JP5561468B2 - Inverter system for marine electric propulsion system - Google Patents

Description

  The present invention relates to an inverter system for a marine electric propulsion device, and more particularly to an electric propulsion device for marine control that suppresses and controls a sudden increase and decrease in torque of a propulsion motor in order to suppress frequent power fluctuations of the electric propulsion device during stormy weather. The present invention relates to an inverter system of an apparatus.

  In recent years, in chemical ships and the like, a shift from hydraulic drive to electric motor drive has been promoted for the purpose of improving the efficiency of cargo handling work and reducing the environmental load (negative impact on the environment). In particular, the adoption of so-called electric propulsion devices, in which propulsion devices having the greatest environmental load among inboard devices are replaced with electric motors from internal combustion engines such as diesel engines, is expanding (see, for example, Patent Document 1).

FIG. 13 is a diagram showing an inboard electric system to which a general electric propulsion device described in Patent Document 1 is connected.
The electric propulsion apparatus shown in FIG. 13 is configured to drive a propulsion induction motor with a marine inverter system. A propulsion induction motor 1 for driving a propeller 2 for propulsion has two armature windings (not shown) wound around a stator, and one of the two armature windings is an inverter. 4 and the breaker 6 are connected to the inboard bus 8, and the other winding is connected to the inboard bus 8 via the inverter 5 and the breaker 7.

The inverter 4 functions as a master inverter, and the inverter 5 functions as a slave inverter, and controls the currents I ₁ and I ₂ flowing by controlling the voltage applied to the armature winding, respectively , to drive the propulsion induction motor 1. The torque, that is, the propulsive force of the propeller 2 for propulsion is controlled.

  A pulse generator 3 is provided at the shaft end of the induction motor 1 for propulsion and outputs a pulse signal corresponding to the rotational speed thereof. The pulse generator outputs a pulse signal to the master inverter 4 to control the ignition gate angle. The slave inverter 5 follows the master inverter 4 synchronously.

  Power generating devices 51, 52 and 53 are connected to the inboard bus 8 through circuit breakers 54, 55 and 56, respectively, and an inboard load 58 is connected through a circuit breaker 57. The power generators 51, 52, and 53 are configured to drive the generator (G) by an internal combustion engine such as a diesel engine (D / E).

Usually, during navigation of the ship is driven by electric power propulsion motor 1 is supplied either inboard bus 8 et via the master inverter 4 and the slave inverter 5, to give a propulsive force of the vessel by driving the propulsion propeller 2 ing.

  Electric power consumed by the inboard load 58 other than the electric propulsion device is supplied from the inboard bus 8 via the inboard load circuit breaker 57. Electric power consumed by the electric propulsion device and other inboard loads 58 is generated by the power generation devices 51 to 53 and supplied to the inboard bus 8 via the power generation device breakers 54 to 56.

The power generators 51 to 53 perform so-called generator number control in which the number of operating units is appropriately controlled by a control device (not shown) in accordance with the state of the ship load at that time.
Here, for example, the rated power generation amount per generator unit is A [kW], the load factor is 80 [%], the power consumption of the electric propulsion device is B [kW], and the other inboard power consumption is C [kW]. And

Now, the relationship between power generation and power consumption is
A × 0.8 <(B + C) <2 × A × 0.8 (1)
In this case, since the load on the ship can be covered by the two power generation devices, the power generation devices 51 and 52 are operated to generate power, and the power generation device 53 is put into a dormant state.

On the other hand, in equation (1), (B + C) [kW] has decreased,
(B + C) <A × 0.8 (2)
In this case, only the power generation device 51 is operated to generate power, and the power generation devices 52 and 53 are put into a resting state.

Next, the marine inverter system of the electric propulsion device described above will be described in detail with reference to FIG.
In FIG. 14, 9 is a speed detector, 10 is a speed controller, and 11 is a speed setter. Reference numerals 12 and 13 denote current detectors for detecting currents I ₁ and I ₂ supplied to the windings of the propulsion induction motor 1 from the master inverter 4 and the slave inverter 5, respectively. Here, the currents I ₁ and I ₂ are generic names of the three-phase currents (iu, iv, iw).

  The speed detector 9 receives the pulse signal output from the pulse generator 3, detects the rotational speed of the propulsion induction motor 1, and outputs the rotational speed detection signal ωr. The speed setter 11 outputs a target rotation speed command signal ωr * of the propulsion induction motor 1. The speed controller 10 calculates and amplifies an error obtained by subtracting the rotational speed detection signal ωr of the speed detector 9 from the rotational speed command signal ωr * set by the speed setter 11 to obtain a torque command signal τe *, and the obtained torque Command signal τe * is output to inverters 4 and 5. Current detectors 12 and 13 detect three-phase output current values iu, iv and iw flowing through the armature windings through inverters 4 and 5, respectively, and input them to inverters 4 and 5.

The inverters 4 and 5 perform vector control calculations based on the torque command signal τe *, the rotational speed detection signal ωr of the propulsion induction motor 1 and the three-phase output current values iu, iv, iw input from the current detectors 12 and 13. The voltage applied to the propulsion induction motor 1 is controlled to control the currents I ₁ and I ₂ flowing through the windings of the propulsion induction motor 1.

