JP2016055850A - Propulsion system control method for movable body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a propulsion system control method for a movable body, capable of suppressing the effect of load fluctuation on a power system when short-cycle load fluctuation occurs.SOLUTION: In a movable body propulsion system, a first power converter 25a is subjected to droop control based on a first power command value so that the frequency and the pair-system receiving power of a power system can be at one point on a droop characteristic line indicating a relationship between the target value of the frequency of the power system and the target value of the pair-system receiving power, and a second power converter 25b is controlled based on a second power command value so that power converted by the second power converter 25b can be equal to the second power command value. The first power command value is generated through the process of removing a fluctuation component from an original power command value which is a power command value or a power command value generated based on the rotational speed command value of a motor generator, and the second power command value is based on the original power command value.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a method for controlling a propulsion system for a moving body.

  2. Description of the Related Art Conventionally, as a mobile propulsion system including a motor generator and a bidirectional power conversion device, for example, a marine hybrid propulsion system as disclosed in Patent Document 1 is known. This propulsion system includes a power storage device connected to the DC unit of the power conversion device, and is used for temporary power assist. Specifically, when there is a power demand exceeding the capacity of the main generator that is in operation due to the start-up of the winch, etc., the power storage device is discharged so that the power can be generated quickly without waiting for the completion of the start-up of the additional generator. Supply.

US Patent No. 8062081

  On the other hand, in the conventional propulsion system, there is a problem that when a short-cycle load fluctuation occurs due to propeller racing or the like in stormy weather, the load fluctuation affects the frequency and voltage fluctuation of the system and may cause a power failure. .

  Accordingly, an object of the present invention is to suppress the influence of load fluctuations on a power system when short-cycle load fluctuations occur in a mobile propulsion system.

  According to one aspect of the present invention, there is provided a method for controlling a propulsion system for a moving body, a motor generator having a main shaft connected to a drive shaft for propelling a moving body, an AC end connected to a power system, and a DC end A first power converter connected to the DC intermediate section; a second power converter having a DC end connected to the DC intermediate section and an AC end connected to an electric terminal of the motor generator; and the DC intermediate section A power storage device connected thereto, receiving mechanical force from the drive shaft to transfer power to the power system, and receiving power from the power system to transfer mechanical force to the drive shaft. A control method for a propulsion system for a mobile body configured to be possible, wherein, based on a first power command value, the frequency of the power system and the power that the first power converter gives or receives to the power system ( (Hereinafter referred to as power transfer to and from the grid) The first power converter is droop controlled to be one point on the droop characteristic line indicating the relationship between the target value of the general frequency and the target value of the power transfer to and received from the grid, and based on the second power command value, The second power converter is controlled so that the power to be converted by the second power converter becomes the second power command value, and the first power command value is a power command value or the motor power generation The second power command value is generated based on the raw power command value. The second power command value is generated based on the raw power command value, which is a power command value generated based on the machine rotation speed command value. is there.

  According to the above method, when the motor generator operates as a motor, the first power converter converts the AC power of the power system into a direct current having a magnitude based on the power command value obtained by removing the fluctuation component from the original power command value. It converts into electric power and outputs this to the DC intermediate part. On the other hand, a 2nd power converter takes out direct-current power from direct current | flow intermediate part, converts this into alternating current power of the magnitude | size based on a raw power command value, and outputs this to a motor generator. Then, according to the fluctuation component of the original power command value, the power output from the second power converter is excessive or insufficient with respect to the power output from the first power converter. Is charged or discharged.

  When the motor generator operates as a generator, the second power converter converts the AC generator power of the motor generator into DC power having a magnitude based on the original power command value and outputs this to the DC intermediate section. To do. On the other hand, the first power converter takes out DC power from the DC intermediate part and converts it into AC power having a magnitude based on the power command value from which the fluctuation component is removed from the original power command value, and converts it into the power system. Output to. Then, according to the fluctuation component of the original power command value, the power output from the first power converter is excessive or insufficient with respect to the power output from the second power converter. Is charged or discharged.

  When the other power converter takes out the same amount of power from one power converter to the DC intermediate part from the DC intermediate part, the power storage device does not operate. However, if the power output from one power converter to the DC intermediate section is greater than the power that the other power converter extracts from the DC intermediate section, the voltage at the DC intermediate section increases, so the potential at the DC intermediate section is Becomes higher, current flows from the DC intermediate part to the power storage device, and the power storage device is charged. In addition, when the power output from one power converter to the DC intermediate section is smaller than the power taken out from the DC intermediate section by the other power converter, the voltage at the DC intermediate section decreases. The current flows from the power storage device to the DC intermediate portion, and the power storage device is discharged. As described above, the power storage device is automatically charged / discharged only when there is an excess or deficiency in the transfer of power between the first power converter and the second power converter.

  Alternatively, a DC / DC converter may be installed between the direct current intermediate part and the power storage device, and the DC / DC converter may control the voltage of the direct current intermediate part. Similarly in this case, the power storage device is automatically charged / discharged only when there is excess or deficiency in the transfer of power between the first power converter and the second power converter.

  Therefore, since the first power converter is droop-controlled, it can cope with both the independent operation and the grid interconnection operation. In addition, the first power converter sends and receives power to the power system based on the power command value from which the fluctuation component is removed from the original power command value, and the second power converter has a size based on the raw power command value. The mechanical power corresponding to the power of the first power converter is transferred to the drive shaft via the motor generator, and the power transferred by the first power converter to the power system and the second power converter are transferred via the motor generator. Thus, the difference from the electric power corresponding to the mechanical force transferred to the drive shaft is covered by charging or discharging of the power storage device. Thereby, even when the raw power command value fluctuates in a short cycle, the first power converter stably transfers power to the power system without being affected by the fluctuation component of the raw power command value, When the power storage device charges and discharges according to the fluctuation of the raw power command value, the second power converter transmits and receives mechanical force according to the fluctuation of the raw power command value to the drive shaft via the motor generator. Can do.

  As a result, even when it is necessary to vary the original power command value, it is possible to suppress the influence of the variation on the power system.

  In the method for controlling the mobile propulsion system, the charge / discharge power command value is set so that the SOC (State Of Charge) of the power storage device is obtained and the charge / discharge is performed so that the SOC is within a predetermined range. The first charge / discharge power command value and the second charge / discharge power command are calculated so that the difference between the second charge / discharge power command value and the first charge / discharge power command value becomes the charge / discharge power command value. A value is generated, and the first power command value is added to the first propulsion power command value and the first charge / discharge power command value generated by performing a process of removing a fluctuation component from the raw power command value. The second power command value may be generated by adding the second propulsion power command value generated based on the raw power command value and the second charge / discharge power command value.

  According to the above method, the SOC of the power storage device is acquired, and the charge / discharge power command value is calculated so that the SOC is within a predetermined range. Here, when the SOC is smaller than the predetermined range, the charge / discharge power command value is calculated so that the power storage device is charged and the SOC is within the predetermined range. When the SOC is larger than the predetermined range, the charge / discharge power command value is calculated so that the power storage device is discharged and the SOC is within the predetermined range. The first charging / discharging power command value and the second charging / discharging power command value are generated so that the charging / discharging power command value is the difference between the second charging / discharging power command value and the first charging / discharging power command value. The first power command value is generated by adding the first propulsion power command value and the first charge / discharge power command value that have undergone the process of removing the fluctuation component from the command value, and is generated based on the original power command value. A second power command value is generated by adding the second propulsion power command value and the second charge / discharge power command value.

