JP2015227110A - Ship propulsion system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize low fuel consumption by achieving both a revolving speed control and the leveling of a fuel supply quantity in a hybrid ship propulsion system.SOLUTION: A ship propulsion system 100 comprises: a revolving speed controller 22 computing a fuel supply quantity command value to a main engine 1 so as to make the revolving speed of the main engine 1 close to a main-engine-revolving-speed set value; a fuel supply unit 23 supplying fuel to the main engine 1 in response to the fuel-supply-quantity command value; an electric power corrector 24 computing an electric-power-correction command value to a motor-generator 3 so that electric power generated by a main generator decreases or electric power generated by the motor-generator 3 increases when the fuel-supply-quantity command value increases, and so that the electric power generated by the main generator increases or the electric power generated by the motor-generator 3 decreases when the fuel-supply-quantity command value decreases; and a motor-generator controller 25 controlling the motor-generator 3 in response to the electric-power-correction command value.

Description

  The present invention relates to a ship propulsion system.

  In recent years, there has been an increasing demand for reducing fuel costs for ships from the viewpoint of soaring crude oil prices and global warming. Non-Patent Document 1 discloses that in a marine vessel propulsion system, fuel index control (control that keeps the fuel supply amount constant) or output control (control that keeps the main engine output constant) has lower fuel consumption than rotation speed control. It is disclosed. That is, even if the fluctuation of the rotational speed of the main engine is allowed to some extent, the fuel consumption becomes lower when the fuel supply amount or output is constant.

  Recently, a hybrid type ship propulsion system having a high fuel consumption reduction effect has attracted attention. This ship propulsion system includes a main engine including a diesel engine as a power source and a motor generator. Patent Document 1 discloses a technique for controlling load fluctuations of the main machine while performing the rotation speed control by controlling the electric power of the motor generator according to the distortion amount or the rotation speed of the shaft connecting the main machine and the propeller. ing.

JP2013-052704A

“Development of a new control system for marine diesel engines aimed at reducing CO2 emissions”, Mitsui Engineering & Shipbuilding Technical Report, No. 203, 2011

  However, Non-Patent Document 1 also shows that it is necessary to use the rotational speed control in order to prevent overspeed during stormy weather. Therefore, to reduce the fuel consumption of the main engine, it is desired to achieve both rotation speed control and fuel supply leveling.

  On the other hand, the technique of Patent Document 1 has the following problems. That is, when the distortion amount is used, the distortion amount is affected by the output torque of the main engine, the propeller load torque, and the torque of the motor generator. For example, even when the motor generator varies due to power management control, the amount of distortion also varies, so that unnecessary power control of the motor generator is performed. Further, when the rotation speed is used, the rotation speed is affected by the rotation speed control of the main machine. When the responsiveness of the rotational speed control of the main machine is excellent, it is difficult to detect a change in the rotational speed, and as a result, it becomes difficult to adjust the electric power of the motor generator.

  That is, when the distortion amount is used, it is difficult to perform control that accurately reflects the output fluctuation of the main engine, and when the rotational speed is used, there is a problem that the power control of the motor generator is hindered by the rotational speed control.

  Therefore, the present invention has been made to solve such problems, and in a hybrid marine vessel propulsion system, it is possible to achieve both low speed control and leveling of the fuel supply amount, and to realize low fuel consumption. The first purpose.

  A second object is to achieve both rotational speed control and power control.

  In order to solve the above problems, a marine vessel propulsion system according to an aspect of the present invention includes a main engine (propulsion main machine), a main generator, a motor generator, an inboard bus, and a propeller. The propeller is connected to the main engine and the motor generator so that power can be transmitted, and the inboard bus is a ship propulsion system electrically connected to the main generator and the motor generator. A rotation speed controller that calculates a fuel supply amount command value of the main engine so that the rotation speed approaches the main engine rotation speed command value; a fuel supply device that supplies fuel to the main machine according to the fuel supply amount command value; When the fuel supply amount command value increases, the generated power decreases or the electric power increases, and when the fuel supply amount command value decreases, the electric power correction command value of the motor generator increases so that the generated power increases or the electric power decreases. Calculate It comprises a power compensator, and a motor generator controller for controlling the electric generator in accordance with said power correction command value.

  With the above configuration, when the fuel supply amount command value is increased or decreased, the load of the main engine is decreased or increased by the motor generator, so that the rotational speed approaches the main engine rotational speed command value, and the change in the fuel supply amount becomes small. Fuel consumption improves. Since the fuel supply amount command value is used, the fuel supply amount command value is not affected by the power management control, and can be applied without any problem even if the responsiveness of the main engine speed control is good.