Incidentally, most of the electric power supplied to the inverters 4 and 5 is consumed by the propulsion motor 1. If the efficiency of the propulsion induction motor 1 and the inverters 4 and 5 is ignored, the electric power consumed by the electric propulsion device, that is, the propulsion induction motor 1 is
P = ωr × T (3)
It becomes.

Here, P represents the power consumption [W], ωr represents the rotational speed [rad / s] of the propulsion induction motor 1, and T represents the generated torque [N · m] of the propulsion induction motor 1. As can be seen from the equation (3), when the rotational speed ωr is constant, the power consumption P varies depending on the generated torque T.
When the ship normally navigates, the rotation speed command signal ωr * output from the speed setter 11 can take a value from 0 to the rated navigation speed.

JP 2009-194993 A

Marine inverter system of a conventional electric propulsion apparatus shown in FIG. 14, the rotational speed detection signal .omega.r output from the rotational speed command signal .omega.r * and speed detector 9 which is output from the speed setter 11 matches To control.

  The load torque applied to the propulsion propeller 2 driven by the propulsion induction motor 1 is not always constant and changes every moment. In particular, during stormy weather, the load torque applied to the propeller 2 for propulsion frequently fluctuates greatly due to waves.

  At this time, the marine inverter system of the conventional electric propulsion apparatus shown in FIG. 14 tries to control the rotational speed of the propulsion induction motor 1 to be constant. That is, when the load torque increases or decreases, the torque of the propulsion induction motor 1 is increased or decreased to control the rotational speed of the propulsion induction motor 1 to a constant value output by the speed setter 11. On the other hand, as shown in Equation (3), the power consumption P [W] is represented by the product of the rotational speed command signal ωr and the generated torque T. Therefore, when the generated torque T increases or decreases, the power consumption P [W] greatly increases or decreases. To do.

Master inverter 4 and the slave inverter 5, for very fast control the increase or decrease of the propulsion motor 1 torque, when the rotational speed command signal .omega.r * constant, the electric propulsion system from the ship in the mother line 8 side As a result, the power consumption P [W] frequently increases and decreases.

  Frequent fluctuations in the power consumption P [W] of the electric propulsion device may adversely affect the fuel consumption of the diesel engines (D / E) constituting the power generation devices 51, 52 and 53. Further, when the fluctuation range of the power consumption P [W] increases, the governor of the diesel engine (D / E) is frequently raised / lowered, which adversely affects the life of the governor.

In the marine inverter system of the conventional electric propulsion apparatus shown in FIG. 14, the power consumption takes a value of 0 to the rated power consumption. Therefore, in the inboard electric system shown in FIG. 13, the power generation devices 51, 52, and 53 must be operated in a number that can cover the power consumption of the electric propulsion device and other inboard loads 58. For example, the amount of power generated per generator unit is A [kW], the load factor is 80 [%], the power consumption of the electric propulsion device is B '[kW], and the power consumption of other onboard loads is C [kW]. When
A × 0.8 <(B ′ + C) ≦ 2 × A × 0.8 (4)
If this is the case, it is necessary to operate two or more power generators.

  However, it is not always necessary to operate the electric propulsion device at the rated speed and the rated torque, and the electric propulsion device may be operated at a reduced output depending on the operating condition. For example, when the ship is operated at a low speed such as when entering or leaving a port, the electric propulsion device is also operated at a low speed, so that power consumption is reduced. However, during stormy weather, the load torque applied to the propeller 2 for propulsion varies abruptly due to waves, so the power consumption also varies abruptly. Since the power generation amount of the power generation device may be exceeded due to the steep fluctuation of the power consumption, the power generation device in the dormant state is frequently started and stopped. If it does so, it will drive | operate an additional power generator with respect to a truly required electric power generation amount, and there exists a fault that a fuel consumption deteriorates.

  Accordingly, an object of the present invention is made to solve the above-described problem, and the fluctuation of the electric power generated from the power generator is reduced by preventing the generated torque of the propulsion induction motor from increasing or decreasing sharply. An object of the present invention is to provide an inverter system for a marine electric propulsion device that suppresses fuel consumption of a power generation device.

To achieve the above object, the invention according to claim 1 outputs a propulsion induction motor having one or more windings for driving a propeller of a ship, and a rotational speed command signal of the propulsion induction motor. A speed setting device, a speed detector for detecting the rotational speed of the propulsion induction motor and outputting a rotational speed detection signal, a rotational speed command signal set by the speed setting device, and a rotational speed detected by the speed detector A speed controller that outputs a torque command signal based on an error from the detection signal is connected to each winding of the propulsion induction motor, and is supplied to the propulsion induction motor from the on-board power generator by the torque command signal. In an inverter system of a marine electric propulsion device comprising an inverter for vector control of a primary current,
A torque command filter that outputs a torque command signal output from the speed controller as a first-order lag torque command signal having a time constant slightly longer than a torque fluctuation period that occurs in the propulsion induction motor during rough weather , by outputting to the inverter one order lag torque command signal outputted from the torque command filter during bad weather, the primary current of the propulsion induction motor by suppressing an abrupt change of the torque command signal output to the inverter It is characterized in that the steep increase / decrease of the power generation is alleviated , thereby suppressing the operation of the power generation device mounted as a spare machine in rough weather .

