JP2020070001A - Hybrid system for vessel - Google Patents

Abstract

To make it possible to perform torque assistance with appropriate consideration on individual difference between vessels in a simple work.SOLUTION: A propeller of a vessel is driven by an engine 5 without torque assistance when acceleration of the vessel is instructed in the case where an ECU 9 is in a calibration mode in a hybrid system 1 for a vessel constituted such that a motor 6 can torque-assist the engine 5. In the calibration mode, the ECU 9 sets a first assist region which is a region of the engine speed at which torque assistance is performed in a normal mode based on change in a sensor detection value when the vessel is accelerated by a sweep instruction where acceleration is moderate. In addition, in the calibration mode, the ECU 9 sets a second assist region which is a region of the engine speed at which torque assistance is performed in the normal mode based on change of a sensor detection value when the vessel is accelerated at a rapid acceleration instruction when acceleration is rapid.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a marine hybrid system that drives a propeller for propelling a marine vessel.

  2. Description of the Related Art Conventionally, a marine hybrid system including a motor and the like as an engine power source in addition to an engine is known. In this marine vessel hybrid system, as in the marine vessel propulsion apparatus disclosed in Patent Document 1, the motor can assist the torque of the engine.

  The marine vessel propulsion apparatus of Patent Document 1 includes a propeller, a main engine (engine) controlled by a governor, a motor torque-controlled by an inverter, and a controller. The PID regulator of the controller controls the inverter with the assist torque command value obtained by PID calculation of the deviation between the current value of the main engine output and the target value.

Patent No. 6125124

  Unlike Patent Document 1, it is also possible to set an engine speed region in which the motor assists the motor in advance and automatically switch the presence or absence of torque assist based on the engine speed. However, in this case, the area in which the motor should assist the engine differs depending on the application, ship shape, weight, etc. of the ship to which the hybrid system is applied, and thus it is necessary to individually calibrate each ship. Therefore, simplification of the calibration work has been desired.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a hybrid system capable of easily setting an assist region suitable for a mounted ship.

Means and effects for solving the problems

  The problem to be solved by the present invention is as described above. Next, means for solving the problem and its effect will be described.

  According to the viewpoint of the present invention, a marine vessel hybrid system having the following configuration is provided. That is, this hybrid system includes an engine, a motor, and a control unit. The motor is configured to assist the torque of the engine. The control unit controls the operation of the engine and the motor. The control unit, when instructed to accelerate the vessel, issues the second acceleration in which the instruction to accelerate is the first acceleration instruction or the target rotation speed of the engine increases more rapidly than the first acceleration instruction. It is determined whether it is an instruction. The control unit is switchable between a normal mode and a calibration mode. When the acceleration of the boat is instructed in the calibration mode, the control unit does not perform the torque assist and controls the boat to be propelled by the engine. The control unit issues the first acceleration instruction in the normal mode based on a change in the sensor detection value accompanying the increase in the engine speed when the first acceleration instruction is issued in the calibration mode. Sometimes, the motor sets a first assist region which is a region of engine speed at which the engine torque assists the engine. The control unit is configured to perform the second acceleration instruction in the normal mode based on a change in a sensor detection value that accompanies an increase in engine speed when the second acceleration instruction is performed in the calibration mode. Sometimes, the motor sets a second assist region which is a region of the engine speed in which the engine torque assists the engine.

  With this, for each of the different types of accelerations, the region of the engine speed in which the motor torque assists the engine can be appropriately determined by taking into consideration the motion characteristics of each ship by a simple calibration operation.

  The above-described marine hybrid system preferably has the following configuration. That is, the control unit sets the first assist region based on the detection result of the engine load when the first acceleration instruction is issued in the calibration mode. The control unit sets the second assist region based on the detection result of the engine load when the second acceleration instruction is issued in the calibration mode.

  As a result, when the ship is accelerated, torque assist by the motor can be appropriately performed in the engine speed range when the load on the engine increases due to the resistance of water or the like.

  In the above-described marine vessel hybrid system, the control unit may set the second assist region based on a detection result of engine air pressure when the second acceleration instruction is issued in the calibration mode. preferable.

  Thus, when a rapid acceleration is instructed, torque assist by the motor can be appropriately performed in the engine speed range where the air supply is insufficient.

The schematic diagram which shows the schematic structure of the hybrid system which concerns on one Embodiment of this invention. The block diagram which shows the structure of a hybrid system. The figure which shows the state of the ship in each speed of low, medium and high at the time of acceleration of a ship. The graph explaining the sweep instruction | indication regarding the acceleration of a ship, and a rapid acceleration instruction. The graph which shows the example of the 1st load factor curve corresponding to the sweep instruction | indication in a water trial operation. The graph which shows the example of the 2nd load factor curve corresponding to the rapid acceleration instruction | indication in a water trial operation. The graph which shows the example of the air pressure curve corresponding to the sudden acceleration instruction | indication in a water trial operation. The flowchart which shows the process regarding the automatic switching of the drive mode of a hybrid system.

  Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid system 1 according to an embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of the hybrid system 1.

  A hybrid system (a hybrid system for ships) 1 shown in FIG. 1 is mounted on a ship and rotates a propeller 2 to propel the ship. The hybrid system 1 includes two types of drive sources (that is, the engine 5 and the motor 6) for driving the propeller 2. Furthermore, the hybrid system 1 includes a motor driver 7, a hybrid unit 11, a marine gear 12, and an ECU (control unit) 9. ECU is an abbreviation for Engine Control Unit.

  The propeller 2 is composed of a plurality of blades and is fixed to the propeller shaft 3. The propeller 2 converts the driving force transmitted from the engine 5 and the motor 6 via the propeller shaft 3 into a propulsive force in the rotation axis direction.

  The engine 5 is composed of a known diesel engine for ships, and functions as a main engine that provides power to the ship. Although not shown in detail, the engine 5 has a combustion chamber defined by cylinders, pistons, and the like. In each combustion chamber, the air supplied through a supercharger (not shown) is compressed, and the fuel is injected into the hot compressed air through an injector (not shown) to cause spontaneous combustion of the fuel. , Push the piston to move.

  A crankshaft 21, which is an output shaft, is supported by the engine 5. The crankshaft 21 is rotated by the reciprocating motion of the piston. As a result, power can be taken out from the engine 5 through the crankshaft 21.

  Here, the supercharger will be briefly described. The supercharger includes a known turbine, a shaft, and a compressor. One end of the shaft is connected to the turbine and the other end is connected to the compressor. The turbine is configured to rotate using exhaust gas generated by combustion of fuel in the combustion chamber. The compressor connected to the turbine through the shaft rotates as the turbine rotates. Due to the rotation of the compressor, the external air is forcibly sucked while being compressed.

  The motor 6 functions as a sub engine that provides power to the ship. The motor 6 is connected to the battery 8 via a motor driver 7. By supplying the electric power stored in the battery 8 to the motor 6 via the motor driver 7, the motor output shaft 60 of the motor 6 can be rotationally driven. Further, by rotating the motor output shaft 60 by an external force, the motor 6 can function as a generator and the battery 8 can be charged.

  The motor driver 7 is a control device for the motor 6. The motor driver 7 includes an inverter, and controls the rotation direction (normal rotation / reverse rotation), the rotation speed, etc. of the motor 6 by controlling the current amount, direction, timing, etc. of the current flowing through the motor 6. The motor driver 7 is electrically connected to the ECU 9 and controls the operation of the motor 6 according to a control command from the ECU 9.

  The hybrid unit 11 can combine the driving forces from the engine 5 and the motor 6 and transmit the combined driving forces to the marine gear 12.

  The hybrid unit 11 includes an input shaft 22 and a drive transmission shaft 23. The input shaft 22 and the drive transmission shaft 23 are rotatably supported by a housing included in the hybrid unit 11. The input shaft 22 is coupled to the crankshaft 21 of the engine 5 via a coupling 24 so as not to rotate relative to each other.

  The input shaft 22 and the drive transmission shaft 23 are arranged coaxially. An engine clutch 41 is arranged between the input shaft 22 and the drive transmission shaft 23. The engine clutch 41 is located in the middle of the drive transmission path from the engine 5 to the drive transmission shaft 23.

  The engine clutch 41 is configured as a known hydraulic clutch. The engine clutch 41 is configured to be switchable between a transmission state in which the power of the input shaft 22 is transmitted to the drive transmission shaft 23 and a shut-off state in which the power of the input shaft 22 is shut off from the drive transmission shaft 23. There is.

  A motor 6 is attached to the hybrid unit 11. The motor output gear 25 is fixed to the motor output shaft 60 of the motor 6. A transmission gear 26 that meshes with the motor output gear 25 is fixed to the drive transmission shaft 23.

  The marine gear 12 decelerates the rotation input from the hybrid unit 11 and outputs it to the propeller shaft 3. The marine gear 12 is attached to the opposite side of the engine 5 with the hybrid unit 11 interposed therebetween.

  The marine gear 12 includes a deceleration input shaft 29, a transmission shaft 30, and a deceleration output shaft 31. Each of the deceleration input shaft 29, the transmission shaft 30, and the deceleration output shaft 31 is rotatably supported by the housing provided in the marine gear 12. The deceleration input shaft 29 is coupled to the drive transmission shaft 23 of the hybrid unit 11 via a coupling 32 so as not to be relatively rotatable. The deceleration output shaft 31 is coupled to the propeller shaft 3 via a coupling 33 so as not to rotate relative to each other.

