阅读说明：本技术 船舶推进装置 (Ship propulsion device ) 是由 富田真澄 畑本拓郎 于 2018-04-09 设计创作，主要内容包括：提供一种能够使用不需要特别定制的变频器的2台马达来进行高效的驱动控制的廉价的船舶推进装置。在船舶推进装置(1)中,马达(A)与行星齿轮机构(5)的齿圈连结,马达(B)经由离合器(15)来与太阳轮连结,螺旋桨(6)与行星轮(P)的行星架(C)连结。控制部(30)以如下方式进行控制：在螺旋桨的低输出区域,仅利用马达(A)驱动螺旋桨,在高输出区域,利用马达(A)和马达(B)驱动螺旋桨。不需要大型的特别定制的变频器,能够有效利用设置空间,利用2个马达来进行与螺旋桨输出相应的高效控制,由此能够削减驱动电动机的发电机的燃料消耗量。(A ship propulsion device (1) is provided with a motor (A) connected to a ring gear of a planetary gear mechanism (5), a motor (B) connected to a sun gear via a clutch (15), and a propeller (6) connected to a carrier (C) of a planetary gear (P). A control unit (30) controls the propeller to be driven by the motor (A) only in a low output region of the propeller and to be driven by the motor (A) and the motor (B) in a high output region of the propeller.)

1, A ship propulsion device, comprising:

a planetary gear mechanism having a ring gear, a sun gear, and a planetary gear mounted on a carrier, the ring gear and the sun gear being engaged with each other;

an th motor connected to any members of the ring gear, the sun gear, and the planet carrier, the th motor being driven by an inverter;

a second motor connected to a member of the ring gear, the sun gear, and the carrier, which is not connected to the th motor, and driven at a fixed speed, and

a propeller connected to a member of the ring gear, the sun gear, and the carrier that is not connected to the th motor and the second motor.

2. Marine propulsion arrangement according to claim 1,

the th motor is connected to the ring gear, the second motor is connected to the sun gear, and the propeller is connected to the carrier.

3. Marine propulsion arrangement according to claim 2,

the clutch is arranged on the second motor, and the brake is arranged between the clutch and the sun gear.

4. Marine propulsion arrangement according to claim 2,

the clutch is provided with a clutch arranged on the second motor and an anti-reverse mechanism arranged between the clutch and the sun gear.

5. The marine propulsion device of any of claims 1-4,

the control unit is provided for controlling the propeller to be driven only by the th motor in a low output region where the output of the propeller is relatively small, and for controlling the propeller to be driven by the th motor and the second motor in a high output region where the output of the propeller is relatively large.

Technical Field

The present invention relates to types of boat propulsion devices using electric propulsion using a motor (electric motor) as a drive source, and more particularly to types of inexpensive boat propulsion devices that are capable of performing efficient drive control by including 2 motors that drive propellers via a planetary gear mechanism.

Background

Patent document 1 discloses an invention of ship propulsion devices including an internal combustion engine and a motor generator as ship propulsion devices each having an input shaft, and a propeller provided on an output shaft, and a gear box including a planetary gear mechanism connecting the two input and output shafts to the output shaft, and the invention is characterized in that the invention compares a load torque with a reference value, controls the amount of power generated by the generator motor based on the result of the comparison, and controls an assist output of the generator motor.

Patent document 2 below discloses an invention of kinds of variable-side devices, which are variable-speed devices in -type industrial machines such as pumps, and discloses a configuration example using a planetary gear and 2 input shafts and 1 output shaft, and a configuration example of 1 input shaft and 2 output shafts, the rotational speeds of the respective shafts are variable, and a fluid coupling is provided as a speed change mechanism, and by combining the planetary gear and the fluid coupling, efficiency can be improved.

Patent document 3 discloses an invention of ship propulsion devices, which include two motors, a sub-motor that is rotation-controlled by an inverter and a motor that is rotation-controlled by a slip clutch (slip clutch), to drive a propeller, and when the propeller rotation speed does not reach a predetermined rotation speed, a low-output sub-motor is controlled by a small-capacity general inverter to rotate the propeller.

