Marine propulsion unit

Abstract

The present invention provides a marine propulsion device (18) that transmits the power of at least one of an internal combustion engine (ICE) (16) and a generator motor (GM) (30) mounted on a ship (1) to a propeller (5) via a forward / reverse switching mechanism (25), thereby realizing miniaturization of the entire marine propulsion device (18). The marine propulsion device (18) is provided with a connection switching mechanism (37) that can selectively connect the GM (30) to the upstream side (24a) and the downstream side (24b) of the power transmission from the ICE (16) in the forward / reverse switching mechanism (25). In this way, the forward / reverse switching mechanism (25) is interposed between the ICE (16) and the connection switching mechanism (37), and the large torque from the ICE (16) is not directly transmitted to the connection switching mechanism (37). As a result, it is not necessary to make the connection switching mechanism (37) a large-capacity mechanism, and the connection switching mechanism (37) and even the marine propulsion device (18) can be miniaturized.

Description

Technical Field

[0001] The present invention relates to a so-called hybrid marine propulsion device in which a ship is provided with an internal combustion engine (hereinafter referred to as ICE) and a generator motor (hereinafter referred to as GM) and a propeller is rotated using power of one or both. Background Art

[0002] Conventionally, in marine propulsion devices such as cruise ships, there are known so-called hybrid devices that use both the power of an ICE and the power of an electric motor to achieve drive efficiency (see, for example, Patent Document 1). Figure 6 In the marine propulsion device shown in , the ICE output shaft passes through the marine propulsion device and is connected to the generator. When the ICE is used for navigation, the generator is always generating electricity. A transmission clutch is arranged in the marine propulsion device. An electric motor is arranged on the propeller propulsion shaft. In this case, when the transmission clutch is set to the connected state, the power of the ICE is transmitted to the propeller propulsion shaft via the transmission clutch, and the propeller is rotated by the power of the ICE. When the transmission clutch is set to the disconnected state and the electric motor is driven, the propeller is rotated by the power of the electric motor.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent No. 4445089 Summary of the invention

[0006] Technical problem to be solved by the invention

[0007] However, in the marine propulsion device of Patent Document 1, since the transmission clutch directly receives the power of the ICE, the transmission clutch itself must be a large-capacity clutch that can fully withstand the large torque from the ICE. Therefore, there is a problem that the entire marine propulsion device is enlarged, which leads to an increase in cost. In addition, in the marine propulsion device of Patent Document 1, a generator and an electric motor are respectively provided, but if a GM having the function of a generator is adopted, it is believed that it will help to make the marine propulsion device compact.

[0008] Means used to solve problems

[0009] The technical problem to be solved by the present invention is to provide a marine propulsion device which studies and improves the above-mentioned current situation.

[0010] The marine propulsion device of the present invention can transmit the power of an internal combustion engine carried on a ship to a propeller via a forward-reverse switching mechanism, wherein it comprises: a generator motor; and a connection switching mechanism capable of selectively connecting the generator motor to the input side and the output side of the forward-reverse switching mechanism.

[0011] In the marine propulsion device of the present invention, the connection switching mechanism can be used to drive the propeller by the power of the generator motor when the output side of the forward / reverse switching mechanism is connected to the generator motor, or the generator motor can be operated as a generator by the idling force of the propeller generated by the tidal current when the forward / reverse switching mechanism is in neutral.

[0012] In addition, in the marine propulsion device of the present invention, the connection switching mechanism can be used so that when the generator motor is connected to the input side of the forward / reverse switching mechanism, when the power of the internal combustion engine is transmitted to the propeller via the forward / reverse switching mechanism, the generator motor can assist the internal combustion engine, and when the forward / reverse switching mechanism is in neutral, the generator motor can utilize the power of the internal combustion engine to work as a generator.

[0013] In addition, in the marine propulsion device of the present invention, the connection switching mechanism can include a first gear train and a second gear train, and the respective input gears of the first gear train and the second gear train are configured to be able to selectively engage or disengage freely with the generator motor, and the forward and reverse switching mechanism includes: an input shaft connected to the internal combustion engine; a forward clutch on the input shaft; a forward output gear that transmits the power of the internal combustion engine to the reduction output gear on the propeller side through the engagement of the forward clutch; a reverse shaft parallel to the input shaft; a transmission gear pair that is always connected between the reverse shaft and the input shaft; a reverse clutch on the reverse shaft; and a reverse output gear that transmits the power of the internal combustion engine to the reduction output gear through the engagement of the reverse clutch, wherein the input side is the transmission gear pair, the output side is the forward output gear and the reverse output gear, the output gear of the first gear train is meshed with the forward output gear or the reverse output gear, and the output gear of the second gear train is set to a specification that meshes with one side of the transmission gear pair and a specification that meshes with the other side of the transmission gear pair.

[0014] In addition, the reduction ratio of the first gear train may be set larger than the reduction ratio of the second gear train.

[0015] In addition, in the marine propulsion device of the present invention, the outer casing that accommodates the forward and reverse switching mechanism and the connection switching mechanism can be formed by connecting the first cover body, the intermediate casing, and the second cover body on which the generator motor is installed, and a first chamber surrounded by the first cover body and the intermediate casing, and a second chamber surrounded by the intermediate casing and the second cover body are formed in the outer casing, the forward and reverse switching mechanism and the connection switching mechanism are accommodated in the first chamber, and a transmission mechanism that can transmit power to connect the generator motor and the connection switching mechanism is accommodated in the second chamber.

[0016] In addition, an operating unit of the connection switching mechanism can be arranged on the upper part of the first chamber of the casing, an actuator for switching the operating unit can be arranged on the side of the generator motor, and an operating system connecting the operating unit and the actuator is arranged on the upper side of the casing.

[0017] In addition, in the marine propulsion device of the present invention, the connection switching mechanism can include a first switching gear and a second switching gear, the first switching gear and the second switching gear are configured to be able to selectively engage or disengage with the generator motor freely, and the forward and reverse switching mechanism includes: an input shaft connected to the internal combustion engine; a forward clutch on the input shaft; a forward output gear that transmits the power of the internal combustion engine to the reduction output gear on the propeller side through the engagement of the forward clutch; a reverse shaft parallel to the input shaft; a transmission gear pair that is always connected between the reverse shaft and the input shaft; a reverse clutch on the reverse shaft; the power of the internal combustion engine is transmitted to the reverse output gear of the reduction output gear through the engagement of the reverse clutch, wherein the input side is the transmission gear pair, and the output side is the forward output gear and the reverse output gear, and the forward output gear and the reduction output gear are a bevel gear pair, so that the output shaft to which the reduction output gear is fixed is inclined relative to the input shaft, and the first switching gear is meshed with the forward output gear as a reverse bevel gear, and the second switching gear is meshed with one or the other of the transmission gear pair.

[0018] Effects of the Invention

[0019] According to the present invention, a connection switching mechanism capable of selectively connecting a generator motor to the input side and the output side of a forward and reverse switching mechanism is provided, so that the switching mechanism is interposed between the generator motor and the forward and reverse switching mechanism, and thus the large torque from the ICE internal combustion engine is not directly transmitted to the connection switching mechanism. Therefore, it is not necessary to make the connection switching mechanism a large-capacity mechanism capable of withstanding large torque, and the connection switching mechanism can be miniaturized. As a result, the miniaturization of the marine propulsion device itself can be achieved, and cost reduction can also be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 (a) is a side view of a yacht equipped with a marine propulsion device of the present invention in the first embodiment. Figure 1 (b) is a side view of a yacht equipped with a modified example of the marine propulsion device of the present invention.

[0021] Figure 2 It is a perspective view showing the appearance of the marine propulsion device.

[0022] Figure 3 This is a skeleton diagram showing the power transmission system of the marine propulsion device.

[0023] Figure 4 It is a schematic explanatory diagram showing the arrangement relationship of the gear train in the marine propulsion device.

[0024] Figure 5 It is a rear view showing the appearance of the marine propulsion device.

[0025] Figure 6 It is a partially cut-away side view of the marine propulsion device.

[0026] Figure 7 It is a side sectional view of the marine propulsion device.

[0027] Figure 8 1 is a diagram for explaining a marine propulsion device of the present invention applied to a two-base two-shaft system as a second embodiment. Figure 8 (a) is the port side specification. Figure 8 (b) is the starboard specification. Figure 8 (c) in the figure is the rear view of the ship.

[0028] Fig. 9 This is a schematic explanatory diagram showing the arrangement relationship of the gear train in the port-side specification marine propulsion device.

[0029] Fig.10 This is a diagram showing a case where a general-purpose marine propulsion device is used in a two-base two-shaft system as a comparative example. Fig.10 (a) and Fig.10 (b) is the common specification for both port and starboard. Fig.10 (c) in the figure is the rear view of the ship.

