main engine with a rotational speed of 60 to 300 rpm during rated operation. The main engine 30 has a main engine output shaft 31. The main engine output shaft 31 extends from the main engine 30 toward the stern 2b side in the bow-stern direction FA. The main engine output shaft 31 is rotatably supported around its central axis C2 by a bearing (not shown).
In this embodiment, the main engine 30 and the main engine output shaft 31 are located within the engine room 10 at the center Dwc in the ship width direction Dw (in other words, the central axis C1 of the propeller drive shaft 21). It is arranged offset to one side (for example, the starboard side 3B side). Further, the main engine output shaft 31 projects from the main engine 30 toward the stern 2b side in the bow-stern direction FA.

The electric motor 40 is used as a shaft generator during normal navigation, and supplies electric power to various parts within the hull 2. The electric motor 40 functions as a propulsion electric motor that rotationally drives the propeller drive shaft 21 to exert propulsive force for the hull 2, for example, during emergency navigation. The electric motor 40 has a motor output shaft 41. The motor output shaft 41 extends in the bow and aft direction FA. In an emergency, the electric motor 40 rotates the electric motor output shaft 41 around its central axis C3 using electric power supplied from within the hull 2.
In this embodiment, the electric motor 40 and the motor output shaft 41 are offset to the second side (for example, the starboard side 3B side) in the ship width direction Dw with respect to the center Dwc in the ship width direction Dw in the engine room 10. It is arranged as follows. Further, the motor output shaft 41 projects from the motor 40 toward the bow side in the bow and aft direction FA.

(Configuration of shaft switching device)
The shaft switching device 50 is arranged between the main engine output shaft 31, the electric motor output shaft 41, and the propeller drive shaft 21. The shaft switching device 50 connects the main engine output shaft 31 and the electric motor output shaft 41 to the propeller drive shaft 21, respectively, in order to rotationally drive the uniaxial propeller drive shaft 21 by at least one of the main engine 30 and the electric motor 40. It is possible to put the device into a connected state or a non-connected state. In other words, the shaft switching device 50 can selectively switch between a state in which the main engine output shaft 31 and the propeller drive shaft 21 are connected and a state in which the motor output shaft 41 and the propeller drive shaft 21 are connected. It is possible. The shaft switching device 50 includes at least a speed increasing section 60, a first clutch 70, a reducing section 80, and a second clutch 90 in the gear box 51. Here, the above-mentioned "single shaft" means that the number of shaft systems that transmit the output generated by the main engine 30 to the propeller 22 is one.

(Configuration of speed increasing section)
The speed increasing section 60 includes a plurality of speed increasing gears 61 and a speed increasing section output shaft 62.
The speed increasing section 60 in this embodiment includes three speed increasing gears 61, a first speed increasing gear 61A, a second speed increasing gear 61B, and a third speed increasing gear 61C. The first speed increasing gear 61A, the second speed increasing gear 61B, and the third speed increasing gear 61C are rotatably supported within the gear box 51 around central axes C2, C4, and C5 extending in the bow and aft direction FA, respectively. ing. The first speed increasing gear 61A is integrally joined to the tip of the main engine output shaft 31. The second speed increasing gear 61B meshes with the first speed increasing gear 61A. The third speed increasing gear 61C meshes with the second speed increasing gear 61B. One end of the speed increasing section output shaft 62 is integrally joined to the third speed increasing gear 61C.

The speed increasing section output shaft 62 extends from the third speed increasing gear 61C toward the stern 2b side in the bow-stern direction FA. The speed increasing part output shaft 62 is supported by a bearing (not shown) provided in the gear box 51 so as to be rotatable around its central axis C5.

The speed increasing section 60 has a first speed increasing gear 61A, a second speed increasing gear 61B, and a third speed increasing gear 61C so as to increase the rotation speed of the main engine output shaft 31 and transmit it to the speed increasing section output shaft 62. The speed increasing ratio is set. The speed increasing ratio in the speed increasing section 60 can be, for example, 4.0 to 10.0. Further, the speed increasing ratio in the speed increasing section 60 may be set to 4.0 to 6.0. In this embodiment, the speed increasing ratio in the speed increasing section 60 is set to, for example, 5.0. Note that the number and gear ratio of the speed increasing gears 61 constituting the speed increasing section 60 may be changed as appropriate.

