JP5751764B2 - Crane control device and crane device - Google Patents

Description

  The present invention relates to a crane control device and a crane device of a crane device that is used during loading and unloading of cargo such as containers and carrying such as loading.

  In harbors and the like, transport operations such as loading of containers onto a ship or trailer and loading and unloading of containers from a ship or trailer are performed by a crane device. As this kind of crane apparatus, the crane which self-propels on the road surface with a wheel is known. This crane is provided with wheels at both lower ends of a gantry that has a lifting device at the top, and can be driven by these wheels. A traveling motor and a container for driving the wheels are provided. A winding motor for lifting and a traverse motor for moving the lifted container in the horizontal direction are provided. An engine generator is mounted on the crane, and the electric power generated by the engine generator is supplied to each motor.

  By the way, when each motor is driven by the electric power generated by the engine generator, the engine must be continuously operated even when the crane is in a cargo handling standby state where the suspension work is not actually performed. . In other words, even when waiting for cargo handling, the engine generator continues to operate to drive auxiliary equipment such as lighting equipment and air conditioning equipment, and to drive hydraulic pumps of auxiliary equipment such as hoisting clutches and hoisting brakes. It is necessary to do. As described above, even during the cargo handling standby, the engine generator has to keep the engine in a so-called idling state and continue to generate power.

  During this loading / unloading operation, the engine is operated in a low load region where efficiency (fuel consumption rate) is low, and not only energy loss is large and fuel consumption is bad, but also exhaust gas, noise, and the like are generated. Therefore, development of a crane equipped with a storage battery device is being promoted in order to save energy and take measures for environmental conservation.

  In addition, there exists a crane apparatus and a crane control method provided with a storage battery apparatus (refer patent document 1). The crane apparatus of this patent document 1 aims at using the electrical storage electric power of an electrical storage apparatus with auxiliary equipment.

JP 2008-247591 A

  The crane device disclosed in Patent Document 1 stores surplus power output from an engine power generator or inverter to a common bus in a power storage device, and outputs the stored power to the common bus when DC power is insufficient. The DC power on the line is converted into AC power and supplied to the auxiliary equipment of the crane apparatus. However, the crane device of Patent Document 1 is an invention that improves fuel efficiency by suppressing the number of revolutions of the generator at low loads, and is not an invention that realizes a prolonged idling time that is more effective in improving fuel efficiency. . Moreover, it is not such a structure.

  Further, in a crane apparatus including a power storage device, in a low load state (for example, operation of only an auxiliary machine), power can be supplied to the load only by the power storage device, and the engine can be in an idle state or a stopped state. . However, when the load shifts from a low load to a high load (for example, travel motor operation), it is necessary to increase the engine speed from the idle state to the rated speed, and the power supply may not be able to catch up with the load increase.

  The present invention has been made in view of such circumstances, and an object of the present invention is to improve fuel efficiency in the crane device, and further, the load is increased and power supply from the engine generator is started. It is an object of the present invention to provide a crane control device and a crane device that can avoid the problem that the power supply cannot catch up with the load increase.

The present invention has been made in order to solve the above problems, and a crane control device according to the present invention is connected to a generator driven by a prime mover, a plurality of loads serving as a device for performing a cargo handling operation, and the generator. And a control unit that controls the power generator, the power storage device, and the plurality of loads. The control unit is configured to control power from the power generator. An operation mode A that is a battery power supply mode that supplies power to the load from the power storage device, an operation mode B that is a load regeneration mode in which the battery is charged by regenerative power regenerated from the load, and the generator And an operation mode C, which is a parallel power supply mode for supplying power from the power storage device to the load, and an operation mode D for charging the battery from the generator. In the operation mode C, when a load current greater than a predetermined current value is required for the load, a discharge current from the power storage device and a power generation current of the generator When the operation mode A is shifted from the operation mode A to the operation mode C, the load size and the power supplied from the power storage device and the generator are increased prior to the increase in the load. The power supply balance corresponding to the battery is set in advance, and when the operation mode A is shifted to the operation mode C, a discharge current having a value corresponding to the battery charge rate SOC of the battery and the magnitude of the load is supplied from the power storage device. is supplied to the load, wherein the control unit sets in advance the allowable maximum discharge current and the minimum discharge current of the battery according to the battery charging rate SOC, the magnitude of the load exceeds the first load threshold When the operation mode A shifts to the operation mode C, the magnitude of the load exceeds the first load threshold value and reaches the second load threshold value (first load threshold value <second load threshold value). During the period, the discharge current of the battery is gradually reduced from the allowable maximum discharge current to the minimum discharge current, and the remaining load current is supplied by the generated current of the generator, and the load exceeds the second load threshold. When further increasing, the power generation current of the generator is continuously supplied, and the load current that is insufficient with the power generation current of the power generator is supplied from the battery within the range of the allowable maximum discharge current. To do.