The motor generator is configured so as to compare power demand and thrust excess and deficiency by comparing the ship thrust demand and the ship power demand with the main engine thrust supply capacity and the main generator power supply capacity, respectively. A power management unit for calculating a power distribution command value for electric or power generation;
The motor generator controller may calculate a power command value by adding the power correction command value and the power distribution command value, and control the motor generator according to the power command value.

  With the above configuration, compatibility with ship power management control can be achieved.

  A first high-pass filter having the fuel supply amount command value as an input value, and the power corrector decreases the generated power or increases the electric power when the output value of the first high-pass filter is positive; In the negative case, the power correction command value of the motor generator may be calculated so that the generated power increases or the electric power decreases.

  With the above configuration, only the fluctuation component of the fuel supply amount command value can be extracted, and the motor generator can be suitably controlled. Other filters may be used as long as the calculation method can extract only the fluctuation component of the fuel supply amount command value.

  A first high-pass filter that uses the fuel supply amount command value as an input value; and a second high-pass filter that uses the main engine speed command value as an input value, and the power corrector outputs an output value of the first high-pass filter. The first power correction command value of the motor generator is calculated so that the generated power is decreased or the electric power is increased when is positive, and the generated power is increased or the electric power is decreased when the negative is negative, When the output value of the second high-pass filter is positive, the generated power decreases or increases the electric power, and when the output value is negative, the second power correction of the motor generator increases so that the generated power increases or the electric power decreases. A command value may be calculated, and an addition value of the first power correction command value and the second power correction command value may be used as a power correction command value.

  With the above configuration, when the main engine speed command value is increased or decreased, the load of the main engine is reduced or increased by the motor generator, so that the rotation speed approaches the main engine speed command value, and the change in the fuel supply amount becomes smaller. Fuel consumption is further improved. Other filters may be used as long as the calculation method can extract only the fluctuation component of the main engine speed command value.

  A low-pass filter having the fuel supply amount command value as an input value may be provided, and the fuel supplier may supply fuel to the main engine according to an output value of the low-pass filter.

  With the above configuration, the change in the fuel supply amount of the main engine can be further reduced by the low-pass filter, so that the fuel supply amount can be made more constant. Other filters may be used as long as the calculation method can extract only the low frequency component of the fuel supply amount command value.

  A power storage device is connected to the inboard bus or an electrical path between the inboard bus and the motor generator, and is controlled so that charging is performed when the power correction command value represents power generation, and discharging is performed when representing power generation. You may further have a power storage device controller.

  With the above configuration, the power storage device is charged and discharged according to the power correction command value of the motor generator, so that frequency and voltage fluctuations of the system can be suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, coexistence with rotation speed control and the equalization of a fuel supply amount can be aimed at in a hybrid type ship propulsion system, and a low fuel consumption can be implement | achieved.

It is a block diagram which shows the hardware constitutions of the ship propulsion system which concerns on 1st Embodiment of this invention. It is a block diagram of the control system of the ship propulsion system of FIG. It is a block diagram of the control system of the ship propulsion system concerning a 2nd embodiment of the present invention. It is a block diagram of the control system of the ship propulsion system concerning a 3rd embodiment of the present invention. It is a block diagram of the control system of the ship propulsion system concerning a 4th embodiment of the present invention. It is a block diagram of the control system of the ship propulsion system concerning a 5th embodiment of the present invention. It is a block diagram of the control system of the ship propulsion system concerning a 6th embodiment of the present invention. It is a graph which shows typically a time change of each command value to change of propeller load. It is a block diagram of the control system of the ship propulsion system concerning a 7th embodiment of the present invention. It is a block diagram which shows the hardware constitutions of the ship propulsion system which concerns on 8th Embodiment of this invention. It is a block diagram which shows the hardware constitutions of the ship propulsion system which concerns on 9th Embodiment of this invention.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings. Below, the same code | symbol is attached | subjected to the element which is the same or it corresponds through all the drawings, and the overlapping description is abbreviate | omitted.

(First embodiment)
[Constitution]
FIG. 1 is a block diagram showing a hardware configuration of a ship propulsion system 100 according to an embodiment of the present invention. As shown in FIG. 1, the ship propulsion system 100 includes a main engine 1, a main generator 2, a motor generator 3, an inboard bus 4, and a propeller 5. Thick lines indicate mechanical connections, and thin lines indicate electrical wiring.