In addition, in the case of a conventional ship propulsion device using a fixed-pitch propeller which does not require control and is inexpensive as compared with a variable pitch propeller (variable pitch propeller), electric propulsion using motor drive as in patent document 3 described above is known as a technique for controlling the rotational speed of the propeller over the entire range from 0 to rated revolution to vary the propulsive force. In electric propulsion with electric motor drive, the electric motor needs to be controlled in variable speed to change the rotational speed of the propeller, for which purpose a frequency converter is required. In order to obtain high output such as to drive a propeller of a ship and to stabilize an onboard power supply of the ship, a harmonic suppression means such as a filter is required, and an inverter having such a harmonic suppression means cannot be handled as a general-purpose appliance but has to be obtained as a special product, which is expensive. Therefore, the following situation exists: compared to a marine propulsion device in which a propeller is directly connected to an internal combustion engine, there is less need for electric propulsion.

Disclosure of Invention

Problems to be solved by the invention

The ship propulsion device described in patent document 1 uses an internal combustion engine that can be shifted arbitrarily, but inserting a planetary gear of a transmission mechanism between the internal combustion engine and a propeller causes efficiency deterioration by an amount corresponding to the gear. The following methods are not described in this document: by using planetary gears for the internal combustion engine and the motor, control is performed efficiently over the entire rotational speed range of the propeller.

According to the variable speed device described in patent document 2, when only the planetary gear is used as the transmission mechanism, when the input shaft is set to a fixed speed, the rotational speed of the propeller cannot be efficiently controlled over the entire range from 0 to the rated rotational speed, and therefore, a fluid coupling or a slip clutch capable of controlling the slip ratio is used as the transmission mechanism.

According to the ship propulsion device described in patent document 3, although electric propulsion is performed by driving the motor, the inverter, which is a special product as described above, is not required, but since the rotational speed of the main motor is controlled by the slip clutch in a high load region during operation and is transmitted to the propeller, there is a problem that a slip loss occurs and efficiency deteriorates.

The present invention has been made to solve the above-described problems of the prior art, and an object of the present invention is to provide inexpensive ship propulsion devices capable of efficiently performing drive control by adopting a structure in which a propeller is driven by a planetary gear mechanism using 2 motors as drive sources, which do not require expensive inverters as special products.

Means for solving the problems

The ship propulsion device according to is characterized by comprising:

a planetary gear mechanism having a ring gear, a sun gear, and a planetary gear mounted on a carrier, the ring gear and the sun gear being engaged with each other;

an th motor connected to any members of the ring gear, the sun gear, and the planet carrier, the th motor being driven by an inverter;

a second motor connected to a member of the ring gear, the sun gear, and the carrier, which is not connected to the th motor, and driven at a fixed speed, and

a propeller connected to a member of the ring gear, the sun gear, and the carrier that is not connected to the th motor and the second motor.

The ship propulsion device according to the second aspect of the invention is the ship propulsion device according to the aspect,

the th motor is connected to the ring gear, the second motor is connected to the sun gear, and the propeller is connected to the carrier.

A ship propulsion device according to a third aspect of the present invention is the ship propulsion device according to the second aspect of the present invention,

the clutch is arranged on the second motor, and the brake is arranged between the clutch and the sun gear.

A ship propulsion device according to a fourth aspect of the present invention is the ship propulsion device according to the second aspect,

the clutch is provided with a clutch arranged on the second motor and an anti-reverse mechanism arranged between the clutch and the sun gear.

The ship propulsion device according to a fifth aspect of the invention is the ship propulsion device according to any one of the through the aspects of the invention,

the control unit is provided for controlling the propeller to be driven only by the th motor in a low output region where the output of the propeller is relatively small, and for controlling the propeller to be driven by the th motor and the second motor in a high output region where the output of the propeller is relatively large.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the ship propulsion device described in and the second invention, the inverter as a special product having the harmonic suppression means such as the filter is large in size and needs to secure a corresponding installation space, but the second motor driven at a fixed speed does not need the inverter as a special product and does not need to secure a space for this purpose, and the space can be used for other purposes (for example, a space for placing cargo if it is a work ship).

According to the ship propulsion device of the third aspect of the present invention, since the clutch is provided at the second motor and the brake is provided between the clutch and the sun gear, the ship can stably travel without interruption of the driving power of the propeller.

According to the ship propulsion device described in the fourth aspect of the invention, since the clutch is provided at the second motor and the anti-reverse mechanism is provided between the clutch and the sun gear, the propeller can be driven only in the forward rotation direction while stably traveling without interruption of the driving power of the propeller.

According to the boat propulsion device described in the fifth aspect of the invention, since the propeller is driven only by the th motor in the low output range and is driven by the th motor and the second motor in the high output range, efficient control can be performed according to the output of the propeller, and the fuel consumption of the generator that drives the electric motor can be reduced by steps.