According to a second aspect of the present invention, in the inverter system for a marine electric propulsion apparatus according to the first aspect , the operation of the torque command filter is enabled or disabled by switching a changeover switch.

According to a third aspect of the present invention, in the inverter system for a marine electric propulsion apparatus according to the first or second aspect, the time constant setting device for storing a plurality of time constants of the torque command filter, and the time constant setting device. A call signal change-over switch for selecting an arbitrary time constant by setting a call signal corresponding to a plurality of time constants on a one-to-one basis and setting the torque command filter is provided.

According to a fourth aspect of the present invention, in the inverter system for a marine electric propulsion apparatus according to the second aspect , the torque command filter is provided when the fluctuation range of the rotational speed command signal output from the speed setter is within a predetermined range. A speed setting monitor that outputs a signal that invalidates the torque command, outputs a signal that validates the torque command filter when the fluctuation range exceeds a predetermined range, and switches the changeover switch is provided.

The invention of claim 5, wherein, in the inverter system marine electric propulsion system of claim 2, velocity detection signal the rotational speed command signal and detected by the speed detector and outputting the speed setter and When the deviation is within a predetermined range, a signal that disables the torque command filter is output, and when the deviation exceeds a predetermined range, a signal that enables the torque command filter is output, and the changeover switch is A speed deviation monitor for switching is provided.

Furthermore, the invention described in claim 6 is a propulsion induction motor having one or more windings for driving a propeller of a ship, a speed setting device for outputting a rotation speed command signal of the propulsion induction motor, Based on a speed detector that detects the rotational speed of the induction motor for propulsion and outputs a rotational speed detection signal, and an error between the rotational speed command signal set by the speed setter and the rotational speed detection signal detected by the speed detector A speed controller that outputs a torque command signal and an inverter connected to each winding of the propulsion induction motor and vector-controlling a primary current supplied to the propulsion induction motor from a power generator in a ship by the torque command signal In an inverter system for a marine electric propulsion device,
Proportional gain setter and integral gain setter for setting the proportional gain value and integral gain value of the speed controller are provided, and the proportional gain value and integral gain value are set appropriately during rough weather, and are generated in the propulsion induction motor during rough weather By giving the torque command signal output from the speed controller a first order delay time slightly larger than the torque fluctuation cycle, the torque command signal output from the speed controller to the inverter is suppressed and the fluctuation is suppressed. It is characterized in that a steep increase / decrease in the primary current of the propulsion induction motor is mitigated , thereby suppressing the operation of the power generation apparatus mounted as a spare machine in rough weather .

Furthermore, in the inverter system of the marine electric propulsion device according to claim 6, the invention described in claim 7 is a proportional gain setting device that stores a plurality of the proportional gain values, and a plurality of proportional gains with respect to the proportional gain setting device. A proportional gain value calling signal changeover switch for selecting an arbitrary proportional gain value by setting a proportional gain value of the speed controller by giving a calling signal corresponding to the gain value on a one-to-one basis, and the integral gain value A plurality of integral gain setters to be stored, and an arbitrary integral gain value is selected by giving a call signal corresponding to the integral gain setter in a one-to-one relationship with the integral gain setter, and the integral gain of the speed controller is selected. And a call signal changeover switch of an integral gain value for setting a value.

Furthermore, the invention according to claim 8 is the inverter system of the marine electric propulsion apparatus according to claim 7, wherein the proportional gain value is replaced with the proportional gain value calling signal changeover switch and the integral gain value calling signal changeover switch. A call signal automatic changer and an integral gain value call signal automatic changer, and a call signal corresponding to the value of the rotational speed command signal output from the speed setter is given to these call signal automatic changers. Gain call speed setting monitoring in which a proportional gain value and an integral gain value corresponding to the call signal are selected and output from the proportional gain setter and the integral gain setter and set as a proportional gain value and an integral gain value in the speed controller. It is characterized by having a vessel.

Furthermore, the invention according to claim 9 is the inverter system of the marine electric propulsion device according to claim 8 , wherein instead of the gain call speed setting monitor, the proportional gain value automatic call signal switching device and the integral gain value are provided. A call signal corresponding to the difference between the rotation speed command signal output from the speed setter and the rotation speed detection signal detected by the speed detector is applied to the call signal automatic switching device, and a proportional gain corresponding to the call signal is provided. characterized in that the value and the integral gain value selected output from the proportional gain setter and the integral gain setting unit, with a gain call speed deviation monitoring unit for setting a proportional gain value and the integral gain value in the speed controller And

According to the present invention, the torque command signal based on the error between the rotational speed command signal of the speed setter and the rotational speed detection signal of the speed detector is slightly larger than the torque fluctuation cycle that occurs in the propulsion induction motor during stormy weather. Since it is output to the inverter with a first-order lag time t, it does not react quickly to steep load torque fluctuations during stormy weather , and as a result, the power generation output of the power generation device does not increase or decrease sharply. It becomes possible to suppress the operation of the power generation device mounted as a spare machine during stormy weather, thereby suppressing the fuel consumption of the internal combustion engine.

Also, according to another aspect of the present invention, suitable on an error between the rotational speed detection signal of the rotational speed command signal and the speed detector speed setter. Thus setting the proportional gain value and integral gain values, rough weather it is not possible to react quickly to variations in abrupt load torque in, as a result, there is no sudden increase and decrease the power output of the generator, to suppress the operation of the power generation device are mounted as a spare machine during rough weather , it is possible to suppress the fuel consumption of the internal combustion engine.