[0030] Fig.11 It is a skeleton diagram showing a power transmission system of a marine propulsion device according to a third embodiment of the present invention.

[0031] Fig.12 This is a hydraulic circuit diagram of a marine propulsion device according to the present invention (first embodiment).

[0032] Fig.13 This is also a hydraulic circuit diagram (second embodiment).

[0033] Fig.14 This is also a hydraulic circuit diagram (third embodiment).

[0034] Fig.15 This is a functional block diagram of a controller used in the marine propulsion device of the present invention (first embodiment).

[0035] Fig.16 This is a flow chart of control when ICE is activated in the functional block diagram (first embodiment).

[0036] Fig.17 It is a skeleton diagram showing a power transmission system of a marine propulsion device according to a fourth embodiment of the present invention.

[0037] Fig.18 This is a functional block diagram of a controller used in the marine propulsion device of the present invention (second embodiment).

[0038] Fig.19 This is a flow chart of control of the marine propulsion device of the present invention when the ICE is started in the functional block diagram (second embodiment).

[0039] Fig. 20 It is an explanatory diagram showing a lubrication structure of an ICE with a turbine. DETAILED DESCRIPTION

[0040] Hereinafter, embodiments of the marine propulsion device according to the present invention will be described with reference to the drawings. Figure 1 A yacht 1 capable of sailing using power is shown as an example of a ship equipped with a marine propulsion device of the present invention. The yacht 1 includes: a hull 2; a ballast keel 3 provided on the center side of the bottom of the hull 2; a rudder 4 provided on the rear side of the bottom of the hull 2; and a propeller 5 arranged between the ballast keel 3 and the rudder 4. A mast 7 is erected on an upper deck 6 located on the upper surface side of the hull 2. A boom 8 is provided at the lower part of the mast 7. A mainsail 9 is stretched between the mast 7 and the boom 8. A wire rope 10 is connected between the bow side of the hull 2 ​​and the upper end side of the mast 7. A jib sail 11 is stretched on the wire rope 10.

[0041] A control unit 12 is provided at the rear of the mast 7. A steering wheel 13 for changing the traveling direction of the hull 2 ​​to the left or right by steering is provided in the control unit 12, and a control lever 14 for operating the forward, stop, reverse and navigation speed change of the hull 2 ​​is provided. A propulsion shaft 15 for rotating the propeller 5 is supported obliquely at the rear end of the bottom of the hull 2. The propeller 5 is mounted on the protruding end side of the propulsion shaft 15.

[0042] Inside the hull 2 ​​are provided: an internal combustion engine (hereinafter referred to as ICE) 16 as a driving source for the propeller 5; a generator motor (hereinafter referred to as GM) 30; and a marine propulsion device 18 that transmits the rotational power of the ICE 16 or the GM 30, or both, to the propeller 5 via the propulsion shaft 15.

[0043] Figure 1 (A) and Figures 2 to 7 FIG. 1 shows a ship propulsion device 18 according to a first embodiment. Figure 3 As shown, the housing 19 of the marine propulsion device 18 includes a first cover 20a, an intermediate housing 20b, and a second cover 20c. The intermediate housing 20b is in a substantially box-shaped form with an opening on one side having the ICE 16. The opening of the intermediate housing 20b is detachably closed by the first cover 20a. The second cover 20c is detachably mounted on the surface of the intermediate housing 20b on the side opposite to the ICE 16. Therefore, a first chamber 19a surrounded by the first cover 20a and the intermediate housing 20b and a second chamber 19b surrounded by the intermediate housing 20b and the second cover 20c are formed in the housing 19.

[0044] The marine propulsion device 18 comprises: an input shaft 21 connected to the flywheel 17 of the ICE 16; an output shaft 22 connected to the propulsion shaft 15; a forward clutch 23 capable of transmitting power in a forward (forward) direction from the input shaft 21 to the output shaft 22; and a reverse clutch 24 capable of transmitting power in a reverse (reverse) direction from the input shaft 21 to the output shaft 22.

[0045] The input shaft 21 protrudes from the first chamber 19a of the housing 19 to the ICE 16 side via the first cover body 20a. The output shaft 22 protrudes from the first chamber 19a of the housing 19 to the propeller 5 side further than the intermediate housing 20b. The input shaft 21 is rotatably supported by the first cover body 20a and the intermediate housing 20b in a horizontal state. The output shaft 22 is also rotatably supported by the first cover body 20a and the intermediate housing 20b in the same manner as the input shaft 21, but is inclined.

[0046] The forward clutch 23 and the reverse clutch 24 are accommodated in the first chamber 19a of the housing 19. The forward clutch 23 and the reverse clutch 24 constitute a forward-reverse switching mechanism 25. The forward clutch 23 and the reverse clutch 24 are wet multi-plate hydraulic friction clutches.

[0047] The forward clutch 23 is arranged on the input shaft 21. A forward output gear 23b is provided on the downstream side (clutch output side) of the forward clutch 23 from the ICE 16. The forward output gear 23b is rotatably provided on the input shaft 21 in a loosely engaged manner. A transmission gear 23a is formed on the upstream side (clutch input side) of the forward clutch 23 from the ICE 16. The transmission gear 23a is fixed to the input shaft 21. When the forward clutch 23 is engaged, the forward output gear 23b rotates integrally with the input shaft 21 and the transmission gear 23a.

[0048] The reverse clutch 24 is arranged on a reverse shaft 26 extending parallel to the input shaft 21. A reverse output gear 24b is provided on the downstream side (clutch output side) of the reverse clutch 24 where the power is transmitted from the ICE 16. The reverse output gear 24b is rotatably and loosely engaged on the reverse shaft 26. A transmission gear 24a is formed on the upstream side (clutch input side) of the reverse clutch 24 where the power is transmitted from the ICE 16. The transmission gear 24a is fixed on the reverse shaft 26 and is always meshed with the transmission gear 23a of the forward clutch 23. When the reverse clutch 24 is engaged, the reverse output gear 24b is integrated with the reverse shaft 26 and the transmission gear 24a and rotates in a direction opposite to the rotation direction of the above-mentioned input shaft.

[0049] The transmission gear 23a of the forward clutch 23 is a cylindrical gear having the same number of teeth / module as the transmission gear 24a of the reverse clutch 24, and they are always meshed with each other. The forward output gear 23b and the reverse output gear 24b are always meshed with the reduction output gear 27 fixed to the output shaft 22. The forward output gear 23b, the reverse output gear 24b and the reduction output gear 27 constitute a reduction gear mechanism with a fixed reduction ratio. The power from the ICE 16 is reduced to the fixed reduction ratio to rotate the output shaft 22.

[0050] Here, as a method of increasing the cabin and reducing the engine room, the marine propulsion device of this embodiment adopts a so-called "angular drive" that can tilt the output shaft 22 by horizontally setting the ICE 16. As an example, by using a bevel gear pair on the forward output gear 23b and the reduction output gear 27, the output shaft 22 can be tilted relative to the input shaft 21, and power transmission can be performed. The reverse output gear 24b is meshed with the reduction output gear 27 as a cylindrical gear. In addition, as Figure 1 As shown in (B) in the figure, the "angle drive" may be replaced by a so-called "V-type drive" in which the ICE 16 can be horizontally arranged near the stern.

[0051] In addition, the end of the reverse shaft 26 extends from the second cover body 20c, and a main hydraulic pump 28 for supplying working oil to the forward clutch 23 and the reverse clutch 24 is installed. The pump 28 can also be installed at the end of the input shaft 21. The main hydraulic pump 28 is configured to receive the power of ICE16 and GM30 and be driven. In addition, the main hydraulic pump 28 is installed on the second cover body 20c side. Various valves, supply oil circuits, and cooling lubricating oil circuits for the hydraulic clutch described later, which are supplied with oil from the main hydraulic pump 28, are provided on the second cover body 20c.

[0052] By supplying working hydraulic pressure to selectively press the friction plates of each clutch 23, 24, the input shaft 21 and the output shaft 22 are connected so that power can be transmitted. That is, if the forward clutch 23 is connected and the reverse clutch 24 is disconnected, the power of the input shaft 21 is transmitted to the output shaft 22 as the power in the forward direction (forward relative to the direction of travel of the ship). On the contrary, if the forward clutch 23 is disconnected and the reverse clutch 24 is connected, the power of the input shaft 21 is transmitted to the output shaft 22 as the power in the reverse (reverse) direction. If the working oil is discharged from the forward clutch 23 and the reverse clutch 24 while stopping the supply of working hydraulic pressure, it becomes a neutral state in which the power of the input shaft 21 is not transmitted to the output shaft 22.