(Configuration of first clutch)
The first clutch 70 is arranged between the speed increasing part output shaft 62 and the first reducing part input shaft 82, which will be described later. The first clutch 70 switches connection/disconnection between the speed increasing section output shaft 62 and the propeller drive shaft 21 . The first clutch 70 includes a pad 71, a disk 72, and a drive cylinder (not shown). The pad 71 is joined to the other end of the speed increasing section output shaft 62. The pad 71 rotates together with the speed increasing section output shaft 62. The disk 72 is joined to one end of the first reduction section input shaft 82. The disk 72 rotates together with the first reduction section input shaft 82. The pad 71 and the disk 72 are driven forward and backward in the bow and aft direction FA so as to approach and separate from each other by, for example, a hydraulically driven or electric drive cylinder (not shown). The first clutch 70 is brought into a connected state in which the speed increasing part output shaft 62 and the first reducing part input shaft 82 are connected by the pad 71 and the disk 72 being brought into contact with each other. In the connected state, the rotation of the speed increasing part output shaft 62 is transmitted to the first reducing part input shaft 82. When the pad 71 and the disk 72 are separated from each other, the first clutch 70 enters a non-connected state in which the speed increasing part output shaft 62 and the first reducing part input shaft 82 are separated. In the disconnected state, the rotation of the speed increasing part output shaft 62 is not transmitted to the first reducing part input shaft 82 (non-transmitted).

(Configuration of reduction section)
The speed reducer 80 is arranged between the first clutch 70 and the propeller drive shaft 21. The speed reduction section 80 includes a plurality of speed reduction gears 81, a first speed reduction section input shaft 82, and a second speed reduction section input shaft 83.

The reduction gear unit 80 in this embodiment includes a plurality of reduction gears 81, including a first reduction gear 81A, a second reduction gear 81B, and a third reduction gear 81C.
The first reduction gear 81A, the second reduction gear 81B, and the third reduction gear 81C are rotatably supported within the gear box 51 around central axes C3, C5, and C1 extending in the bow and aft direction FA, respectively. The first reduction gear 81A is integrally joined to one end of the second reduction section input shaft 83. The second reduction gear 81B meshes with the first reduction gear 81A. The second reduction gear 81B is integrally joined to the other end of the first reduction section input shaft 82. The third reduction gear 81C meshes with the second reduction gear 81B. One end of the propeller drive shaft 21 is integrally joined to the third reduction gear 81C. The propeller drive shaft 21 is rotatably supported around the central axis C1 via a thrust bearing 85 disposed within the gear box 51.

The first reduction unit input shaft 82 extends from the second reduction gear 81B toward the bow side in the bow and aft direction FA. This first reduction section input shaft 82 is supported by a bearing (not shown) provided in the gear box 51 so as to be rotatable around its central axis C5.
The second reduction unit input shaft 83 extends from the third reduction gear 81C toward the stern 2b side in the bow-stern direction FA. The second reduction unit input shaft 83 is arranged coaxially with the motor output shaft 41. The second reduction unit input shaft 83 is supported by a bearing (not shown) so as to be rotatable around its central axis C3.

The speed reduction unit 80 reduces the rotation of the speed increase unit output shaft 62 and transmits the rotation to the propeller drive shaft 21 when the speed increase unit output shaft 62 and the propeller drive shaft 21 are connected by the first clutch 70 . The deceleration unit 80 decelerates the rotation of the motor output shaft 41 and transmits the rotation to the propeller drive shaft 21 when the motor output shaft 41 and the propeller drive shaft 21 are connected by a second clutch 90 described later. The speed reduction section 80 is configured by a first reduction gear 81A, a second reduction gear 81B, and a third reduction gear 81C so as to reduce the rotation of the speed increase section output shaft 62 and the motor output shaft 41 and transmit it to the propeller drive shaft 21. The reduction ratio is set. Here, the speed increase ratio in the speed increase section 60 and the speed reduction ratio in the speed reduction section 80 may be the same or different.