The block diagram of the inverter system of the electric propulsion apparatus for ships which concerns on Embodiment 1 of this invention. The block diagram of the torque command filter which concerns on Embodiment 1 of this invention. The block diagram of the torque command filter which concerns on Embodiment 2 of this invention. The block diagram of the torque command filter which concerns on Embodiment 3 of this invention. The block diagram of the torque command filter which concerns on Embodiment 4 of this invention. The block diagram of the torque command filter which concerns on Embodiment 5 of this invention. The block diagram of the inverter system of the electric propulsion apparatus for ships which concerns on Embodiment 6 of this invention. The block diagram which shows the torque command filter function which concerns on Embodiment 6 of this invention. The block diagram which shows the torque command filter function which concerns on Embodiment 7 of this invention. FIG. 10 is a characteristic diagram showing a relationship between an input ωr * and an output K of the gain call speed setting monitor in FIG. 9. The block diagram which shows the torque command filter function which concerns on Embodiment 8 of this invention. FIG. 12 is a characteristic diagram showing a relationship between an input ωr * ′ and an output K of the gain call speed deviation monitor in FIG. 11. The ship electrical system diagram using the inverter system of the conventional electric propulsion device for ships. The block diagram of the inverter system of the electric propulsion apparatus for ships in the ship electrical system figure of FIG.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the same parts and the same elements are denoted by the same reference numerals throughout the drawings.

[Embodiment 1]
FIG. 1 is a configuration diagram of an inverter system of a marine electric propulsion apparatus according to a first embodiment, and FIG. 2 is a configuration diagram of a torque command filter in a control circuit according to the first embodiment.

1, the configuration different from the configuration of the inverter system of the conventional marine electric propulsion apparatus described in FIG. 14 in Embodiment 1 is that a torque command filter 14 is newly added. 14 is the same.

  The electric propulsion apparatus shown in FIG. 1 is configured to drive a propulsion induction motor 1 with a marine inverter system, and the stator of the propulsion induction motor 1 that drives the propulsion propeller 2 includes two types. An armature winding (not shown) is wound, and one of the two armature windings is connected to the inboard bus 8 via the master inverter 4 and the circuit breaker 6, and the other is connected to the slave inverter 5 and It is connected to the inboard bus 8 via the circuit breaker 7. Hereinafter, the master inverter and the slave inverter are simply referred to as inverters.

The inverters 4 and 5 control currents I ₁ and I ₂ flowing by controlling voltages applied to the plurality of armature windings, respectively , and drive torque of the propulsion induction motor 1, that is, propulsion propeller 2. Is configured to control the propulsive force.

  The pulse generator 3 is provided at the shaft end of the propulsion induction motor 1 and outputs a pulse signal corresponding to the rotational speed. The speed detector 9 detects the rotational speed of the propulsion induction motor 1 from the pulse signal output from the pulse generator 3 and outputs a rotational speed detection signal ωr.

  The speed setter 11 sets a target rotation speed command signal ωr * for the propulsion induction motor 1. The speed controller 10 amplifies an error (ωr * −ωr) obtained by subtracting the rotational speed detection signal ωr of the speed detector 9 from the rotational speed command signal ωr * set by the speed setter 11, and a torque command signal τe. * Is obtained, and the obtained torque command signal τe * is output to the torque command filter 14 newly provided in the first embodiment.

  Current detectors 12 and 13 detect three-phase output current values iu, iv, and iw that flow from inverters 4 and 5 to the armature windings, respectively, and input the detected values to gate control devices (not shown) of inverters 4 and 5, respectively.

FIG. 2 is a diagram showing a connection between the newly provided torque command filter 14, the speed setter 11 and the speed controller 10.
In FIG. 2, 10 ₁ subtractor for subtracting the rotational speed detection signal ωr of the speed detector 9 is a feedback signal from the rotational speed command signal ωr set by the speed setter 11 *, 10 ₂ is output from the subtracter 10 ₁ The error amplifying unit outputs a torque command signal τe * by amplifying the error (ωr * −ωr).

  The torque command filter 14 gives the torque command signal τe * output from the speed controller 10 to the inverters 4 and 5 as a first-order lag torque command signal τet * by giving a predetermined time constant t.

The predetermined time constant t is set slightly longer than the steep load torque fluctuation period taken up in the present invention.
For this reason, the inverters 4 and 5 operate so as to give a primary delay component to the torque of the propulsion induction motor 1 as described below based on the primary delay torque command signal τet *.

  That is, the gate control device (not shown) of the inverters 4 and 5 includes the first-order lag torque command signal τet * output from the torque command filter 14, the rotational speed detection signal ωr output from the speed detector 9, and the current detector 12. The three-phase output current values iu, iv, and iw detected in Steps 13 and 13 are input, and a vector control operation is performed based on these values to give gate signals to the switching elements of the main circuit (not shown) of the inverters 4 and 5.

As a result, the voltage applied to the propulsion induction motor 1 is controlled to control the currents I ₁ and I ₂ flowing in the windings of the propulsion induction motor 1, so that the torque of the propulsion induction motor 1 is equal to the time delay time constant. Only occurs late.

