JP7060491B2 - Hybrid system for ships - Google Patents

Description

The present invention relates to a hybrid system for ships that drives a propeller for propelling a ship.

Conventionally, a hybrid system for ships equipped with a motor or the like in addition to an engine has been known as a power source for ships. In this hybrid system for ships, the engine can be torque-assisted by a motor like the ship propulsion device disclosed in Patent Document 1.

The ship propulsion device of Patent Document 1 includes a propeller, a main engine (engine) controlled by a governor, a motor 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 and the target value of the main engine output.

Japanese Patent No. 6125124

Unlike the above-mentioned Patent Document 1, it is also conceivable to set a region of the engine rotation speed for assisting the engine by the motor in advance and automatically switch the presence / absence of torque assist based on the engine rotation speed. However, in this case, since the area in which the motor should assist the engine differs depending on the application, ship type, weight, etc. of the ship to which the hybrid system is applied, it is necessary to perform calibration individually for 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 of the present invention is to provide a hybrid system capable of easily setting an assist region suitable for a mounted ship.

Means and effects to solve problems

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

From the viewpoint of the present invention, a hybrid system for ships 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 be able to torque assist the engine. The control unit controls the operation of the engine and the motor. When the control unit is instructed to accelerate the ship, the instruction for acceleration is the first acceleration instruction, or the second acceleration in which the target rotation speed of the engine increases more rapidly than the first acceleration instruction. Determine if it is an instruction. The control unit can be switched between a normal mode and a calibration mode. When the acceleration of the ship is instructed in the calibration mode, the control unit controls to propel the ship by the engine without performing the torque assist. If the change in the operating position of the accelerator lever or the change in the target rotation speed obtained based on the operating position of the accelerator lever is greater than or equal to the threshold value, the second acceleration instruction is given. It is determined as the first acceleration instruction. The control unit received the first acceleration instruction in the normal mode based on the change in the sensor detection value accompanying the increase in the engine speed when the first acceleration instruction was given in the calibration mode. Occasionally, a first assist region, which is a region of the engine speed at which the motor torque-assists the engine, is set. The control unit received the second acceleration instruction in the normal mode based on the change in the sensor detection value accompanying the increase in the engine speed when the second acceleration instruction was given in the calibration mode. Occasionally, a second assist region, which is a region of the engine speed at which the motor torque-assists the engine, is set.

Thereby, for each of the different types of acceleration, the region of the engine speed at which the motor torque-assists the engine can be appropriately determined by a simple calibration work in consideration of the kinetic characteristics of each ship.

The 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 given 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 given in the calibration mode.

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

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

As a result, when sudden acceleration is instructed, torque assist by the motor can be appropriately performed in the region of the engine speed where the supply air is insufficient.

The schematic diagram which shows the schematic structure of the hybrid system which concerns on one Embodiment of this invention. A block diagram showing the configuration of a hybrid system. The figure which shows the state of a ship at each speed of low, medium and high when the ship is accelerating. A graph explaining a sweep instruction and a sudden acceleration instruction regarding the acceleration of a ship. The graph which shows the example of the 1st load factor curve corresponding to the sweep instruction in a water test run. The graph which shows the example of the 2nd load factor curve corresponding to the sudden acceleration instruction in a water test run. A graph showing an example of a supply pressure curve corresponding to a sudden acceleration instruction in a water test run. The flowchart which shows the process about 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.

The hybrid system (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, an engine 5 and a motor 6) for driving the propeller 2. Further, 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 for supplying power to the ship. Although details are not shown, the engine 5 is formed with a combustion chamber partitioned by a cylinder, a piston, or the like. In each combustion chamber, the air supplied through the supercharger shown in the figure is compressed, and the fuel is injected into the compressed air that has become hot through the injector shown in the figure to spontaneously ignite and burn the fuel. , Push the piston to move it.

A crankshaft 21 which is an output shaft is supported by the engine 5. The crankshaft 21 rotates in response to 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 turbocharger 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 the exhaust gas generated by the combustion of fuel in the combustion chamber. The compressor connected to the turbine via the shaft rotates as the turbine rotates. The rotation of the compressor forces the outside air to be sucked in while being compressed.