Drawings

Fig. 1 is a schematic configuration diagram of a ship propulsion device according to an embodiment of the present invention.

Fig. 2 is a schematic configuration diagram of a drive system of a ship propulsion device according to an embodiment, and is a diagram illustrating a driving force transmission state at a low speed.

Fig. 3 is a schematic configuration diagram of a drive system of a ship propulsion device according to an embodiment, and is a diagram illustrating a driving force transmission state at a high speed.

Fig. 4 is a schematic diagram showing respective configurations of a sun-type (solar) planetary gear mechanism, a planetary gear mechanism of a planetary type, and a differential-type planetary gear mechanism in which the sun-type planetary gear mechanism and the planetary gear mechanism of the planetary type are combined.

Fig. 5 is a table diagram showing examples of the power shared by the ring gear of the sun-type planetary gear mechanism and the power borne by the sun gear of the planetary gear mechanism in the numerical example, and examples of the calculation of the power ratio shared by the ring gear and the sun gear in the differential-type planetary gear mechanism.

Fig. 6 is a graph showing a relationship between the propeller output and the shaft rotational speed of the marine propulsion device of the embodiment.

Fig. 7 is a graph showing a relationship between the rotation speed of the propeller and the output of the propeller in the marine propulsion device according to the embodiment.

Fig. 8 is a graph showing a relationship between the propeller rotation speed and the generator electric power of the ship propulsion device of the embodiment and the ship propulsion device of the comparative example.

Fig. 9 is a schematic configuration diagram of a ship propulsion device according to a second embodiment of the present invention.

Fig. 10 is a schematic configuration diagram of a drive system of a ship propulsion device according to a third embodiment of the present invention, and is a diagram showing a driving force transmission state at a low speed.

Detailed Description

An embodiment of the present invention will be described with reference to fig. 1 to 10.

As shown in fig. 1, the ship propulsion device 1 of the present embodiment relates to a so-called omni thruster (omni thruster) in which a propulsion direction is set by rotating a horizontal propeller shaft 3 about a vertical shaft 2 for transmitting power, and more particularly, to a ship propulsion device 1 in which 2 motors (electric motors) A, B are connected to the propeller shaft 3 via a planetary gear mechanism 5 in a gear box 4, and which can switch a motor A, B according to the output of a propeller 6 to perform efficient control.

The structure of the ship propulsion device 1 according to the present embodiment will be described mainly with reference to fig. 1 to 5.

As shown in fig. 1, a speed reducer 8 is attached to the upper surface of a bottom plate 7 at the stern of a ship, and a horizontal transmission shaft 9, a vertical shaft provided below the substantially central portion of the transmission shaft 9, and a reduction gear 10 that links the end side (upper end side) of the vertical shaft 2 and the transmission shaft 9 are provided inside the speed reducer 8.

As shown in fig. 1, a stay 11 and a housing 12 are rotatably attached to the lower surface side of the bottom plate 7 below the ship. The stay 11 and the housing 12 can be rotated by a rotation driving mechanism not shown.

As shown in fig. 1, the vertical shaft 2 is disposed in the stay 11 and the housing 12 after penetrating the bottom plate 7 and the bottom of the ship, and the end side of the horizontal propeller shaft 3 is connected to the other end side (lower end side) of the vertical shaft 2 via the steering mechanism 13, the other end side of the propeller shaft 3 protrudes out of the housing 12, the propeller 6 is attached to the other end side of the propeller shaft 3, the propeller 6 is a fixed-pitch propeller, and a substantially cylindrical duct 14 surrounding the propeller 6 is attached to the housing 12.

As shown in fig. 1, a gear box 4 for projecting the th input shaft 21, the second input shaft 22, and the output shaft 23 outward is provided inside the ship, and the output shaft 23 is connected to an end of the propeller shaft 9 of the speed reducer 8.

The planetary gear mechanism 5 shown in fig. 2 and 3 is housed inside the gear case 4 shown in fig. 1. The planetary gear mechanism 5 includes a ring gear (ring gear) R, a sun gear (sun gear) S, and a planetary gear (planet gear) P mounted on a carrier (carrier) C, and these three gears mesh with each other. The ring gear R is provided with external teeth, and the drive gear D meshes with the external teeth.