  Therefore, the first power command value and the second power command value are generated so that the power storage device is charged and discharged so that the SOC of the power storage device falls within a predetermined range, thereby droop control of the first power converter. And through the power control of the second power converter, the power storage device is charged and discharged so that the SOC is within a predetermined range. As a result, the power storage device can be prevented from becoming empty or overcharged. Here, the SOC may be calculated based on the difference between the second power command value and the first power command value, or may be determined by a known method, for example, by measuring the power going into and out of the power storage device.

  In the control method of the propulsion system for a mobile object, the droop characteristic line is set to the first power command value for the standard frequency of the power system, and smaller than the first power command value for frequencies higher than the standard frequency. The electric power generated by the motor generator or the electric power larger than the first power command value is set, and the electric power generated by the motor generator or the first power command larger than the first power command value for a frequency lower than the standard frequency. The electric power may be set smaller than the value.

  According to the above method, the droop characteristic line indicating the relationship between the frequency target value of the power system and the power exchanged between the first power converter and the power system can be suitably set in connection with the power system.

  In the method for controlling a propulsion system for a moving body, the droop control may be performed such that the frequency of the power system is controlled to be a frequency obtained from the actual power exchanged with the system and the droop characteristic line. Good.

  According to the above method, the frequency of the first power converter can be controlled by droop control.

  In the method for controlling a propulsion system for a moving body, the droop control may be performed such that the power supplied to and received from the grid is controlled so as to be obtained from the frequency of the actual power system and the droop characteristic line. Good.

  According to the above configuration, the first power converter can be power controlled by the droop control, so that the self-sustained operation and the grid interconnection operation with other generators on the power system are possible.

  In the method for controlling a propulsion system for a moving body, the raw power command value may be a power command value of a motor generator given from an operation console or an automatic ship position maintaining system.

  According to the above method, since the original power command value is the power command value of the motor generator given from the console or the automatic ship position maintaining system, the second power conversion is performed while suppressing the influence of the load fluctuation on the power system. The power control of the motor generator by the generator can be performed quickly.

  In the method for controlling a propulsion system for a mobile body, the mobile body has a power management system that outputs a power generation request to each power generation facility so that power supply satisfies power demand. Or you may add the electric power command value given from a power management system to the electric power command value of the motor generator given from an automatic ship position maintenance system.

  According to the above method, the raw power command value is obtained by adding the power command value given from the power management system to the power command value of the motor generator given from the console or the automatic ship position maintenance system. The power control of the motor generator by the second power converter can be suitably performed while taking management control into consideration.

  In the method for controlling a propulsion system for a moving body, the raw power command value is determined by a deviation between a motor generator rotational speed command value given from a console or an automatic ship position maintaining system and an actual rotational speed of the motor generator. It may be based on the electric power command value of the obtained motor generator.

  According to the above method, the original power command value of the motor generator obtained by the deviation between the motor generator rotational speed command value given from the console or the automatic ship position maintenance system and the actual motor rotational speed is obtained. Since it is an electric power command value, it becomes possible to perform agile speed control of the motor generator while suppressing the influence of load fluctuations on the electric power system.

  In the method for controlling a propulsion system for a mobile body, the mobile body has a power management system that outputs a power generation request to each power generation facility so that power supply satisfies power demand. Or from the power management system to the power command value of the motor generator obtained by the rotational speed control based on the deviation between the motor speed command value given from the automatic ship position holding system and the actual motor speed. It may be a sum of given power command values.

  According to the above method, the original power command value of the motor generator obtained by the deviation between the motor generator rotational speed command value given from the console or the automatic ship position maintenance system and the actual motor rotational speed is obtained. Since the power command value given from the power management system is added to the power command value, the rotational speed control of the motor generator by the second power converter can be suitably performed in consideration of the power management control of the ship. .

  In the method for controlling the mobile propulsion system, the process of removing the fluctuation component from the raw power command value may be a process in which a low-pass filter or a phase compensation filter is passed through the raw power command value.

  According to the above method, since the fluctuation component is removed from the raw power command value by passing the raw power command value through the low pass filter or the phase compensation filter, the high frequency component of the raw power command value is suppressed, and the motor generator is The influence on the power system caused by the fluctuation of the command value can be suppressed.

  In the method for controlling a propulsion system for a moving body, the load on the drive shaft is detected, and when the load on the drive shaft is larger than a steady value, the propulsion is performed so that the generated power of the motor generator decreases or the electric power increases. A power correction value is obtained, and when the load on the drive shaft is smaller than a steady value, the propulsion power correction value is obtained so that the generated power of the motor generator increases or the electric power decreases. It may be added to the second power command value.

  According to the above method, the load fluctuation of the main engine can be positively suppressed by adding the propulsion power correction value taking into account only the fluctuation component of the load on the drive shaft to the second power command value, and the fuel efficiency is improved. In addition, the influence on the system can be suppressed. Therefore, it is possible to apply a kind of engine that is vulnerable to load fluctuations to the main engine.

  ADVANTAGE OF THE INVENTION According to this invention, in the propulsion system of a mobile body, while suppressing the deterioration of a fuel consumption, the influence of the load fluctuation to an electric power grid | system can be suppressed. In addition, it is possible to apply a kind of engine that is vulnerable to load fluctuations to the main engine.

It is a block diagram showing roughly the composition of the mobile propulsion system concerning a 1st embodiment. FIG. 2A is a droop characteristic line set when controlling a motor generator that performs a power generation operation. FIG. 2B is a droop characteristic line that is set when controlling a motor generator that operates electrically. FIG. 3A shows a droop characteristic line during frequency control. FIG. 3B is a droop characteristic line during power control. It is a block diagram of the control system of the mobile propulsion system of FIG. It is a block diagram of the control system of the mobile propulsion system concerning a 2nd embodiment. It is a block diagram of the control system of the mobile propulsion system concerning a 3rd embodiment. It is a block diagram of the control system of the mobile propulsion system concerning a 4th embodiment. It is a block diagram of the control system of the mobile propulsion system concerning a 5th embodiment. It is a block diagram of the control system of the mobile propulsion system concerning a 6th embodiment. It is a block diagram of the control system of the mobile propulsion system concerning a 7th embodiment. It is a block diagram of the control system of the mobile propulsion system concerning an 8th embodiment. It is a block diagram of the control system of the mobile propulsion system concerning a 9th embodiment. It is a block diagram of the control system of the mobile propulsion system concerning a 10th embodiment. It is a block diagram which shows the kind of mobile propulsion system to which this invention is applied.

  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.

(Application object of the present invention)
Before describing the embodiment of the present invention, the application target of the present invention will be described. FIG. 14 is a block diagram showing a configuration of a mobile propulsion system to which the present invention is applied. FIG. 14 shows a marine vessel propulsion system as a typical example of a mobile propulsion system for easy understanding. The configuration of the mobile propulsion system differs depending on the type of ship. Typical examples of ships on which the propulsion system of the present invention is mounted include a hybrid ship, a shaft generator-equipped mechanical propulsion ship, and an electric propulsion ship.