[0053] The GM30 that functions as a generator and a motor is mounted on the outer side of the upper portion of the second cover 20c in the housing 19. Reference numeral 20d is a mounting base thereof, which is provided on the second cover 20c. The GM30 is configured to be able to transmit power to the input side and the output side of the forward / reverse switching mechanism 25 via the connection switching mechanism 37. The GM30 is connected to a chargeable / dischargeable power supply device 98 (also referred to as a battery) via an inverter 29 ( Fig.15 GM30 is configured to be driven as a motor by power from a power supply device 98 composed of a secondary battery or a large-capacity capacitor, and to generate power by operating as a generator based on the transmitted power to charge the power supply device 98.

[0054] In this case, the rotating shaft 31 of the GM 30 extends parallel to the input shaft 21 and the counter shaft 26, and is inserted into the second chamber 19b of the housing 19. A rotating gear 32 is fixed to the rotating shaft 31. In addition, an intermediate shaft 33 and a switching shaft 35 extending parallel to the input shaft 21 and the counter shaft 26 are arranged in the second chamber 19b.

[0055] The intermediate shaft 33 is rotatably supported by the rear surface of the intermediate housing 20b and the second cover 20c. The switching shaft 35 extends across the first chamber 19a and the second chamber 19b, and is rotatably supported by the first cover 20a, the intermediate housing 20b, and the second cover 20c. An intermediate gear pair 34 is fixed to the intermediate shaft 33. A relay gear 36 is fixed to the portion of the switching shaft 35 in the second chamber 19b. The rotating gear 32 of the rotating shaft 31 is always meshed with one of the intermediate gear pairs 34, and the other of the intermediate gear pairs 34 is always meshed with the relay gear 36 on the switching shaft 35. The rotating gear 32 of the rotating shaft 31 in the GM30, the intermediate gear pair 34 of the intermediate shaft 33, and the relay gear 36 of the switching shaft 35 constitute a transmission gear train 45 that connects the GM30 and the connection switching mechanism 37 so that power can be transmitted. That is, the rotating gear 32 of the rotating shaft 31 , the intermediate gear pair 34 of the intermediate shaft 33 , and the relay gear 36 of the switching shaft 35 in the GM 30 are housed in the second chamber 19 b .

[0056] In addition, if Figure 2 , Figure 4 and Figure 5 As shown, the upper half of the housing 19 (intermediate housing 20b) is formed to be narrow in order to accommodate the forward and reverse switching mechanism 25, the reduction output gear 27, etc. in the lower half. This narrow shape makes it easy to set the intake and exhaust system (intake pipe, exhaust pipe, etc.) of the ICE 16 connected to the marine propulsion device 18 without interference. Figure 5 and Figure 6 As shown, the marine propulsion device 18 supports oil coolers 57 and 58 to be described later.

[0057] A connection switching mechanism 37 is arranged at a position in the first chamber 19a of the switching shaft 35. The connection switching mechanism 37 is located at the upper part of the first chamber 19a of the housing 19. The connection switching mechanism 37 is configured to selectively connect or disconnect the GM 30 at the input side and the output side of the power transmission from the ICE 16 in the forward and reverse switching mechanism 25. The connection switching mechanism 37 includes a first switching gear 39 and a second switching gear 40 that can be connected and disconnected with the switching shaft 35 by the switching action of the clutch shifter 38. The clutch shifter 38 is engaged with the switching shaft 35 in a manner that cannot rotate relative to each other and can slide in the axial direction. The first switching gear 39 and the second switching gear 40 are engaged with the switching shaft 35 so as to be relatively rotatable. The reduction ratio of the second gear train (gears 40, 43a, 43b, described later) formed with the second switching gear 40 as the base point may be different from or the same as the reduction ratio of the first gear train (gears 39, 42a, 42b, described later) formed with the first switching gear 39 as the base point. In the case of making the reduction ratio the same, it is preferred to use GM30 that can output high torque when acting as a motor. On the contrary, if the reduction ratio of the first gear train is set to be greater than the reduction ratio of the second gear train, GM30 can use a GM with high speed / low torque specifications, thereby achieving miniaturization and cost reduction.

[0058] The countershaft 41 is located in the first chamber 19a and is axially supported by the first cover 20a and the intermediate housing 20b. The first transmission gear pair 42 constituting the first gear train and the second transmission gear pair 43 constituting the second gear train are engaged with the countershaft 41 so as to be relatively rotatable. The first switching gear 39 of the connection switching mechanism 37 is always meshed with one side (the first transmission input gear 42a) of the first transmission gear pair 42, and the reverse output gear 24b located on the power transmission output side of the forward / reverse switching mechanism 25 is always meshed with the other side (the first transmission output gear 42b) of the first transmission gear pair 42. One side (the second transmission input gear 43a) of the second transmission gear pair 43 is always meshed with the second switching gear 40 of the connection switching mechanism 37, and the other side (the second transmission output gear 43b) of the second transmission gear pair 43 is always meshed with the transmission gear 24a located on the power transmission input side of the forward / reverse switching mechanism 25.

[0059] Reference numeral 99 is a push-pull type clutch actuator capable of selecting three positions, and is disposed on one side of the GM30 in such a manner that its operating direction is along the axis of the input shaft 21. The clutch shifter 38 can be located at a position selectively engaged with one of the first switching gear 39 and the second switching gear 40, or can be located at a position not engaged with either of these two gears by the operation of the clutch actuator 99. In addition, the clutch actuator 99 is configured to switch the clutch shifter 38 according to the sailing speed (rotation speed of the propeller 5). The clutch actuator 99 may be an actuator using electricity as a drive source. For example, a linear solenoid can be used, or a hydraulic piston or a pneumatic piston can be combined with an electric pump. As Figure 2 and Figure 4 shown, the operating arm 38a of the clutch shifter 38 is disposed on the upper surface of the housing 19 (intermediate housing 20b), and the operating system 46 connecting the operating arm 38a and the clutch actuator 99 is disposed on the upper side of the housing 19 (intermediate housing 20b). Therefore, the clutch actuator 99 can be mounted on the upper part of the housing 19 where the peripheral space is relatively abundant, and the wiring and other processing of the clutch actuator 99 can also be easily performed.

[0060] In the first connection state where the first switching gear 39 and the clutch shifter 38 are engaged, the switching shaft 35 and the first switching gear 39 rotate integrally, so the GM30 transmits power to the output shaft 22 via the first gear train. In the second connection state where the second switching gear 40 and the clutch shifter 38 are engaged, the switching shaft 35 and the second switching gear 40 rotate integrally, so the GM30 transmits power to the input shaft 21 via the second gear train. In the disconnected state where the clutch shifter 38 is not engaged with either of the switching gears 39, 40, power cannot be transmitted between the GM30 and the output shaft 22 or the input shaft 21 (becomes neutral).

[0061] In such a structure, the marine propulsion device of the present embodiment can obtain the following various modes by operating the mode changeover switch 107 and the control lever 14 described later.

[0062] 1. <ICE Sailing Mode>

[0063] When the ICE navigation mode is selected by the mode changeover switch 107, the yacht 1 can be started from the moored state and navigated to full throttle using the power of the ICE 16 by operating the control lever 14, rather than sailing under sail. When the control lever 14 is tilted according to the desired direction of travel, the forward clutch 23 or the reverse clutch 24 is engaged. As the operation amount of the control lever 14 increases, the throttle valve (not shown) of the ICE 16 is opened and the output increases. Here, the connection switching mechanism 37 causes the clutch shifter 38 not to engage with either the first switching gear 39 or the second switching gear 40 by the operation of the clutch actuator 99. For low-speed navigation such as starting and trolling, it can be obtained by controlling the supply hydraulic pressure of the forward clutch 23 or the reverse clutch 24 to the friction multi-disc to be low pressure and making it slip-engage. In addition, for the region from starting to low-speed navigation, considering quietness and the wear degree of the forward clutch 23 or the reverse clutch 24, it can also be achieved by the GM navigation mode described later.

[0064] 2. <ICE Navigation Power Generation Mode>

[0065] During navigation with the ICE 16 as the driving source, when sailing at low speed with the rotational speed of the ICE 16 below a predetermined value, the connection switching mechanism 37 causes the first switching gear 39 and the clutch shifter 38 to engage by the operation of the clutch actuator 99. Thereby, the GM 30 can function as a generator. The remaining part of the power of the ICE 16 is transmitted to the GM 30 via the first gear train, and the GM 30 generates electricity. The generated electricity is charged to the power supply device 98.

[0066] When increasing the output rotation of the ICE 16 and sailing at high speed above the predetermined value, if the second switching gear 40 and the clutch shifter 38 are engaged by the operation of the clutch actuator 99, the function of the GM 30 as a generator can be efficiently continued through the second gear train with a smaller reduction ratio than the above-mentioned first gear train. The remaining part of the power of the ICE 16 is transmitted to the GM 30 via the second gear train, and the GM 30 generates electricity. The generated electricity is charged to the power supply device 98.

