JP2018177060A - Control method for propulsion system of vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent temporary reduction of thrust along with blade angle restriction in a propulsion system of a vessel provided with a variable pitch propeller.SOLUTION: A control method for a propulsion system 100 for a vessel includes: restricting a blade angle of a variable pitch propeller 5 to a given blade angle instruction value so that a main engine 1 is driven within a set load range on the basis of revolving speed and output of the main engine 1; and controlling a power conversion device 6 so that load of the main engine 1 is reduced by driving a motor generator 3 (or a motor) before the blade angle restriction.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control method of a propulsion system of a ship.

  In recent years, a variable pitch propeller (CPP: Controllable Pitch Propeller) which can freely change the angle (pitch) of a blade is generally used as a propeller for a ship (see, for example, Patent Document 1). In the CPP, by changing the pitch of the CPP in accordance with a given blade angle command value, it is possible to obtain an arbitrary forward and backward thrust while maintaining the number of revolutions and the rotational direction of the main engine constant.

  There is automatic load control (ALC: Automatic Load Control) as a control method which controls the wing angle of CPP. In the ALC, the blade angle of the variable pitch propeller is limited for a given blade angle command value so that the master is operated within a load range set based on the rotation speed and output of the master. For example, the CPP blade angle is limited when the main engine is overloaded beyond the upper limit of the set load range with respect to the rotation speed of a certain main engine. This can prevent tripping of the main machine due to overload.

JP, 2010-132161, A

  However, if sudden load fluctuation occurs, the overload is eliminated once the blade angle is limited by the above conventional blade angle limitation, but it takes time to return to the original blade angle. I will. Therefore, the desired thrust can not be obtained during that time.

  The present invention has been made to solve the above-described problems, and it is an object of the present invention to prevent a temporary decrease in thrust associated with wing angle limitation in a boat propulsion system provided with a variable pitch propeller.

  In order to achieve the above object, a method of controlling a propulsion system of a ship according to an aspect of the present invention comprises controlling an electric power source, a main engine, an electric motor or an electric motor generator, and blade angle control according to given blade angle command values. Variable pitch propeller, a power conversion device for supplying power generated by the power source to the motor or the motor generator, and a control device, the main machine, the motor or the motor generator, and The variable pitch propeller may be connected to the same drive shaft, and the control method of a propulsion system of a ship, wherein the main machine is operated within a load range set based on the rotation speed and output of the main machine. Restricting a blade angle of the variable pitch propeller with respect to the given blade angle command value, and driving the motor or the motor generator prior to the blade angle limitation; It includes controlling the power converter to reduce the load on the main engine, the.

  According to the above configuration, in the vessel propulsion system in which the main machine is energized by the electric motor, the blade angle control is performed in accordance with the given blade angle command value of the variable pitch propeller. At this time, by automatic load control (ALC) of the variable pitch propeller, the blade angle of the variable pitch propeller is limited so that the main machine is operated within a load range set based on the rotation speed and output of the main machine. This can prevent tripping of the main machine due to overload. When a sudden load fluctuation occurs and the blade angle is limited, the overload is eliminated, but it takes time to return to the original blade angle, during which the desired thrust can not be obtained. Therefore, prior to blade angle limitation, the electric motor (or motor generator) connected to the same drive shaft as the variable pitch propeller is driven to control the power conversion device so that the load on the main machine is reduced. Since the load of the main machine is reduced before the main machine is overloaded by the application of the electric motor, it is possible to prevent the thrust reduction due to the blade angle limitation. Even if the motor can not be driven for some reason, the blade angle limit functions so that the master does not trip due to overload.

  The control method of a propulsion system for a ship according to the present invention sets a predetermined value smaller than the upper limit value of the load range as the blade angle limited start load with respect to the rotational speed of the main machine. Setting a value as an additive start load, correcting the blade angle command value given to limit the blade angle when the output of the main machine exceeds the blade angle limit start load, and When the output of the master is a value larger than the boost start load, applying an energizing drive command to the power conversion device to drive the motor or the motor generator, and the output of the master being the boost start load In the case of a smaller value, the method may further include reducing the driving force command to zero or zero so as to stop driving the motor or the motor generator.

  According to the above configuration, after the motor (or motor generator) is driven to reduce the load of the main machine, if the CPP load is reduced and the main machine has a margin, the energizing drive command is reduced to zero. When there is a margin in the main unit from the beginning, the energizing drive command is zero, and the motor is not energized.

  The propulsion system of the vessel is connected to the DC part of the power converter as all or part of the power source, or connected to the power converter via another power converter and the power system. The power storage device may be further provided, and the control method of the propulsion system of the ship may further include controlling to discharge all or a part of drive power of the motor or the motor generator from the power storage device.

  According to the above configuration, it is possible to supply part or all of the drive power necessary for the energization by the motor (or the motor generator) from the power storage device.

  According to another aspect of the present invention, there is provided a method of controlling a propulsion system of a ship comprising: an electric power system; a main engine; a generator or a motor generator; and a variable pitch propeller whose blade angle is controlled according to a given blade angle command value. A power converter capable of supplying power generated by the generator or the motor generator to an electric power system, and a controller, the main machine, the generator or the motor generator, and the variable pitch propeller Is a control method of a propulsion system of a ship, wherein the generator or the motor generator is operated by using a part of the output of the main machine as a driving force, the rotational speed of the main machine being connected to the same drive shaft Limiting the blade angle of the variable pitch propeller with respect to the given blade angle command value so that the main machine is operated within a load range set based on the speed and the power; and Prior to, and reduce the generated power of the generator or the motor generator, including, and controlling the power converter to reduce the load of the main engine.