In the reduction unit 80, the reduction ratio by the second reduction gear 81B and the third reduction gear 81C between the first reduction unit input shaft 82 (speed increase unit output shaft 62) and the propeller drive shaft 21 is, for example, 3.0. ~10.0. Further, the reduction ratio by the second reduction gear 81B and the third reduction gear 81C in the reduction part 80 may be set to 4.0 to 8.0. In this embodiment, the reduction ratio by the second reduction gear 81B and the third reduction gear 81C in the reduction part 80 is set to, for example, 4.0.

In the reduction unit 80, the reduction ratio between the second reduction unit input shaft 83 (motor output shaft 41) and the propeller drive shaft 21 by the first reduction gear 81A, the second reduction gear 81B, and the third reduction gear 81C is as follows. For example, it can be set to 2.0 to 4.0. Further, the reduction ratio of the first reduction gear 81A, the second reduction gear 81B, and the third reduction gear 81C in the reduction section 80 may be set to 2.0 to 3.0. In this embodiment, the reduction ratio of the first reduction gear 81A, the second reduction gear 81B, and the third reduction gear 81C in the reduction part 80 is set to, for example, 2.5.
Note that the number and gear ratio of the reduction gears 81 constituting the reduction section 80 may be changed as appropriate.

(Configuration of second clutch)
The second clutch 90 is arranged between the electric motor output shaft 41 and the second reduction part input shaft 83 of the reduction part 80 . The second clutch 90 switches between connecting and disconnecting the motor output shaft 41 and the propeller drive shaft 21 . The second clutch 90 includes a pad 91, a disk 92, and a drive cylinder (not shown).

Pad 91 is joined to the tip of motor output shaft 41 . The pad 91 rotates together with the motor output shaft 41. The disk 92 is joined to the other end of the second reduction section input shaft 83. The disk 92 rotates together with the second reduction section input shaft 83. The pad 91 and the disk 92 are driven forward and backward in the bow and aft direction FA so as to approach and separate from each other by, for example, a hydraulically driven or electric drive cylinder (not shown).

The second clutch 90 is brought into a connected state in which the motor output shaft 41 and the second reduction unit input shaft 83 are connected when the pad 91 and the disk 92 are brought into contact with each other. In the connected state, the rotation of the motor output shaft 41 is transmitted to the second reduction unit input shaft 83. The second clutch 90 is placed in a disconnected state in which the motor output shaft 41 and the second reduction unit input shaft 83 are separated by separating the pad 91 and the disk 92. In the disconnected state, the rotation of the motor output shaft 41 is not transmitted to the second reduction unit input shaft 83 (non-transmitted).

As shown in FIG. 4, in the propulsion unit 20 as described above, when the first clutch 70 is connected and the second clutch 90 is disconnected, the rotation of the main engine output shaft 31 of the main engine 30 is 60, the first clutch 70, the second reduction gear 81B of the reduction unit 80, and the third reduction gear 81C, and are transmitted to the propeller drive shaft 21. The rotation of the motor output shaft 41 of the electric motor 40 is not transmitted to the propeller drive shaft 21. Thereby, the propeller drive shaft 21 (propeller 22) is rotationally driven only by the main engine 30. Note that when the electric motor 40 is used as a shaft generator, the second clutch 90 is connected, and the rotation of the main engine output shaft 31 of the main engine 30 is controlled by the speed increasing section 60, first clutch 70, and decelerating section 80. It is transmitted to the motor output shaft 41 via the second reduction gear 81B, the second reduction section input shaft 83, and the second clutch 90.

As shown in FIG. 5, in the propulsion unit 20 as described above, when the first clutch 70 is disconnected, the second clutch 90 is connected, and the electric motor 40 is operated, the electric motor output shaft 41 rotates. The rotation of the motor output shaft 41 is transmitted to the propeller drive shaft 21 via the second clutch 90, the first reduction gear 81A, the second reduction gear 81B, and the third reduction gear 81C of the reduction unit 80. The rotation of the main engine output shaft 31 of the main engine 30 is not transmitted to the propeller drive shaft 21. Thereby, the propeller drive shaft 21 (propeller 22) is rotationally driven by the electric motor 40.