As shown in fig. 2 and 3, the end of the input shaft 21 is coupled to the drive gear D, the end of the second input shaft 22 is coupled to the sun gear S, the end of the output shaft 23 is coupled to the carrier C on which the planetary gears P are mounted, the other end of the input shaft 21 is coupled to the motor a as the motor, the other end of the second input shaft 22 is coupled to the motor B as the second motor via the clutch 15, the brake 16 is provided between the clutch 15 and the sun gear S on the second input shaft 22, and the clutch 15 and the brake 16 shown in fig. 2 and 3 are provided inside the gear case 4 shown in fig. 1.

As shown in fig. 2 and 3, the planetary gear mechanism 5 is a differential type planetary gear mechanism in which all of the ring gear R, the sun gear S, the planetary gears P, and the carrier C are operable. When the clutch 15 is turned OFF (OFF) and the brake 16 is turned ON (ON) to fix the sun gear S as shown in fig. 2, if the motor a rotates the ring gear R via the drive gear D, the planetary gear P and the carrier C rotate, and the output shaft 23 provided with the propeller 6 rotates. In a state where the clutch 15 is engaged (ON) and the brake 16 is OFF (OFF) as shown in fig. 3, the motor a rotates the ring gear R via the drive gear D, and the motor B rotates the sun gear S, whereby the planetary gear P and the planetary carrier C rotate, and the output shaft 23 provided with the propeller 6 rotates. As shown in fig. 2, the operation is performed only by the motor a at a low speed, and the rotational speed of the motor a is reduced at a high speed, the brake 16 is released, the clutch 15 is engaged, the motor B is operated at a fixed speed, and the operating speed is adjusted by the motor a.

As shown in fig. 1, the motor a is connected to the th input shaft 21 of the gear box 4, the motor a is an inverter motor controlled by a general-purpose inverter 17 including a filter for coping with harmonics, here, the general-purpose inverter 17 is an inverter provided as a standard product by an inverter manufacturer, and can use an inverter within a capacity range available as .

As shown in fig. 1, a resistor 18 is connected to the inverter 17, the propeller 6 functions as a brake 16, and when the motor a generates electricity, energy is absorbed by the resistor 18.

As shown in fig. 1, the inverter 17 is connected to a distribution board 19, and the distribution board 19 is connected to a power supply system to which 1 or more main generators 20 are connected.

As shown in fig. 1, the motor B is coupled to the second input shaft 22 of the gear box 4. As shown in fig. 2 and 3, the motor B includes a starter 25 (starter switch), and is an ac motor that is driven at a fixed speed by three-phase ac when started by the starter 25.

As shown in fig. 2 and 3, the ship propulsion device 1 of the present embodiment includes a control unit 30. The control unit 30 is connected to a not-shown rotation speed sensor that directly or indirectly measures the rotation speed of the propeller, and is configured to acquire a measurement value of the rotation speed of the propeller from the rotation speed sensor.

As shown in fig. 2 and 3, the control unit 30 is connected to the inverter 17 of the motor a, the starter 25 of the motor B, the brake 16, and the clutch 15, and can control these components based on the acquired propeller rotation speed.

Fig. 4 is a schematic diagram showing the respective structures of the sun-type planetary gear mechanism 5a, the planetary gear mechanism 5b of the planetary type, and the differential-type planetary gear mechanism 5, and particularly shows, in a figurative manner, that the differential-type planetary gear mechanism 5 is a combination of the sun-type planetary gear mechanism 5a and the planetary gear mechanism 5b of the planetary type using an additive numerical expression. In fig. 4, the number of the planetary gears P is only 1, but is usually plural, for example, 3 to 4. The arrows in fig. 4 show the direction of operation, and the planetary carrier C carrying the planetary gears P is not shown in fig. 4, but the revolution (rotation of the planetary carrier C) is shown by the arrow extending from the center of the planetary gears P.

As shown on the left side of the numerical expression of fig. 4, the sun-type planetary gear mechanism 5a is: the sun gear S is fixed, and the ring gear R, the planetary gears P, and the carrier C (see fig. 2 and 3) can operate. This state is a state in which only the motor a drives the ring gear R, the second input shaft 22 coupled to the sun gear S is fixed by the brake 16, the clutch 15 is disengaged, and the motor B is stopped, and corresponds to a state in which only the motor a is driven at a low speed in the present embodiment.

As shown on the left side of the numerical expression in fig. 4, the planetary gear mechanism 5b of the planetary type is: the ring gear R is fixed, and the sun gear S, the planetary gears P, and the carrier C (see fig. 2 and 3) can operate. This state is a state in which the motor a is stopped, the ring gear R is fixed, and the motor B drives the sun gear S to try to drive the planetary gears P and the carrier C (see fig. 2 and 3), and corresponds to a state when switching from low speed to high speed of the drive motor B is started in the present embodiment.