  According to the above configuration, in the propulsion system of a ship that drives the generator (or the motor generator) using a part of the output of the main engine and supplies in-board power, the variable pitch propeller is operated according to the blade angle command value given. Control the wing angle. At this time, by automatic load control (ALC) of the variable pitch propeller, the blade angle of the variable pitch propeller is limited so that the main machine is operated within a load range set based on the rotation speed and output of the main machine. This can prevent tripping of the main machine due to overload. When a sudden load fluctuation occurs and the blade angle is limited, the overload is eliminated, but it takes time to return to the original blade angle, during which the desired thrust can not be obtained. Therefore, prior to blade angle limitation, the generated power of the generator (or motor generator) connected to the same drive shaft as the variable pitch propeller is reduced, and the power converter is controlled so that the load on the main machine is reduced. . By reducing the power generated by the generator, the load on the main engine is reduced before the main engine is overloaded, so that it is possible to prevent a reduction in thrust due to blade angle limitation. Even if the generator can not be driven for some reason, the blade angle limit functions so that the master does not trip due to overload.

  The control method of a propulsion system for a ship according to the present invention sets a predetermined value smaller than the upper limit value of the load range as the blade angle limited start load with respect to the rotational speed of the main machine. Setting a value as a power generation restriction start load, and correcting the blade angle command value given to limit the blade angle when the output of the main machine exceeds the blade angle restriction start load; When the output of the main machine is a value larger than the power generation restriction start load, the power generation amount correction command is given from the power generation command given to the power conversion device so as to reduce the power generation of the generator or the motor generator. When the output of the main machine is smaller than the power generation restriction start load, the power generation amount correction command is set so as not to reduce the generated power of the generator or the motor generator. Or a reducing to zero, it may further include a.

  According to the above configuration, after reducing the generated power of the generator (or the motor generator) to reduce the load of the main machine, if the CPP load decreases and the main machine can make allowances, the power generation correction command becomes zero Reduce. When the main unit has a margin from the beginning, the power generation amount correction command is zero, and the reduction of the generated power by the generator is not performed.

  The propulsion system of the ship further includes a power storage device connected to the DC part of the power converter or connected to the power system via another power converter, and the control method of the propulsion system for the ship The method may further include controlling to discharge all or part of the reduction amount of the power generated by the generator or the motor generator from the power storage device.

  According to the above configuration, a part or all of the reduction amount of the generated power can be supplied from the power storage device.

  According to the present invention, in the propulsion system of a ship equipped with a variable pitch propeller, it is possible to prevent a temporary decrease in thrust accompanying blade angle limitation.

FIG. 1 is a view schematically showing a hardware configuration of a boat propulsion system according to a first embodiment of the present invention. FIG. 2 is a block diagram showing an example of a configuration of a control system of the ship propulsion system of FIG. FIG. 3 is a graph showing a load area of the ship propulsion system of FIG. FIG. 4 is a diagram for explaining the operation of the power conversion device of FIG. FIG. 5 is a view schematically showing a hardware configuration of a boat propulsion system according to a second embodiment of the present invention. FIG. 6 is a block diagram showing an example of the configuration of a control system of the ship propulsion system of FIG. FIG. 7 is a view schematically showing a hardware configuration of a boat propulsion system according to a third embodiment of the present invention. FIG. 8 is a block diagram showing an example of a configuration of a control system of the ship propulsion system of FIG. 7. FIG. 9 is a graph showing the load range of the vessel propulsion system of FIG. FIG. 10 is a graph of droop characteristic lines. FIG. 11 is a view schematically showing a hardware configuration of a boat propulsion system according to a fourth embodiment of the present invention. FIG. 12 is a block diagram showing an example of the configuration of a control system of the boat propulsion system of FIG.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings. In the following, the same or corresponding elements are denoted by the same reference numerals throughout all the drawings, and redundant description will be omitted.

First Embodiment
FIG. 1 is a view schematically showing a hardware configuration of a boat propulsion system 100 according to a first embodiment of the present invention. As shown in FIG. 1, the ship propulsion system 100 includes a main engine 1, an electric power source 2, a motor generator 3, an inboard bus 4, a variable pitch propeller 5, a power converter 6, and a control system 7. Prepare. Thick lines indicate mechanical connections, and thin lines indicate electrical wiring.

  The main machine 1 is a main power source that rotationally drives a variable pitch propeller 5 as a propeller. In the present embodiment, main engine 1 is, for example, a diesel engine that drives variable pitch propeller 5 using fuel oil or LNG as fuel. The main machine 1 may be another power source (for example, a gas turbine, a gas engine, a steam turbine). The rotation shaft of the diesel engine is connected to the variable pitch propeller 5 via a reduction gear 8 so as to be able to transmit power, and drives the variable pitch propeller 5. In the boat propulsion system 100, the main machine 1 is controlled in rotation speed in accordance with a main machine rotation speed command value.

  The electric power source 2 is a device in which a motor 2a and a generator 2b are connected by a rotating shaft, and is configured to drive the generator 2b to generate electric power by rotation of the rotating shaft of the motor 2a. The prime mover 2a may be, for example, a diesel engine or other power source (eg, gas turbine, gas engine, steam turbine). The power source 2 is connected to a power system 21 in the ship. Electric power system 21 includes an electric power load 21 a connected to inboard bus 4. The electric power load 21a includes, for example, equipment operating continuously such as hotel loads such as lighting and air conditioning of a ship, a winch, and a device operating in a short time such as an engine starter motor of the main unit 1. The electric power generated by the electric power source 2 is supplied to the electric power load 21 a or the electric power conversion device 6 via the inboard bus 4.