  The main machine 1 is a main power source that drives a propeller 5 as a propulsion device. In the present embodiment, the main engine 1 is a diesel engine that drives a propeller using, for example, heavy oil or LNG as fuel. The main engine 1 may be another power source (for example, a gas turbine, a gas engine, or a steam turbine). The rotating shaft of the diesel engine is connected to the propeller 5 via the speed reducer 8 so that power can be transmitted, and the propeller 5 is driven.

  The main generator 2 is a device in which, for example, a diesel engine or other power source (for example, a gas turbine, a gas engine, a steam turbine) and a generator are connected by a rotating shaft, and the generator is driven by the rotation of the rotating shaft of the power source. And is configured to generate electricity. The electric power generated by the main generator 2 is fed from the inboard bus 4 to the inboard power system. The main generator 2 is connected to the power converter 6 via the inboard bus 4. In the present embodiment, the power converter 6 includes a power converter 6 a connected to the inboard bus 4 and a power converter 6 b connected to the motor generator 3. The power converters 6a and 6b are connected via a direct current intermediate part and operate in both directions of a power generation state and an electric state. In the power generation state, the power converter 6 is supplied with power from the motor generator 3 and supplies this power to the inboard power system. In the electric state, the power generated by the main generator 2 is supplied from the inboard power system. This electric power is configured to be supplied to the motor generator 3.

  The motor generator 3 operates as a generator or an electric motor based on a signal from the control device 10. When the motor generator 3 operates as a generator, the motor generator 3 supplies electric power generated by the power transmitted from the main engine 1 via the speed reducer 8 to the inboard bus 4. When the motor generator 3 operates as an electric motor, the propeller 5 is driven by the power generated by the electric power generated by the main generator 2. In the present embodiment, the motor generator 3 has a rotating shaft mechanically connected to the propeller 5 via the speed reducer 8 and electrically connected to the inboard bus 4 via the power converter 6.

  The propeller 5 is driven by one or both of the main engine 1 and the motor generator 3. In the present embodiment, the propeller 5 is connected to the main engine 1 and the motor generator 3 via the speed reducer 8 so that power can be transmitted.

  The inboard bus 4 transmits power from the main generator 2 or the motor generator 3 to the inboard power system. In the present embodiment, the inboard bus 4 is electrically connected to the main generator 2, the power conversion device 6, and the power storage device 9. Here, the power transmitted to the inboard bus 4 is supplied to the power storage device 9 and stored as charging power. This power storage device 9 is normally composed of a chargeable / dischargeable secondary battery or capacitor, and charging / discharging is a direct current. Therefore, the alternating current power of the inboard bus 4 and the direct current power of the secondary battery or capacitor are mutually converted. The power converter 7 is provided.

  The control device 10 controls the ship propulsion system 100 as a whole. In addition, the control device 10 performs both the rotational speed control characterizing the present invention and the leveling of the fuel supply amount. In addition, you may perform control of the ship propulsion system 100 whole with another control apparatus.

  FIG. 2 is a block diagram of a control system of the ship propulsion system 100. As shown in FIG. 2, the marine vessel propulsion system 100 includes a rotation speed controller 22, a fuel supplier 23, a power corrector 24, and a motor generator controller 25.

  In the present embodiment, the control device 10 is configured to include an adder / subtractor 21, a rotation speed controller 22, a power corrector 24, and a motor generator controller 25. The control device 10 is composed of an arithmetic device such as a field programmable gate array (FPGA), a programmable logic controller (PLC), or a microcontroller, and includes a rotation speed controller 22, a power corrector 24, and a motor generator controller. Reference numeral 25 denotes a functional block realized by executing a program built in the arithmetic device. Hereinafter, an adder, a subtracter, and an adder / subtractor are referred to as an adder / subtracter without distinction.

  The adder / subtracter 21 subtracts the main engine speed from the main engine speed command value and outputs the subtracted value (deviation) to the speed controller 22. Here, the main engine rotation speed command value may be input through, for example, a driver's lever operation, or may be stored in advance in a memory inside the control device 10. The main machine rotation speed is a value obtained by detecting the rotation speed of the main spindle by a sensor (not shown) provided on the main spindle of the main machine 1.

  The rotation speed controller 22 calculates the fuel supply amount command value of the main engine 1 based on the output of the adder / subtractor 21, and outputs the calculated fuel supply amount command value to the fuel supplier 23 and the power corrector 24. In the present embodiment, the rotation speed controller 22 is configured to calculate the fuel supply amount command value of the main machine 1 so that the rotation speed of the main machine 1 approaches the main machine rotation speed command value.