(Configuration of vehicle loading deck)
As shown in FIG. 3, the ship 1 of this embodiment includes vehicle mounting decks 101 and 102. The vehicle loading deck 101 is the freeboard deck 5. The vehicle loading deck 102 is the upper deck 6.

In this embodiment, the upper portion 30t of the main engine 30 extends above the vehicle loading deck 101 (freeboard deck 5). Therefore, above the engine room 10 on the stern 2b side of the hull 2, the vehicle mounting deck 101 includes a first vehicle mounting deck 101A and a second vehicle mounting deck 101B. The first vehicle mounting deck 101A is formed on the first side (starboard side 3B side) in the ship width direction Dw. The second vehicle mounting deck 101B is arranged on the second side in the ship width direction Dw (port side 3A side). The second vehicle mounting deck 101B is spaced apart from the first vehicle mounting deck 101A in the ship width direction Dw. The upper part 30t of the main engine 30 is accommodated in a space between the first vehicle mounting deck 101A and the second vehicle mounting deck 101B.

In this embodiment, the main engine 30 is arranged offset to the first side in the ship width direction Dw with respect to the center Dwc in the ship width direction Dw. Accordingly, the width dimension W2 of the second vehicle mounting deck 101B in the transverse direction Dw is formed to be larger than the width dimension W1 of the first vehicle mounting deck 101A in the transverse direction Dw. For example, the width dimension W1 of the first vehicle loading deck 101A is set so that the vehicles 200 can be mounted in two rows in the ship width direction Dw. The width dimension W2 of the second vehicle mounting deck 101B is set so that the vehicles 200 can be mounted in two rows in the ship width direction Dw and the rampway 103 can be installed.

As shown in FIG. 1, the rampway 103 extends in the bow and aft direction FA. The rampway 103 extends diagonally between the vehicle loading deck 101 and the vehicle loading deck 102 located directly above it. One end of the rampway 103 is connected to the second vehicle mounting deck 101B (vehicle mounting deck 101), and the other end of the rampway 103 is connected to the vehicle mounting deck 102.

(Ship navigation method)
Next, a navigation method of the vessel 1 will be explained.
As shown in FIG. 6, the navigation method S10 of the ship 1 in this embodiment includes a main engine navigation step S11, a malfunction occurrence determination step S12, a switching step S13, and an electric motor navigation step S14.

In the main engine sailing step S11, the ship 1 is sailed in a normal sailing mode in which the propeller drive shaft 21 is rotated by the main engine 30. In this normal navigation mode, as shown in FIG. 4, the first clutch 70 is in a connected state and the second clutch 90 is in a disconnected state. Then, the rotation of the main engine output shaft 31 of the main engine 30 is transmitted to the propeller drive shaft 21 via the speed increasing part 60, the first clutch 70, the second reduction gear 81B of the reduction part 80, and the third reduction gear 81C. The rotation of the motor output shaft 41 of the electric motor 40 is not transmitted to the propeller drive shaft 21. Thereby, the propeller drive shaft 21 is rotationally driven by the main engine 30, the propeller 22 is rotated, and the ship 1 is propelled. Note that, as described above, when the electric motor 40 is used as a shaft generator, the second clutch 90 may be in the connected state.

In the malfunction occurrence determination step S12, it is determined whether a malfunction or the like has occurred in the main engine 30. This determination may be made automatically by a monitoring device for the main engine 30 disposed on the ship 1, or may be made by the operator of the main engine 30.
If no malfunction or the like has occurred in the main engine 30, the main engine navigation step S11 is continued. If a malfunction or the like has occurred in the main engine 30, the process moves to a switching step S13.

In the switching step S13, the navigation mode of the ship 1 is switched from the normal navigation mode to the emergency navigation mode. That is, as shown in FIG. 5, the first clutch 70 is brought into a disconnected state, and the second clutch 90 is brought into a connected state.