  The motor generator 3 is controlled to perform an electric operation or a power generation operation. When the motor generator 3 operates electrically, the electric power supplied from the power conversion device 6 assists the drive of the variable pitch propeller 5 by the main machine 1. The motor generator 3 supplies the electric power generated by the power transmitted from the main machine 1 via the reduction gear 8 to the power conversion device 6 when the electric power generation operation is performed. The motor generator 3 has a rotation shaft mechanically connected to the variable pitch propeller 5 via the reduction gear 8 and is electrically connected to the inboard bus 4 via the power conversion device 6. In the present embodiment, the motor generator 3 is controlled so as to energize the main machine 1 solely by the electric operation.

  The inboard bus 4 is an alternating current bus line that transmits the power supplied from the power source 2 or the power conversion device 6 to the power system 21 (power load 21a) in the ship. In the present embodiment, the inboard bus 4 is electrically connected to the power source 2, the power load 21 a, and the power converter 6. The inboard bus 4 is electrically connected to the power source 2 and electrically connected to the motor generator 3 through the power converter 6.

  The variable pitch propeller (hereinafter, also simply referred to as CPP) 5 is a propulsion unit for giving a thrust to a ship, and one or more are provided on the ship. The variable pitch propeller 5 is mechanically connected to the main machine 1 and the motor generator 3 via a reduction gear 8 as a power transmission mechanism. The variable pitch propeller 5 is connected to the same drive shaft as the main machine 1 and the motor generator 3 via a reduction gear 8. The variable pitch propeller 5 receives rotational power output from one or both of the main machine 1 and the motor-operated motor 3 via the reduction gear 8, and converts the rotational power into thrust. The thrust of the variable pitch propeller 5 is determined by the number of revolutions of the variable pitch propeller 5 adjusted by the reduction gear 8 and the pitch angle (blade angle) of the variable pitch propeller 5 adjusted by a pitch angle adjustment mechanism (not shown). It is controlled. The pitch angle adjustment mechanism includes, for example, a hydraulic actuator, and drives the actuator according to a blade angle command value to change the blade angle of the variable pitch propeller 5.

  One terminal of the power conversion device 6 is connected to the inboard bus 4, and the other terminal is connected to the motor generator 3. Power conversion device 6 converts AC power once into DC power, converts DC power obtained by the conversion into AC power, and converts AC frequency and voltage of power system 21 and motor generator 3 to each other. It is a device. In the power generation state, the power converter 6 supplies the electric power generated by the motor generator 3 to the electric power system 21, and in the electric state, the electric power generated by the electric power source 2 is supplied from the electric power system 21 and It is configured to supply the generator 3.

  The power converter 6 includes a first power converter 6a and a second power converter 6b. The first power converter 6a is a grid side power converter, and is configured by, for example, a bidirectional inverter. The AC end of the first power converter 6 a is connected to the inboard bus 4 (electric power system side), and the DC end is connected to the DC intermediate portion 60. The first power converter 6a converts the DC power input from the DC intermediate unit 60 into AC power and outputs the AC power to the inboard bus 4 (on the power system side). Further, AC power input from inboard bus 4 (on the power system side) is converted into DC power and output to DC intermediate unit 60. The second power converter 6b is a motor generator side power converter, and is configured of, for example, a bidirectional inverter. The DC end of the second power converter 6 b is connected to the DC intermediate unit 60, and the AC end is connected to the motor generator 3. The second power converter 6 b converts the AC power input from the motor generator 3 into DC power and outputs the DC power to the DC intermediate unit 60. Further, it converts the DC power input from the DC intermediate unit 60 into AC power and outputs the AC power to the motor generator 3.

  The control system 7 controls the main machine 1, the power source 2, the motor generator 3, the CPP 5, and the power conversion device 6. FIG. 2 is a block diagram showing an example of the configuration of the control system 7. Here, the control system of the ship propulsion system 100 is configured of, for example, an arithmetic device such as a field programmable gate array (FPGA), a programmable logic controller (PLC), a microcontroller, and a memory. The control system 7 may be configured by a single control device that performs centralized control, or may be configured by a plurality of control devices that perform distributed control in cooperation with each other. Each element constituting the control system 7 is realized by executing a program stored in a memory in the arithmetic device.

  The block diagram of FIG. 2A shows a control system of the main unit 1. As shown in FIG. 2A, the control system of the main unit 1 includes an adder / subtractor 70, a rotation speed controller 71, and a fuel supply unit 72. Hereinafter, the adder, the subtracter, and the adder / subtractor will be described as an adder / subtractor without distinction.

  The adder-subtractor 70 is configured to subtract the main machine rotational speed from the main machine rotational speed command value, and to output a value (deviation) obtained by subtraction to the rotational speed controller 71. Here, the master unit rotation number command value may be input, for example, through a driver's lever operation, or may be stored in advance in a memory of a control system. The main machine rotational speed is a value obtained by detecting the rotational speed of the main shaft by a rotation speed detector 1a (for example, a rotation sensor or the like) provided on the main shaft of the main machine 1.

  The rotation speed controller 71 is configured to calculate the fuel supply command value of the main engine 1 based on the output of the adder / subtractor 70 and to output the calculated fuel supply command value to the fuel supply device 72. In the present embodiment, the rotation speed controller 71 calculates the fuel supply 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 supply device 72 is configured to supply the fuel to the main engine 1 in accordance with the fuel supply command value input from the rotation speed controller 71. In the present embodiment, the fuel feeder 72 feeds, for example, heavy oil or LNG fuel to the diesel engine (main engine 1).