  The fuel supplier 23 supplies fuel to the main engine 1 in accordance with the fuel supply amount command value input from the rotation speed controller 22. In the present embodiment, the fuel supplier 23 is configured to supply, for example, heavy oil or LNG fuel to the diesel engine (main engine 1).

  The power corrector 24 calculates a power correction command value for the motor generator 3 based on the fuel supply amount command value input from the rotation speed controller 22, and outputs it to the motor generator controller 25. In the present embodiment, the power corrector 24 reduces the generated power or increases the electric power when the fuel supply amount command value increases, and increases the generated power or decreases the electric power when the fuel supply amount command value decreases. The power correction command value of the motor generator 3 is calculated.

  The motor generator controller 25 controls the motor generator 3 according to the power correction command value input from the power corrector 24. In the present embodiment, the motor generator controller 25 is configured to calculate the power command value according to the power correction command value input from the power corrector 24.

[Operation]
Next, the operation of the marine vessel propulsion system 100 configured as described above will be described.

  First, a general operation will be described. In FIG. 1, in the marine vessel propulsion system 100, a control device 10 controls a main machine 1, a main generator 2, a motor generator 3, a power conversion device 6, and the like. The speed of the main machine 1 is controlled so that the speed of the main machine 1 approaches the main machine speed command value.

  Next, a description will be given of the compatibility control between the rotational speed control and the leveling of the fuel supply amount. In FIG. 2, a main engine speed command value is input to the control device 10. The adder / subtractor 21 outputs the deviation of the main engine speed relative to the main engine speed command value to the speed controller 22. The rotation speed controller 22 generates a fuel supply amount command value according to the deviation of the main engine rotation speed, and outputs this to the fuel supply device 23 and the power corrector 24. The fuel supplier 23 supplies fuel to the main engine 1 according to the fuel supply amount command value. Thereby, feedback control is performed so that the rotation speed of the main machine 1 approaches the main machine rotation speed command value. On the other hand, the power corrector 24 generates a power correction command value corresponding to the fuel supply amount command value and outputs it to the motor generator controller 25. At this time, the power corrector 24 reduces or increases the power generated by the motor generator 3 when the fuel supply amount command value increases, and increases the power generated by the motor generator 3 when the fuel supply amount command value decreases. Alternatively, the power correction command value is generated so that the electric power decreases. The motor generator controller 25 controls power generation or motor drive of the motor generator 3 according to the power correction command value.

  Thus, in parallel with the rotational speed control of the main engine 1, when the fuel supply amount command value is increased, the motor generator 3 is controlled to decrease the generated power during power generation. On the other hand, at the time of electric drive, the motor generator 3 is controlled to increase electric power. As a result, the load on the main machine 1 is reduced.

  In parallel with the rotational speed control of the main engine 1, when the fuel supply amount command value decreases, the motor generator 3 is controlled to increase the generated power during power generation. On the other hand, during electric drive, the motor generator 3 is controlled so as to reduce the electric power. As a result, the load on the main machine 1 increases.

  Therefore, according to the present embodiment, when the fuel supply amount command value is increased or decreased, the load of the main engine 1 is decreased or increased by the motor generator 3, so that the rotational speed approaches the main engine rotational speed command value and the fuel supply is performed. The change in quantity is reduced, improving fuel efficiency. Further, since the fuel supply amount command value is used for the control of the motor generator 3, it is not affected by the power management control and can be applied without any problem even if the responsiveness of the rotational speed control of the main engine 1 is good. As a result, both the rotational speed control and the leveling of the fuel supply amount can be achieved, and low fuel consumption can be realized in the ship propulsion system 100.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. The hardware configuration of the ship propulsion system 101 of the present embodiment is the same as the configuration of FIG. Below, the description of the structure common to 1st Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 3 is a block diagram of a control system of the ship propulsion system 101 according to the second embodiment of the present invention. As shown in FIG. 3, the control device 10 </ b> A further includes a power manager 26 as compared with the first embodiment, and the control device 10 </ b> A includes the main machine 1, the main generator 2, the motor generator 3, and the power conversion device 6. Are different in that they operate in the following four operation modes.

  In the electric propulsion mode, the main engine 1 is stopped and the main generator 2 and the motor generator 3 are operated. The control device 10A disconnects the mechanical connection between the main machine 1 and the reduction gear 8 by, for example, a clutch (not shown). Then, the propeller 5 is driven using the motor generator 3 as an electric motor, and control is performed so that electric power is supplied from the main generator 2 to the inboard bus 4.