[0067] 3. <Hybrid Navigation Mode>

[0068] When the ICE16 is in normal navigation, the power of the GM30 is switched by the power of the power supply device 98 and functions as an electric motor. When the ICE16 sails at a low speed below a predetermined speed, the connection switching mechanism 37 transmits the power of the GM30 to the reduction output gear 27 via the intermediate gear pair 34, the relay gear 36, and the first gear train, and the insufficient part of the power of the ICE16 is supplemented by the power of the GM30. When the ICE16 sails at a high speed above a predetermined speed, the power of the GM30 is transmitted to the reduction output gear 27 via the intermediate gear pair 34, the relay gear 36, and the second gear train with a small reduction ratio, and the insufficient part of the power of the ICE16 is supplemented by the power of the GM30. The GM30 functions as an electric motor in the entire rotation range of the ICE16, and the power of the GM30 as an electric motor can be effectively utilized for assisting the power of the ICE16.

[0069] 4. <GM Sailing Mode>

[0070] When starting and sailing the yacht 1 with the power of the GM, the forward and reverse switching mechanism 25 is set to the neutral state, and the connection switching mechanism 37 engages the first switching gear 39 and the clutch shifter 38 through the action of the clutch actuator 99, causing the GM30 to operate as an electric motor. The power of the GM30 is transmitted from the intermediate gear pair 34 to the reduction output gear 27 via the first gear train. If the control lever 14 is tilted forward, the GM30 rotates in the forward direction, and as it is operated to the full throttle state, the output of the GM30 increases to the maximum, and the power of the GM30 is transmitted to the propeller 5 for sailing. Additionally, in the case of reverse, if the control lever 14 is tilted to the opposite side, the rotation direction of the GM30 is reversed.

[0071] 5. <Sailing and Power Generation Mode>

[0072] When the yacht 1 is sailing with sails, the propeller 5 idles due to the tide, so its rotation can also be used to drive the GM30. In this case, on the basis of setting the forward and reverse switching mechanism 25 to the neutral state, the connection switching mechanism 37 engages the first switching gear 39 and the clutch shifter 38 through the drive of the clutch actuator 99. The idling force of the propeller 5 caused by the tide or the like is transmitted to the reverse output gear 24b via the propeller shaft 15, the output shaft 22, and the reduction output gear 27, and from the reverse output gear 24b to the GM30 via the first gear train, and the GM30 functions to generate electricity. The generated electricity is charged to the power supply device 98.

[0073] 6. <ICE Power Generation Mode>

[0074] When the yacht 1 is moored, the power of the ICE 16 can also be used to generate electricity for the GM 30. In this case, the forward and reverse switching mechanism 25 is set to a neutral state, and the connection switching mechanism 37 is driven by the clutch actuator 99 to engage the second switching gear 40 and the clutch shifter 38. The power of the ICE 16 is transmitted from the transmission gears 23a and 24a to the GM 30 via the second gear train, and the GM 30 generates electricity. The generated electricity is charged to the power supply device 98.

[0075] According to the above records and Figure 3 and Figure 4 It can be seen that in the marine propulsion device 18 that transmits the power of the ICE 16 mounted on the ship 1 to the propeller 5 via the forward and reverse switching mechanism 25, since the connection switching mechanism 37 capable of selectively connecting the GM 30 is provided on the input side and the output side of the forward and reverse switching mechanism 25, the large torque from the ICE 16 is not directly transmitted to the connection switching mechanism 37. Therefore, it is not necessary to set the connection switching mechanism 37 as a large-capacity mechanism capable of withstanding the large torque, and the connection switching mechanism 37 can be miniaturized. As a result, the marine propulsion device 18 itself can be miniaturized, and cost reduction can also be achieved.

[0076] In addition, when GM30 is connected to the output side of the forward / reverse switching mechanism 25 by the connection switching mechanism 37, when the forward / reverse switching mechanism 25 is in neutral, the propeller 5 can be rotated by the power of GM30 or the GM30 can be generated by the idling force of the propeller 5. Therefore, for example, when the yacht 1 is started at zero speed (starting sailing), sailing can be smoothly started by the power of GM30 even without using the power of ICE16 and the forward / reverse switching mechanism 25. In addition, by generating electricity from the idling force of the propeller 5, the tidal current can be effectively used for charging.

[0077] Furthermore, when the GM30 is connected to the input side of the forward / reverse switching mechanism 25 by the connection switching mechanism 37, the GM30 can generate electricity by the power of the ICE16 when the forward / reverse switching mechanism 25 is in neutral, so that, for example, charging can be performed by the power of the ICE16 when the vehicle is parked. When the ICE16 drives the propeller 5 via the forward / reverse switching mechanism 25, the GM30 can assist the ICE16.

[0078] Figures 8 to 9 The second embodiment of the present invention is shown in which a ship propulsion device 18 is used in a ship 1 of a two-base, two-shaft type. Here, after the second embodiment, for the parts having the same structure and function as the first embodiment, the same reference numerals as the first embodiment are marked and their detailed description is omitted. Since the ship 1 of the second embodiment is a two-base, two-shaft type, two ship propulsion devices 18 are also installed. In the second embodiment, one ship propulsion device 18 (see Figure 8 (b)) is the same structure as the first embodiment, but another ship propulsion device 18 (refer to Figure 8 (a) Fig. 9 )'s connection switching mechanism 37 and the connection structure of the forward / reverse switching mechanism 25 are different from those in the first embodiment.

[0079] like Figure 8 (c) and Fig.10 As shown in (c) of FIG. 1 , in another example of a ship 1 having two engines and two shafts, when sailing using the same ICE 16, one ship propulsion device 18 usually engages the forward clutch 23 and the other engages the reverse clutch 24, so that the adjacent propellers rotate in opposite directions. Figure 8 (a) to Figure 8 (c) and Fig.10 (a) to Fig.10 In (c), “+” indicates forward rotation and “-” indicates reverse rotation. Fig.10 As shown, when two marine propulsion devices 18 are made into completely identical structures, when the forward clutch 23 is engaged by the power of ICE 16 to sail, the rotation directions of the first switching gear 39 and the second switching gear 40 are opposite to each other (refer to Fig.10 In this case, when the clutch shifter 38 is switched to switch to navigation based on GM30 (only the motor 30, or in combination with the ICE16), there is a problem that it takes time to synchronize the switching shaft 35 with the rotation direction of the gear to be engaged and complete the switching. As a marine propulsion device with two engines and two shafts, one object of the present invention is to share the components of the device as much as possible and solve the above-mentioned problems.

[0080] Therefore, if Figure 8 (a) Fig. 9 As shown, in another marine propulsion device 18, the second transmission gear pair 43 is removed from the secondary shaft 41, and an additional shaft 44 extending parallel to the secondary shaft 41 is separately provided above the input shaft 21 in the housing 19, and the second transmission gear pair 43 is rotatably supported on the additional shaft 44. One side of the second transmission gear pair 43 (the second transmission input gear 43a) is always meshed with the second switching gear 40 of the connection switching mechanism 37, and the other side of the second transmission gear pair 43 (the second transmission output gear 43b) is always meshed with the transmission gear 24a on the input side of the forward and reverse switching mechanism 25.

[0081] That is, the two ship propulsion devices 18 and 18 have the same basic structure, but there are two transmission gears 23a and 24a on the input side of the forward and reverse switching mechanism 25, so that in one ship propulsion device 18 ( Figure 8In (a)), GM30 drives the transmission gear 23a, and in another marine propulsion device 18 ( Figure 8 In (b)), GM30 drives the transmission gear 24a.

[0082] Through such a structure, Figure 8 (a) Figure 8 As shown in (b), when sailing at a low speed in the hybrid sailing mode, in the connection switching mechanisms 37, 37 of both ship propulsion devices 18, 18, the rotation direction of the first switching gear 39 driven by the GM 30 and the rotation direction of the second switching gear 40 driven in the reverse direction from the propeller 5 side are always the same direction. Therefore, for example, when switching to high-speed sailing in the hybrid sailing mode, the clutch shifter 38 can be smoothly switched. In the ship 1 of the two-base two-shaft system, only the meshing position of one gear can be changed to share one ship propulsion device 18, thereby achieving cost reduction.