  The block diagram of FIG. 2 (b) shows the control system of CPP5. As shown in FIG. 2B, the control system of CPP 5 includes an adder / subtractor 73, an adder / subtractor 74, and a blade angle signal calculator 75.

  The adder / subtractor 73 is configured to subtract a blade angle correction value to be described later from the blade angle command value, and to output a value (deviation) obtained by the subtraction to the adder / subtractor 74. Here, the blade angle command value may be input, for example, through the driver's lever operation, or may be stored in advance in the memory of the control system.

  The adder / subtractor 74 is configured to subtract the blade angle detection value from the output value of the adder / subtractor 73 and to output a value (deviation) obtained by subtraction to the blade angle signal calculator 75. The blade angle detection value is a value obtained by detecting a blade angle by a blade angle detector 5 a provided in a pitch angle adjustment mechanism (not shown) of CPP 5.

  The blade angle signal calculator 75 is configured to calculate a blade angle signal based on the output of the adder / subtractor 74 and to output the calculated blade angle signal to the CPP 5 pitch angle adjustment mechanism. The blade angle signal calculator 75 calculates a blade angle signal by, for example, performing proportional processing, integration processing, and differential processing on the input deviation so that the blade angle approaches the blade angle command value, and calculates the calculated blade angle signal. Output to the pitch angle adjustment mechanism.

  In this embodiment, the control system of CPP 5 includes blade angle limited start load setting unit 76, adder / subtractor 77, ALC controller 78, load upper limit correction value setting unit 79, adder / subtractor 80, and adder / subtractor 81. , PID controller 82, and limiter circuit 83.

  The wing angle limited start load setting unit 76 sets the wing angle limited start load based on the main machine rotational speed detected by the rotational speed detector 1a provided on the main shaft of the main machine 1, and this is added to the adder / subtractor 77 and the addition / subtraction It is configured to output to the signal generator 80. The blade angle limited start load setting unit 76 refers to, for example, a look-up table stored in advance in a memory (not shown) of the control system, and sets the number of revolutions of the main machine based on the number of revolutions and output of the main machine. A predetermined value smaller than the upper limit value of the specified load range is set as the blade angle limited start load.

  The adder-subtractor 77 is configured to subtract the blade angle limited start load set by the blade angle limited start load setting unit 76 from the estimated value of the main machine output, and output the value (deviation) subtracted to the ALC controller 78. Ru. Here, the estimated value of the main engine output is estimated from the fuel supply amount (fuel index) to the main engine 1. The method of estimating the main machine output may be any other known method.

  The ALC controller 78 is configured to calculate a blade angle command correction value based on the difference between the blade angle limited start load and the main machine output estimated value, and to output this to the adder / subtractor 73. The ALC controller 78 limits the blade angle of the variable pitch propeller to a given blade angle command value so that the main machine is operated within a load range set based on the rotation speed and output of the main machine .

  The load upper limit correction value setting unit 79 sets the load upper limit correction value based on the main machine rotational speed detected by the rotational speed detector 1a provided on the main shaft of the main machine 1, and outputs this to the adder / subtractor 80. Configured The load upper limit correction value setting unit 79 refers to, for example, a look-up table stored in advance in a memory (not shown) of the control system, and sets a predetermined value for the rotational speed of the main machine as the load upper limit correction value.

  The adder / subtractor 80 is configured to subtract the load upper limit correction value from the blade angle limited start load, and to output the value (deviation) thus subtracted to the adder / subtractor 81 as the addition start load.

  The adder / subtractor 81 is configured to subtract from the estimated starting value of the main machine output the energization start load calculated by the adder / subtractor 80 and to output a value (deviation) obtained by the subtraction to the PID controller 82.

  The PID controller 82 is configured to perform proportional processing, integral processing, and differential processing on the deviation between the estimated value of the master device output and the load for starting acceleration, and output the result to the limiter circuit 83. The differentiation process may be omitted.

  The limiter circuit 83 is configured to limit the output value of the PID controller 82 to a predetermined upper limit value and lower limit value, and to output this as an activation drive command. That is, when the input output value of the PID controller 82 exceeds the upper limit value, the limiter circuit 83 outputs this upper limit value as an activation drive command. Similarly, when the input output value of the PID controller 82 exceeds the lower limit value, the limiter circuit 83 outputs this lower limit value as an activation drive command. In the present embodiment, the upper limit value is a value determined by the rating of the motor generator 3, and the lower limit value is a value of zero.

  Next, the operation of the boat propulsion system 100 will be described. First, a general operation for adjusting the boat speed will be described. In the present embodiment, the main aircraft 1 adjusts the boat speed by changing the blade angle of the variable pitch propeller 5 while driving at a constant rotational speed. As shown in FIG. 2, the main engine rotational speed command value (constant value) and the blade angle command value (variable value) are input to the control system of the system 100 through, for example, a driver's lever operation or the like. First, the adder-subtractor 70 outputs the deviation of the main machine rotational speed to the input main machine rotational speed command value to the rotational speed controller 71 (see FIG. 2A). The rotation speed controller 71 generates a fuel supply command value according to the deviation of the main engine rotation speed, and outputs this to the fuel supply device 72. The fuel supplier 72 supplies fuel to the main engine 1 according to the fuel supply command value. As a result, main unit 1 is feedback-controlled so that the rotational speed approaches the main unit rotational speed command value. On the other hand, the pitch angle adjustment mechanism (not shown) of the variable pitch propeller 5 changes the blade angle in accordance with the inputted blade angle command value. As a result, it is possible to obtain an arbitrary forward / backward propulsive force while maintaining the number of revolutions and the direction of rotation of the main engine constant, and the ship can be operated at a desired boat speed. When adjusting the boat speed in this manner, the load on the main aircraft 1 increases or decreases according to the increase or decrease of the input blade angle command value.