  The deceleration input shaft 29 and the transmission shaft 30 are arranged coaxially. A transmission clutch 42 is arranged between the deceleration input shaft 29 and the transmission shaft 30. The transmission clutch 42 is located in the middle of the drive transmission path from the drive transmission shaft 23 to the propeller 2.

  The transmission clutch 42 is configured as a known hydraulic clutch, like the engine clutch 41 described above. The transmission clutch 42 is configured to be switchable between a transmission state in which the power of the deceleration input shaft 29 is transmitted to the transmission shaft 30 and a shut-off state in which the power of the deceleration input shaft 29 is shut off from the transmission shaft 30. There is.

  A first reduction gear 36 is fixed to the transmission shaft 30. The second reduction gear 37 that meshes with the first reduction gear 36 is fixed to the reduction output shaft 31.

  The ECU 9 is a computer including a CPU, ROM, RAM and the like. The ROM stores a program for controlling the engine 5 and the motor driver 7 (in other words, the motor 6), various preset threshold values, and the like.

  The ECU 9 can obtain information such as the number of revolutions of the engine 5, boost pressure (supply pressure), and load factor based on the detection values from various sensors 90 that detect information regarding the state of the engine 5. The ECU 9 controls the operation of the engine 5 based on the above obtained information.

  For example, the ECU 9 controls the fuel injection amount, the air supply amount, etc. supplied to the combustion chamber according to the operation position of the accelerator lever 10 (that is, the accelerator opening degree) detected via the position sensor 91. As a result, the rotation speed of the engine 5 is adjusted. Briefly, the ECU 9 adjusts the rotation speed of the engine 5 according to the operation amount of the accelerator lever 10 operated by the boat operator.

  As shown in FIG. 2, the sensor 90 includes a boost pressure sensor (supply pressure sensor) 92 that detects a boost pressure in the supercharger, a rotation sensor 93 that detects the number of revolutions of the engine 5 (crankshaft 21), and the engine 5. A torque sensor 94 for detecting a load is included.

  The hybrid system 1 can rotate and drive the deceleration output shaft 31 (that is, the propeller shaft 3) while switching between a plurality of drive modes. This drive mode includes an electric propulsion mode, an engine propulsion mode, a propulsion charging mode, a hybrid propulsion mode, and a stop charging mode.

  In the electric propulsion mode, the ECU 9 controls the motor driver 7 such that the engine 5 is stopped and the motor 6 is driven by the electric power from the battery 8. Then, the ECU 9 sets the engine clutch 41 to the disengaged state and the transmission clutch 42 to the connected state.

  In this electric propulsion mode, the driving force from the motor 6 causes the motor output gear 25, the transmission gear 26, the drive transmission shaft 23, the deceleration input shaft 29, the transmission shaft 30, the first reduction gear 36, the second reduction gear 37, and It is transmitted to the propeller 2 via the propeller shaft 3.

  In the engine propulsion mode, the ECU 9 keeps the engine 5 in an operating state, does not supply the electric power of the battery 8 to the motor 6, and does not supply the electric power generated by the motor 6 to the battery 8. Control. Then, the ECU 9 brings the engine clutch 41 and the transmission clutch 42 into the connected state.

  In this engine propulsion mode, the driving force from the engine 5 causes the input shaft 22, the drive transmission shaft 23, the reduction input shaft 29, the transmission shaft 30, the first reduction gear 36, the second reduction gear 37, the reduction output shaft 31, and the It is transmitted to the propeller 2 via the propeller shaft 3.

  In the propulsion charging mode, the ECU 9 controls the motor driver 7 so that the engine 5 is operated and the electric power generated by the motor 6 is supplied for charging the battery 8. Then, the ECU 9 brings the engine clutch 41 and the transmission clutch 42 into the connected state.

  In this propulsion charging mode, the driving force from the engine 5 causes the input shaft 22, the drive transmission shaft 23, the deceleration input shaft 29, the transmission shaft 30, the first reduction gear 36, the second reduction gear 37, the deceleration output shaft 31, and the The motor output shaft 60 is rotated by the driving force transmitted from the engine 5 via the motor output gear 25 while being transmitted to the propeller 2 via the propeller shaft 3. The electric power generated by the rotation of the motor output shaft 60 is supplied to charge the battery 8.