As shown on the right side of the numerical expression in fig. 4, the differential planetary gear mechanism 5 of the present embodiment is: the ring gear R, the sun gear S, the planet gears P, and the carrier C are all operable. This state is a state in which the ring gear R is driven by the motor a, the sun gear S is driven by the motor B, and the output shaft 23 is rotated by the rotation of the carrier C (see fig. 2 and 3), and corresponds to a high speed state in which the motor B is driven at a fixed speed and the speed is adjusted by the motor a.

Fig. 5 shows, as an example, the number of teeth of each of the planetary gear mechanisms 5a and 5b of the sun gear type and the planetary gear type in the differential planetary gear mechanism 5 of the present embodiment, and examples of calculating the ratio of power shared by the ring gear R and the sun gear S connected to the 2 motors A, B, respectively, based on the number of teeth.

As shown in fig. 5, examples of the differential planetary gear mechanism include a sun gear S having 70 teeth, planet gears P having 30 teeth, and a ring gear R having 130 teeth, in which when the speeds are calculated from these teeth, the sun gear S is 0, the carrier C of the planet gears P is 588min-1, and the ring gear R is 904min-1 in the case of the sun gear, and in the case of the planet gears, the sun gear S is 1750min-1, the carrier C of the planet gears P is 612min-1, and the ring gear R is 0 in the case of the sun gear, so in the differential planetary gear mechanism 5 of the embodiment in which the sun gear and the planet gears are combined, the speed of the carrier C of the planet gears P as the output shaft 23 is 1750min-1, the speed of each planet gear P of the planet gears 5a and 5B is 588min-1+612min-1, which is 1200min-1, and in the differential planetary gear mechanism 5 in which the desired output is 100kW, the differential planetary gear mechanism in which the sun gear S5 a drives the sun gear S, R5 a, the planet gears R5B, and the ring gear R5B are 3651, and thus the planetary gear mechanism is a, and the planetary gear R49B, which drives the power of the planetary gear mechanism of the planetary gear, and the planetary gear R, which is 3651, and the planetary gear, which is a, and the planetary gear mechanism, which is a, and thus the planetary gear mechanism, which are driven by the power.

The operation of the ship propulsion device 1 according to the present embodiment will be described with reference to fig. 6 to 8.

Fig. 6 is a graph showing a relationship between the propeller output and the shaft rotation speed of the boat propulsion device of the embodiment. As shown in fig. 6, in the ship propulsion device of the embodiment, in a low output region from 0kW at the time of starting the propeller output, the control unit 30 drives the motor a by the inverter to propel the ship as shown by a thick solid line in fig. 6. During this time, the clutch 15 is disengaged to stop the motor B, and the brake 16 is operated to fix the second input shaft 22 so that the sun gear S does not rotate.

As shown in fig. 6, when the propeller output reaches the boundary between the low output region and the high output region, the control unit 30 performs control as follows: the rotation and output of the motor a are reduced to predetermined values, and the motor B started by the starter 25 is driven at a predetermined fixed rotation speed (1750 min-1 in the embodiment) as shown by a thin solid line in fig. 6, so that the reduced output of the motor a is assumed by the motor B. Then, in the high output region, the control unit 30 controls the motor a by the inverter as indicated by the thick solid line, thereby adjusting the propeller output as indicated by the thick broken line.

According to the present embodiment, after the motor B starts driving, the motor a does not function as the brake 16 for driving the motor B. According to the planetary gear mechanism 5 employed in the present embodiment, depending on the output of the propeller or the shaft rotation speed, there may be a region where the propeller cannot increase the rotation speed in the forward direction unless the motor a is driven in the direction opposite to the motor B.

In addition, as described below, by appropriately controlling the brake 16 and the clutch 15, it is possible to stably switch the motor A, B during a transition from the low output region to the high output region, that is, if there is no clutch 15, the motor B is always coupled to the sun gear S, causes the motor B coupled to the sun gear S that is being stopped to start up against a large inertia when transitioning from the low output region to the high output region, and therefore, more electric power is required to raise the motor B coupled to the sun gear S to a predetermined fixed rotation speed compared to a state where the load is not coupled to the output shaft 23 of the motor B, but in the present embodiment, the clutch 15 is present between the output shaft 23 of the motor B and the sun gear S, and therefore, the motor B can be started with the minimum required electric power to increase to the required rotation speed before the transition when transitioning from the low output region to the high output region, and then the brake 16 can be released and the clutch 15 can be engaged to smoothly transmit power from the motor A, B to the propeller A, B at the time point of the transition.