  The variable pitch propeller 5 of this embodiment has an automatic load control function (ALC). The blade angle of the variable pitch propeller 5 is limited for a given blade angle command value so that the main machine is operated within a load range set based on the rotation speed and output of the main machine. The graph of FIG. 3 shows the load range of the main unit. The horizontal axis indicates the main machine rotational speed, and the vertical axis indicates the main machine output. The load range defined by the upper limit value and the lower limit value (lines indicated by broken lines) with respect to the rotational speed of the main machine is also called an economic operation range, and is an area where efficient operation is possible. Further, a region exceeding the upper limit is called an overload region, and a region below the lower limit is called a low load region. As shown in the graph, a predetermined value smaller than the upper limit of the load range is set as the blade angle limited start load, and a predetermined value smaller than the blade angle limited start load is set as the additive start load with respect to the rotational speed of the main machine Be done.

  The ALC controller 78 will limit the blade angle if the main engine is near overload, ie if the main engine output exceeds the wing angle limit start load for a given main engine speed. , Correct the given blade angle command value (FIG. 2). It is possible to prevent the trip of the main engine due to overload. In this way, when a sudden load fluctuation occurs and the blade angle is limited, the overload is eliminated, but it takes time to return to the original blade angle, during which the desired thrust can not be obtained .

  So, in this embodiment, prior to blade angle restriction, the motor generator 3 (motor operation) is driven, and the power conversion device 6 is controlled so that the load of the main machine is reduced. When the output of the main machine is a value larger than the start load of energization, an activation drive command is given to the power conversion device 6 so as to drive the motor generator 3. While the operation of the ALC controller 78 is determined based on the difference between the blade angle limited start load defined by the look-up table (76) and the main engine output estimated value, the load upper limit correction value is calculated from the blade angle limited start load. A value obtained by subtraction and subtraction is used as an activation start load, and an activation drive command is determined based on the difference between the acceleration start load and the main engine output estimated value. As shown in Table 1, the target to which the drive addition command is given varies depending on the control method of the power conversion device 6. One of the power converters constituting the power converter 6 always performs control of the DC intermediate voltage. As a result, the power difference flowing into and out of the DC intermediate portion is absorbed by the power converter that performs DC intermediate portion voltage control.

  Thereby, the motor generator 3 operates electrically by the electric power supplied from the power conversion device 6, and assists the drive of the variable pitch propeller 5 by the main unit 1 (see FIG. 4). By energizing the motor generator 3 prior to the blade angle limiting operation by the ALC controller 78, it is possible to reduce the load on the main engine before the main engine is overloaded. Thereby, it is possible to prevent a temporary decrease in thrust due to blade angle limitation.

  On the other hand, when the output of the master machine is smaller than the load for starting the application of the load, the application drive command is reduced to zero or zero so as to stop the drive of the motor generator 3. The boost drive command is prevented from becoming negative by the limiter circuit 83 at the subsequent stage of the PID controller 82, and the boost is not performed when the main unit has a margin (see FIG. 2). Here, since integration of the PID controller 82 is stopped when the limiter circuit 83 is in operation, when the estimated value of the main unit output exceeds the application start load, it is possible to perform the application promptly.

  Even if the motor generator 3 can not be driven for any reason, the wing angle limitation of the ALC controller 78 functions, so that the main machine does not trip due to overload.

Second Embodiment
Next, a second embodiment will be described. Hereinafter, the description of the configuration common to the first embodiment will be omitted, and only the different configuration will be described.

  FIG. 5 is a schematic view showing a hardware configuration of a boat propulsion system according to a second embodiment. The ship propulsion system 100A of the present embodiment further includes a third power converter 6c and a power storage device 9 connected via the third power converter 6c, as compared to the first embodiment (FIG. 1). The point is different. The power storage device 9 is a secondary battery such as a lithium ion battery, for example. 5 (a) and 5 (b) show two connection modes of the power storage device 9. FIG.

  In FIG. 5A, the third power converter 6c is a DC / DC converter that controls the power charged / discharged from the power storage device 9 to the DC intermediate unit 60. One DC end of the third power converter 6 c is connected to the DC intermediate unit 60, and the other DC end of the third power converter 6 c is connected to the power storage device 9. The power storage device 9 is connected to the other DC end of the third power converter 6c. The power storage device 9 is composed of, for example, a secondary battery and a capacitor. As the secondary battery, for example, a lithium ion battery, a nickel hydrogen battery and a lead storage battery may be used. As a capacitor, for example, a lithium ion capacitor, an electric double layer capacitor, a nano hybrid capacitor, or a carbon nanotube capacitor may be used.

  In FIG. 5 (b), the third power converter 6 c is an AC / DC converter that controls the power charged and discharged from the power storage device 9 to the inboard bus 4. One DC end of the third power converter 6c is connected to the inboard bus bar 4 (power system side) which is an AC bus line, and the other DC end of the third power converter 6c is connected to the power storage device 9 Be done.

  FIG. 6 is a block diagram showing an example of the configuration of a control system 7A of the boat propulsion system 100A. The control system 7A differs from the first embodiment (FIG. 2) in that the control system 7A further includes another limiter circuit 84 at the rear stage of the limiter circuit 83.