  As shown in FIG. 14A, the hybrid ship includes a mobile propulsion system 10, a main engine 17, and a propulsion device (typically a propeller) 11. The mobile propulsion system 10 includes a motor generator 19, a first power converter 25 a, a second power converter 25 b, and a power storage device 30. The motor generator 19 is mechanically connected to the main machine 17 and the propulsion unit 11 via a power transmission mechanism (for example, a reduction gear) 20. In addition, the motor generator 19 is electrically connected to the second power converter 25b, and the second power converter 25b is connected to the first power converter 25a via a direct current intermediate portion. The power storage device 30 is connected to the DC intermediate part directly or via a DC / DC converter (not shown). The first power converter 25 is connected to the inboard bus 22. A main generator 18 is connected to the inboard bus 22. In the hybrid ship, the motor generator 19 receives electric power from the main generator 18 via the first power converter 25a and the second power converter 25b, generates driving force, and gives it to the propulsion device 11. Thus, the driving of the propulsion unit 11 by the main machine 17 is assisted. Further, the motor generator 19 receives power from the main engine 17 to generate power, and gives it to the inboard bus 22 via the second power converter 25b and the first power converter 25a, thereby causing the main generator 18 to Assist power supply to the inboard bus.

  As shown in FIG. 14 (b), the shaft propulsion-equipped machine propulsion ship has a main generator connected to the motor generator 19, even if it has a main generator, compared to a hybrid ship. The motor generator 19 operates exclusively as a generator. Therefore, the propulsion device 11 is driven exclusively by the main engine 17, and the power demand of the electric load connected to the inboard bus 22 is covered by the power generated by the motor generator 19.

  As shown in FIG. 14 (c), the electric propulsion ship does not include a main engine as compared with the hybrid ship, and the motor generator 19 operates exclusively as an electric motor. Therefore, the propulsion device 11 is driven by the motor generator 19.

  Here, in a general mobile object propulsion system, the “mobile object” is not particularly limited as long as it moves. For example, vehicles (railway vehicles, automobiles, etc.), airplanes and the like can be mentioned. Further, the “propulsion device” is not particularly limited as long as it propels a moving body. For example, a wheel, a propeller for flight, etc. are mentioned. The “main machine” may be a general “motor”. Further, in the shaft generator mounted machine propelled moving body, the motor generator 19 may be a simple generator. In the electric propulsion moving body, the motor generator 19 may be a simple motor.

(Operation mode of mobile propulsion system)
Referring to FIGS. 14A to 14C, the propulsion system 10 in a hybrid mobile body generally has four operation modes: an electric propulsion mode, a propulsion bias mode, a parallel mode, and an axial mode. The propulsion boost mode is an operation mode in which the motor generator 19 is operated as an electric motor to assist the thrust of the main engine 17, and the parallel mode is an operation in which the motor generator 19 is operated as a generator and the electric power of the main generator 18 is increased. The operation modes are assisting, and both are operation modes specific to the hybrid mobile body. The electric propulsion mode corresponds to the operation of the electric propulsion mobile body, and is an operation mode in which the hybrid mobile body is operated as an electric propulsion mobile body. In other words, the operation of the electric propulsion mobile propulsion system corresponds to the electric propulsion mode of the hybrid mobile.

  The axial start mode corresponds to the operation of the shaft generator mounted machine propelled moving body, and is an operation mode in which the hybrid moving body is operated as the shaft generator mounted machine propelled moving body. In other words, the operation of the propulsion system for the shaft generator-equipped machine-propelled moving body corresponds to the axial mode of the hybrid moving body.

  In the electric propulsion mode, the motor generator 19 is generally controlled in rotational speed, but may be subjected to power control. In the propulsion boost mode, the parallel mode, and the axial mode, the main engine 17 is generally controlled in rotational speed, and the motor generator 19 is generally controlled in electric power.

  Hereinafter, the control mode in which the motor generator 19 is controlled in rotational speed is referred to as “rotational speed control mode”, and the control mode in which the motor generator 19 is controlled in electric power is referred to as “power control mode”. In order for the propulsion system 10 to execute the rotation speed control mode and the power control mode, it is necessary to provide a dedicated configuration for each. Further, the rotation speed control mode and the power control mode are executed separately by switching to each other. Therefore, it is easier to understand if the configuration and operation of each control mode are collectively described individually.

  Therefore, in the following, the embodiment of the present invention will be described by dividing it into an embodiment for controlling the electric power of the motor generator 19 and an embodiment for controlling the rotational speed of the motor generator 19.

(First embodiment)
FIG. 1 is a block diagram schematically showing the configuration of the mobile propulsion system 10 according to the first embodiment. This embodiment illustrates the mobile propulsion system 10 that controls the electric power of the motor generator 19. Such a mobile propulsion system 10 corresponds to a propulsion system for a hybrid mobile body and a propulsion system for a machine propulsion mobile machine equipped with a shaft generator, which have a propulsion bias mode, a parallel mode, and an axial mode. Note that in the propulsion system for the shaft generator mounted machine propulsion moving body, the motor generator 19 operates only as a generator.

  As shown in FIG. 1, the mobile body includes a propulsion system 10 and a propulsion device 11. The propulsion system 10 includes a motor generator 19, a power conversion device 25, a power storage device 30, and a controller 14. One or more motor generators 19 are provided on the moving body. In this embodiment, the propulsion system 10 is a propulsion system for a hybrid ship. Accordingly, the propulsion system 10 further includes a main machine 17, and this main machine 17 supplies power to the drive shaft of the propulsion device 11 and the main shaft of the motor generator 19 via a power transmission mechanism (for example, a speed reduction mechanism) 20. It is connected so that it can be transmitted. Although a mobile body is not specifically limited, In this embodiment, it is a ship.

  The propulsion unit 11 has a drive shaft connected to the main shaft of the motor generator 19 of the propulsion system 10 and the main unit 17, and converts the power transmitted from the motor generator 19 and the main unit 17 into thrust of the moving body. In this embodiment, the propulsion device 11 is a propeller that propels a ship that is a moving body.

  The motor generator 19 has an electric function for converting AC power into power and a power generation function for converting power into AC power. The main shaft of the motor generator 19 is connected to a drive shaft that drives the propulsion device 11 by rotational force and the main device 17 so that power can be transmitted to each other. For example, a power transmission mechanism 20 such as a speed reducer and a detachable clutch is used. It is connected to the drive shaft of the propulsion device 11 and the main machine 17. In addition, the electric terminal of the motor generator 19 is connected to the power system 18 via the bidirectional power converter 25 and is connected to the power load via the bus of the power system 18. When the motor generator 19 functions (electric operation) as a motor, the motor generator 19 converts electric power input from the power system 18 via the power converter 25 into rotational power, and transmits the power to the propulsion device 11. On the other hand, when the motor generator 19 functions (generator operation) as a generator, the motor generator 19 converts the rotational power transmitted from the propulsion unit 11 and the main engine 17 into electric power, and outputs the electric power to the bus via the power converter 25. To do.

  The power system 18 includes other power sources such as a bus (not shown in FIG. 1), a power load (not shown) connected to the bus, and a generator (not shown in FIG. 1).

  The bidirectional power converter 25 converts alternating current power into direct current power, converts the direct current power obtained by the conversion into alternating current power, and converts the alternating current frequency and voltage between the power system 18 and the motor generator 19 to each other. It is a device to convert to. The power converter 25 has one terminal connected to the power system 18 and the other terminal connected to the motor generator 19. Specifically, the power conversion device 25 includes a first power converter 25a and a second power converter 25b. The 1st power converter 25a and the 2nd power converter 25b are connected by the DC link (direct current intermediate part) comprised by a pair of wiring.

  The 1st power converter 25a is a system side power converter, and is constituted by a bidirectional inverter, for example. The AC terminal of the first power converter 25a is connected to the power system 18, and the DC terminal is connected to the DC link. The first power converter 25 a converts the DC power input from the DC link into AC power and outputs the AC power to the power system 18. The AC power input from the power system 18 is converted into DC power and output to the DC link.