  In the hybrid propulsion mode, the ECU 9 controls the motor driver 7 so that the engine 5 is driven and the motor 6 is driven by the electric power from the battery 8. Then, the ECU 9 brings the engine clutch 41 and the transmission clutch 42 into the connected state.

  In this hybrid propulsion mode, the driving force from the engine 5 causes the input shaft 22, the drive transmission shaft 23, the deceleration input shaft 29, the transmission shaft 30, the first reduction gear 36, the second reduction gear 37, the deceleration output shaft 31, and the It is transmitted to the propeller 2 via the propeller shaft 3. Further, the driving force from the motor 6 is transmitted to the drive transmission shaft 23 via the motor output gear 25 and the transmission gear 26. As a result, the engine 5 can rotate the propeller shaft 3 with the assistance of the motor 6 (torque assist).

  In the stop charging mode, the ECU 9 puts the engine 5 into an operating state and controls the motor driver 7 so as to supply the electric power generated by the motor 6 for charging the battery 8. Then, the ECU 9 brings the engine clutch 41 into the engaged state and the transmission clutch 42 into the disengaged state.

  In this stop charging mode, the driving force from the engine 5 is transmitted to the motor output shaft 60 of the motor 6 via the input shaft 22, the drive transmission shaft 23, the transmission gear 26 and the motor output gear 25. The electric power generated by the rotation of the motor output shaft 60 is supplied to charge the battery 8.

  In the hybrid system 1 of the present embodiment, the marine vessel operator can freely switch between the drive modes described above by operating a mode switching button (not shown). Further, the hybrid system 1 has a function of automatically switching between the engine propulsion mode and the hybrid propulsion mode when a predetermined condition is satisfied. This function can be called a torque assist automatic switching function.

  The torque assist automatic switching function will be described. During the acceleration of the ship, the ECU 9 of the hybrid system 1 operates the motor 6 to assist the torque of the engine 5 (that is, the hybrid propulsion mode) when the engine speed satisfies a predetermined condition. On the other hand, when the above conditions are not satisfied, the motor 6 is stopped and the torque assist of the engine 5 is stopped (that is, the engine propulsion mode is set). This makes it possible to assist the rotation of the engine 5 by the driving force from the motor 6 in a situation where the load of the engine 5 increases due to the resistance of water or the supply air pressure of the engine 5 becomes insufficient. Therefore, a light acceleration feeling can be realized.

  The phenomenon in which the resistance of water changes during the acceleration process of a ship will be described. FIG. 3 is a diagram showing states of the ship at low, medium, and high speeds when the ship is accelerated. As shown in FIG. 3, as the gliding vessel accelerates from a low speed state, the bow of the vessel rises in the middle (hump state). After that, when the speed of the vessel further increases, the bow is lowered from the hump state, and the high-speed gliding state is set. In the hump state, the resistance to water is greater than in the low speed state and the high speed gliding state, so it is difficult to obtain a smooth feeling of propulsion.

  Next, a phenomenon in which the air supply of the engine is insufficient during acceleration will be briefly described. When acceleration is instructed from a state where the engine speed is sufficiently low, the rotational speed of the supercharger increases as the flow rate of exhaust gas increases. However, the inertia of the turbine, the shaft, the compressor, and the like delays the rise of the supercharging pressure (so-called turbo lag), so that the air supply is temporarily insufficient. The shortage of air supply becomes noticeable when the rotational speed of the engine 5 increases strongly. Insufficient air supply causes a torque shortage of the engine 5, so it is desirable to compensate for this.

  In order to realize a good acceleration feeling, it is necessary to obtain a particularly strong propulsive force in response to the phenomenon that the water resistance increases in the hump state and the phenomenon that the air supply becomes insufficient during sudden acceleration. Be done. It should be noted that the conditions under which the above phenomenon occurs vary depending on the ship type, ship type, weight, etc., so it is necessary to consider such individual differences among ships.

  In this respect, the hybrid system 1 according to the present embodiment operates the motor 6 at an appropriate timing and torques the engine 5 in consideration of the above-described phenomenon of increased water resistance and insufficient air supply during acceleration of the ship. Control to assist.

  Specifically, in the hybrid system 1 of the present embodiment, the non-volatile memory included in the ECU 9 stores an assist region during acceleration of the ship. The assist region is a preset engine speed region. When the speed of the engine 5 is within the assist region (rotational speed region) when the boat accelerates, the motor 6 operates to assist the rotation of the engine 5. As a result, smooth navigation of the ship is realized.

  In the present embodiment, the instruction for the ship operator to accelerate the vessel is classified into one of a sweep instruction (first acceleration instruction) and a sudden acceleration instruction (second acceleration instruction). When giving a sweep instruction, the boat operator slowly tilts the accelerator lever 10 to the high speed side, as shown in FIG. 4A, for example. When giving a sudden acceleration instruction, the ship operator suddenly tilts the accelerator lever 10 to the maximum speed as shown in FIG.