The motor 6 functions as a sub-engine that powers the ship. The motor 6 is connected to the battery 8 via the motor driver 7. The electric power stored in the battery 8 is supplied to the motor 6 via the motor driver 7, so that 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 (forward / reverse rotation), 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 synthesize the driving force from the engine 5 and the motor 6 and transmit it 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 cutoff state in which the power of the input shaft 22 is cut off from the drive transmission shaft 23. There is.

A motor 6 is attached to the hybrid unit 11. A motor output gear 25 is fixed to the motor output shaft 60 of the motor 6. The 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 the rotation to the propeller shaft 3. The marine gear 12 is attached to the side opposite to 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. All of the deceleration input shaft 29, the transmission shaft 30, and the deceleration output shaft 31 are rotatably supported by the housing included 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 rotate relative to each other. 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, similarly to 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 cutoff state in which the power of the deceleration input shaft 29 is cut off from the transmission shaft 30. There is.

The 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 rotation speed, boost pressure (supply pressure), and load factor of the engine 5 based on the detection values from various sensors 90 that detect the information on the state of the engine 5. The ECU 9 controls the operation of the engine 5 based on the above-mentioned information obtained.

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

As shown in FIG. 2, the sensor 90 includes a boost pressure sensor (supply pressure sensor) 92 that detects the boost pressure in the turbocharger, a rotation sensor 93 that detects the rotation speed of the engine 5 (crankshaft 21), and an engine 5. It includes a torque sensor 94 and the like for detecting a load.

The hybrid system 1 can rotationally 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 stops the engine 5 and controls the motor driver 7 so as to drive the motor 6 with the electric power from the battery 8. Then, the ECU 9 puts the engine clutch 41 in the disengaged state and the transmission clutch 42 in the connected state.

In this electric propulsion mode, the driving force from the motor 6 is the motor output gear 25, the transmission gear 26, the drive transmission shaft 23, the reduction 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 puts the engine 5 in the operating state and sets the motor driver 7 so that the electric power of the battery 8 is not supplied to the motor 6 and the electric power generated by the motor 6 is not supplied to the battery 8. Control. Then, the ECU 9 connects the engine clutch 41 and the transmission clutch 42.

In this engine propulsion mode, the driving force from the engine 5 is the input shaft 22, the drive transmission shaft 23, the deceleration input shaft 29, the transmission shaft 30, the first deceleration gear 36, the second deceleration gear 37, the deceleration output shaft 31, and the deceleration output shaft 31. 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 as to put the engine 5 into an operating state and supply the electric power generated by the motor 6 for charging the battery 8. Then, the ECU 9 connects the engine clutch 41 and the transmission clutch 42.

In this propulsion charging mode, the driving force from the engine 5 is the input shaft 22, the drive transmission shaft 23, the deceleration input shaft 29, the transmission shaft 30, the first deceleration gear 36, the second deceleration gear 37, the deceleration output shaft 31, and the deceleration output shaft 31. The motor output shaft 60 is rotated by the driving force obtained 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 for charging the battery 8.

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

In this hybrid propulsion mode, the driving force from the engine 5 is the input shaft 22, the drive transmission shaft 23, the deceleration input shaft 29, the transmission shaft 30, the first deceleration gear 36, the second deceleration gear 37, the deceleration output shaft 31, and the deceleration output shaft 31. 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 charge mode, the ECU 9 controls the motor driver 7 so as to put the engine 5 into an operating state and supply the electric power generated by the motor 6 for charging the battery 8. Then, the ECU 9 puts the engine clutch 41 in the connected state and puts the transmission clutch 42 in 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 for charging the battery 8.

In the hybrid system 1 of the present embodiment, the operator can freely switch between the above-mentioned drive modes by operating the mode switching button shown in the figure. 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 perform torque assist of the engine 5 (that is, the hybrid propulsion mode) when the engine speed satisfies a predetermined condition. On the other hand, if 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). As a result, the rotation of the engine 5 can be assisted 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 like or the air pressure of the engine 5 is insufficient. Therefore, a light acceleration feeling can be realized.

The phenomenon that the resistance of water changes during the acceleration process of a ship will be described. FIG. 3 is a diagram showing the state of the ship at each of the low, medium and high speeds when the ship is accelerating. As shown in FIG. 3, when the gliding type ship accelerates from the low speed state, the ship takes a posture in which the bow is raised (hump state) on the way. After that, when the speed of the ship is further increased, the bow is lowered from the hump state, and the ship is in a high-speed gliding state. In the humped state, the resistance of water is larger than in the low speed state and the high speed sliding state, so that it is difficult to obtain a smooth feeling of propulsion.