  The 2nd power converter 25b is a motor generator side power converter, Comprising: For example, it is comprised by the bidirectional | two-way inverter. The direct current end of the second power converter 25 b is connected to the DC link, and the alternating current end is connected to the motor generator 19. The second power converter 25b converts AC power input from the motor generator 19 into DC power and outputs the DC power to the DC link. Also, the DC power input from the DC link is converted into AC power and output to the motor generator 19.

  The power storage device 30 is connected to the DC link, and smoothes fluctuations in the DC link voltage (DC intermediate voltage). The power storage device 30 is constituted by a capacitor such as a secondary battery or a capacitor, for example.

  The controller 14 controls the motor generator 19 by performing the droop control on the first power converter 25a and controlling the power on the second power converter 25b. The “droop control” is a control in which the first power converter 25a has characteristics corresponding to the generator by building a governor model for controlling the generator inside the controller 14. As a result of the first power converter 25a having characteristics corresponding to a generator, it is possible to seamlessly switch between independent operation and grid-connected operation.

  Since “droop control” is a well-known technique, a detailed description thereof is omitted. For details of “droop control”, refer to, for example, “G. Marina & E. Gatti,“ Large Power PWM IGBT Converter for Shaft Alternator Systems ”, 35th Annual IEEE Power Electronics Specialists Conference, 2004”. In the “droop control”, the frequency of the power system 18 and the power (active power) transmitted and received by the first power converter 25a to the power system 18 are detected by respective sensors (not shown). The signal is input to the controller 14 (more precisely, a droop control unit 145 (see FIG. 4) described later) and used for these controls in the droop control.

  In the present embodiment, in the droop control, the droop characteristic line is set based on the standard frequency of the power system 18 and the power command value Pc. And the frequency of the electric power grid | system 18 or the electric power of the 1st power converter 25a is controlled so that it may become the target value on a droop characteristic line. This droop characteristic line shows the relationship between the frequency target value of the electric power system 18 and the target value of “electric power supplied / received” of the first power converter 25a. Note that “power exchanged with the grid” means active power out of the power exchanged with the power grid 18 by the first power converter 25a. Hereinafter, in the description of the droop characteristic line, the power supplied to the power system by the first power converter 25a among the power supplied to the system is generated power, and the power received by the first power converter 25a from the power system is referred to as electric power. Call. Therefore, positive electric power is negative generated electric power, and positive generated electric power is negative electric electric power. Moreover, the electric power which goes to a power system from a motor generator is defined as positive, and the power which goes from a power system to a motor generator is defined as negative.

  Next, a method for setting the droop characteristic line will be described with reference to FIGS. 2 (a) and 2 (b). FIG. 2A and FIG. 2B are graphs showing droop characteristic lines. The vertical axis of each graph shows the frequency of the power system 18, and the horizontal axis shows the power exchanged with the system.

  FIG. 2A is a droop characteristic line set when the first power converter 25a gives power to the power system. As shown in FIG. 2A, when the first power converter 25a gives power to the power system, the droop characteristic line is set to the power command value Pc for the standard frequency Fs of the power system. The For frequencies higher than the standard frequency Fs, the generated power of the motor generator is set smaller than the power command value Pc. On the other hand, for the frequency lower than the standard frequency Fs, the generated power of the motor generator is set to be larger than the power command value Pc.

  FIG. 2B is a droop characteristic line that is set when the first power converter 25a receives power from the power system. As shown in FIG. 2B, when the first power converter 25a receives power from the power system, the droop characteristic line is set to the power command value Pc for the standard frequency Fs of the power system. The For frequencies higher than the standard frequency Fs, the electric power is set to be larger than the power command value Pc. On the other hand, electric power lower than the power command value Pc is set for frequencies lower than the standard frequency Fs.

  As shown in FIGS. 2A and 2B, the droop characteristic line increases the generated power and decreases the electric power according to the decrease in the frequency of the power system 18.

  The droop characteristic line is determined by the standard frequency Fs of the power system 18, the power command value Pc for the motor generator 19, and the slope. The standard frequency Fs of the power system 18 is predetermined for each power system 18, and for example, the standard frequency of a power source in a ship: 60 Hz or the standard frequency of a power source in Japan: 60 Hz or 50 Hz is used. The power command value Pc is set based on operation information input by an operator or the like, as will be described later. The slope of the droop characteristic line is a predetermined value. For this reason, the droop characteristic line is set so as to pass through a point determined by the standard frequency Fs and the power command value Pc. Thereby, a droop characteristic line can be changed according to electric power command value Pc. Here, the standard frequency Fs is set to the frequency of the electric power system 18, but the standard frequency Fs is set as appropriate.

  Next, the droop control method will be described with reference to FIGS. 3 (a) and 3 (b). FIG. 3A and FIG. 3B are graphs showing droop characteristic lines. As described above, the droop characteristic line is set based on the standard frequency Fs of the power system 18 and the power command value Pc. FIG. 3A shows a droop characteristic line during frequency control. FIG. 3B is a droop characteristic line during power control. The vertical axis of each graph shows the frequency of the power system 18, and the horizontal axis shows the power exchanged with the system.

The frequency (actual value) f of the actual power system 18 and the actual power transmission / reception power (actual value) P are indicated by X in each graph. In the frequency control of FIG. 3A, the actual value f of the frequency of the power system 18 indicated by X is obtained from the frequency target value f ^{* obtained} from the actual value P of the power exchanged with the system indicated by X and the droop characteristic line. small. For this reason, the first power converter 25a is controlled so that the actual value f of the frequency of the power system 18 becomes the frequency target value f ^* . Further, in the power control of FIG. 3B, the actual value P of the power exchanged with respect to the grid indicated by X is the power target value P obtained from the actual value f of the frequency of the power grid 18 indicated by X and the droop characteristic line. ^* Less than. For this reason, the 1st power converter 25a is controlled so that the actual value P of power transmission / reception power becomes the power target value P ^* .

  Next, a specific configuration of the controller 14 for controlling the motor generator 19 in the “power control mode” will be described with reference to FIG. 4. FIG. 4 is a block diagram of a control system of the mobile propulsion system 10.

  The controller 14 includes an arithmetic device and controls the first power converter 25a and the second power converter 25b. The controller 14 includes an original power command value generation unit 142, a fluctuation component removal unit 144, a droop control unit 145, and a power control unit 130. Each unit of the controller 14 is a function realized by executing a built-in program by the arithmetic device.

  The raw power command value generation unit 142 generates a raw power command value, which is a power command value, based on operation information indicating the position of the lever input from the lever provided on the console 12. Here, the raw power command value generation unit 142 sets the raw power command value corresponding to the lever position with reference to, for example, a lookup table stored in advance in the memory of the arithmetic device.

  The fluctuation component removing unit 144 generates the first power command value through a process of removing the fluctuation component from the original power command value that is the power command value. In the present embodiment, the fluctuation component removal unit 144 is, for example, a low-pass filter or a phase compensation filter.

  The droop control unit 145 performs the droop control of the first power converter 25a based on the power command value output from the fluctuation component removal unit 144. Here, the droop control unit 145 controls the frequency of the power system 18 and the power exchanged with the system to be one point on the droop characteristic line based on the first power command value.

  Based on the second power command value that is the original power command value, the power control unit 130 controls the second power converter 25b so that the power converted by the second power converter 25b becomes the second power command value. .

  Next, the operation of the mobile propulsion system 10 (control method of the mobile propulsion system 10) when power control is performed on the motor generator will be described with reference to FIG.