  The rotation speed of the engine 5 is controlled so as to follow the target rotation speed instructed by the accelerator lever 10. It can be said that the sudden acceleration instruction causes a more rapid change in the instructed target rotation speed than the sweep instruction.

  When the instruction to accelerate the ship is given, the ECU 9 determines whether the instruction is a sweep instruction or a rapid acceleration instruction. This determination can be performed, for example, by calculating the change in the target rotation speed obtained based on the operation position of the accelerator lever 10. However, it is possible to determine whether the acceleration instruction is the sweep instruction or the rapid acceleration instruction by detecting the change in the operation position of the accelerator lever 10.

  Next, the calibration work for setting the assist region will be described in detail with reference to FIGS. FIG. 5 is a graph showing an example of the first load factor curve corresponding to the sweep instruction in the sea trial operation. FIG. 6 is a graph showing an example of the second load factor curve corresponding to the sudden acceleration instruction in the sea trial operation.

  The assist area differs depending on whether the ship is instructed to sweep or suddenly instructed. The assist region corresponding to the sweep instruction (first assist region) and the assist region corresponding to the sudden acceleration instruction (second assist region) are set in the calibration mode of the hybrid system 1.

  The calibration mode is a kind of maintenance mode, and is a mode for calibrating the region of the engine speed for performing the torque assist in consideration of individual differences of ships and the like. The calibration mode is switched from the normal mode by operating a calibration switch (not shown), for example.

  In the hybrid system 1 of the present embodiment, after the system is mounted on a ship, the assist region is set at the stage of trial operation of the ship. More specifically, the boat operator actually puts the hybrid system 1 into the calibration mode and then actually sails the boat. During this test operation, the boat operator operates the accelerator lever 10 in accordance with the two instructed procedures to accelerate the boat twice. In this calibration mode, the drive mode of the hybrid system 1 is fixed to the engine propulsion mode (that is, the motor 6 is stopped, and the boat propels only by the drive force of the engine 5). The details of the operation performed by the operator at this time will be described later.

  In the course of this navigation, the ECU 9 acquires various data from the sensor 90. The ECU 9 acquires an assist area based on the result of analyzing the acquired data, and stores this assist area in a non-volatile memory.

  As a result, even when the same hybrid system 1 is installed, it is possible to easily set an assist region suitable for each ship having a different ship shape, weight, and the like.

  Subsequently, setting of the first assist region and the second assist region in the calibration mode will be described in detail.

  When the ship operator performs a test operation of the ship, the ship operator switches the hybrid system 1 to the calibration mode and operates the accelerator lever 10 according to a predetermined procedure so as to realize the typical case of the sweep instruction of the ship.

Explaining this procedure concretely, first, a ship operator sets a target revolution speed of the engine 5 to 3000 min ^-1 for a ship traveling at a low speed (for example, the revolution speed of the engine 5 is 500 min ^-1 ). As described above, the accelerator lever 10 is slowly tilted toward the high speed side (for example, taking a time of 1 second or more).

  In the process of acceleration by the sweep instruction thus realized, the ECU 9 uses the rotation sensor 93 and the torque sensor 94 to detect the rotation speed and the torque (load factor). The obtained torque is a kind of sensor detection value.

For example, when the ECU 9 detects a state where the engine speed is 500 min ⁻¹ , it detects the torque at that time. ECU9 is the detection process, the engine speed 1000min ^-1, 1500min ^-1, also repeated in the same manner if the .... The ECU 9 obtains the first load factor curve shown by the solid line in FIG. 5 based on this detection result. This first load factor curve represents the relationship between the rotation speed and the load factor.

  When shipping the hybrid system 1 from the factory, the manufacturer of the hybrid system 1 performs a bench test assuming acceleration due to a sweep instruction of the ship, and uses the obtained reference load factor curve (curve shown by a dotted line in FIG. 5) of the ECU 9 as a reference. It is stored in a non-volatile memory. This bench test is performed without the engine 5 mounted on the ship.

After obtaining the first load factor curve in the calibration mode, the ECU 9 compares the first load factor curve with the reference load factor curve for the sweep instruction. The ECU 9 stores, as a first assist region, a region of the rotational speed at which the first load factor curve deviates from the reference load factor curve by a predetermined amount or more. In the example shown in FIG. 5, the first load factor curve deviates upward from the reference load factor curve in the range of the rotation speed of approximately 1000 min ⁻¹ to 2000 min ⁻¹ . This range of the number of rotations is considered to correspond to the above-mentioned hump state. First assist region, as shown in white arrow in FIG. 5, the range rotation speed of from 1000min ^-1 to 2000 min ^-1.