  In the propulsion boost mode, the main engine 1, the main generator 2, and the motor generator 3 are operated. The control device 10 </ b> A controls the main generator 1 and the motor generator 3 to drive the propeller 5 using the motor generator 3 as an electric motor, and supplies power from the main generator 2 to the inboard bus 4.

  In the parallel mode, the main engine 1, the main generator 2, and the motor generator 3 are operated. The control device 10 </ b> A uses the motor generator 3 as a generator, drives the propeller 5 by the main engine 1, and controls the main generator 2 and the motor generator 3 to supply power to the inboard bus 4.

  In the axial mode, the main generator 2 is stopped, and the main engine 1 and the motor generator 3 are operated. The control device 10 </ b> A uses the motor generator 3 as a generator, drives the propeller 5 by the main engine 1, and controls the motor generator 3 to supply power to the inboard bus 4.

  The power management unit 26 compares the power demand of the ship and the power demand of the ship with the power supply capacity of the main engine 1 and the power supply capacity of the main generator 2, and adjusts the excess and deficiency of power and thrust. The power generator 3 is configured to calculate a power distribution command value that is electric or power generated.

  The motor generator controller 25 calculates the power command value by adding the power correction command value and the power distribution command value, and controls the motor generator 3 according to the power command value. The motor generator controller 25 includes an adder / subtractor 27. The adder / subtractor 27 is configured to add the power command value input from the power corrector 24 and the power distribution value input from the power manager 26 to calculate the power command value.

  Next, a description will be given of the compatibility control among the rotational speed control, the leveling of the fuel supply amount, and the power management control of the ship.

  In FIG. 3, the power management unit 26 includes a ship switchboard, a control device for the main engine 1, and a control device for the main generator 2 (none of which are shown), the current thrust demand for the ship, power demand, and thrust supply for the main engine 1. Information including the capacity and the power supply capacity of the main generator 2 is input. The power management unit 26 compares the power demand of the ship and the power demand of the ship with the power supply capacity of the main engine 1 and the power supply capacity of the main generator 2, and adjusts the excess and deficiency of power and thrust. The electric power distribution command value which the generator 3 electrically or generates electric power is calculated.

  The motor generator controller 25 receives a power correction command value corresponding to the fuel supply amount command value from the power corrector 24, and a power distribution command value for the motor generator 3 to drive or generate power from the power manager 26. . The adder / subtracter 27 calculates the power command value by adding the power command value and the power distribution value. Thereby, the motor generator controller 25 can control the motor generator 3 to be driven in the electric propulsion mode or the propulsion boost mode when the thrust is insufficient. On the other hand, when the power is insufficient, the motor generator controller 25 can control the motor generator 3 to generate power in the parallel mode or the axial mode.

  Therefore, according to the present embodiment, it is possible to achieve both rotation speed control, fuel supply amount leveling, and ship power management control.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. The hardware configuration of the ship propulsion system 102 of the present embodiment is the same as the configuration of FIG. Here, the description of the configuration common to the above-described embodiment is omitted, and only the configuration that is different will be described.

  FIG. 4 is a block diagram of a control system of the ship propulsion system 102 according to the third embodiment of the present invention. As shown in FIG. 4, the control device 10 </ b> B is different from the first embodiment in that the power corrector 24 includes a first high-pass filter 28 and an amplifier 29.

  When the output value of the first high-pass filter 28 is positive, the power corrector 24 reduces the generated power or increases the electric power. When the output value is negative, the power corrector 24 increases the generated power or decreases the electric power. The power correction command value of the machine 3 is calculated. Here, the amplifier 29 adjusts the gain of the output value of the first high-pass filter 28. Since the unit of the output value of the first high-pass filter 28 is the fuel supply amount [g / sec], the amplifier 29 converts the unit of the output value into electric power.

  In FIG. 4, the fuel supply amount command value is input to the first high-pass filter 28. The first high-pass filter 28 extracts only the fluctuation component of the fuel supply amount command value and outputs it to the amplifier 29. The amplifier 29 adjusts the gain of the output value of the first high pass filter 28. At this time, the power corrector 24 decreases the generated power or increases the electric power when the output value of the first high-pass filter 28 is positive, and generates the generated power when the output value of the first high-pass filter 28 is negative. The power correction command value of the motor generator 3 is calculated so that the increase or the electric power decreases.

  Therefore, according to the present embodiment, since only the fluctuation component of the fuel supply amount command value is extracted by the power corrector 24, the control of the motor generator 3 can be more suitably realized as compared with the first embodiment. Can do. Other filters may be used as long as the calculation method can extract only the fluctuation component of the fuel supply amount command value.