When the operator operates the lever of the console 12 to adjust the thrust, operation information indicating the lever position is output to the raw power command value generation unit 142. The raw power command value generation unit 142 generates a raw power command value corresponding to the input operation information based on a lookup table indicating the relationship between the built-in operation information and the power command value. Then, the fluctuation component removal unit 144 generates a first power command value Pc1 through a process of removing the fluctuation component from the original power command value, which is a power command value, and outputs the first power command value Pc1 to the droop control unit 145. The droop control unit 145 sets a droop characteristic line as shown in FIG. 2 (a) or FIG. 2 (b) based on the first power command value Pc1. By this droop characteristic line, the frequency target value f ^* of the electric power system 18 or the target value P ^{* of the} power supplied / received to the system corresponding to the operation information is determined.

When the droop control unit 145 controls the frequency of the first power converter 25a, as shown in FIG. 3A, the frequency target value f ^* is obtained from the actual value P of the power supplied to the system and the droop characteristic line. . Then, the droop control unit 145 changes the voltage command value or the current command value so that the actual frequency value f approaches the frequency target value f ^*, and supplies this to the first power converter 25a.

When the droop control unit 145 controls the power of the first power converter 25a, as shown in FIG. 3B, the power target value P is calculated from the actual frequency f of the power system 18 and the droop characteristic line. ^* Ask for. Then, the droop control unit 145 changes the voltage command value or the current command value so that the actual value P of the power supplied / received to the system approaches the power target value P ^*, and supplies this to the first power converter 25a.

  Next, the operation of the second power converter 25b and the like will be described separately for the case where the motor generator 19 operates as a motor and the case where the motor generator 19 operates as a generator.

  First, the case where the motor generator 19 operates as an electric motor will be described. In this case, the first power converter 25a performs the droop control as described above, and the AC power of the power system 18 has a magnitude based on the first power command value Pc1 obtained by removing the fluctuation component from the original power command value. This is converted into DC power and output to the power storage device 30 (FIG. 1) in the DC intermediate part. On the other hand, the second power converter 25b takes out DC power from the DC intermediate power storage device 30 and converts it into AC power having a magnitude based on the second power command value Pc2 and converts it to the motor generator 19. Output. Then, according to the fluctuation component of the original power command value, the power output from the second power converter 25b is excessive or insufficient with respect to the power output from the first power converter 25a. The power storage device 30 is charged or discharged. Thereby, according to the operation of the lever of the console 12, the propulsive force obtained by adding the driving force by the motor generator 19 to the output of the main machine 17 is transmitted to the propulsion unit 11.

  On the other hand, the case where the motor generator 19 operates as a generator will be described. In this case, the second power converter 25b converts the AC power generated by the motor generator 19 into DC power having a magnitude based on the second power command value Pc2, and converts this into DC power storage device 30 (FIG. 1). Output to. On the other hand, the first power converter 25a takes out DC power from the power storage device 30 in the DC intermediate portion, and uses the DC power as AC power having a magnitude based on the first power command value Pc1 from which the fluctuation component is removed from the original power command value. Is output to the power system 18. Then, according to the fluctuation component of the original power command value, the power output from the first power converter 25a is excessive or insufficient with respect to the power output from the second power converter 25b. The power storage device 30 is charged or discharged. Thereby, according to the operation of the lever of the console 12, the propulsive force that is obtained by removing the power generated by the motor generator 19 from the output of the main machine 17 is transmitted to the propeller 11.

  Even in the case where the voltage of the DC link is controlled by a DC / DC converter installed between the power storage device 30 and the DC link (DC intermediate part), the first power converter is similarly applied. The power storage device 30 is automatically charged / discharged only when there is an excess or deficiency in the exchange of power between the 25a and the second power converter 25b.

  By the operation in the above “power control mode”, droop control is performed on the first power converter 25a, and the power of the motor generator 19 (generated power or consumed power (negative generated power)) is fed back in this droop control. Be controlled. Thereby, it can respond to both independent operation and grid connection operation. Moreover, the first power converter 25a transmits and receives power having a magnitude based on the first power command value Pc1 to the power system 18, and the second power converter 25b converts the power to a magnitude based on the second power command value Pc2. The corresponding mechanical force is transmitted / received to / from the drive shaft of the propulsion device 11 via the motor generator 19, and the power that the first power converter 25a transmits / receives to the power system and the second power converter 25b are electrically driven. A difference from the electric power corresponding to the mechanical force transferred to the drive shaft of the propulsion device 11 via the generator 19 is covered by charging or discharging of the power storage device 30. Thereby, even when the raw power command value fluctuates in a short cycle, the first power converter 25a stably transfers power to the power system without being influenced by the fluctuation component of the power command value, When the power storage device 30 is charged / discharged according to fluctuations in the raw power command value, the second power converter 25b receives mechanical power according to fluctuations in the raw power command value to the drive shaft via the motor generator. can do.

  As a result, the load fluctuation of the main unit 17 can be suppressed, and even when the raw power command value needs to be changed, the influence of the fluctuation on the power system can be suppressed. Thus, the mobile body propulsion system 10 can be stably operated when the load fluctuates during stormy weather or the like.

  Further, the fluctuation component removing unit 144 can suitably remove the fluctuation component from the raw power command value by passing the raw power command value through the low-pass filter or the phase compensation filter, and thus preferably to the motor generator. The influence on the power system caused by the fluctuation of the command value can be suppressed.

  Further, since the raw power command value is the power command value of the motor generator 19 given from the lever of the console 12, the motor power generation by the second power converter 25b while suppressing the influence of load fluctuations on the power system. The power control of the machine 19 can be performed quickly.

(Second Embodiment)
Next, a second embodiment will be described. The configuration of the mobile propulsion system 10 of this embodiment is the same as that of the first embodiment. Below, the description of the structure common to 1st Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 5 is a block diagram of a control system of the mobile propulsion system according to the second embodiment. As shown in FIG. 5, the controller 14 </ b> A includes input means (not shown) from an automatic ship position maintaining system (hereinafter referred to as DPS: Dynamic Positioning system) 150.

  Here, the DPS 150 is a technique in which the ship keeps a fixed position on the ocean. By confirming the position of the ship using GPS (Global Positioning System) or the like and adjusting the thrust and propulsion direction of the thruster, the position of the hull is kept constant without being swept away by wind or tidal currents.

  In this embodiment, the power command value of the motor generator given from the DPS 150 is the raw power command value. Then, the first power command value Pc1 is generated through the process of removing the fluctuation component from the raw power command value, and the second power command value Pc2 based on the raw power command value is generated. Thereby, the droop control of the first power converter 25a and the power control of the second power converter 25b are performed, and the load fluctuation due to charging / discharging of the power storage device 30 during the power generation / electric operation of the motor generator 19 is suppressed. It becomes possible.

  According to such a configuration, in addition to the same effects as those of the first embodiment, it is possible to secure a fixed position on the ocean by the DPS 150.

  The controller 14A includes a PCS (Propulsion Control System) (not shown) 26 that is connected to the DPS 150 and the lever operation of the console 12 so as to be switchable. A configuration in which a command value is given may be used.

(Third embodiment)
Next, a third embodiment will be described. The configuration of the mobile propulsion system 10 of the present embodiment is the same as that of the first embodiment. Below, the description of the structure common to 1st Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 6 is a block diagram of a control system of the mobile propulsion system according to the third embodiment. As shown in FIG. 6, the controller 14 </ b> B includes input means (not shown) from a power management system (hereinafter simply referred to as “PMS”) 151 and an adder / subtracter 170.

  The PMS 151 is configured to output a power generation request to each power generation facility so that the power supply in the mobile body satisfies the power demand.