[0083] Fig.11 The third embodiment of the marine propulsion device 18 of the present invention is shown. In the marine propulsion device 18 of the third embodiment, the power transmission from the rotating shaft 31 to the switching shaft 35 in the GM30 is constituted by a single-stage reduction gear system composed of a rotating gear 32 and a relay gear 36 that mesh with each other. In addition, the counter shaft 41, the first transmission gear pair 42, and the second transmission gear pair 43 are omitted, and the first switching gear 39 is meshed with the forward output gear 23b as the output side of the forward clutch 23, and the second switching gear 40 is meshed with the transmission gear 23a as the input side of the forward clutch 23. At this time, as described above, in order to constitute the angular drive of the propeller 5, the forward output gear 23b is a bevel gear, and therefore the first switching gear 39 is composed of a bevel gear (reverse bevel gear) that meshes with the forward output gear 23b in a reverse posture. If it is a marine propulsion device that does not need to tilt the output shaft 22, the first switching gear 39 and the forward output gear 23b can be cylindrical gears.

[0084] With such a structure, the power transmission structure related to the intermediate shaft 33 and the secondary shaft 41 in the first embodiment can be omitted, the power transmission structure of the entire marine propulsion device 18 can be simplified, and the marine propulsion device 18 itself can be made compact.

[0085] Below, refer to Fig.12 The hydraulic circuit structure of the ship propulsion device 18 in the first embodiment is described. The hydraulic circuit 50 of the ship propulsion device 18 includes a main hydraulic pump 28 that supplies oil to the forward clutch 23, the reverse clutch 24, etc. The main hydraulic pump 28 of the first embodiment is configured to be driven by the rotation of the reverse shaft 26 based on the power of the ICE 16.

[0086] A main hydraulic pump 28 is provided at the starting end side of a working oil circuit 51 that communicates with a housing 19 that functions as an oil tank 19c at the lower portion of the interior. A filter 48 is provided at the suction side of the main hydraulic pump 28 in the working oil circuit 51. The discharge side of the main hydraulic pump 28 in the working oil circuit 51 is connected to a forward oil circuit 53 toward the forward clutch 23 and a reverse oil circuit 54 toward the reverse clutch 24 via a forward and reverse solenoid valve 52.

[0087] The forward and reverse electromagnetic valve 52 is configured to be switchable to three positions, namely, a forward position in which oil is supplied to the forward oil passage 53 as working oil, a reverse position in which oil is supplied to the reverse oil passage 54 as working oil, and a neutral position in which the supply of oil as working oil is stopped and the oil in the forward oil passage 53 and the reverse oil passage 54 is discharged, by excitation or demagnetization of the electromagnetic solenoid in conjunction with the operation of the control lever 14. By the switching action of the forward and reverse electromagnetic valve 52, oil as working oil is selectively supplied to or discharged from the forward clutch 23 or the reverse clutch 24. In addition, a clutch pressure regulating valve 56 is provided, which gradually increases the pressure of the oil in the working oil passage 51 from zero clutch pressure to a set pressure when the forward and reverse electromagnetic valve 52 is switched from the neutral position to each clutch actuation position.

[0088] A cooling lubricating oil circuit 55 is provided in parallel with the working oil circuit 51 on the oil tank 19c. A secondary hydraulic pump 77 is provided at the starting end side of the oil circuit 55, and the secondary hydraulic pump 77 is driven by the power of a cooling lubricating motor 76 which is a driving source different from the ICE 16. A filter 78 is provided on the suction side of the secondary hydraulic pump 77. A check valve 79 which opens only in the direction of the cooling lubricating oil circuit 55 is provided on the discharge side of the secondary hydraulic pump 77. The cooling lubricating oil circuit 55 is an oil circuit for injecting the oil in the housing 19 as lubricating oil or cooling oil into the GM 30, the inverter 29, and the gear group 47 in the housing 19. In addition, the gear group 47 is a concept including the friction plates of the forward and reverse switching mechanism 25 located in the housing 19, the connection switching mechanism 37, various gears, other bearings and other lubricated parts.

[0089] like Figure 12 to Figure 14 As shown, the GM 30 and the inverter 29 are housed in a common housing 300, and are provided with refrigerant jackets (not shown) for various heat generating parts. Reference numeral 300a is an input port for the refrigerant, and reference numeral 300b is an outlet port.

[0090] A discharge circuit 75 for discharging overflow oil from the clutch pressure regulating valve 56 is connected to the secondary side of the check valve 79 in the cooling lubricating oil passage 55. Further, a first oil cooler 57 and a second oil cooler 58 for cooling oil as lubricating oil are provided on the downstream side thereof, and the ends are connected to the input port 300a of the GM30 and the inverter 29 attached thereto.

[0091] The first distribution oil passage 59 branches from between the first oil cooler 57 and the second oil cooler 58 in the cooling lubricating oil passage 55, and its terminal is open to the lubricated part of the gear train 47. A first pressure regulating valve 60 is arranged on the first distribution oil passage 59, and the first pressure regulating valve 60 sets the lubricating oil pressure for the lubricated parts of the GM30 and the inverter 29. Furthermore, a second pressure regulating valve 61 is arranged to branch the second distribution oil passage 62 from the first distribution oil passage 59 and set the lubricating oil pressure for the lubricated parts of the gear train 47. The oil released from the pressure regulating valve 61 is discharged to the oil tank 19c, that is, the housing 19.

[0092] The oil discharged from the above-mentioned main hydraulic pump 28 driven by ICE16 and discharged through the pressure regulating action of the clutch pressure regulating valve 56 flows to the above-mentioned cooling lubricating oil circuit 55 without flowing back to the auxiliary hydraulic pump 77 due to the closing of the above-mentioned one-way valve 79, passes through the first oil cooler 57 and is pressure-regulated by the first pressure regulating valve 60, is further cooled by the second oil cooler 58, and after cooling the GM30 and the inverter 29, passes through the discharge oil circuit 70 connected to the outlet port 300b, merges with the secondary side of the above-mentioned first pressure regulating valve 60 of the above-mentioned distribution oil circuit 59, and is supplied as lubricating oil to the lubricated part of the gear group 47 including the forward and reverse switching mechanism 25.

[0093] The clutch pressure regulating valve 56 is a variable relief type and is provided with a spring-supported piston 63 for relieving the impact when the forward / reverse clutch is connected. In the working oil circuit 51, a pilot oil circuit 65 branches from the primary side of the forward / reverse solenoid valve 52 and is connected to the spring-supported piston 63 via a hydraulic switching valve 64.

[0094] If the forward and reverse solenoid valve 52 switches to the forward or reverse position, and the oil as the working oil is supplied to the forward oil circuit 53 and the reverse oil circuit 54, and the working hydraulic pressure in the cylinder 64a increases, the hydraulic switching valve 64 is switched to the open position via the piston 64b. Then, the oil controlled by the flow rate through the pilot oil circuit 65 flows into the spring support piston 63, gradually compressing the overflow spring 66, and the set overflow pressure of the clutch pressure regulating valve 56 gradually increases. As a result, the working hydraulic pressure of the working oil circuit 51 and the forward oil circuit 53 and the reverse oil circuit 54 gradually increases, and the forward clutch 23 and the reverse clutch 24 gradually become connected.

[0095] When the biasing force of the relief spring 66 reaches a maximum, the hydraulic pressures of the hydraulic oil passage 51 and the forward rotation oil passage 53 and the reverse rotation oil passage 54 become maximum, and the forward rotation clutch 23 and the reverse rotation clutch 24 are in a completely connected state.

[0096] If the forward and reverse solenoid valve 52 switches to the neutral position without supplying oil to the forward oil circuit 53 and the reverse oil circuit 54, the hydraulic switching valve 64 is switched to the closed position by the force of the return spring 64c, the oil escapes from the spring support piston 63 and the force of the overflow spring 66 becomes minimum, the clutch pressure regulating valve 56 acts as an unloading valve, and substantially all of the oil is discharged to the above-mentioned cooling and lubricating oil circuit 55.

[0097] The ICE 16 of the first embodiment has a first refrigerant pump 67 driven by the power of the ICE 16 in addition to the main hydraulic pump 28. The pump 67 sucks seawater or the like outside the ship and flows it as a refrigerant to a cooler 69 for cooling the ICE arranged on a lubrication cooling circuit 68 of the ICE. The yacht 1 as a ship also has: a first pipe 71 and a second pipe 72 for introducing / discharging refrigerant to the first oil cooler 57 and the second oil cooler 58, respectively; and a second refrigerant pump 74, which is driven by the power of the motor 73 so that the refrigerant flows into the second pipe 72.

[0098] The first refrigerant pump 67 is located on the upstream side of the first pipe 71, and the refrigerant after cooling the lubricating oil of the ICE 16 is introduced into the oil cooler 57. The refrigerant passing through the first oil cooler 57 is discharged to the outside of the ship from the outlet side of the first pipe 71. The second refrigerant pump 74 supplies the refrigerant such as seawater outside the ship sucked from the inlet side of the second pipe 72 to the second oil cooler 58, cools the oil in the cooling lubricating oil path 55, and then discharges it to the outside of the ship from the outlet side of the second pipe 72.