  As described above, according to the first embodiment, the predetermined first-order lag time t is given to the torque commands of the inverters 4 and 5, so that high-speed against rapid load torque fluctuations. No reaction. As a result, there is no steep increase or decrease in the power generation output of the power generation device, and it becomes possible to suppress fuel consumption of an internal combustion engine such as a diesel engine that drives the generator.

[Embodiment 2]
FIG. 3 is a diagram illustrating a connection between a torque command filter newly provided in the second embodiment, a speed setter, and a speed controller.
In the second embodiment, the torque command filter 14 is operated only when necessary by the driver. As shown in FIG. 3, the torque command filter 14 is manually operated between the speed controller 10 and the torque command filter 14. The torque command filter changeover switch 60 is interposed.

  The conditions for operating the torque command filter 14 are left to the driver, and when the driver closes the torque command filter switch 60, the torque command signal τe * output from the speed controller 10 is Is input to the inverters 4 and 5 after first-order delay processing.

  On the other hand, when the driver opens the torque command filter changeover switch 60, the torque command signal τe * output from the speed controller 10 is directly transmitted to the inverters 4 and 5 without the first-order lag time processing as in the conventional example of FIG. Entered.

As described above, in the second embodiment, the artificially operated torque command filter changeover switch 60 is installed. For example, the torque command filter changeover switch 60 is closed and the torque command filter 14 is operated during a stormy weather. As a result, the fluctuation of the power consumption P [W] can be suppressed by suppressing the sharp fluctuation of the torque, and the fuel efficiency of the diesel engine of the power generators 51 to 53 can be improved. It is possible to prevent the torque command filter 14 from operating by opening 60.
As described above, according to the second embodiment, the torque command filter 14 can be operated only when necessary.

[Embodiment 3]
FIG. 4 is a diagram illustrating a connection between a torque command filter newly provided in the third embodiment, a speed setter, and a speed controller.

In the third embodiment, as shown in FIG. 4, a time constant setting unit 61 capable of storing N time constants (N is a natural number of 2 or more) is provided, and N time constants stored in the time constant setting unit 61 are provided. From the time constants (t ₁ , t ₂ , t ₃ ,..., T _N ), an arbitrary time constant can be selected by the call signal switch 65 and set in the torque command filter 14. It is comprised as follows.

The call signal change-over switch 65 can change the time constant t of the torque command filter 14 when the driver gives a call signal to the time constant setting device 61 by manual switching.
Incidentally, a call signal is provided so that a large time constant t can be selected when the primary delay time of the torque command filter 14 is increased, and a call signal is selected so that a small time constant t can be selected when the primary delay time is reduced. Should be given.

Thus, according to this embodiment 3, to have a first order lag time constant t to the inverter torque command by the switching e Rukoto when determining the first-order lag time of the torque command filter 14 in accordance with the wave condition of the sea Thus, it is possible to prevent a high-speed response to steep load torque fluctuations and to suppress fuel consumption of the diesel engine that drives the generator.

[Embodiment 4]
FIG. 5 is a diagram illustrating a connection between a torque command filter newly provided in the fourth embodiment, a speed setter, and a speed controller.
In the fourth embodiment, as shown in FIG. 5, whether the torque command filter 14 is valid or invalid is determined based on the fluctuation range of the rotational speed command signal ωr * output from the speed setter 11. I decided to decide.

The speed setting monitor 62 outputs a signal for invalidating the torque command filter 14 when the fluctuation range of the rotational speed command signal ωr * is within a predetermined range, and the fluctuation range of the rotational speed command signal ωr * is predetermined. When the range is exceeded, a signal for enabling the torque command filter 14 is output. When the speed setting monitor 62 outputs a signal that invalidates the torque command filter 14, the torque command filter changeover switch 60 bypasses the torque command filter 14 with the torque command signal τe * output from the speed controller 10. When a signal for enabling the torque command filter 14 is output to the inverters 4 and 5, conversely, the torque command signal τe * output from the speed controller 10 is input to the torque command filter 14, and the primary delay time The processed first-order lag torque command signal τet * is input to inverters 4 and 5.

During normal voyage of the ship, the fluctuation range of the rotational speed command signal ωr * output from the speed setter 11 is within a predetermined range, so that the torque command filter 14 is disabled and the driver or the like is arbitrarily selected during rough weather. by rotational speed command signal .omega.r * is set to, the fluctuation width of the rotational speed command signal .omega.r * exceeds a predetermined range, driving torque command filter 14 as valid, the primary delay time to the torque command of the inverter Therefore, it is possible to prevent a rapid response to a sudden change in load torque and to suppress fuel consumption of a diesel engine that drives the generator.

[Embodiment 5]
FIG. 6 is a diagram illustrating a connection between a torque command filter newly provided in the fifth embodiment, a speed setter, and a speed controller.
In the fifth embodiment, whether to enable or disable the torque command filter 14 is determined based on the fluctuation range of the rotational speed command signal ωr * output from the speed setter 11 as shown in FIG. Instead, as shown in FIG. 6, it is determined based on the error (ωr * −ωr) between the output values of the speed setter 11 and the speed detector 9.