  Information including the current thrust demand, power demand, thrust supply capacity, and power supply capacity of the ship is input to the PMS 151 from the power system 18 of the ship. The PMS 151 compares the ship's thrust demand and the ship's power demand with the thrust supply capacity and power supply capacity, respectively, and adjusts the excess and deficiency of power and thrust in the mobile propulsion system 10 so that the motor generator 19 is electrically operated. Alternatively, a power command value for generating power is calculated.

  The adder / subtractor 170 adds the power command value given from the PMS 151 to the power command value of the motor generator given from the console 12 to generate the original power command value. Then, the first power command value Pc1 is generated through the process of removing the fluctuation component from the raw power command value, and the second power command value Pc2 based on the raw power command value is generated. Thereby, the droop control of the first power converter 25a and the power control of the second power converter 25b are performed, and the load fluctuation due to charging / discharging of the power storage device 30 during the power generation / electric operation of the motor generator 19 is suppressed. It becomes possible.

  According to such a configuration, excess and deficiency of electric power and thrust can be adjusted by switching the electric power generation or the electric power generation of the motor generator 19. Therefore, in addition to the same effect as the first embodiment, the power management of the power system 18 by the PMS 151 is possible.

(Fourth embodiment)
Next, a fourth embodiment will be described. The configuration of the mobile propulsion system 10 of this embodiment is the same as that of the first embodiment. Below, the description of the structure common to 1st Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 7 is a block diagram of a control system of the mobile propulsion system according to the fourth embodiment. As shown in FIG. 7, the control device 14 </ b> C includes DPS 150, input means (not shown) from the PMS 151, and an adder / subtracter 170. This embodiment is different from the first embodiment in that the raw power command value is obtained by adding the power command value given from the PMS 151 to the power command value given to the motor generator given from the DPS 150. According to such a configuration, in addition to the same effects as those of the first embodiment, both automatic control by the DPS 150 and power management of the power system 18 by the PMS 151 are possible.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described. The configuration of the mobile propulsion system 10 of this embodiment is the same as that of the first embodiment. Below, the description of the structure common to 1st Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 8 is a block diagram of a control system of the mobile propulsion system according to the fifth embodiment. As shown in FIG. 8, the control device 14E further includes an SOC calculation unit 155, a charge / discharge power command value calculation unit 156, a power distribution calculation unit 157, and adders / subtracters 171, 172, 173.

  Adder / subtractor 173 subtracts first power command value Pc1 from second power command value Pc2 and outputs the calculation result to SOC calculation unit 155. The SOC calculation unit 155 calculates the SOC based on the difference between the input second power command value Pc2 and the first power command value Pc1.

  The SOC calculation unit 155 calculates the SOC of the power storage device 30 based on the difference between the input second power command value Pc2 and the first power command value Pc1, and outputs this to the charge / discharge power command value calculation unit 156.

  The charge / discharge power command value calculation unit 156 calculates a charge / discharge power command value based on the input SOC, and outputs this to the power distribution calculation unit 157. Here, the charge / discharge power command value is determined to a value that causes power storage device 30 to charge / discharge so that the SOC is within a predetermined range (for example, 40% to 60%).

  The power distribution calculation unit 157 distributes the input charge / discharge power command value to the droop control unit 145 that controls the first power converter 25a and the power control unit 130 that controls the second power converter 25b. The first charge / discharge power command value and the second charge / discharge power command value are generated and output to the adders / subtracters 171, 172. In the present embodiment, the first charge / discharge power command value and the second charge / discharge power command value are such that the difference between the second charge / discharge power command value and the first charge / discharge power command value becomes the charge / discharge power command value. Is generated to a valid value. The first charge / discharge power command value and the second charge / discharge power command value may be distributed to only one of them, and the other may be set to zero.

  The adder / subtractor 171 adds the first propulsion power command value generated by the process of removing the fluctuation component from the original power command value by the fluctuation component removal unit 144 and the first charge / discharge power command value, and adds the first propulsion power command value. 1 electric power command value Pc1 is produced | generated and this is output to the droop control part 145.

  The adder / subtractor 172 generates a second power command value Pc2 by adding the second propulsion power command value and the second charge / discharge power command value generated based on the original power command value, and generates the second power command value Pc2. Output to.

  In the above configuration, the operation of the second power converter 25b and the like will be described separately for the case where the motor generator 19 operates as a motor and the case where the motor generator 19 operates as a generator.

  First, the case where the motor generator 19 operates as an electric motor will be described. In this case, the first power converter 25a is based on the first power command value Pc1 in which the fluctuation component is removed from the original power command value while performing the droop control similarly to the first embodiment. It is converted into a DC power of a magnitude and output to the DC intermediate part. On the other hand, the second power converter 25b takes out DC power from the DC intermediate part, converts it into AC power having a magnitude (amount of power per unit time) based on the second power command value Pc2, and electrically converts it. Output to the generator 19. Then, according to the fluctuation component of the original power command value, the power output from the second power converter 25b is excessive or insufficient with respect to the power output from the first power converter 25a. The power storage device 30 is charged or discharged.

  At this time, the SOC of the power storage device 30 is calculated based on the difference between the second power command value Pc2 and the first power command value Pc1, and when the SOC is larger than a predetermined range (for example, SOC is 60% or more) The charge / discharge power command value is calculated so that the device 30 is discharged and the SOC falls within a predetermined range. On the other hand, when the SOC is smaller than a predetermined range (for example, the SOC is 40% or less), the charge / discharge power command value is calculated so that the power storage device 30 is charged and the SOC is within the predetermined range. And it is reflected in 1st electric power command value Pc1 and 2nd electric power command value Pc2. When the SOC is within a predetermined range (for example, SOC is 40% to 60%), it is not necessary to charge / discharge the power storage device 30, and therefore the charge / discharge power command value is set to zero.

  On the other hand, the case where the motor generator 19 operates as a generator will be described. In this case, the second power converter 25b converts the AC power generated by the motor generator 19 into DC power having a magnitude based on the second power command value Pc2, and outputs this to the DC intermediate section. On the other hand, the first power converter 25a takes out DC power from the DC intermediate part and converts it into AC power having a magnitude based on the first power command value Pc1 from which the fluctuation component is removed from the original power command value. This is output to the power system 18. Then, according to the fluctuation component of the original power command value, the power output from the first power converter 25a is excessive or insufficient with respect to the power output from the second power converter 25b. The power storage device 30 is charged or discharged. Even when the motor generator 19 operates as a generator, the SOC control described above is executed, and the calculated charge / discharge power command value is reflected in the first power command value Pc1 and the second power command value Pc2.

  Accordingly, the first power command value Pc1 and the second power command value Pc2 are generated so that the power storage device 30 is charged and discharged so that the SOC of the power storage device 30 falls within a predetermined range, and thereby the first power converter Through the droop control of 25a and the power control of the second power converter 25b, the power storage device 30 is charged and discharged so that the SOC falls within a predetermined range. As a result, the power storage device 30 can be prevented from becoming empty or overcharged.

  That is, according to the present embodiment, the droop control of the first power converter 25a and the power control of the second power converter 25b are performed, and the SOC control of the power storage device 30 during the power generation / electric operation of the motor generator 19 is performed. It is possible to suitably suppress load fluctuations due to charging / discharging.