[0099] From the above records and Fig.12It can be seen that in the marine propulsion device 18 that transmits the power of at least one of the ICE 16 and the GM 30 carried on the ship 1 to the propeller 5 via the forward and reverse switching mechanism 25, a main hydraulic pump 28 driven by the power of the ICE 16 is provided as an oil source for the working oil circuit 51 connected to the forward and reverse switching mechanism 25 of the hydraulic clutch type, and a clutch pressure regulating valve 56 is provided for regulating the pressure in the working oil circuit 51 to the working pressure of the hydraulic clutch. On the other hand, as an oil source for the cooling and lubricating oil circuit 55 for the above-mentioned GM 30, the above-mentioned forward and reverse switching mechanism 25 and other gear sets 47, an electric auxiliary hydraulic pump 77 is provided, and the auxiliary hydraulic pump 77 is provided. A one-way valve 79 that only allows oil to flow in the direction of the cooling lubricating oil circuit 55 is provided on the discharge side of the hydraulic pump 77, and the discharge circuit 75 of the clutch pressure regulating valve 56 is connected to the secondary side of the one-way valve 79. Therefore, when the hydraulic clutch is actuated and only ICE16 is used for navigation, the discharge oil of the main hydraulic pump 28 is used to lubricate / cool the GM30, the forward / reverse switching mechanism 25 and other gear groups 47. When the ICE16 is stopped and only GM30 is used for navigation, the auxiliary hydraulic pump 77 can also be driven to lubricate / cool the GM30, the forward / reverse switching mechanism 25 and other gear groups 47.

[0100] For example, when the ship 1 is started at zero speed (starting sailing) using the power of GM30, the gear group 47 can be lubricated and sailing can be started smoothly. Regardless of the driving state of ICE16, insufficient supply of oil as lubricant to the gear group 47 can be reliably prevented. In the case of sailing using the power of both ICE16 and GM30, each lubricated part can be efficiently lubricated / cooled using the large flow of oil discharged from the pumps 28 and 77 of both parties. For the above-mentioned GM30, the above-mentioned forward and reverse switching mechanism 25 and other gear groups 47, even if one of the pumps 28 and 77 fails, the lubrication / cooling state can be maintained, so that sailing can be continued safely.

[0101] In addition, oil coolers 57 and 58 are provided in the middle of the cooling lubricating oil passage 55, and the cooled parts of GM30 and inverter 29 are connected to the ends of the cooling lubricating oil passage 55, and the lubricated parts of the forward / reverse switching mechanism 25 and other gear sets 47 are connected to the ends of the first distribution oil passage 59 branched from the oil coolers 57 and 58. The first pressure regulating valve 60 for the cooled parts of GM30 and inverter 29 is provided on the distribution oil passage 59, so that the GM30 and inverter 29 can be reliably and efficiently cooled by the low-temperature oil passing through the oil coolers 57 and 58. Before the oil as lubricating oil is supplied to the lubricated parts of the forward / reverse switching mechanism 25 and other gear sets 47, the GM30 and inverter 29 can be cooled preferentially, and the thermal balance can be well maintained.

[0102] The second distribution oil circuit 62 is branched between the first pressure regulating valve 60 of the first distribution oil circuit 59 and the lubricated parts of the forward / reverse switching mechanism 25 and other gear groups 47, and a second pressure regulating valve 61 is provided in the second distribution oil circuit 62, thereby stabilizing the lubricating oil supply to the gear group 47.

[0103] In addition, a first refrigerant pump 67 driven by the power of the ICE 16 is provided on a first pipe 71 for supplying and discharging refrigerant to the first oil cooler 57, and an electric second refrigerant pump 74 is provided on a second pipe 72 for supplying and discharging refrigerant to the second oil cooler 58. Therefore, even when the ICE 16 is stopped, the oil passing through the second oil cooler 58 can be cooled by the second refrigerant pump 74 to reliably cool the GM 30. Even when a failure occurs in the electrical system, the first oil cooler 57 can maintain the cooling function of the lubricating oil.

[0104] Fig.13 A fourth embodiment is shown as another example of the hydraulic circuit structure of the first embodiment. In the hydraulic circuit 50 of the fourth embodiment, the second oil cooler 58, the first distribution oil passage 59, and the first pressure regulating valve 60 of the first embodiment are removed. The cooling lubricating oil passage 55 supplies lubricating oil only to the lubricated parts of the forward / reverse switching mechanism 25 and other gear sets 47. The end of the second distribution oil passage 62 branched from the downstream side of the first oil cooler 57 in the cooling lubricating oil passage 55 is connected to the housing 19, and a second pressure regulating valve 61 is provided in the second distribution oil passage 62.

[0105] The yacht 1 as a ship in the fourth embodiment includes a clean water tank 81 and a cooling pipe 82 for circulating clean water in the clean water tank 81. A clean water pump 83 and a clean water cooler 84 are provided on the cooling pipe 82. An input port 300a for refrigerant to the GM30 and the inverter 29 is connected to the downstream side of the clean water cooler 84 in the cooling pipe 82. That is, on the cooling pipe 82 of the fourth embodiment, the clean water pump 83, the clean water cooler 84, the refrigerant jacket (not shown) of the GM30 and the inverter 29 are arranged in sequence from the upstream side. The clean water pump 83 is configured to be driven by the power of the clean water motor 85, which is a driving source different from the ICE16.

[0106] The clean water sucked from the inlet side of the cooling pipe 82 by the clean water pump 83 is cooled by the clean water cooler 84 and then supplied to the refrigerant jackets (not shown) of the GM30 and the inverter 29. The cooled clean water of the GM30 and the inverter 29 returns to the clean water tank 81. The refrigerant of the clean water cooler 84 is seawater discharged from the second refrigerant pump 74.

[0107] From the above records and Fig.13As can be seen, a clean water tank 81 and a cooling pipe 82 for circulating clean water in the clean water tank 81 are provided, a clean water pump 83 and a clean water cooler 84 are provided on the cooling pipe 82, and the cooled parts of GM30 and inverter 29 are connected to the downstream side of the clean water cooler 84 in the cooling pipe 82, thereby lubricating the forward and reverse switching mechanism 25 and other gear sets 47 by the discharge oil of the main hydraulic pump 28 and the auxiliary hydraulic pump 77, and on the other hand, GM30 and inverter 29 can reliably cool GM30 by using the low-temperature clean water that has passed through the clean water cooler 84. Since the temperature of the clean water is not affected by the temperature of the working oil, the ability to cool GM30 and inverter 29 is high, and the thermal balance can be maintained more well.

[0108] Fig.14 The fifth embodiment is shown as another example of the hydraulic circuit structure of the first embodiment. In the hydraulic circuit 50 of the fifth embodiment, the auxiliary hydraulic pump 77 and the check valve 79 of the first embodiment are removed, and the discharge circuit 75 for discharging the overflow oil from the clutch pressure regulating valve 56 is connected to the starting end side of the cooling and lubricating oil path 55, and the main hydraulic pump 28 is driven by the cooling and lubricating electric motor 76 instead of the ICE 16, which is different from the first embodiment. In addition, the first refrigerant pump 67 driven by the power of the ICE 16 is removed.

[0109] In this case, the seawater discharged from the second refrigerant pump 74 cools the second oil cooler 58 and then enters the ICE cooling cooler 69 . After being cooled, the seawater enters the first oil cooler 57 and then is discharged to the outside of the ship from the drainage pipe 86 .

[0110] With such a structure, only two pumps, the main hydraulic pump 28 and the second refrigerant pump 74, are required, which helps to reduce costs. In addition, since the refrigerant such as seawater is supplied to the second oil cooler 58 before the first oil cooler 57, the cooling oil to the GM 30 and the inverter 29 can be cooled preferentially, and a good thermal balance can be maintained.

[0111] Next, refer to Fig.15 and Fig.16 The start-up control of the ICE 16 in the first embodiment will be described. Fig.15 As shown, GM30 is connected to a power supply device 98 composed of a chargeable and dischargeable secondary battery, a large-capacity capacitor, or the like, via an inverter 29 having a switching element such as a transistor and a diode.

[0112] The inverter 29 supplies the power from the power supply device 98 to the GM30 through DC-AC conversion based on the opening / closing action of the switching element, so that the GM30 operates as a motor. When the GM30 operates as a generator, the inverter 29 charges the power supply device 98 with the power from the GM30 through AC-DC conversion based on a diode bridge. That is, the GM30 is configured to reversibly convert the mechanical energy on the ICE16 side and the electric energy on the power supply device 98 side.