In the fifth embodiment, a speed deviation monitor 64 that monitors an error (ωr * −ωr) between the output values of the speed setter 11 and the speed detector 9 is provided, and the speed deviation monitor 64 is connected to the speed setter 11 and the speed. When the error (ωr * −ωr) of the output value of the detector 9 is within a predetermined range, a signal for invalidating the torque command filter 14 is output, and the error (ωr * −ωr) exceeds the predetermined range. In this case, a signal for enabling the torque command filter 14 is output.

Normal navigation of vessels, since less change in the load torque applied to the propulsion propeller 2, error of the output value of the speed setter 11 and the speed detector 9 (ωr * -ωr) is in a predetermined range torque command The filter 14 becomes invalid.

On the other hand, since the load torque fluctuates greatly during stormy weather, the error (ωr * −ωr) between the output values of the speed setter 11 and the speed detector 9 exceeds a predetermined range, so that the torque command filter 14 becomes effective and the inverter It is possible to give the torque command a first-order lag time, prevent a rapid response to sudden load torque fluctuations, and suppress fuel consumption of the diesel engine that drives the generator.

[Embodiment 6]
FIG. 7 is a configuration diagram of an inverter system of the marine electric propulsion apparatus according to the sixth embodiment, and FIG. 8 is a configuration diagram illustrating a torque command filter function according to the sixth embodiment.
The configuration in which the sixth embodiment is different from the inverter system of the conventional marine electric propulsion apparatus described in FIG. 14 is newly provided with a proportional gain setter 71 and an integral gain setter 72 as shown in FIG. The setting values set by the proportional gain setting unit 71 and the integral gain setting unit 72 are configured to be input to the speed controller 10, and the other components are the same. A description will be given with reference numerals.

In FIG. 7, in the inverter system of the marine electric propulsion device according to the sixth embodiment, the propulsion propeller 2 is driven by the propulsion induction motor 1. Inverters 4 and 5 are connected to inboard bus 8 via circuit breakers 6 and 7, respectively. The pulse generator 3 is arranged coaxially with the propulsion induction motor 1 and outputs a pulse signal according to the rotational speed of the propulsion induction motor 1.

  The speed detector 9 detects the rotation speed of the propulsion induction motor 1 from the pulse signal output from the pulse generator 3 and outputs a rotation speed detection signal ωr. The speed setter 11 outputs a target rotational speed command signal ωr * for the propulsion induction motor 1.

  The speed controller 10 computes and amplifies an error obtained by subtracting the rotational speed detection signal ωr from the rotational speed command signal ωr *, and outputs a torque command signal τe * to the inverters 4 and 5. Current detectors 12 and 13 detect the three-phase output current values iu, iv and iw of inverters 4 and 5, respectively, and output them to inverters 4 and 5, respectively.

  The proportional gain setting unit 71 is configured to be capable of storing a plurality of proportional gain values. The proportional gain setting unit 71 selects an arbitrary proportional gain value by a call signal corresponding to each stored proportional gain value on a one-to-one basis and sends it to the speed controller 10. Output proportional gain value.

  The integral gain setting unit 72 is configured to store a plurality of integral gain values. The integral gain setting unit 72 selects an arbitrary integral gain value by a call signal corresponding to each stored integral gain value on a one-to-one basis, and The integral gain value is output to the controller 10.

As shown in detail in FIG. 8, the proportional gain setting unit 71 and the integral gain setting unit 72 have a plurality of proportional gain values (Kp1, Kp2,... KpN) and a plurality of integral gain values (K _I 1,. K _I 2... K _I N) can be stored.

Also, call signal changeover switch 65 as these proportional gain setter 71, and a call signal changeover switch 65 ₁ of the respective integral gain setting unit 72 corresponds to the proportional gain value call setting means, integral gain value call setting means and provided the _2, by giving an arbitrary call signals from these call signal changeover switch 65 ₁ and 65 ₂ in the proportional gain setting unit 71 and the integral gain setting unit 72, the proportional gain value for each speed controller 10 (Kp ) 10 ₃ and integral gain value (K ₁ 1 / S) 10 ₄ are set.

That is, it sets the proportional gain of the speed controller 10 a (Kp) 10 ₃ by the call signal given by the call signal changeover switch 65 ₁ to the proportional gain setting unit 71, and integral gain setting device in the calling signal selector switch 65 ₂ The integral gain value (K ₁ 1 / S) 10 ₄ in the speed controller 10 is set by the call signal given to 72.

And these proportional gain value (Kp) 10 ₃ and the integral gain value _{(K 1 1 / S) 10} 4 are summed in the adder ₁₀₅ is output to the inverter 4 and 5 as the torque command signal .tau.e *.

  As described above, according to the sixth embodiment, the proportional gain setter 71 having a plurality of proportional gain values and the integral gain setter 72 having a plurality of integral gain values are installed, so that the driver can perform the Steep fluctuations in torque can be suppressed by appropriately selecting and outputting proportional gain values and integral gain values that are considered to be optimal values as required when entering a port, etc. Fluctuations in power consumption P [W] from equation (3) Therefore, the fuel consumption of the diesel engine that drives the generator can be improved.

[Embodiment 7]
FIG. 9 is a configuration diagram illustrating a torque command filter function by the speed controller, the proportional gain setting unit, and the integral gain setting unit according to the seventh embodiment.