(Sixth embodiment)
Next, a sixth embodiment will be described. The configuration of the mobile propulsion system 10 of this embodiment is the same as that of the fifth embodiment. Below, description of the structure which is common in 5th Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 9 is a block diagram of a control system of the mobile propulsion system according to the sixth embodiment. As shown in FIG. 9, the present embodiment is different from the fifth embodiment in that the SOC calculation unit 155 calculates the SOC by measuring the power that enters and leaves the power storage device 30 by a known method. In this embodiment, the same effect as that of the fifth embodiment can be obtained.

(Seventh embodiment)
Next, a seventh embodiment will be described. This embodiment illustrates the mobile propulsion system 10 that controls the rotational speed of the motor generator 19. As such a mobile propulsion system 10, a hybrid mobile propulsion system and an electric propulsion mobile propulsion system that have an electric propulsion mode in addition to the propulsion bias mode, the parallel mode, and the axial start mode correspond. In the electric propulsion mobile propulsion system, the motor generator 19 basically operates as an electric motor, and operates as a generator when regenerative braking is performed. The hybrid mobile body and the electric propulsion mobile body propulsion system 10 in the present embodiment have the configurations of the first to sixth embodiments, and only the portions different from the configurations of the present embodiment are added. Then, the “power control” executed by the first to sixth embodiments and the “rotational speed control” executed by the present embodiment are appropriately configured so as to be switched.

  The configuration of the mobile propulsion system 10 of this embodiment is partly different from that of the fifth embodiment. Below, description of the structure which is common in 5th Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  In the present embodiment, the motor power generation is obtained by the rotational speed control based on the deviation between the rotational speed command value of the motor generator 19 given from the console 12 and the actual rotational speed of the motor generator 19. The point which is based on the electric power command value of the machine 19 is different from the fifth embodiment. That is, in the first to sixth embodiments, the configuration for executing the “power control” of the motor generator 19 is illustrated, but in the present embodiment, the “rotational speed control” of the motor generator 19 is performed. It illustrates the configuration to be executed.

  FIG. 10 is a block diagram of a control system of the mobile propulsion system according to the seventh embodiment. As illustrated in FIG. 10, the control device 14F further includes an adder / subtractor 174 and a PID control unit 158. Then, the actual rotational speed of the motor generator 19 is input to the control device 14F. Here, the motor generator 19 is provided with a rotational speed detection means 19a such as a rotary encoder or a resolver.

  In the present embodiment, the raw power command value generation unit 142 generates a rotation speed command value of the motor generator 19 based on operation information indicating the position of the lever input from the lever provided on the console 12, and Is output to the adder / subtracter 174. Here, the raw power command value generation unit 142 sets a rotational speed command value corresponding to the lever position with reference to, for example, a lookup table stored in advance in the memory of the arithmetic device.

  The adder / subtracter 174 subtracts the actual rotational speed input from the rotational speed detection means 19a from the rotational speed command value of the motor generator 19 input from the raw power command value generation section 142, and subtracts this from the PID control section 158. Output to.

  The PID control unit 158 generates a raw power command value by performing proportional processing, integration processing, and differentiation processing on a deviation between the input rotation speed command value and the actual rotation speed of the motor generator 19. The integration process and the differentiation process may be omitted.

  The adder / subtractor 171 adds the first propulsion power command value generated by the process of removing the fluctuation component from the original power command value by the fluctuation component removal unit 144 and the first charge / discharge power command value, and adds the first propulsion power command value. 1 electric power command value Pc1 is produced | generated and this is output to the droop control part 145.

  The adder / subtractor 172 generates a second power command value Pc2 by adding the second propulsion power command value and the second charge / discharge power command value generated based on the original power command value, and generates the second power command value Pc2. Output to.

  The droop control unit 145 performs the droop control of the first power converter 25a based on the power command value output from the fluctuation component removal unit 144. Here, the droop control unit 145 performs control similar to the “power control mode” of the first embodiment based on the first power command value Pc1, and the frequency of the power system 18 and the power exchanged with the system are on the droop characteristic line. Control to be one point.

  In the above configuration, the operation of the second power converter 25b and the like will be described for the case where the motor generator 19 operates as an electric motor.

  When the motor generator 19 operates as a motor, the first power converter 25a uses the AC power of the power system 18 as a direct current having a magnitude based on the first power command value Pc1 obtained by removing the fluctuation component from the original power command value. It converts into electric power and outputs this to the DC intermediate part. On the other hand, the second power converter 25b extracts DC power from the DC intermediate section, converts it to AC power having a magnitude based on the second power command value Pc2, and outputs the AC power to the motor generator 19. The rotation speed of the motor generator 19 in the motor operation of the motor generator 19 is determined by the load transmitted from the propulsion device 11 and the electric power supplied to the motor generator 19 by the second power converter 25b. At this time, the power storage device 30 is charged or discharged according to the excess or deficiency of the power output from the second power converter 25b with respect to the power output from the first power converter 25a.

  By the operation in the above “rotational speed control mode”, the droop control for the first power converter 25a is performed, and the rotational speed of the motor generator 19 is feedback-controlled.

  Furthermore, in the present embodiment, the first power command value Pc1 and the second power command value Pc2 are generated so that the power storage device 30 is charged and discharged so that the SOC of the power storage device 30 falls within a predetermined range. The SOC control of the fifth embodiment is also realized.

  In addition, the power command value of the motor generator 19 is obtained by the deviation between the rotation speed command value of the motor generator 19 given from the lever of the console 12 and the actual rotation speed of the motor generator 19. Therefore, agile rotation speed control of the motor generator 19 can be performed while suppressing the influence of load fluctuations on the power system.

(Eighth embodiment)
Next, an eighth embodiment will be described. The configuration of the mobile propulsion system 10 of this embodiment is the same as that of the seventh embodiment. Below, the description of the structure common to 7th Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 11 is a block diagram of a control system of the mobile propulsion system according to the eighth embodiment. As shown in FIG. 11, the present embodiment is different from the seventh embodiment (FIG. 10) in that the rotation speed command value of the motor generator 19 is generated by the DPS 150 and is output to the adder / subtractor 174. According to such a configuration, in addition to the same effects as in the seventh embodiment, it is possible to secure a fixed position on the ocean by the DPS 150.

(Ninth embodiment)
Next, a ninth embodiment will be described. The configuration of the mobile propulsion system 10 of this embodiment is the same as that of the seventh embodiment. Below, the description of the structure common to 7th Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 12 is a block diagram of a control system of the mobile propulsion system according to the ninth embodiment. As shown in FIG. 12, the control device 14H is different from the seventh embodiment (FIG. 10) in that an adder / subtracter 175 is further provided in the subsequent stage of the PMS 151 and the PID control unit 158.

  In the present embodiment, the raw power command value is obtained by a motor speed generator obtained by speed control based on a deviation between the motor speed command value given from the console 12 and the actual motor speed of the motor generator 19. The power command value given from the PMS 151 is added to the power command value.

  Specifically, the adder / subtractor 175 adds the power command value given from the PMS 151 to the output value of the PID control unit 158 to generate the original power command value. Then, the first power command value Pc1 is generated through the process of removing the fluctuation component from the raw power command value, and the second power command value Pc2 based on the raw power command value is generated.

  According to such a configuration, it is possible to adjust the excess and deficiency of the electric power and the thrust due to the switching of the electric generator or the electric generator of the motor generator 19. Therefore, according to the present embodiment, in addition to the same effects as those of the seventh embodiment, the power management of the power system 18 by the PMS 151 becomes possible.

  In the present embodiment, the rotational speed command value of the motor generator 19 is given through the lever operation of the console 12, but may be given from the DPS 150 as in the eighth embodiment.