  Next, the ship operator operates the accelerator lever 10 according to a predetermined procedure so as to realize a typical case of the sudden acceleration instruction of the ship.

More specifically, first, the operator operates the accelerator lever 10 so that the target rotation speed of the engine 5 becomes 500 min ^−1, and holds the state after the operation for a predetermined time or longer. Next, the marine vessel operator quickly tilts the accelerator lever 10 (for example, within 1 second) so that the target rotation speed of the engine 5 becomes 3000 min ^−1, and holds the tilted state for a predetermined time or longer.

  Also in the process of acceleration by the sudden acceleration instruction thus realized, the ECU 9 detects the rotation speed and the torque (load factor) using the rotation sensor 93 and the torque sensor 94 as in the case of the sweep instruction. The obtained torque is a kind of sensor detection value.

Specifically, ECU 9, the engine rotational speed increases from 500 min ^-1 detects 1000min ^-1, 1500min ^-1, the torque at the time of reaching the ... respectively. The ECU 9 obtains the second load factor curve shown by the solid line in FIG. 6 based on this detection result. The second load factor curve represents the relationship between the rotation speed and the load factor.

  The manufacturer of the hybrid system 1 conducts a bench test assuming not only a sweep instruction but also an acceleration corresponding to a sudden acceleration instruction, and the obtained reference load factor curve (curve shown by a dotted line in FIG. 6) is stored in the nonvolatile memory of the ECU 9. It is stored in memory.

After obtaining the second load factor curve in the calibration mode, the ECU 9 compares the second load factor curve with the reference load factor curve for the rapid acceleration instruction. Based on this, the ECU 9 acquires a region of the number of revolutions in which the second load factor curve deviates from the reference load factor curve by a predetermined amount or more. In the example shown in FIG. 6, the area, as shown by a hollow arrow in FIG. 6, the range rotation speed of from 500 min ^-1 to 2000 min ^-1.

  Regarding the sudden acceleration instruction, the assist area is set not only by considering the load but also by considering the supply pressure. Specifically, the ECU 9 acquires the supply pressure detected by the boost pressure sensor 92 in parallel with the above-described detection of torque during rapid acceleration in the calibration mode. The obtained air supply pressure is a kind of sensor detection value. After that, the ECU 9 obtains time transitions of the engine speed and the supply pressure. In FIG. 7, an example of the relationship between the detected engine speed and supply pressure and the elapsed time from a predetermined timing is indicated by a thick line.

The ECU 9 obtains the supply air pressure when the engine speed, which increases with acceleration, reaches a predetermined speed from the curve in FIG. 7. In this embodiment, the predetermined rotation speed is the rated rotation speed. However, instead of this, the rotation speed obtained by multiplying the practical maximum rotation speed by a predetermined coefficient (for example, 0.8) may be used as the above-mentioned predetermined rotation speed. In the example of FIG. 7, the supply pressure corresponding to the rated speed of 2400 min ⁻¹ is 130 kPa. Therefore, if the torque assist is performed in the engine speed region where the supply pressure is 130 kPa or less, the supply pressure of the engine 5 does not rise sufficiently, and the air amount required for combustion cannot be obtained sufficiently. The assistance by 6 can be obtained appropriately. In the example shown in FIG. 7, the area is as shown by a hollow arrow, the range rotation speed of from 700Min ^-1 to 2400 min ^-1.

  However, it may be difficult to satisfactorily determine the rotation speed region in which the torque assist is performed by simply considering only the supply pressure. For example, torque assist cannot be properly performed in a case where the supply pressure becomes relatively large in a region where the engine speed is low, or when the supply pressure suddenly increases during the rapid acceleration and then decreases.

  Therefore, when the torque assist cannot be performed favorably as described above, the ECU 9 calculates the instantaneous gradient from the time transition of the supply pressure, and determines the engine speed at the timing when the instantaneous gradient becomes equal to or greater than a predetermined value. Ask. If control is performed so that torque assist is performed in a region equal to or lower than this rotation speed, it is possible to realize torque assist under appropriate conditions.

When the engine 5 shows the time course of the supply pressure as shown by the curve in FIG. 7, it is not necessary to calculate the instantaneous gradient, and it is sufficient for calibration if the value of the supply pressure is 130 kPa or less. .. Here, for the sake of explanation, it is assumed that the instantaneous slope is obtained in the curve of FIG. 7. In FIG. 7, the time transition of the gradient of the supply pressure is indicated by a thick broken line. In this example, the peak of the instantaneous gradient appears at the timing when the rotation speed is around 2500 min ⁻¹ , and the peak value is about 80 kPa / sec. Therefore, it is also possible to obtain the engine speed at the timing when the instantaneous gradient becomes 80 kPa / sec or more and perform the torque assist in the region of the speed or less.