After the switching step S13 is completed, the process moves to the electric motor navigation step S14. In the electric motor navigation step S14, the ship 1 is operated in an emergency navigation mode. In the emergency navigation mode, the electric motor 40 is activated. Then, the rotation of the motor output shaft 41 of the electric motor 40 is transmitted to the propeller drive shaft 21 via the second clutch 90, the first reduction gear 81A, the second reduction gear 81B, and the third reduction gear 81C of the reduction unit 80. Ru. In this state, since the first clutch 70 is not connected, the rotation of the main engine output shaft 31 of the main engine 30 is not transmitted to the propeller drive shaft 21. Thereby, the propeller drive shaft 21 is rotationally driven by the electric motor 40, the propeller 22 is rotated, and the ship 1 can be propelled.

(effect)
According to the ship 1 of the embodiment described above, the rotation of the main engine output shaft 31 is increased in speed by the speed increasing section 60 and transmitted to the speed increasing section output shaft 62. Further, the first clutch 70 can switch between connection and disconnection between the speed increasing section output shaft 62 and the propeller drive shaft 21.
As a result, in the ship 1 of the embodiment described above, the rotational torque of the speed-increasing part output shaft 62, which rotates at a higher speed than the main engine output shaft 31, is input to the first clutch 70. Therefore, the rotational torque of the speed increasing part output shaft 62 becomes smaller than the rotational torque of the main engine output shaft 31, depending on the speed increasing ratio in the speed increasing part 60. As a result, the clutch capacity required for the first clutch 70 is small, and a configuration in which the first clutch 70 is used to selectively drive the uniaxial propeller drive shaft 21 by the main engine 30 and the electric motor 40 is possible. It becomes realizable. As a result, even in a ship 1 equipped with a main engine 30 whose main engine output shaft 31 has a large rotational torque, redundancy can be ensured even in a configuration in which one main engine 30 drives a uniaxial propeller drive shaft 21.

In the embodiment described above, the ship 1 further includes a deceleration section 80 that decelerates the rotation of the speed increasing section output shaft 62 and transmits the rotation to the propeller drive shaft 21.
Thereby, the rotation of the speed increasing part output shaft 62 transmitted via the first clutch 70 is decelerated by the decelerating part 80 and transmitted to the propeller drive shaft 21. Therefore, the propeller drive shaft 21 and the propeller 22 can be rotationally driven with a larger rotational torque.

In the embodiment described above, the ship 1 further includes a second clutch 90 that switches connection/disconnection between the motor output shaft 41 and the propeller drive shaft 21 .
Thereby, the motor output shaft 41 can be connected to the propeller drive shaft 21 as required. When the propeller drive shaft 21 is rotationally driven by the main engine 30, the motor output shaft 41 can be separated from the propeller drive shaft 21 by the second clutch 90. When the propeller drive shaft 21 is rotationally driven by the electric motor 40, the first clutch 70 disconnects the speed increasing part output shaft 62 (main engine output shaft 31) from the propeller drive shaft 21, and the second clutch 90 disconnects the motor output shaft 21 from the propeller drive shaft 21. 41 can be connected to the propeller drive shaft 21.

In the above embodiment, in the ship 1, the main engine 30 and the main engine output shaft 31 are arranged on the first side with respect to the center Dwc in the ship width direction Dw, and the speed increasing part output shaft 62 and the electric motor 40 are arranged on the first side with respect to the center Dwc in the ship width direction Dw. It is arranged on the second side with respect to the center Dwc of Dw.
Thereby, the main engine 30 and the main engine output shaft 31, which are connected via the speed increasing part 60, the first clutch 70, etc., and the electric motor 40 can be arranged at different positions in the ship width direction Dw. This makes it possible to effectively utilize the space within the hull 2.

In the above embodiment, by arranging the main engine 30 on the first side of the center Dwc in the ship width direction Dw, the first vehicle mounting deck on the first side in the ship width direction Dw is placed on the second side in the ship width direction Dw. It is possible to arrange the second vehicle mounting deck 101B, which has a larger width W2 in the ship width direction Dw than the second vehicle mounting deck 101A. Therefore, the rampway 103 that allows the vehicle 200 to access other decks on different floors can be arranged on the second vehicle loading deck 101B, and a wider loading space for the vehicle 200 can be secured. .