Next, the phenomenon that the engine air supply is insufficient during acceleration will be briefly described. When acceleration is instructed from a state where the engine speed is sufficiently low, the speed of the turbocharger increases as the flow rate of the exhaust gas increases. However, since the increase in boost pressure is delayed due to the inertia of the turbine, shaft, compressor, etc. (so-called turbo lag), the supply air is temporarily insufficient. The shortage of air supply becomes remarkable when the rotation speed of the engine 5 has a strong momentum to increase. Insufficient supply of air causes insufficient torque of the engine 5, and it is desired to compensate for this.

In order to achieve a good acceleration feeling, it is necessary to obtain a particularly strong propulsive force in accordance with the phenomenon that the resistance of water increases in the hump state and the phenomenon that the air supply becomes insufficient at the time of sudden acceleration. Be done. Since the conditions under which the above phenomenon occurs differ depending on the ship type, ship type, weight, etc., it is necessary to consider individual differences of such ships.

In this respect, the hybrid system 1 of the present embodiment operates the motor 6 at an appropriate timing to torque the engine 5 in consideration of the above-mentioned phenomenon of increase in water resistance and insufficient air supply when the ship is accelerating. Control to assist.

Specifically, in the hybrid system 1 of the present embodiment, the non-volatile memory included in the ECU 9 stores the assist region at the time of acceleration of the ship. The assist region is a preset engine speed region. When the ship accelerates, if the rotation speed of the engine 5 is within the assist region (rotation speed region), 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 operator to accelerate the ship is classified into either a sweep instruction (first acceleration instruction) or a sudden acceleration instruction (second acceleration instruction). When giving a sweep instruction, the operator slowly tilts the accelerator lever 10 toward the high speed side, for example, as shown in FIG. 4A. When giving a sudden acceleration instruction, the operator pushes the accelerator lever 10 to the maximum speed at once, for example, as shown in FIG. 4 (b).

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 has a sharper change in the indicated target rotation speed than the sweep instruction.

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

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

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

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

In the hybrid system 1 of the present embodiment, the assist area is set at the stage of trial operation of the ship after the system is mounted on the ship. Specifically, the operator sets the hybrid system 1 in the calibration mode and then actually navigates the vessel. During this test run, the operator operates the accelerator lever 10 according to the two instructed procedures to accelerate the ship 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 ship is propelled only by the driving force of the engine 5). The details of the operation performed by the ship operator at this time will be described later.

In the process 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 the non-volatile memory.

As a result, even when the same hybrid system 1 is mounted, it is possible to easily set an assist region suitable for each of ships having different ship types, weights, and the like.

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

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

To explain this procedure concretely, first, the operator sets the target rotation speed of the engine 5 to 3000 min ^-1 for a ship navigating at a low speed (for example, the rotation speed of the engine 5 is 500 min ^-1 ). Slowly tilt the accelerator lever 10 to the high speed side (for example, taking a time of 1 second or more).

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

For example, when the ECU 9 detects a state in which the engine speed is 500 min ^-1 , it detects the torque at that time. The ECU 9 repeats this detection process in the same manner when the engine speed becomes 1000 min ^-1 , 1500 min ^-1 , .... Based on this detection result, the ECU 9 obtains the first load factor curve shown by the solid line in FIG. This first load factor curve shows 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 conducts a bench test assuming acceleration according to the sweep instruction of the ship, and the obtained reference load factor curve (curve shown by the dotted line in FIG. 5) is used in the ECU 9. 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 in the sweep instruction. The ECU 9 stores a region of a rotation speed in which the first load factor curve deviates from the reference load factor curve by a predetermined value or more as a first assist region. In the example shown in FIG. 5, the first load factor curve deviates upward from the reference load factor curve in the range of rotation speeds from about 1000 min ^-1 to 2000 min ^-1 . It is considered that this range of rotation speed corresponds to the above-mentioned hump state. The first assist region is in the range of rotation speeds from 1000 min ^-1 to 2000 min ^-1 as shown by the white arrow in FIG.

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

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 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 keeps the tilted state for a predetermined time or longer.

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

Specifically, the ECU 9 detects the torque at the time when the engine speed increasing from 500 min ^-1 reaches 1000 min ^-1 , 1500 min ^-1 , .... Based on this detection result, the ECU 9 obtains the second load factor curve shown by the solid line in FIG. This second load factor curve shows the relationship between the rotation speed and the load factor.