The ECU 9 calculates the second assist region by synthesizing the region of the number of revolutions focusing on the load and the region of the number of revolutions focusing on the supply pressure in the form of a logical sum. From the results of FIGS. 6 and 7, the second assist region is in the range of the rotation speed from 500 min ⁻¹ to 2400 min ⁻¹ .

  When the calibration is completed, the ship operator switches the hybrid system 1 to the normal mode. After that, the ship is shipped and handed over to the owner.

  The hybrid system 1 in the normal mode monitors the rotation speed of the engine 5 during the navigation of the ship after the delivery. When accelerating the marine vessel, the ECU 9 switches to the hybrid propulsion mode at an appropriate timing based on the first assist region or the second assist region acquired as described above, operates the motor 6, and drives the engine 5. To assist.

  Next, with reference to FIG. 8, details of control relating to torque assist will be described. FIG. 8 is a flowchart showing a process regarding automatic switching of drive modes of the hybrid system 1.

  When the flowchart shown in FIG. 8 is started, the ECU 9 determines whether or not an acceleration instruction has been issued to the ship (step S101). If the acceleration instruction is not given, the process returns to step S101 and the above determination is repeated.

  When it is determined in step S101 that the acceleration instruction is given, the ECU 9 determines whether the acceleration instruction is the sweep instruction (step S102).

  When it is determined in step S102 that the acceleration instruction to the ship is the sweep instruction, the ECU 9 determines that the engine rotation speed detected by the rotation sensor 93 falls within the rotation speed range defined as the first assist region. It is determined whether or not it is included (step S103).

It is determined in step S103, when the engine speed is first assist region (i.e., in the range from 1000min ^-1 to 2000 min ^-1), ECU 9 is torque assist the engine 5 by operating the motor 6 ( Step S104). Then, the process returns to step S101.

  On the other hand, if it is determined in step S103 that the engine speed is out of the first assist region, the ECU 9 does not operate the motor 6 (step S105). Then, the process returns to step S101.

That is, when the acceleration instruction to the ship is sweep instruction, the hybrid system 1, when the engine speed is 1000min ^-1 or more and 2000 min ^-1 or less, drives the propeller 2 in hybrid propulsion mode. That is, torque assist is performed. On the other hand, the hybrid system 1, when the engine speed is less than 1000min ^-1, or, when larger 2000 min ^-1 drives the propeller 2 in the engine propulsion mode. That is, torque assist is not performed.

  When it is determined in step S102 that the acceleration instruction to the ship is not the sweep instruction (in other words, the acceleration instruction is the rapid acceleration instruction), the ECU 9 determines that the engine speed detected by the rotation sensor 93 is It is determined whether or not it is included in the range of the rotational speed determined as the second assist region (step S106).

When the engine speed is within the second assist region (that is, within the range from 500 min ⁻¹ to 2400 min ⁻¹ ) in the determination of step S106, the ECU 9 operates the motor 6 to torque assist the engine 5 ( Step S107). Then, the process returns to step S101.

  On the other hand, if it is determined in step S106 that the engine speed is out of the second assist region, the ECU 9 does not operate the motor 6 (step S108). Then, the process returns to step S101.

That is, when the acceleration instruction to the ship is a rapid acceleration instruction, the hybrid system 1 drives the propeller 2 in the hybrid propulsion mode when the engine speed is 500 min ⁻¹ or more and 2400 min ⁻¹ or less. That is, torque assist is performed. On the other hand, the hybrid system 1 drives the propeller 2 in the engine propulsion mode when the engine speed is lower than 500 min ⁻¹ or higher than 2400 min ⁻¹ . That is, torque assist is not performed.

  As described above, when the engine speed is in a region where the load applied to the engine 5 is relatively large due to the resistance from water or when the air supply amount tends to be insufficient during the acceleration of the ship, torque assist by the motor 6 is performed. It is done automatically. As a result, the boat speed can be smoothly increased and the acceleration feeling can be improved. Further, the region of the engine speed in which the torque assist is performed is set by the calibration work separately for the sweep instruction and the rapid acceleration instruction in consideration of the individual difference of the ship. Therefore, the torque assist can be performed at good timing in any ship. Further, the above calibration work can be performed by a simple work of accelerating the ship. Therefore, the assist area can be appropriately determined with a small number of steps.