  In the present embodiment, the first high-pass filter 28 is provided inside the power corrector 24, but may be provided outside the power corrector 24 as a part of the control device 10B.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described with reference to FIG. The hardware configuration of the ship propulsion system 103 of this embodiment is the same as the configuration of FIG. Here, the description of the configuration common to the above-described embodiment is omitted, and only the configuration that is different will be described.

  FIG. 5 is a block diagram of a control system of the ship propulsion system 103 according to the fourth embodiment of the present invention. As shown in FIG. 5, in the control device 10C, as compared with the third embodiment, the power corrector 24 further includes a second high-pass filter 30 and an amplifier 31 having the main engine speed command value as input values. When the sum of the output value of 29 and the output value of the amplifier 31 is positive, the generated power decreases or the electric power increases, and when negative, the electric power generation increases the generated power or decreases the electric power. The difference is that the power correction command value of the machine 3 is calculated.

  Specifically, the power corrector 24 further includes a second high-pass filter 30, an amplifier 31, and an adder / subtractor 32. The amplifier 31 adjusts the gain of the output value of the second high pass filter 30 and outputs it to the adder / subtractor 32. Since the unit of the output value of the second high-pass filter 30 is the main engine speed [rpm], the amplifier 31 converts the unit of the output value into electric power. Also, the unit of the output value of the first high-pass filter 28 is converted from the fuel supply amount [g / sec] into electric power by the amplifier 29. The adder / subtractor 32 is configured to add the output values of the amplifier 29 and the amplifier 31 to generate a power correction command value, and output this to the motor generator controller 25.

  With such a configuration, the motor generator controller 25 controls to decrease the generated power of the motor generator 3 or increase the electric power when the main engine speed command value increases in the rotational speed control. As a result, the load on the main machine 1 is reduced.

  Further, the motor generator controller 25 controls to increase the generated power of the motor generator 3 or to decrease the electric power when the main engine speed command value is decreased in the rotational speed control. As a result, the load on the main machine 1 increases.

  Therefore, according to the present embodiment, the load of the main engine 1 is decreased or increased by the motor generator 3 when the main engine speed command value is increased or decreased, so that the speed approaches the main engine speed command value and fuel is supplied. The change in the amount is reduced, and the fuel consumption can be further improved as compared with the first embodiment.

  In the present embodiment, the second high-pass filter 30 is provided inside the power corrector 24, but may be provided outside the power corrector 24 as a part of the control device 10C. Other filters may be used as long as the calculation method can extract only the fluctuation component of the main engine speed command value.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described with reference to FIG. The hardware configuration of the ship propulsion system 104 of this embodiment is the same as the configuration of FIG. Here, the description of the configuration common to the above-described embodiment is omitted, and only the configuration that is different will be described.

  FIG. 6 is a block diagram of a control system of the ship propulsion system 104 according to the fifth embodiment of the present invention. As shown in FIG. 6, in the control device 10D, as compared with the first embodiment, the fuel supply unit 23 has a low-pass filter 33 having the fuel supply amount command value as an input value, and the output value of the low-pass filter 33 is Therefore, the point that the fuel is supplied to the main engine 1 is different.

  Therefore, according to this embodiment, the change in the fuel supply amount of the main engine 1 can be further reduced by the low-pass filter 33 as compared with the first embodiment, so that the fuel supply amount is made more constant. be able to.

  In the present embodiment, the low-pass filter 33 is provided inside the fuel supply unit 23, but a configuration provided outside the fuel supply unit 23 as a part of the control device 10D may be used. Other filters may be used as long as the calculation method can extract only the low frequency component of the fuel supply amount command value.

(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described with reference to FIG. The hardware configuration of the ship propulsion system 105 of the present embodiment is the same as the configuration of FIG. Here, the description of the configuration common to the above-described embodiment is omitted, and only the configuration that is different will be described.

  FIG. 7 is a block diagram of a control device 10E of the ship propulsion system 105 according to the sixth embodiment of the present invention. As shown in FIG. 7, first, the control device 10E controls the power storage device 9 so that it is charged when the power correction command value represents power generation and discharged when it represents electricity, as compared with the first embodiment. The point which further has the electric power storage apparatus controller 35 to perform is different.

  With such a configuration, when the power correction command value indicates power generation, the power storage device 9 is controlled to be charged. On the other hand, when the power correction command value represents electric drive, the power storage device 9 is controlled to discharge.

  Therefore, according to the present embodiment, the power storage device 9 is charged and discharged according to the power correction command value of the motor generator 3, so that the frequency and voltage fluctuations of the system are suppressed as compared with the first embodiment. can do.