(10th Embodiment)
Next, a tenth embodiment will be described. The configuration of the mobile propulsion system 10 of this embodiment is the same as that of the seventh embodiment. Below, the description of the structure common to 7th Embodiment is abbreviate | omitted, and only a different structure is demonstrated.

  FIG. 13 is a block diagram of a control system of the mobile propulsion system according to the tenth embodiment. As illustrated in FIG. 13, the control device 14I further includes an adder / subtractor 175, a high-pass filter (HPF) 159, and an amplifier 160. Further, the actual drive shaft load of the motor generator 19 is input to the control device 14I from the shaft load detection means 11a provided on the drive shaft of the propulsion device 11. The shaft load detecting means 11a may be configured to directly detect the shaft load using a load meter, or indirectly using a rotational speed, a motor generator current, a variable pitch propeller blade angle, or the like. It may be configured to detect a load.

  The HPF 159 passes only the high frequency component of the shaft load signal detected by the shaft load detecting means 11 a and outputs it to the amplifier 160. The amplifier 160 adjusts the gain of the output value of the high pass filter 159 to generate a propulsion power correction value, and outputs this to the adder / subtractor 175. The adder / subtracter 175 adds the propulsion power correction value, which is the output value of the amplifier 160, to the second power command value Pc2, and outputs the corrected second power command value Pc2 to the adder / subtractor 173 and the power control unit 130. It is configured as follows.

  According to the configuration as described above, the load on the drive shaft of the propulsion device 11 is detected, and when the load on the drive shaft is larger than the steady value, the generated power of the motor generator 19 is reduced or the electric power is increased. A power correction value is obtained, and the calculated propulsion power correction value is added to the second power command value. On the other hand, when the load on the drive shaft is smaller than the steady value, the propulsion power correction value is obtained so that the generated power of the motor generator 19 increases or the electric power decreases, and the calculated propulsion power correction value is used as the second power command value. Add to.

  Therefore, according to the present embodiment, in addition to the effects of the seventh embodiment, the propulsion power correction value that takes into account only the fluctuation component of the load on the drive shaft is added to the second power command value, so that Load fluctuation can be suppressed, fuel efficiency can be improved, and influence on the system can be suppressed. Therefore, the engine can be applied to a main engine of a type that is vulnerable to load fluctuations.

(Other embodiments)
In the seventh to tenth embodiments, the configuration for generating and adding the charge / discharge command may be omitted.

  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.

  INDUSTRIAL APPLICABILITY The present invention is useful for a mobile propulsion system including a motor generator and a bidirectional power converter.

10 Mobile propulsion system 11 Propeller (propulsion unit)
11a Shaft load detection means 12 Console 14 Controller 17 Main machine 18 Power system (main generator)
DESCRIPTION OF SYMBOLS 19 Motor generator 19a Rotational speed detection means 20 Deceleration device 22 Inboard bus 25 Power conversion device 25a 1st power converter 25b 2nd power converter 30 Power storage device 130 Power control part 142 Original electric power command value production | generation part 144 Fluctuation component removal part (LPF)
145 Droop control unit 150 DPS
151 PMS
155 SOC calculation unit 156 Charge / discharge power command value calculation unit 157 Power distribution calculation unit 158 PID control unit 159 HPF
160 Amplifier 170-175 Adder / Subtractor

Claims (11)

A motor generator having a main shaft connected to a drive shaft for propelling a moving body, a first power converter having an AC end connected to a power system and a DC end connected to a DC intermediate portion, and a DC end connected to a DC A second power converter connected to the intermediate portion and having an AC end connected to an electric terminal of the motor generator, and a power storage device connected to the DC intermediate portion, and receives mechanical force from the drive shaft A method for controlling a propulsion system for a moving body configured to be able to give power to the power system, and to receive power from the power system and give mechanical force to the drive shaft,
Based on the first power command value, the frequency of the power system and the power that the first power converter gives or receives to the power system (hereinafter referred to as power to / from the system) are the frequency of the power system. Droop-controlling the first power converter so as to be one point on the droop characteristic line indicating the relationship between the target value and the target value of the power transfer to the system,
Based on the second power command value, the second power converter is controlled such that the power to be converted by the second power converter becomes the second power command value, and
The first power command value is generated through a process of removing a fluctuation component from an original power command value which is a power command value or a power command value generated based on a rotation speed command value of the motor generator. ,
The method for controlling a propulsion system for a mobile object, wherein the second power command value is based on the raw power command value. A charge / discharge power command value is calculated and a second charge / discharge power command is calculated so that the SOC (State Of Charge) of the power storage device is obtained and charge / discharge is performed so that the SOC is within a predetermined range. Generating the first charge / discharge power command value and the second charge / discharge power command value so that the difference between the value and the first charge / discharge power command value becomes the charge / discharge power command value,
The first power command value is generated by adding the first propulsion power command value generated through the process of removing the fluctuation component from the original power command value and the first charge / discharge power command value,
2. The mobile body according to claim 1, wherein the second power command value is generated by adding a second propulsion power command value generated based on the raw power command value and the second charge / discharge power command value. Propulsion system control method.   The droop characteristic line is set to the first power command value for the standard frequency of the power system, and the generated power of the motor generator or the first power smaller than the first power command value for the frequency higher than the standard frequency. It is set to an electric power larger than the power command value, and for a frequency lower than the standard frequency, it is set to a power generated by the motor generator larger than the first power command value or an electric power smaller than the first power command value. The control method of the propulsion system of the moving body according to claim 1.   The said droop control is performed by controlling so that the frequency of an electric power system may be set to the frequency calculated | required from the actual power transmission / reception system power and the said droop characteristic line. Method of propulsion system for a moving body of a vehicle.   4. The droop control is performed by controlling the power supplied to and received from the grid so that the power obtained from the frequency of the actual power system and the droop characteristic line is controlled. 5. Method of propulsion system for a moving body of   The method of controlling a propulsion system for a moving body according to claim 1 or 2, wherein the raw power command value is a power command value of a motor generator given from an operation console or an automatic ship position maintaining system. The mobile body has a power management system that outputs a power generation request to each power generation facility so that the power supply satisfies the power demand,
3. The raw power command value is obtained by adding a power command value given from the power management system to a power command value of a motor generator given from a console or an automatic ship position holding system. A method for controlling a propulsion system for a moving object.   The raw power command value is a motor generator obtained by rotational speed control based on a deviation between a motor generator rotational speed command value given from a console or an automatic ship position maintaining system and an actual rotational speed of the motor generator. The method for controlling a propulsion system for a moving body according to claim 1 or 2, wherein the method is based on a power command value.   The mobile body has a power management system that outputs a power generation request to each power generation facility so that the power supply satisfies the power demand, and the raw power command value is supplied from a console or an automatic ship position holding system. The power command value given from the power management system is added to the power command value of the motor generator obtained by the rotation speed control based on the deviation between the rotation speed command value of the motor generator and the actual motor speed. A method for controlling a propulsion system for a moving body according to claim 1 or 2.   The method of controlling a propulsion system for a moving body according to claim 1 or 2, wherein the process of removing the fluctuation component from the raw power command value is a step of passing the raw power command value through a low-pass filter or a phase compensation filter. The load of the drive shaft is detected, and when the load of the drive shaft is larger than a steady value, the propulsion power correction value is obtained so that the generated power of the motor generator decreases or the electric power increases. Is smaller than the steady value, the propulsion power correction value is calculated so that the generated power of the motor generator increases or the electric power decreases,
The method for controlling a propulsion system for a moving body according to claim 1 or 2, wherein the calculated propulsion power correction value is added to the second power command value.

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