The manufacturer of the hybrid system 1 conducted a bench test assuming acceleration corresponding to a sudden acceleration instruction as well as a sweep instruction, and obtained a reference load factor curve (the curve shown by the dotted line in FIG. 6) of the non-volatile ECU 9. It is stored in the 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 in the sudden acceleration instruction. Based on this, the ECU 9 acquires a region of the rotation speed in which the second load factor curve deviates from the reference load factor curve by a predetermined value or more. In the example shown in FIG. 6, the region has a rotation speed range of 500 min ^-1 to 2000 min ^-1 as indicated by the white arrow in FIG.

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

The ECU 9 obtains the air pressure when the engine speed, which increases with acceleration, reaches a predetermined speed from the curve of FIG. 7. The predetermined rotation speed is the rated rotation speed in the present embodiment. 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 air pressure corresponding to the rated rotation speed of 2400 min ^-1 is 130 kPa. Therefore, if torque assist is performed in the engine speed region where the air pressure is 130 kPa or less, the air pressure of the engine 5 does not rise sufficiently and the amount of air required for combustion cannot be sufficiently obtained. The assistance of 6 can be appropriately obtained. In the example shown in FIG. 7, the region has a rotation speed range of 700 min ^-1 to 2400 min ^-1 as indicated by a white arrow.

However, it may be difficult to satisfactorily determine the rotation speed range in which torque assist is performed by simply considering the air supply pressure. For example, torque assist cannot be appropriately performed in a case where the supply pressure becomes relatively large in a region where the engine speed is low, or the supply pressure rises sharply in the middle of sudden acceleration and then drops.

Therefore, when the torque assist cannot be performed satisfactorily as described above, the ECU 9 calculates the instantaneous gradient from the time transition of the supply air pressure, and determines the engine speed at the timing when the instantaneous gradient becomes equal to or higher than a predetermined value. demand. If the torque assist is controlled in the region of the rotation speed or less, the torque assist under an appropriate situation can be realized.

When the engine 5 shows the time transition of the air pressure as shown in the curve of FIG. 7, it is not necessary to calculate the instantaneous gradient, and it is sufficient for calibration if the condition that the air pressure value is 130 kPa or less is used. .. Here, for the sake of explanation, it is assumed that the instantaneous gradient is obtained in the curve of FIG. In FIG. 7, the time transition of the gradient of the air pressure is shown 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 rotation speed at the timing when the instantaneous gradient becomes 80 kPa / sec or more, and to perform torque assist in the region of the rotation speed or less.

The ECU 9 calculates the second assist region by synthesizing the region of the rotation speed focusing on the load and the region of the rotation speed focusing on the air 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 rotation speeds from 500 min ^-1 to 2400 min ^-1 .

When the calibration is completed, the operator switches the hybrid system 1 to the normal mode. The vessel is then shipped and handed over to the owner.

When the ship is sailing after delivery, the hybrid system 1 in the normal mode monitors the rotation speed of the engine 5. When accelerating the ship, 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, and operates the motor 6 to drive the engine 5. To assist.

Next, with reference to FIG. 8, the details of the control related to the torque assist will be described. FIG. 8 is a flowchart showing a process relating to automatic switching of the drive mode 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 given to the ship (step S101). If the acceleration instruction is not given, the process returns to step S101 and the above determination is repeated.

If it is determined in step S101 that an acceleration instruction has been given, the ECU 9 determines whether or not the acceleration instruction is a sweep instruction (step S102).

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

If the engine speed is within the first assist region (that is, within the range of 1000 min ^-1 to 2000 min ^-1 ) at the judgment of step S103, the ECU 9 operates the motor 6 to torque assist the engine 5 (that is, within the range of 1000 min -1 to 2000 min -1). Step S104). After that, the process returns to step S101.

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

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

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

If the engine speed is within the second assist region (that is, within the range of 500 min ^-1 to 2400 min ^-1 ) at the judgment of step S106, the ECU 9 operates the motor 6 to torque assist the engine 5 (that is, within the range of 500 min -1 to 2400 min -1). Step S107). After that, the process returns to step S101.

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

That is, when the acceleration instruction to the ship is a sudden 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 less than 500 min ^-1 or larger than 2400 min ^-1 . That is, torque assist is not performed.