(Effect of embodiment)
Next, the effects of the above embodiments will be described using the graph of FIG. Here, the ship propulsion system provided with the conventional rotational speed control technique is assumed as a comparative example.

  FIG. 8A schematically shows a change over time in the propeller load of the marine vessel propulsion system. FIG. 8B schematically shows a time change of the fuel supply amount command value. Here, P indicates a comparative example (broken line). (1) and (3) show the first and third embodiments (solid line). (5) shows the fifth embodiment (dashed line). FIG. 8C schematically shows a time change of the power correction command value. (1) and (3) show the first and third embodiments. (2a) and (2b) show a second embodiment. FIG. 8D schematically shows a time change of the state of the power storage device. (6) shows a sixth embodiment.

  As shown in FIG. 8A, the propeller load varies depending on the wave period. In this case, the rotational speed control of the main machine 1 acts with a slight delay. As shown in FIG. 8B, in the comparative example (P), the fuel supply amount greatly fluctuates, so that the fuel consumption increases.

  On the other hand, in the first embodiment, as shown in FIG. 8C, when the power corrector 24 (FIG. 2) increases the fuel supply amount command value, the generated power decreases or the electric power increases, and the fuel supply amount command value increases. The power correction command value of the motor generator 3 is calculated so that the generated power increases or the electric power decreases when the power decreases. Furthermore, in the third embodiment, the high-pass filter 28 (FIG. 4) is used so that only the variation of the fuel supply amount command value can be detected. As a result, the rotational speed approaches the rotational speed setting value, and as shown in FIG. 8B, the change in the fuel supply amount becomes smaller than that in the comparative example P, and the fuel consumption improves.

  In the second embodiment, the power management unit 26 (FIG. 3) compares the power demand and the thrust with the ship thrust demand and the ship power demand with the thrust supply capacity of the main engine 1 and the power supply capacity of the main generator 2, respectively. In order to adjust the excess or deficiency, the power distribution command value that the motor generator 3 generates or generates electric power is calculated. As shown in FIG. 8C, the power distribution command value is calculated as a when the thrust is insufficient, for example, and b when the power is insufficient. Since the power command value is the sum of the power correction command value and the power distribution command value, they are (2a) and (2b), respectively. Thereby, coexistence with power management control is achieved.

  In the fourth embodiment, the power corrector 24 (FIG. 5) reduces the generated power or increases the electric power when the main engine speed command value increases, and increases the generated power or the electric power when the main engine speed command value decreases. The power correction command value of the motor generator 3 is calculated so as to decrease. As a result, the rotational speed approaches the rotational speed setting value, the change in the fuel supply amount becomes small, and the fuel consumption improves.

  In the fifth embodiment, the fuel supplier 23 (FIG. 6) supplies fuel to the main engine 1 in accordance with the corrected fuel supply amount command value obtained by passing the fuel supply amount command value through the low-pass filter 33. Thereby, as shown to FIG. 8B, the change of the fuel supply amount becomes still smaller, and fuel consumption improves.

  In the sixth embodiment, as shown in FIG. 8D, the power storage device 9 (FIG. 7) is controlled to be charged when the power correction command value is power generation and to be discharged when driven. Thereby, since the electric power fluctuation | variation of the motor generator 3 is absorbed by the electric power storage apparatus 9, the frequency and voltage fluctuation | variation of a system | strain can be suppressed.

(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described with reference to FIG. The hardware configuration of the ship propulsion system 106 of this embodiment is the same as the configuration of FIG. Here, the description of the configuration common to the above-described embodiment is omitted, and only the configuration that is different will be described.

  FIG. 9 is a block diagram of a control system of the ship propulsion system 106 according to the seventh embodiment of the present invention. As shown in FIG. 9, the control device 10F includes a power manager 26, a first high-pass filter 28, a second high-pass filter 30, a low-pass filter 33, and a power storage device controller as compared with the first embodiment. The difference is that 35 is provided. That is, the control device 10F of the present embodiment has all the features of the first to sixth embodiments. Thereby, the effects of the first to sixth embodiments can be obtained.

(Eighth embodiment)
Next, an eighth embodiment of the present invention will be described with reference to FIG. FIG. 10 is a block diagram showing a hardware configuration of the ship propulsion system 107 according to the eighth embodiment of the present invention. As shown in FIG. 10, in this Embodiment, the electric power storage apparatus 9 is connected to the direct current | flow intermediate part between the system side power converter device 6a in the power converter device 6 and the motor generator side power converter device 6b. Yes. In the configuration in which the power storage device 9 is connected to the inboard bus 4, a circuit that converts alternating current supplied from the inboard bus 4 into direct current is essential. On the other hand, in the marine vessel propulsion system 107 of FIG. 10, since the power storage device 9 is connected to the direct current intermediate part, such a circuit can be omitted or simplified.