  As described above, the hybrid system 1 of this embodiment includes the engine 5, the motor 6, and the ECU 9. The motor 6 is configured to assist the torque of the engine 5. The ECU 9 controls the operation of the engine 5 and the motor 6. When the acceleration of the ship is instructed, the ECU 9 determines whether the acceleration instruction is a sweep instruction or a sudden acceleration instruction in which the increase in the target rotation speed of the engine 5 is sharper than the sweep instruction. To do. The ECU 9 can switch between a normal mode and a calibration mode. When the acceleration of the ship is instructed in the calibration mode, the ECU 9 controls the engine 5 so as to propel the ship without torque assist. The ECU 9 causes the motor 6 to drive the engine 5 when the sweep instruction is issued in the normal mode based on the change in the detection value of the sensor 90 accompanying the increase in the engine speed when the sweep instruction is issued in the calibration mode. A first assist region, which is a region of engine speed for torque assist, is set. The ECU 9 controls the motor 6 when the rapid acceleration instruction is issued in the normal mode based on the change in the detection value of the sensor 90 accompanying the increase of the engine speed when the rapid acceleration instruction is issued in the calibration mode. A second assist region, which is a region of engine speed for torque assisting No. 5, is set.

  Thus, for each of the different types of acceleration, the region of the engine speed at which the motor 6 torque assists the engine 5 can be appropriately determined by a simple calibration operation in consideration of the motion characteristics of each ship. it can.

  Further, in the hybrid system 1 of the present embodiment, the ECU 9 sets the first assist region based on the detection result of the engine load when the sweep instruction is issued in the calibration mode. The ECU 9 sets the second assist region based on the detection result of the engine load when the rapid acceleration instruction is issued in the calibration mode.

  As a result, the torque assist by the motor 6 can be appropriately performed in the engine speed range in which the engine load becomes relatively large due to the resistance of water or the like.

  In addition, in the hybrid system 1 of the present embodiment, the ECU 9 sets the second assist region based on the detection result of the engine air pressure when the rapid acceleration instruction is issued in the calibration mode.

  As a result, the torque assist by the motor 6 can be appropriately performed in the engine speed range in which the air supply is insufficient at the time of sudden acceleration.

  Although the preferred embodiment of the present invention has been described above, the above configuration can be modified as follows, for example.

  Regarding the rated speed, the condition of the supply pressure, the condition of the slope of the supply pressure, etc., the values shown in the above description are examples, and may be variously changed according to the engine 5 and the like.

The operation required of the operator in the calibration work is not limited to the above, and can be arbitrarily determined. For example, in the case of a sweep instruction, the target rotation speed may be increased by 300 min ^-1 instead of 500 min ^-1 .

  The second assist region may be set considering only the torque or only the air supply pressure.

  A control unit may be provided separately from the ECU 9. In this case, the hybrid system 1 uses the control unit to control the ECU 9 and the motor driver 7.

  The use of the ship may be input to the ECU 9 during the test operation, and the assist region to be set may be set to be suitable according to the use.

1 Hybrid system (Hybrid system for ships)
5 Engine 6 Motor 9 ECU (control unit)

Claims (3)

A hybrid system for a ship, comprising an engine, a motor configured to enable torque assist of the engine, and a control unit that controls the operation of the engine and the motor,
The control unit is configured to, when an instruction to accelerate the ship is given, indicate that the instruction for the acceleration is a first acceleration instruction, or the second acceleration in which the increase in the target rotation speed of the engine is sharper than the first acceleration instruction. Determine if it is an instruction,
The control unit is switchable between a normal mode and a calibration mode,
The control unit, when the acceleration of the ship is instructed in the calibration mode, does not perform the torque assist, and controls to propel the ship by the engine,
The control unit is configured to perform the first acceleration instruction in the normal mode based on a change in a sensor detection value that accompanies an increase in the engine speed when the first acceleration instruction is performed in the calibration mode. Sometimes, the motor sets a first assist region that is a region of engine speed at which the engine torque assists,
The control unit performs the second acceleration instruction in the normal mode based on a change in the sensor detection value accompanying the increase in the engine speed when the second acceleration instruction is performed in the calibration mode. A marine hybrid system characterized in that the motor sometimes sets a second assist region which is a region of an engine speed for torque assisting the engine. The marine vessel hybrid system according to claim 1, wherein
The control unit sets the first assist region based on a detection result of an engine load when the first acceleration instruction is performed in the calibration mode,
The marine vessel hybrid system, wherein the control unit sets the second assist region based on a detection result of an engine load when the second acceleration instruction is issued in the calibration mode. The marine vessel hybrid system according to claim 1 or 2,
The marine vessel hybrid system, wherein the control unit sets the second assist region based on a detection result of engine air pressure when the second acceleration instruction is issued in the calibration mode.

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