In this way, when the engine speed is in a region where the load applied to the engine 5 due to resistance from water is relatively large or in a region where the amount of air supply tends to be insufficient when the ship is accelerating, torque assist by the motor 6 is performed. It is done automatically. As a result, the ship speed can be smoothly increased and the acceleration feeling can be improved. Further, the region of the engine speed at which torque assist is performed is set separately for the sweep instruction and the sudden acceleration instruction by the calibration work in consideration of the individual difference of the ship. Therefore, torque assist can be performed at a 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 man-hours.

As described above, the hybrid system 1 of the present embodiment includes an engine 5, a motor 6, and an ECU 9. The motor 6 is configured to be able to torque assist the engine 5. The ECU 9 controls the operations 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 whether the increase in the target rotation speed of the engine 5 is a sharp acceleration instruction than the sweep instruction. do. The ECU 9 can be switched between a normal mode and a calibration mode. When the acceleration of the ship is instructed in the calibration mode, the ECU 9 does not perform torque assist and controls the engine 5 to propel the ship. In the ECU 9, the motor 6 drives the engine 5 when the sweep instruction is given in the normal mode based on the change in the detected value of the sensor 90 due to the increase in the engine speed when the sweep instruction is given in the calibration mode. The first assist region, which is the region of the engine speed for torque assist, is set. The ECU 9 has the motor 6 engine when the sudden acceleration instruction is given in the normal mode based on the change in the detected value of the sensor 90 due to the increase in the engine speed when the sudden acceleration instruction is given in the calibration mode. A second assist region, which is a region of the engine speed for torque assisting 5, is set.

As a result, 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 work in consideration of the kinetic characteristics of each ship. 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 given in the calibration mode. The ECU 9 sets the second assist region based on the detection result of the engine load when the sudden acceleration instruction is given in the calibration mode.

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

Further, 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 sudden acceleration instruction is given in the calibration mode.

As a result, torque assist by the motor 6 can be appropriately performed in the region of the engine speed in which the supply air 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 changed as follows, for example.

Regarding the rated rotation speed, the condition of the supply pressure, the condition of the gradient of the supply pressure, etc., the values shown in the above description are examples, and may change variously depending on the engine 5 and the like.

The operation required of the ship 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 operation may be performed so as to increase the target rotation speed by 300 min ^-1 instead of 500 min ^-1 .

The second assist region may be set in consideration of only the torque, or may be set in consideration of only the air supply pressure.

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

The use of the ship may be input to the ECU 9 at the time of the test run, and the assist area 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 marine hybrid system including an engine, a motor capable of torque assisting the engine, and a control unit for controlling the operation of the engine and the motor.
When the control unit is instructed to accelerate the ship, the instruction for acceleration is the first acceleration instruction, or the second acceleration in which the target rotation speed of the engine increases more rapidly than the first acceleration instruction. Judge whether it is an instruction and
The control unit can be switched between a normal mode and a calibration mode.
When the acceleration of the ship is instructed in the calibration mode, the control unit controls to propel the ship by the engine without performing the torque assist.
If the change in the operating position of the accelerator lever or the change in the target rotation speed obtained based on the operating position of the accelerator lever is greater than or equal to the threshold value, the second acceleration instruction is given. Judging as the first acceleration instruction,
The control unit received the first acceleration instruction in the normal mode based on the change in the sensor detection value accompanying the increase in the engine speed when the first acceleration instruction was given in the calibration mode. Occasionally, a first assist region, which is a region of engine speed at which the motor torque-assists the engine, is set.
The control unit received the second acceleration instruction in the normal mode based on the change in the sensor detection value accompanying the increase in the engine speed when the second acceleration instruction was given in the calibration mode. A marine hybrid system, wherein the motor sometimes sets a second assist region, which is a region of engine speed for torque assisting the engine. The marine hybrid system according to claim 1.
The control unit sets the first assist region based on the detection result of the engine load when the first acceleration instruction is given in the calibration mode.
The control unit is a hybrid system for ships, characterized in that the second assist region is set based on the detection result of the engine load when the second acceleration instruction is given in the calibration mode. The marine hybrid system according to claim 1 or 2.
The control unit is a hybrid system for ships, characterized in that the second assist region is set based on the detection result of the engine air pressure when the second acceleration instruction is given in the calibration mode.

Images