(Ninth embodiment)
Next, a ninth embodiment of the present invention will be described with reference to FIG. FIG. 11 is a block diagram showing a hardware configuration of a ship propulsion system 108 according to the ninth embodiment of the present invention. As shown in FIG. 11, the ship propulsion system 102 does not include the speed reduction device 8. A main machine 1 is provided between the motor generator 3 and the propeller 5. Alternatively, the motor generator 3 may be provided between the main machine 1 and the propeller 5. Further, a clutch (not shown) may be provided as appropriate on the shaft connecting these devices. As a result, the reduction gear 8 is not required, so that vibration is reduced and the control of the rotation direction and the rotation speed of the propeller 5 is facilitated, thereby improving the operability.

  From the foregoing description, many modifications and other embodiments of the present invention are obvious to one skilled in the art. Accordingly, the foregoing description should be construed as illustrative only and is provided for the purpose of teaching those skilled in the art the best mode of carrying out the invention. The details of one or both of the structure and function may be substantially changed without departing from the spirit of the invention.

  The ship propulsion system of the present invention is useful for a hybrid ship propulsion system.

DESCRIPTION OF SYMBOLS 1 Main machine 2 Main generator 3 Motor generator 4 Inboard bus 5 Propeller 6 Power converter 8 Decelerator 9 Electric power storage device 10,10A-10F Controller 21 Adder / Subtractor 22 Speed controller 23 Fuel supply 24 Electric power corrector 25 Motor generator controller 26 Power manager 27 Adder 28 First high-pass filter 29 Amplifier 30 Second high-pass filter 31 Amplifier 32 Adder 33 Low-pass filter 35 Power storage controller 100 to 108 Ship propulsion system

Claims (6)

A main machine, a main generator, a motor generator, an inboard bus, and a propeller, the propeller is connected to the main machine and the motor generator so as to be able to transmit power, and the inboard bus is connected to the main generator A marine vessel propulsion system electrically connected to the motor generator,
A rotation speed controller for calculating a fuel supply amount command value of the main machine so that the rotation speed of the main machine approaches the main machine rotation speed command value;
A fuel supplier for supplying fuel to the main engine according to the fuel supply amount command value;
When the fuel supply amount command value increases, the generated power decreases or the electric power increases, and when the fuel supply amount command value decreases, the electric power correction command value of the motor generator increases so that the generated power increases or the electric power decreases. A power corrector for calculating
A motor generator controller for controlling the motor generator according to the power correction command value;
A ship propulsion system. The motor generator is configured so as to compare power demand and thrust excess and deficiency by comparing the ship thrust demand and the ship power demand with the main engine thrust supply capacity and the main generator power supply capacity, respectively. A power management unit for calculating a power distribution command value for electric or power generation;
The motor generator controller calculates the power command value by adding the power correction command value and the power distribution command value, and controls the motor generator according to the power command value. Ship propulsion system. A first high-pass filter having the fuel supply amount command value as an input value;
When the output value of the first high-pass filter is positive, the power corrector decreases the generated power or increases the electric power, and when negative, the electric power corrector increases the generated power or decreases the electric power. The marine vessel propulsion system according to claim 1 or 2, wherein a power correction command value of the generator is calculated. A first high-pass filter that uses the fuel supply amount command value as an input value; and a second high-pass filter that uses the main engine speed command value as an input value;
When the output value of the first high-pass filter is positive, the power corrector decreases the generated power or increases the electric power, and when negative, the electric power corrector increases the generated power or decreases the electric power. Calculate the first power correction command value of the generator,
When the output value of the second high-pass filter is positive, the generated power decreases or increases the electric power, and when the output value is negative, the second power of the motor generator increases so that the generated power increases or the electric power decreases. Calculate the correction command value,
The ship propulsion system according to claim 1 or 2, wherein an addition value of the first power correction command value and the second power correction command value is used as a power correction command value. A low-pass filter having the fuel supply amount command value as an input value;
2. The marine vessel propulsion system according to claim 1, wherein the fuel supplier supplies fuel to the main engine according to an output value of the low-pass filter. A power storage device is connected to the inboard bus or an electrical path between the inboard bus and the motor generator, and is controlled so that charging is performed when the power correction command value represents power generation, and discharging is performed when representing power generation. The ship propulsion system according to claim 1, further comprising a power storage device controller.

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