(Other embodiments)
Although the embodiment of the present disclosure has been described above in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and includes design changes within the scope of the gist of the present disclosure. .
In the above embodiment, the configuration includes the speed reduction section 80, but the rotation of the speed increase section output shaft 62, which has been increased in speed by the speed increase section 60, is transmitted as it is to the propeller drive shaft 21 without being decelerated. You can. With such a configuration, the rotational speeds of the propeller drive shaft 21 and the propeller 22 are increased. Thereby, it becomes possible to downsize the propeller 22 while ensuring the propulsion force.

Further, in the above embodiment, the motor output shaft 41 of the electric motor 40 is connected to the first reduction gear 81A of the reduction section 80, and the speed increase section output shaft 62 is connected to the second reduction gear 81B. Not limited. The motor output shaft 41 may be connected to the second reduction gear 81B, and the speed increasing section output shaft 62 may be connected to the first reduction gear 81A. Of course, the motor output shaft 41 and the speed increasing section output shaft 62 may be connected to a reduction gear 81 other than those described above.

Furthermore, in the above embodiment, a case has been described in which the second clutch 90 is disposed between the motor output shaft 41 of the electric motor 40 and the second reduction part input shaft 83 of the reduction part 80. However, the motor output shaft 41 and the second reduction unit input shaft 83 may be directly connected without providing the second clutch 90.
Further, in the above embodiment, the motor output shaft 41 of the motor 40 is connected to the speed reduction section 80 of the shaft switching device 50, but the present invention is not limited to this. For example, the motor output shaft 41 may be connected to the propeller drive shaft 21 directly or via another reduction gear.

Further, in the above embodiment, when a failure occurs in the main engine 30, the electric motor 40 rotates the propeller drive shaft 21, but the present invention is not limited to this. Even during normal navigation of the ship 1, the propeller drive shaft 21 may be rotationally driven by the main engine 30 and the electric motor 40 so as to assist the driving force of the propeller drive shaft 21 by the main engine 30.

Further, in the above embodiment, the vehicle loading decks 101 and 102 are provided in two layers, upper and lower, but the number of layers can be changed as appropriate. Further, the width dimensions W1 and W2 of the first vehicle mounting deck 101A and the second vehicle mounting deck 101B can also be changed as appropriate depending on the scale of the ship 1. Further, although the rampway 103 is disposed on the second vehicle loading deck 101B having a large width W2, various types of equipment other than the rampway 103 may be disposed.
Furthermore, in the above embodiment, the main engine 30 and the main engine output shaft 31 are arranged offset to the first side in the ship width direction Dw with respect to the central axis C1 of the propeller drive shaft 21, which is a so-called transversely eccentric case. explained. However, the configuration is not limited to horizontal eccentricity, and may be, for example, so-called vertical eccentricity, in which the main engine 30 and the main engine output shaft 31 are arranged offset in the ship height direction with respect to the center axis C1 of the propeller drive shaft 21. By making the shafts vertically eccentric in this manner, it becomes possible to effectively utilize the space within the hull 2 in the ship height direction of the central axis C1.

<Additional notes>
The ship 1 and the navigation method of the ship 1 described in the embodiment are understood as follows, for example.

(1) A ship 1 according to a first aspect includes a hull 2 and a propulsion section 20 disposed within the hull 2, and the propulsion section 20 includes a main engine 30 having a main engine output shaft 31; a speed increasing unit 60 having a speed increasing unit output shaft 62 to which the rotation of the main engine output shaft 31 is accelerated and transmitted; a propeller drive shaft 21 rotating a propeller 22 disposed outside the hull 2; A first clutch 70 switches connection/disconnection between the speed increasing part output shaft 62 and the propeller drive shaft 21, and the first clutch 70 disconnects the speed increasing part output shaft 62 and the propeller drive shaft 21. and an electric motor 40 capable of rotationally driving the propeller drive shaft 21 when the propeller drive shaft 21 is in the state.