  The limiter circuit 84 is configured to limit the boost drive command, which is the output value of the limiter circuit 83, to a predetermined upper limit value and lower limit range, and to output this as a boost discharge command. That is, the limiter circuit 84 outputs the upper limit value as the energizing discharge command when the input driving drive command value exceeds the upper limit value. Similarly, the limiter circuit 84 outputs the lower limit value as the energizing discharge command when the input driving drive command exceeds the lower limit value. In the present embodiment, the upper limit value is a value determined by the rating of the power storage device 9, and the lower limit value is a value of zero.

  The power required for boosting can be preferentially supplied from the power storage device 9 by providing the boosting drive command as the boosting discharge command. Note that, as shown in Table 2, the targets to which the energizing drive command and the energizing discharge command are given differ depending on the system configuration and the control method of the power conversion device.

  Also in this case, one of the power converters constituting the power converter 6 always performs control of the DC intermediate portion voltage. As a result, the power difference flowing into and out of the DC intermediate unit 60 is absorbed by the power converter that performs DC intermediate unit voltage control.

  As in the present embodiment, when the power storage device 9 and the third power converter 6c are added to the propulsion system, a mode in which the power storage device 9 is connected to the DC intermediate unit 60 (see FIG. 5A), power system Two ways of connecting to 21 (see FIG. 5 (b)) can be considered. When connected to the power system 21, the third power converter 6c can perform power control or droop control. The power controlled power converter can control only the power transferred to and from the power system, and can not maintain the system independently. On the other hand, the droop-controlled power converter works in the same manner as a generator, and solitary operation is also possible.

[Control method 2-1]
The boost drive command is directly given to the second power converter 6b. At this time, the power storage device 9 can supply the power necessary for the boosting by giving the third discharge converter 6 c an energizing discharge command. If all the power can not be supplied from the power storage device 9, the shortage is automatically supplied from the power system 21 via the first power converter 6a.

[Control method 2-2]
The boost drive command is directly given to the second power converter 6b. At this time, necessary power is automatically supplied from the power storage device 9 via the second power converter 6 b. If all the power can not be supplied from the power storage device 9, the insufficient power can be supplied from the power system 21 by giving the power command for the shortage to the first power converter 6a.

[Control method 2-3]
An accelerated discharge command is given to the third power converter 6c. At this time, since the discharged power is automatically absorbed by the second power converter 6b, the motor generator 3 is driven by the amount of the discharge (the main machine is energized). When it is not possible to supply all the power from the power storage device 9, the motor generator 3 can be further driven by providing a power command for the shortage to the first power converter 6a.

[Control method 2-4, 2-5]
The difference between the control methods 2-4 and 2-5 is the control method 2-1 and 2-3, which is the same as the case without the power storage device 9 (discharge command = 0), and thus omitted. The power storage device 9 can supply the power required by the power conversion device 6 for the purpose of the application of power by supplying an accelerated discharge command to the third power converter 6c. If all the power can not be supplied from the power storage device 9, the shortage is automatically supplied from the generator 2b.

[Control method 2-6, 2-7]
The differences between the control methods 2-6 and 2-7 are the same as in the control methods 2-1 and 2-3 in the case where there is no power storage device 9 (discharge command = 0), and thus are omitted. In this case, since the third power converter 6c operates in conjunction with the generator 2b, the power required by the power converter 6 for the purpose of boosting is generated by the generator 2b according to the respective droop characteristic lines. And the power storage device 9.

  As described above, according to the present embodiment, since the power storage device 9 is provided, in addition to the effects of the first embodiment, all or part of the drive power of the motor generator 3 is discharged from the power storage device 9 can do. In particular, when all of the drive power of the motor generator 3 is discharged from the power storage device 9, the power source 2 may be eliminated.

Third Embodiment
Next, a third embodiment will be described. Hereinafter, the description of the configuration common to the first embodiment will be omitted, and only the different configuration will be described.

  FIG. 7 is a schematic view showing a hardware configuration of a boat propulsion system according to a third embodiment. As compared with the first embodiment (FIG. 1), the boat propulsion system 100B according to the present embodiment generates electric power from the motor generator 3 using a part of the output of the main engine as a driving force, and the first power on the power system side The difference is that the converter 6a is subjected to droop control.

  FIG. 8 is a block diagram showing an example of a configuration of a control system of the boat propulsion system 100B. As shown in FIG. 8, as compared with the first embodiment (FIG. 2 (b)), the control system 7B subtracts the load upper limit correction value from the blade angle limited start load by the adder / subtractor 80, and subtracts the value The limiter circuit 83 limits the power generation limit start load and the output value obtained by PID processing the deviation between the main unit output estimated value and the power generation limit start load to within the range of the upper limit value and the lower limit value determined in advance. Differs in that it is output as a power generation amount correction command.

  The graph of FIG. 9 shows the load range of the boat propulsion system 100B. The relationship between the blade angle limited start load and the power generation limited start load is similar to the blade angle limited start load and the boosted start load shown in FIG. Here, the first power converter 6a on the power system side is subjected to droop control. By adjusting the droop characteristic line, the load sharing ratio between the generator 2b and the motor generator 3 is changed to reduce the load on the main machine. FIG. 10 is a graph of droop characteristic lines. Since the output of the limiter circuit 83 is used as the power generation correction command instead of the boost drive command (see FIG. 8), the droop characteristic line is adjusted so as to lower the generated power of the generator (motor generator 3) by this amount. In addition, since adjustment of a droop characteristic line is a well-known technique, detailed description is abbreviate | omitted. The control system 7B performs the droop control of the first power converter 6a on the electric power system side, changes the load sharing ratio of the generator 2b and the motor generator 3 by adjusting the droop characteristic line, and reduces the load of the main machine.