Fig. 7 is a graph showing the relationship between the propeller rotation speed and the propeller output, etc. of the marine propulsion device of the embodiment, showing a graph of the propeller output against the propeller rotation speed, the outputs of the motor a and the motor B, and the efficiency. In a low output range from 0kW at the time of starting the propeller output, the control unit 30 controls the propeller output by driving the motor a with the inverter. When the propeller output reaches the boundary between the low output region and the high output region, the motor B is driven at a fixed rotational speed, and the speed of the motor a is adjusted by the inverter to control the propeller output. As a result, the propeller output has a relationship of a so-called cubic characteristic with respect to the propeller rotational speed, and the efficiency of the planetary gear is high, i.e., about 98%, over the entire range from 0 to the rated rotational speed, thereby improving the fuel consumption rate.

Fig. 8 is a graph showing a relationship between the propeller rotation speed and the generator power amount of each of the ship propulsion devices of the embodiment and the comparative example. Here, the comparative example corresponds to the ship propulsion device of "patent document 3" described in the column of [ background art ], and is a type having two motors, a sub motor that is rotation-controlled by an inverter and a motor that is rotation-controlled by a slip clutch. As can be understood from the graph of fig. 8, in the case of the comparative example, as the propeller load becomes larger, the slip loss amount becomes larger, and therefore the power generation amount becomes larger, and there is a discontinuous region in which the power generation amount abruptly increases due to the rotation speed in the middle, and the smoothness of the operation control is not good. However, in the present embodiment, the loss is small, the efficiency is high as compared with the comparative example, and the fuel consumption amount of the generator that generates the electric power for driving the motor is small.

Fig. 9 is a diagram showing a schematic configuration of a ship propulsion device according to a second embodiment of the present invention, in the second embodiment, a gear box 4 incorporating a planetary gear mechanism 5 is provided on a base plate 7 instead of a speed reducer 8 according to embodiment , and an output shaft 23 of the planetary gear mechanism 5 is coupled to a vertical shaft 2, and other configurations are the same as those of embodiment , and according to the second embodiment, a driving mechanism is disposed in a vertical type, so that space saving of equipment disposed in a ship can be achieved.

Fig. 10 is a schematic configuration diagram showing a drive system of a ship propulsion device according to a third embodiment of the present invention, which is a diagram showing a driving force transmission state at a low speed and corresponds to fig. 2 of embodiment , wherein in the third embodiment, a one-way clutch (one-way clutch)40 is provided as an anti-reverse mechanism instead of the brake 16 of embodiment , and the drive shaft is rotatable only in the forward rotation direction of the propeller 6 by fixing the outer wheel of the one-way clutch 40 and using the inner wheel as the drive shaft.

As described above, according to the present embodiment, in the ship propulsion device 1 which propels a ship by 2 motors (electric motors) A, B, the motor B on the side is driven at a fixed speed by using a common ac motor, the motor a on the other side is driven by using a small common ac motor driven by the inverter 17 to control the speed, and the planetary gear mechanism 5 including the brake 16 and the clutch 15 is used to couple the two motors A, B and the propeller 6, so that an expensive inverter which is a special product is not required, an installation space can be saved, and a fuel consumption amount of a generator which drives the motor A, B can be reduced by a stable operation without interruption of driving power of the propeller 6 and an efficient control according to a propeller output.

In the embodiment described above, the motor a is connected to the ring gear R, the motor B is connected to the sun gear S, and the propeller 6 is connected to the carrier C, but this configuration is not essential, and any members among the ring gear R, the sun gear S, and the carrier C on which the planetary gear P is mounted in the planetary gear mechanism 5 may be connected to the propeller, and the remaining two members may be connected to the motor a and the motor B.

Description of the reference numerals

The control device comprises a ship propulsion device, a planetary gear mechanism, a propeller, a clutch, a brake, a frequency converter, a control part, a one-way clutch serving as an anti-reverse mechanism, a sun gear, a planet gear, a gear ring, a planet carrier, a motor and a second motor, wherein 1 is the ship propulsion device, 5 is the planetary gear mechanism, 6 is the propeller, 15 is the clutch, 16 is the brake, 17 is the frequency converter, 30 is the control part, 40 is the one-way clutch serving as the anti-reverse mechanism, S is.