In this ship 1 , the rotation of the main engine output shaft 31 is increased in speed by the speed increasing section 60 and transmitted to the speed increasing section output shaft 62 . The first clutch 70 switches connection/disconnection between the speed increasing section output shaft 62 and the propeller drive shaft 21 . Therefore, the rotational torque of the speed-increasing part output shaft 62, which rotates at a higher speed than the main engine output shaft 31, is input to the first clutch 70. The rotational torque of the speed increasing part output shaft 62 becomes smaller than the rotational torque of the main engine output shaft 31 according to the speed increasing ratio of the speed increasing part 60. As a result, the clutch capacity required for the first clutch 70 is small, so a configuration is possible in which the first clutch 70 is used to selectively drive the single propeller drive shaft 21 by the main engine 30 and the electric motor 40. It becomes realizable. Therefore, in a ship 1 equipped with a main engine 30 in which the rotational torque of the main engine output shaft 31 is large, redundancy can be ensured even in a configuration in which one main engine 30 drives a single propeller drive shaft 21. .

(2) The ship 1 according to the second aspect is the ship 1 according to (1), and is arranged between the first clutch 70 and the propeller drive shaft 21, and the first clutch 70 is used to increase the speed. The propeller drive shaft 21 further includes a deceleration section 80 that reduces rotation of the speed increasing section output shaft 62 and transmits the rotation to the propeller drive shaft 21 when the section output shaft 62 and the propeller drive shaft 21 are in a connected state.

Thereby, the rotation of the speed increasing part output shaft 62 transmitted via the first clutch 70 is decelerated by the decelerating part 80 and transmitted to the propeller drive shaft 21. Therefore, the propeller drive shaft 21 and the propeller 22 can be rotationally driven with a larger rotational torque.

(3) The ship 1 according to the third aspect is the ship 1 according to (1) or (2), and includes a motor output shaft 41 rotationally driven by the electric motor 40, and a motor output shaft 41 and the propeller drive. It further includes a second clutch 90 that switches between connection and disconnection with the shaft 21.

Thereby, the motor output shaft 41 can be connected to the propeller drive shaft 21 as required. When the propeller drive shaft 21 is rotationally driven by the main engine 30, the motor output shaft 41 can be separated from the propeller drive shaft 21 by the second clutch 90. When the propeller drive shaft 21 is rotationally driven by the electric motor 40, the first clutch 70 disconnects the speed increasing part output shaft 62 (main engine output shaft 31) from the propeller drive shaft 21, and the second clutch 90 disconnects the motor output shaft 21 from the propeller drive shaft 21. 41 can be connected to the propeller drive shaft 21.

(4) The ship 1 according to the fourth aspect is the ship 1 according to any one of (1) to (3), in which the main engine 30 and the main engine output shaft 31 are arranged in the ship width direction Dw of the ship body 2. The speed increasing unit output shaft 62 and the electric motor 40 are arranged on the second side with respect to the center Dwc of the hull 2 in the transverse direction Dw.

Thereby, the main engine 30 and the main engine output shaft 31, which are connected via the speed increasing part 60, the first clutch 70, etc., and the electric motor 40 can be arranged in parallel in the ship width direction Dw. This makes it possible to effectively utilize the space within the hull 2.

(5) A ship 1 and a navigation method for the ship 1 according to a fifth aspect include (4) a ship 1 including a vehicle loading deck 101 on which a vehicle 200 can be mounted in the hull 2; The deck 101 includes a first vehicle mounting deck 101A disposed on the first side in the ship width direction Dw with respect to the upper part of the main engine 30, and a second vehicle loading deck 101A disposed on the first side in the ship width direction Dw with respect to the upper part 30t of the main engine 30. A second vehicle mounting deck 101B is disposed on the side and has a larger width in the ship width direction Dw than the first vehicle mounting deck 101A.

By arranging the main engine 30 on the first side of the center Dwc in the transverse direction Dw, the main engine 30 is placed on the second side in the transverse direction Dw from the first vehicle mounting deck 101A on the first side in the transverse direction Dw. Also, it is possible to arrange the second vehicle mounting deck 101B having a large width dimension W2 in the ship width direction Dw. Therefore, it is possible to secure a wider loading space for the vehicle 200 on the second vehicle loading deck 101B while arranging the rampway 103 etc. that allows the vehicle 200 to access other decks on different floors. can.