Fourth Embodiment
Next, a fourth embodiment will be described. Hereinafter, the description of the configuration common to the first embodiment will be omitted, and only the different configuration will be described.

  FIG. 11 is a view schematically showing a hardware configuration of a boat propulsion system according to a fourth embodiment of the present invention. As compared with the third embodiment (FIG. 7), the ship propulsion system 100C according to the present embodiment generates electric power from the motor generator 3 using a part of the output of the main engine as a driving force, and the first power on the power system side Although the point of droop control of the converter 6a is common, the point of difference is that the third power converter 6c and the power storage device 9 connected via the third power converter 6c are further included.

  In FIG. 11A, the third power converter 6c is a DC / DC converter that controls the power charged / discharged from the power storage device 9 to the DC intermediate unit 60. One DC end of the third power converter 6 c is connected to the DC intermediate unit 60, and the other DC end of the third power converter 6 c is connected to the power storage device 9. The power storage device 9 is connected to the other DC end of the third power converter 6c. The power storage device 9 is composed of, for example, a secondary battery and a capacitor. As the secondary battery, for example, a lithium ion battery, a nickel hydrogen battery and a lead storage battery may be used. As a capacitor, for example, a lithium ion capacitor, an electric double layer capacitor, a nano hybrid capacitor, or a carbon nanotube capacitor may be used.

  In FIG. 11 (b), the third power converter 6 c is an AC / DC converter that controls the power charged and discharged from the power storage device 9 to the inboard bus 4. One DC end of the third power converter 6c is connected to the inboard bus bar 4 (power system side) which is an AC bus line, and the other DC end of the third power converter 6c is connected to the power storage device 9 Be done.

  In FIG. 11C, compared to FIG. 11A, one DC end of the third power converter 6c is connected to the DC intermediate unit 60, and the other DC end of the third power converter 6c is A power source connected to the power storage device 9 and having the power storage device 9 connected to the other DC end of the third power converter 6c in common, but with the motor 2a and the generator 2b connected by the rotation shaft The point which does not have 2 differs.

  FIG. 12 is a block diagram showing an example of a configuration of a control system 7C of the boat propulsion system 100C. The control system 7C is different from the first embodiment (FIG. 8) in that the control system 7C further includes another limiter circuit 84 after the limiter circuit 83.

  The limiter circuit 84 is configured to limit the power generation amount correction command which is the output value of the limiter circuit 83 within a range of predetermined upper limit value and lower limit value, and to output this as a corrected discharge command. That is, the limiter circuit 84 outputs the upper limit value as the correction discharge command when the input power generation amount correction command value exceeds the upper limit value. Similarly, the limiter circuit 84 outputs the lower limit value as a correction discharge command when the input power generation amount correction command value exceeds the lower limit value. In the present embodiment, the upper limit value is a value determined by the rating of the power storage device 9, and the lower limit value is a value of zero. By supplying the power generation amount correction command as the correction discharge command, the power necessary for the power generation can be preferentially supplied from the power storage device 9. As shown in Table 3, the targets to which the power generation amount correction command and the correction discharge command are given differ depending on the system configuration and the control method of the power conversion device.

[Control method 3-1]
Since the first power converter 6a operates in conjunction with the generator 2b, the load sharing ratio can be controlled by adjusting the droop characteristic line. Under normal conditions, the power supplied from the first power converter 6a to the power system 21 is given to the second power converter 6b as a torque or a power command, and the power generated by the motor generator 3 is supplied to the system. ing. If power generation restriction is applied in this situation, the magnitude of the torque or power command value given to the second power converter 6b is reduced by the correction discharge command. By doing this, the power generated by the motor generator 3 is reduced, and the reduced amount is automatically supplied from the power storage device 9. When the power generation amount correction can not be provided by the power from the power storage device 9, the generated power of the motor generator 3 can be further reduced by adjusting the droop characteristic line of the first power converter 6a.

[Control method 3-2]
Since the first power converter 6a operates in conjunction with the generator 2b, the load sharing ratio can be controlled by adjusting the droop characteristic line. Under normal conditions, the power supplied to the power system by the first power converter 6a is automatically supplied from the motor generator 3 via the second power converter 6b. When power generation is restricted in this situation, if the correction discharge command is given to the third power converter 6c, the power storage device 9 also supplies power to the grid, and the motor generator 3 automatically generates a corresponding amount accordingly. Power is reduced. When the power generation amount correction can not be provided by the power from the power storage device 9, the generated power of the motor generator 3 can be further reduced by adjusting the droop characteristic line of the first power converter 6a.

[Control method 3-3]
The control of the first power converter 6 a and the second power converter 6 b is the same as in the control method 3-2, and the power storage device 9 is not present in the DC intermediate unit 60. Therefore, the generated power is reduced by adjusting the droop characteristic line. At this time, by giving a power generation amount correction command to the power converter 3, the power storage device 9 can supply the power that the generator 2b should take over. If the amount of power generation correction can not be provided by the power from the power storage device 9, the shortfall is automatically borne by the generator 2b.

[Control method 3-4]
The control of the first power converter 6a and the second power converter 6b is the same as that of the control method 3-2, and since the power storage device 9 is not in the DC intermediate unit 60, the generated power is reduced by adjusting the droop characteristic line. It will be. Since the third power converter 6c is operated in conjunction with the generator (motor generator 3), the generated power reduction of the motor generator 3 corresponds to the droop characteristic line of the generator 2b and power storage Both of the devices 9 take over. In this case, three units of the generator 2b, the first power converter 6a, and the third power converter 6c are linked and operated. By adjusting the droop characteristic line (of the first power converter 6a), the amount of power generation of the first power converter 6a is reduced, and the power of the generator 2b and the third power converter changes according to the respective droop characteristic lines. In particular, in this method, the power source 2 may be eliminated and the third power converter 6c may be operated alone.