[0113] The inverter 29 is electrically connected to the controller 100 mounted on the yacht 1 as a ship. The controller 100 is mainly responsible for controlling all actions of the ICE 16 and the marine propulsion device 18, and outputs a PWM (Pulse Width Modulation) signal to the inverter 29 to turn on / off the switching element in the inverter 29, so that the GM 30 functions as a motor (or generator).

[0114] like Fig.15 As shown, the controller 100 is electrically connected with: a variable speed potentiometer 102 for detecting the operating position of the control lever 14; two output shaft rotation sensors 103 and 104 for detecting the rotation direction and speed of the output shaft 22 and the propeller 5; an ICE rotation sensor 105 for detecting the rotation speed of the ICE 16; an ICE start button 106 for starting the ICE 16; a clutch actuator 99; and an electromagnetic solenoid of the forward and reverse electromagnetic valve 52. Power is supplied to the controller 100 from the power supply device 98 via the key switch 101.

[0115] Although detailed description is omitted, the controller 100 includes, in addition to a CPU that performs various calculations and controls, a ROM for storing control programs and data, a RAM for temporarily storing control programs and data, and an input / output interface.

[0116] Through also Figure 5 The two output shaft rotation sensors 103 and 104 shown detect not only the rotation speed of the output shaft 22 and the propeller 5, but also the rotation direction, and can perform control suitable for the rotation direction of the propeller 5. In addition, the output shaft rotation sensor can be used as long as it can detect both the rotation speed and the rotation direction of the object, and there is no limit to the number of output shaft rotation sensors.

[0117] The controller 100 is configured to be able to manually select one of the six modes to be executed. For example, a mode switching switch 107 of a touch panel type or the like is provided in an instrument panel provided on a driver's seat and is electrically connected.

[0118] In the first embodiment, GM 30 also functions as a starter for starting ICE 16. Fig.16As shown in the flowchart of , when starting ICE 16, the key switch is turned on (S1: Yes), and the controller and the like are started by the power supply of the power supply device 98 (starting the electrical system).

[0119] Next, if the ICE start button 106 is turned on (S2: Yes), and the control lever 14 is in the neutral state based on the detection information of the speed change potentiometer 102 (S3: Yes), the connection switching mechanism 37 drives the clutch actuator 99 to engage the clutch shifter 38 with the second switching gear 40 (S4), and the switching element in the inverter 29 is turned on / off, and the GM30 is driven as a motor (S5).

[0120] Then, the power of GM30 is transmitted to the transmission gear 23a on the input shaft 21 connected to the flywheel 17 of ICE16 via the intermediate gear pair 34, the second switching gear 40, the second transmission gear pair 43 and the transmission gear 24a. As a result, the input shaft 21 starts to rotate, and the so-called crankshaft rotation is performed. The clutch shifter 38 is engaged with the second switching gear 40 to transmit the power of GM30 to the input shaft 21 in a high-speed and low-torque state, so that the input shaft 21 rotates smoothly.

[0121] Next, if the rotation speed of the ICE 16 obtained based on the detection information of the ICE rotation sensor 105 exceeds the preset complete explosion threshold value (S6: Yes), the clutch actuator 99 is driven to make the clutch shifter 38 become a neutral (non-engaged) state (S7) as the case of complete explosion of the ICE 16, and the driving of the GM 30 is stopped (S8). Thus, the start of the ICE 16 is completed.

[0122] When the rotation speed of ICE16 does not exceed the complete explosion threshold value even after a predetermined time has passed (S9: Yes), as a case where complete explosion has not been achieved, in order to suppress fuel waste and protect GM30 and the power supply device 98, the clutch actuator 99 is driven to put the clutch shifter 38 into a neutral state (S7), and the drive of GM30 is stopped (S8).

[0123] By performing control in this way, the power of the ICE 16 and the power of the GM 30 are used together to achieve efficient driving, and even if there is no starter motor, the GM 30 can be effectively used to smoothly start the ICE 16, thereby reducing the number of parts and achieving cost reduction.

[0124] In addition, it is preferable that when the ICE 16 is started, the duty ratio (the ratio of the on (power-on) time in one switching cycle) of the PWM signal is changed according to the voltage of the power supply device 98, and the duty ratio is made smaller as the voltage of the power supply device 98 is lower, so as to control the driving current when the motor drives the GM 30 to be reduced. In this way, it is possible to prevent the voltage of the power supply device 98 from dropping abnormally due to a sudden increase in the driving current.

[0125] Figures 17 to 19 The sixth embodiment is shown as another example of the ICE16 starting structure of the first embodiment. A starter motor 108 for starting the ICE16 is electrically connected to the controller 100 of the sixth embodiment. The starter motor 108 is mounted on the ICE16. The ring gear of the flywheel 17 is meshed with the pinion of the starter motor 108. When the ICE16 is started, the ring gear of the flywheel 17 is rotated by the rotational force of the starter motor 108, and the crankshaft of the ICE16 starts to rotate (crankshaft rotation is performed).

[0126] In this case, the driving force of the starter motor 108 plays a major role in starting the ICE 16, but the power of the GM 30 as an electric motor can also be effectively used as an auxiliary to the driving force of the starter motor 108. Fig.19 As shown in the flowchart of , when starting ICE16, the key switch is turned on (S11: Yes), and the controller and the like are started by the power supply of the power supply device 98 (starting the electrical system).

[0127] Next, if the ICE start button 106 is turned on (S12: Yes), and the control lever 14 is in the neutral state (S13: Yes), the starter motor 108 is driven, and the crankshaft of the ICE 16 starts to rotate, and the so-called cranking is performed (S14). Then, the clutch actuator 99 is driven to engage the clutch shifter 38 with the second switching gear 40 (S15), and the switching element in the inverter 29 is turned on / off, and the GM 30 is driven as a motor (S16).

[0128] Then, the power of GM30 is transmitted to the transmission gear 23a on the input shaft 21 connected to the flywheel 17 of ICE16 via the intermediate gear pair 34, the second switching gear 40, the second transmission gear pair 43 and the transmission gear 24a. As a result, the power of GM30 assists the driving force of the starter motor 108 to rotate the crankshaft of ICE16. The reason for engaging the clutch shifter 38 with the second switching gear 40 is the same as that of the ICE16 starting structure of the first embodiment.

[0129] Next, if the rotation speed of the ICE 16 obtained from the detection information of the ICE rotation sensor 105 exceeds the preset complete explosion threshold value (S17: Yes), the driving of the starter motor 108 is stopped (S18) as the case of complete explosion of the ICE 16, the clutch actuator 99 is driven to make the clutch shifter 38 become a neutral (non-engaged) state (S19), and the driving of the GM 30 is stopped (S20). Thus, the starting of the ICE 16 is completed.

[0130] When the rotation speed of ICE16 does not exceed the complete explosion threshold value even after a predetermined time has passed (S21: Yes), as a case where complete explosion has not been achieved, in order to suppress fuel waste and protect GM30 and the power supply device 98, the drive of the starter motor 108 is stopped (S18), the clutch actuator 99 is driven to put the clutch shifter 38 into a neutral state (S19), and the drive of GM30 is stopped (S20).

[0131] By performing such control, the driving force of the starter motor 108 can be supplemented with the power of the GM 30 , thereby having the advantage of reducing the capacity of the starter motor 108 and shortening the start-up time of the ICE 16 .

[0132] Fig. 20 The seventh embodiment is shown as another example of the hydraulic circuit structure of the first embodiment. In the seventh embodiment, the lubricating cooling circuit 68 of the ICE 16 is composed of a connecting hole penetrating the inside of the ICE 16 and a pipe arranged outside the ICE 16. The lubricating cooling circuit 68 includes an ICE oil pump 111 that supplies oil to the rotating shaft 113 of the turbocharger 112, each cylinder, and the crankshaft 109. The ICE oil pump 111 is configured to be driven by the rotation of the crankshaft 109 of the ICE 16.

[0133] Both ends of the flow direction in the lubricating and cooling circuit 68 are connected to the oil pan 110 of the ICE 16. An ICE cooling cooler 69 is arranged on the downstream side of the ICE oil pump and the upstream side of the rotating shaft 113 of the turbocharger 112 and each cylinder in the lubricating and cooling circuit 68. The oil (lubricating oil) sucked from the oil pan 110 by the ICE oil pump 111 is cooled by the ICE cooling cooler 69, supplied to the rotating shaft 113 of the turbocharger 112, each cylinder, etc., and returned to the oil pan 110 after lubricating them.

[0134] The lubricating and cooling circuit 68 of the seventh embodiment is provided with a pump bypass circuit 114 that bypasses the ICE oil pump 111. An auxiliary oil pump 116 driven by the power of an electric motor 115, which is a driving source different from the ICE 16, is provided in the middle of the pump bypass circuit 114. A check valve 117 that blocks a reverse flow in the direction of the auxiliary oil pump 116 is arranged on the discharge side of the auxiliary oil pump 116 in the pump bypass circuit 114. In addition, in the lubricating and cooling circuit 68, a check valve 118 that blocks a reverse flow in the direction of the ICE oil pump 111 is arranged between the ICE oil pump 111 and the cooler 69 for cooling the ICE.