(6) The navigation method S10 of the ship 1 according to the sixth aspect is the navigation method of the ship 1 according to any one of (1) to (5), in which the first clutch 70 is connected to the main engine output shaft 31. a step S11 of connecting the propeller drive shaft 21 and rotationally driving the propeller drive shaft 21 by the main engine 30; and a step S13 of separating the main engine output shaft 31 and the propeller drive shaft 21 with the first clutch 70. , a step S14 of rotationally driving the propeller drive shaft 21 by the electric motor 40.

As a result, in a ship 1 equipped with a main engine 30 in which the rotational torque of the main engine output shaft 31 is large, even if one main engine 30 drives a single propeller drive shaft 21, a malfunction or the like may occur in the main engine 30. When the vessel 1 is in the water, the electric motor 40 rotates the propeller drive shaft 21, allowing the vessel 1 to continue sailing.

1... Vessel 2... Hull 2b... Stern 3A, 3B... Broadside 4... Bottom 5... Freeboard deck 6... Upper deck 7... Deck 8... Upper deck 10... Engine room 20... Propulsion section 21... Propeller drive shaft 22... Propeller 30 ...Main engine 30t...Upper part 31...Main engine output shaft 40...Electric motor 41...Motor output shaft 50...Shaft switching device 51...Gear box 60...Speed up section 61...Speed up gear 61A...First speed up gear 61B...Second speed up Gear 61C...Third speed increase gear 62...Speed up section output shaft 70...First clutch 71...Pad 72...Disc 80...Reduction section 81...Reduction gear 81A...First reduction gear 81B...Second reduction gear 81C...Third Reduction gear 82...First reduction part input shaft 83...Second reduction part input shaft 85...Thrust bearing 90...Second clutch 91...Pad 92...Discs 101, 102...Vehicle mounting deck 101A...First vehicle mounting deck 101B...No. Two-vehicle mounting deck 103...Rampway 200...Vehicles C1 to C5...Central axis

Claims (5)

The hull and
A propulsion unit disposed within the hull,
The propulsion section is
A main engine having a main engine output shaft,
a speed increasing section having a speed increasing section output shaft to which rotation of the main engine output shaft is accelerated and transmitted;
a propeller drive shaft that rotates a propeller disposed outside the hull;
a reduction unit having a first reduction unit input shaft to which the rotation of the speed increase unit output shaft is transmitted, the reduction unit decelerating the rotation of the first reduction unit input shaft and transmitting the rotation to the propeller drive shaft;
a first clutch that switches connection/disconnection between the speed increasing part output shaft and the first reducing part input shaft ;
A marine vessel, comprising: an electric motor capable of rotationally driving the propeller drive shaft when the speed increasing part output shaft and the first reducing part input shaft are in a disconnected state by the first clutch. comprising an electric motor output shaft rotationally driven by the electric motor,
The speed reducer has a second speed reducer input shaft to which the rotation of the motor output shaft is transmitted, and the speed reducer slows down the rotation of the second speed reducer input shaft and transmits it to the propeller drive shaft,
The propulsion section is
The ship according to claim 1 , further comprising a second clutch that switches connection/disconnection between the motor output shaft and the second reduction unit input shaft . The main engine and the main engine output shaft are arranged on a first side with respect to the center of the ship in the width direction,
The ship according to claim 1 or 2, wherein the speed increasing unit output shaft and the electric motor are arranged on a second side with respect to the center of the ship body in the ship width direction. A vehicle loading deck on which a vehicle can be mounted is provided in the hull,
The vehicle loading deck is
a first vehicle mounting deck disposed on the first side in the ship width direction with respect to the upper part of the main engine;
A second vehicle mounting deck disposed on a second side in the ship width direction with respect to an upper part of the main engine, and having a larger width in the ship width direction than the first vehicle mounting deck. The vessel described in 3 . A method for navigating a ship according to any one of claims 1 to 4 ,
connecting the main engine output shaft and the first reduction unit input shaft with the first clutch, and rotationally driving the propeller drive shaft with the main engine;
separating the main engine output shaft and the first reduction unit input shaft with the first clutch;
a step of rotationally driving the propeller drive shaft by the electric motor;
methods of navigation of ships, including

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