[Control method 3-5, 3-6]
It is basically the same as control method 3-1, 3-2, but there is no generator in this case. Since the first power converter 6a is in an isolated operation, the generated power changes depending on the power load. The power generation correction can be performed only by the discharge from the power storage device.

  According to the present embodiment, since the power storage device 9 is provided, in addition to the effect of the third embodiment, part or all of the reduction amount of the generated power of the motor generator 3 is supplied from the power storage device. Can.

(Other embodiments)
In the boat propulsion system according to the first and second embodiments, the motor generator 3 is operated electrically, but instead of the motor generator 3, an electric motor may be provided and operated.

  In the ship propulsion system of the third and fourth embodiments, the motor generator 3 is operated to generate electricity, but instead of the motor generator 3, a generator may be provided and operated.

  From the above description, many modifications and other embodiments of the present invention will be apparent to those skilled in the art. Accordingly, the above description should be taken as exemplary only, and is provided for the purpose of teaching those skilled in the art the best mode of carrying out the present invention. The details of one or both of the structure and function can be varied substantially without departing from the spirit of the invention.

  The present invention is useful for a propulsion system of a ship equipped with a variable pitch propeller.

1 main engine 1a main engine rotational speed detector 2 power source 3 motor generator 4 shipboard 5 variable pitch propeller 5a blade angle detector 6 power converter 6a first power converter 6b second power converter 6c third power converter 7 Control system 8 Speed reduction gear 9 Power storage device 21 Power grid 21a Power load 70 Add-subtractor 71 RPM controller 72 Fuel supply device 73, 74 Add-subtractor 75 Blade angle signal calculator 76 Blade angle limited start load setter 77 Add-subtracter 78 ALC controller 79 load upper limit correction value setting device 80, 81 adder-subtractor 82 PID controller 83 limiter circuit 100 ship propulsion system

Claims (6)

An electric power source, a main machine, a motor or a motor generator, a variable pitch propeller whose blade angle is controlled according to a given blade angle command value, and the electric power generated by the power source is supplied to the motor or the motor generator A control method of a boat propulsion system, comprising: a power conversion device and a control device, wherein the main machine, the motor or the motor generator, and the variable pitch propeller are connected to the same drive shaft. ,
Restricting the wing angle of the variable pitch propeller with respect to the given wing angle command value so that the main machine is operated within a load range set based on the rotation speed and output of the main machine;
Controlling the electric power converter to drive the motor or the motor generator and reduce the load of the main machine prior to the blade angle limitation;
Control method of the ship's propulsion system, including: A predetermined value smaller than the upper limit value of the load range is set as the blade angle limited start load, and a predetermined value smaller than the blade angle limited start load is set as the additive start load, with respect to the rotational speed of the main machine. ,
Correcting the blade angle command value given to limit the blade angle when the output of the main aircraft exceeds the blade angle limited start load;
When the output of the main unit has a value larger than the added load, the controller applies an activation drive command to the power conversion device to drive the motor or the motor generator.
And decreasing the driving command to zero or zero so as to stop driving the motor or the motor generator if the output of the main unit has a value smaller than the starting load. A control method of a propulsion system of a ship according to claim 1. The propulsion system of the vessel is connected to a DC part of the power converter as all or part of the power source, or power connected to the power converter via another power converter and a power system. Further comprising a storage device,
The control method of the propulsion system of the ship according to claim 1, further comprising: controlling to discharge all or a part of drive power of the motor or the motor generator from the power storage device. An electric power system, a main machine, a generator or a motor generator, a variable pitch propeller whose blade angle is controlled according to a given blade angle command value, power generated by the generator or the motor generator is used as a power system The main machine, the generator or the motor generator, and the variable pitch propeller are connected to the same drive shaft, and a part of the output of the main machine is provided. A control method of a propulsion system of a ship, wherein the generator or the motor generator is operated by using
Restricting the wing angle of the variable pitch propeller with respect to the given wing angle command value so that the main machine is operated within a load range set based on the rotation speed and output of the main machine;
Controlling the power conversion device to reduce the power generated by the generator or the motor generator and reduce the load on the main machine prior to the blade angle limitation;
Control method of the ship's propulsion system, including: A predetermined value smaller than the upper limit value of the load range is set as the blade angle limited start load with respect to the rotation speed of the main machine, and a predetermined value smaller than the blade angle limited start load is set as the power generation limited start load. When,
Correcting the blade angle command value given to limit the blade angle when the output of the main aircraft exceeds the blade angle limited start load;
When the output of the main machine is a value larger than the power generation restriction start load, the power generation amount correction command is given from the power generation command given to the power conversion device so as to reduce the power generation of the generator or the motor generator. Subtraction and
If the output of the main machine is a value smaller than the power generation restriction start load, reduce the power generation amount correction command to zero or zero so as not to reduce the generated power of the generator or the motor generator. The control method of the propulsion system of a vessel according to claim 4, further comprising The propulsion system of the ship further includes a power storage device connected to a direct current unit of the power converter or connected to the power system via another power converter,
The control method of a propulsion system of a ship according to claim 4 or 5, further comprising: controlling all or a part of the reduced amount of the generated power of said generator or said motor generator to discharge from said power storage device. .

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