This embodiment 7 is an improvement of the embodiment 6 described above, as shown in FIG. 9, the calling signal changeover switch 65 ₂ of the ring signal change-over switch 65 ₁ and the integral gain value of the proportional gain value of FIG. 8 Alternatively, the provided with a ringing signal automatic switching unit 66 ₂ of the ring signal automatic switching unit 66 ₁ and the integral gain value of the proportional gain value, the rotational speed of these automatic switching unit 66 _1, 66 ₂ to the speed setter 11 outputs A call signal corresponding to the command signal ωr * is applied, a proportional gain value and an integral gain value corresponding to the call signal are selected from the proportional gain setting unit 71 and the integral gain setting unit 72 , and the proportional gain value in the speed controller 10 is selected. A gain call speed setting monitor 73 set as (Kp) 10 ₃ and integral gain value (K ₁ 1 / S) 10 ₄ is provided.

FIG. 10 is a characteristic diagram of the gain call speed setting monitor 73, where the horizontal axis represents the rotational speed command signal ωr * and the vertical axis represents the gain call signal K.
In FIG. 10, the deviation of the rotational speed command signal ωr * output from the speed setter 11 is Δω, and the number of gain call signals K that the gain call speed setting monitor 73 can take is n (n is a natural number of 2 or more). Then,
Δω / n = Δa ( 5 )
Thus, the deviation per gain call signal K is Δa. The gain call signal K per Δa is the same, and the gain call signal is selected and output stepwise according to the value of the rotation speed command signal ωr *.

That is, the proportional gain value (Kp) and the integral gain value (K ₁ 1 / S) are selected from the rotational speed command signal ωr * output from the speed setter 11 operated by the driver according to the state of waves at sea. It is possible to prevent a rapid response to the torque fluctuation of the steep propulsion induction motor 1 and to suppress the fuel consumption of the diesel engine that drives the generator.

[Eighth embodiment]
FIG. 11 is a configuration diagram showing a torque command filter function by a speed controller, a proportional gain setter and an integral gain setter according to the eighth embodiment.

  As shown in FIG. 11, the configuration in which the eighth embodiment is different from the seventh embodiment described above is output to the proportional gain setter 71 and the integral gain setter 72 by the rotation speed command signal ωr * output from the speed setter 11. Instead of the gain call speed setting monitor 73 for selecting the call signal to be used, the values of the proportional gain setter 71 and the integral gain setter 72 are determined by the difference ωr * ′ between the output values of the speed setter 11 and the speed detector 9. A gain call speed deviation monitor 74 for selecting a call signal to be output to the proportional gain setter 71 and the integral gain setter 72 is provided.

  FIG. 12 is a characteristic diagram of the gain call speed deviation monitor 74. The horizontal axis represents the output difference ωr * ′ between the speed setter 11 and the speed detector 9, and the vertical axis represents the gain call signal K.

The deviation of the output difference ωr * ′ between the speed setter 11 and the speed detector 9 is Δω, and the number of gain call signals K that the gain call speed deviation monitor 74 can take is n (n is a natural number of 2 or more). Then, as in the case of the seventh embodiment described above, Δω / n = Δa ( 5 )
Thus, the deviation per gain call signal K is Δa. The gain call signal K per Δa is the same, and the gain call signal is selected and output stepwise according to the value of the output difference ωr * ′ between the speed setter 11 and the speed detector 9.

That is, the proportional gain value (Kp) 10 ₃ and the integral gain value (K ₁ 1) are determined by the value of the output difference ωr * ′ between the speed setter 11 and the speed detector 9 operated by the driver according to the state of the wave at sea. / S) 10 ₄ is selected, and it is possible to prevent a rapid response to the torque fluctuation of the induction motor 1 for propulsion, and to suppress the fuel consumption of the diesel engine of the power generator.

[Modification]
In each of the embodiments described above, a combination example of the two-winding propulsion induction motor 1 and the two inverters 4 and 5 has been described. However, the number of windings and the number of inverters of the propulsion induction motor 1 are the same as those of the present invention. Since there is no direct relationship with the problem, when combining a single-winding propulsion induction motor with one inverter, or combining three or more propulsion induction motors with the same number of windings as the number of windings The same effects can be achieved in some cases.

DESCRIPTION OF SYMBOLS 1 ... Induction motor for propulsion, 2 ... Propeller for propulsion, 3 ... Pulse generator, 4, 5 ... Inverter, 6, 7 ... Circuit breaker, 8 ... Inboard bus, 9 ... Speed detector, 10 ... Speed controller, 10 ₁ ... subtractor, 10 ₂ ... error calculation unit, 10 ₃ ... proportional gain value, 10 ₄ ... integral gain value, 10 ₅ ... addition unit, 11 ... speed setter, 12, 13 ... current detector, 14 ... torque command filter 51-53 ... power generation device, 54-57 ... circuit breaker, 58 ... load, 60 ... torque command filter changeover switch, 61 ... time constant setting device, 62 ... speed setting monitor, 64 ... speed deviation monitor, 65 ₁ , 65 ₁ ... call signal changeover switch, 66 ₁ , 66 ₂ ... call signal automatic switching unit, 71 ... proportional gain setter, 72 ... integral gain setter, 73 ... gain call speed setting monitor, 74 ... gain call speed deviation Monitor