[0135] In the seventh embodiment, the electric motor 115 is operated for a predetermined time when the ICE 16 is stopped. With such a structure, even when the ICE oil pump 111 is stopped, the rotary shaft 113 of the turbocharger 112 and each cylinder can be lubricated by driving the auxiliary oil pump 116 by the electric motor 115. For example, even when the ICE 16 is stopped immediately after high-load operation, lubricating oil can be supplied to the turbocharger 112 for a predetermined time, and a problem caused by oil carbonization can be prevented.

[0136] In the seventh embodiment, when the ICE 16 is stopped for a long time, the state can be detected and the motor 115 can be operated intermittently after a predetermined time. With such a structure, when the ICE oil pump 111 is not driven, the rotation shaft 113 of the turbocharger 112 and each cylinder can be lubricated by driving the auxiliary oil pump 116, so that the fretting wear of each part of the ICE 16 can be prevented.

[0137] In addition, the configuration of each part in the present invention is not limited to the illustrated embodiment, and various changes can be made without departing from the gist of the present invention.

[0138] Description of Reference Numerals

[0139] 1 Yacht (Ship)

[0140] 5 Propellers

[0141] 15 Propulsion shaft

[0142] 16 Internal Combustion Engine (ICE)

[0143] 18 Marine Propulsion Devices

[0144] 21 Input shaft

[0145] 22 Output shaft

[0146] 23 Forward clutch

[0147] 24 Reverse clutch

[0148] 25 Forward and reverse switching mechanism

[0149] 30 Generator Motor (GM)

[0150] 37 Connection switching mechanism

Claims

1. A marine propulsion device (18) capable of transmitting power of an internal combustion engine (16) mounted on a ship (1) to an input side of a forward / reverse switching mechanism (25), and transmitting power to a propeller (5) from an output side of the forward / reverse switching mechanism (25), wherein the marine propulsion device (18) comprises: a generator motor (30); and A connection switching mechanism (37) is capable of selectively connecting the generator motor (30) to the input side and the output side of the forward / reverse switching mechanism (25), The connection switching mechanism (37) is interposed between the generator motor (30) and the forward / reverse switching mechanism (25). The connection switching mechanism (37) comprises a first gear train (39, 42 (42a, 42b)) and a second gear train (40, 43 (43a, 43b)), wherein the input gears (39) (40) of the first gear train and the second gear train are configured to be freely engaged with or disengaged from the generator motor (30) at will. The forward / reverse switching mechanism (25) comprises: an input shaft (21) connected to the internal combustion engine (16); a forward clutch (23) on the input shaft (21); a forward output gear (23b) of a speed reduction output gear (27) on the propeller (5) side that transmits the power of the internal combustion engine (16) to the propeller (5) side by engaging the forward clutch (23); a reverse shaft (26) parallel to the input shaft (21); a transmission gear pair (23a, 24a) that is always connected between the reverse shaft (26) and the input shaft (21); a reverse clutch (24) on the reverse shaft (26); and a reverse output gear (24b) of the speed reduction output gear (27) that transmits the power of the internal combustion engine (16) to the propeller (5) side by engaging the reverse clutch (24). The output gear (42b) of the first gear train (39, 42 (42a, 42b)) of the connection switching mechanism (37) is linked to the reduction output gear (27) via the forward output gear (23b) or the reverse output gear (24b) of the forward-reverse switching mechanism (25). On the other hand, the output gear (43b) of the second gear train (40, 43 (43a, 43b)) is linked to the input shaft (21) via the transmission gear pair (23a, 24a) of the forward-reverse switching mechanism (25).

2. The marine propulsion device (18) according to claim 1, It is characterized in that By means of the connection switching mechanism (37), when the generator motor (30) is connected to the output side of the forward / reverse switching mechanism (25), when the forward / reverse switching mechanism (25) is in neutral, the propeller (5) can be driven by the power of the generator motor (30), or the generator motor (30) can be operated as a generator by the idling force of the propeller (5) generated by the tidal current.

3. The marine propulsion device (18) according to claim 1, It is characterized in that By means of the connection switching mechanism (37), when the generator motor (30) is connected to the input side of the forward / reverse switching mechanism (25), when the power of the internal combustion engine (16) is transmitted to the propeller (5) via the forward / reverse switching mechanism (25), the generator motor (30) can assist the internal combustion engine (16), and when the forward / reverse switching mechanism (25) is in neutral, the generator motor (30) can be operated as a generator using the power of the internal combustion engine (16).

4. The marine propulsion device (18) according to claim 1, It is characterized in that The input side of the forward / reverse switching mechanism (25) is the transmission gear pair (23a, 24a), and the output side of the forward / reverse switching mechanism (25) is the forward output gear (23b) and the reverse output gear (24b). The output gear (42b) of the first gear train (39, 42 (42a, 42b)) meshes with the forward output gear (23b) or the reverse output gear (24b). The output gear (43b) of the second gear train (40, 43 (43a, 43b)) is set to a specification that meshes with one of the transmission gear pair (23a, 24a) and a specification that meshes with the other of the transmission gear pair (23a, 24a).

5. The marine propulsion device (18) according to claim 1, It is characterized in that The reduction ratio of the first gear train (39, 42 (42a, 42b)) is set to be larger than the reduction ratio of the second gear train (40, 43 (43a, 43b)).

6. The marine propulsion device (18) according to claim 1, It is characterized in that A housing (19) for accommodating the forward / reverse switching mechanism (25) and the connection switching mechanism (37) is formed by connecting a first cover body (20a) of the internal combustion engine (16), an intermediate housing (20b), and a second cover body (20c) for the generator motor (30), wherein a first chamber (19a) surrounded by the first cover body (20a) and the intermediate housing (20b) and a second chamber (19b) surrounded by the intermediate housing (20b) and the second cover body (20c) are formed in the housing (19). The forward / reverse switching mechanism (25) and the connection switching mechanism (37) are housed in the first chamber (19a), and a transmission mechanism (45) for connecting the generator motor (30) and the connection switching mechanism (37) in a power-transmitting manner is housed in the second chamber (19b).

7. The marine propulsion device (18) according to claim 6, It is characterized in that An operating portion (38a) of the connection switching mechanism (37) is arranged on the upper portion of the first chamber (19a) of the housing (19), an actuator (99) for switching the operating portion (38a) is arranged on the side of the generator motor (30), and an operating system (46) connecting the operating portion and the actuator is arranged on the upper side of the housing (19).

8. A marine propulsion device (18) capable of transmitting power of an internal combustion engine (16) mounted on a ship (1) to an input side of a forward / reverse switching mechanism (25), and transmitting power to a propeller (5) from an output side of the forward / reverse switching mechanism (25), wherein the marine propulsion device (18) comprises: a generator motor (30); and A connection switching mechanism (37) is capable of selectively connecting the generator motor (30) to the input side and the output side of the forward / reverse switching mechanism (25), The connection switching mechanism (37) is interposed between the generator motor (30) and the forward / reverse switching mechanism (25). The connection switching mechanism (37) includes a first switching gear (39) and a second switching gear (40), wherein the first switching gear (39) and the second switching gear (40) are configured to be freely engageable with or disengageable from the generator motor (30) at will. The forward / reverse switching mechanism (25) comprises: an input shaft (21) connected to the internal combustion engine (16); a forward clutch (23) on the input shaft (21); a forward output gear (23b) of a speed reduction output gear (27) on the propeller (5) side that transmits the power of the internal combustion engine (16) to the forward output gear (23b) by engagement of the forward clutch (23); a reverse shaft (26) parallel to the input shaft (21); a transmission gear pair (23a, 24a) that is always connected between the reverse shaft (26) and the input shaft (21); a reverse clutch (24) on the reverse shaft (26); and a reverse output gear (24b) of the speed reduction output gear (27) that transmits the power of the internal combustion engine (16) to the reverse output gear (24b) by engagement of the reverse clutch (24). The input side of the forward / reverse switching mechanism (25) is the transmission gear pair (23a, 24a), and the output side of the forward / reverse switching mechanism (25) is the forward output gear (23b) and the reverse output gear (24b). The forward output gear (23b) and the reduction output gear (27) are a pair of bevel gears, and the output shaft (22) to which the reduction output gear (27) is fixed is tilted relative to the input shaft (21), and, The first switching gear (39) is a reverse bevel gear meshing with the forward output gear (23b). The second switching gear (40) meshes with one or the other of the transmission gear pair (23a, 24a).

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