Claims (9)

A propulsion induction motor having one or more windings for driving a ship propeller;
A speed setter for outputting a rotational speed command signal of the propulsion induction motor;
A speed detector that detects the rotational speed of the propulsion induction motor and outputs a rotational speed detection signal;
A speed controller that outputs a torque command signal based on an error between the rotational speed command signal set by the speed setter and the rotational speed detection signal detected by the speed detector;
An inverter connected to each winding of the propulsion induction motor and vector-controlling a primary current supplied to the propulsion induction motor from a power generator in a ship by the torque command signal;
In an inverter system for a marine electric propulsion device,
A torque command filter for outputting a torque command signal output from the speed controller as a first-order lag torque command signal having a time constant slightly longer than a torque fluctuation period generated in the propulsion induction motor during stormy weather ;
By outputting the first-order lag torque command signal outputted from the torque command filter to the inverter during bad weather, one said propulsion induction motor by suppressing an abrupt change of the torque command signal output to the inverter primary An inverter system for a marine electric propulsion device, characterized in that a steep increase / decrease in current is mitigated , thereby suppressing the operation of a power generator installed as a spare machine in rough weather .   The inverter system of the marine electric propulsion apparatus according to claim 1, wherein the operation of the torque command filter is enabled or disabled by switching a changeover switch.   A time constant setter for storing a plurality of time constants of the torque command filter, and an arbitrary time constant is selected by giving a call signal corresponding to the plurality of time constants on a one-to-one basis to the time constant setter. The inverter system for a marine electric propulsion apparatus according to claim 1 or 2, further comprising a call signal change-over switch set in the torque command filter.   Outputs a signal that disables the torque command filter when the fluctuation range of the rotation speed command signal output from the speed setter is within a predetermined range, and enables the torque command filter when the fluctuation range exceeds the predetermined range. The inverter system of the marine electric propulsion apparatus according to claim 2, further comprising: a speed setting monitor that outputs a signal of   When the deviation between the rotational speed command signal output from the speed setter and the rotational speed detection signal detected by the speed detector is within a predetermined range, a signal for invalidating the torque command filter is output, and the deviation is 3. An inverter system for a marine electric propulsion apparatus according to claim 2, further comprising a speed deviation monitor that outputs a signal for enabling a torque command filter when a predetermined range is exceeded and switches the changeover switch. . A propulsion induction motor having one or more windings for driving a ship propeller;
A speed setter for outputting a rotational speed command signal of the propulsion induction motor;
A speed detector that detects the rotational speed of the propulsion induction motor and outputs a rotational speed detection signal;
A speed controller that outputs a torque command signal based on an error between the rotational speed command signal set by the speed setter and the rotational speed detection signal detected by the speed detector;
An inverter connected to each winding of the propulsion induction motor and vector-controlling a primary current supplied to the propulsion induction motor from a power generator in a ship by the torque command signal;
In an inverter system for a marine electric propulsion device,
Providing a proportional gain setter and an integral gain setter for setting the proportional gain value and integral gain value of the speed controller,
By appropriately setting the proportional gain value and the integral gain value during stormy weather, the torque command signal output from the speed controller has a first-order lag time slightly longer than the torque fluctuation cycle that occurs in the induction motor for propulsion during stormy weather. , to suppress abrupt fluctuations in the torque command signal output from the speed controller to the inverter to mitigate the steep increase and decrease of the primary current of the propulsion induction motor, whereby power generation is carried as a spare machine during rough weather An inverter system for a marine electric propulsion device, characterized by suppressing operation of the device. A proportional gain setting device for storing a plurality of the proportional gain values, and an arbitrary proportional gain value is selected by giving a calling signal corresponding to the plurality of proportional gain values on a one-to-one basis. A proportional gain value call signal switch for setting the proportional gain value of the controller;
An integral gain setter that stores a plurality of integral gain values, and an arbitrary integral gain value is selected by giving a call signal corresponding to the integral gain values in a one-to-one relationship with the integral gain setter. The inverter system for an electric propulsion apparatus for a marine vessel according to claim 6, further comprising a call signal changeover switch for an integral gain value for setting an integral gain value of the controller.   Instead of the proportional gain value calling signal changeover switch and the integral gain value calling signal changeover switch, a proportional gain value calling signal automatic changer and an integral gain value call signal automatic changer are provided, and these call signal automatic changeovers are provided. A call signal corresponding to the value of the rotation speed command signal output from the speed setter is given to the controller, and a proportional gain value and an integral gain value corresponding to the call signal are selected from the proportional gain setter and the integral gain setter. 8. The inverter system for a marine electric propulsion apparatus according to claim 7, further comprising a gain call speed setting monitor that outputs and sets as a proportional gain value and an integral gain value in the speed controller.   Instead of the gain call speed setting monitor, the rotation speed command signal output from the speed setter and the speed detector are detected by the proportional gain value call signal automatic switch and the integral gain value call signal automatic switch. And a proportional gain value and an integral gain value corresponding to the call signal are selectively output from the proportional gain setter and the integral gain setter, and the speed controller 9. An inverter system for a marine electric propulsion apparatus according to claim 8, further comprising a gain call speed deviation monitor set as a proportional gain value and an integral gain value.

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