Further, the crane control device of the present invention, wherein, when a transition to the operation mode C from the operation mode A, by increasing the rotational speed of the front Symbol prime mover to a predetermined rotational speed, the from the generator A feature is that a generated current is supplied to a load.

  Further, in the crane control device of the present invention, when it is determined that the operation mode corresponding to the increase in the load occurs in the operation mode A, the control unit sets the number of rotations of the prime mover to a predetermined number of rotations in advance. It is characterized by being raised.

  Further, the crane control device of the present invention changes the charging speed of the battery according to the magnitude of the load and the battery charge rate SOC of the battery when charging the battery in the operation mode D. It is characterized by.

  Moreover, the crane control apparatus of this invention WHEREIN: When the magnitude | size of the said load is below a predetermined value, according to the value of the said battery charge rate SOC, the said charge speed is 1st charge speed or 2nd charge speed. When (first charging speed <second charging speed) is set and the load is greater than or equal to a predetermined value, the charging speed is set to the first charging regardless of the value of the battery charging rate SOC. It is set to speed.

  In the crane control device of the present invention, the battery is charged by performing CC charging, which is constant current charging, at the initial stage of charging when the charging voltage of the battery is low, and the charging voltage of the battery is set to a predetermined voltage. After reaching, it is performed by CC-CV charging which performs CV charging which is constant voltage charging. When changing the charging speed of the battery, at least the current value of the constant current charging and the voltage value of the constant voltage charging are at least It is characterized by changing one side.

  In the crane control device according to the present invention, the predetermined rotational speed is a rated rotational speed of a prime mover.

  Further, the crane control device of the present invention is characterized in that the magnitude of the load is determined according to the type of load that is operated among a plurality of loads that are devices for performing the cargo handling operation.

  Moreover, the crane apparatus of the present invention is driven by the crane control apparatus shown in any of the above, a motor driven as the load and driven in accordance with an operation command output from the control section, and the control section. And an auxiliary machine to be controlled.

According to the crane control device of the present invention, the operation mode is an operation mode A for supplying power from the power storage device (battery) to the load, an operation mode B for charging the power storage device with regenerative power regenerated from the load, a generator, The operation mode C for supplying power from the power storage device to the load and the operation mode D for charging the power storage device from the generator are switched to each operation mode. In operation mode C, a discharge current having a predetermined current value is supplied from the power storage device to the load, and the remaining necessary load current is supplied from the generator to the load. That is, the power storage device is charged with regenerative power from the load, and when power is supplied to the load, a discharge current is allowed to flow from the power storage device to the load. Prior to the increase in load, a power supply balance (for example, a load sharing ratio between the power storage device and the generator) according to the magnitude of the load and the power supplied from the power storage device and the power generator is set in advance.
As a result, the power storage device (battery) connected to the engine generator driven by the prime mover (engine) can be effectively utilized to increase the idle time of the prime mover, thereby improving the fuel efficiency of the crane device. be able to. Further, when power is supplied from the engine generator to the load due to an increase in load, the problem that the power supply cannot catch up with the increase in load can be avoided.

It is a figure which shows the structure of the crane control apparatus concerning embodiment of this invention. It is a figure for demonstrating the kind of operation mode. FIG. 4 is a diagram showing a current flow in an operation mode C. It is a figure for demonstrating an engine, a battery, and load sharing with respect to required power. It is a figure for demonstrating the fuel consumption characteristic of an engine. It is a figure which shows the specific example which distributes motive power according to battery charge rate SOC. It is a figure which shows the example which avoids the rising delay of the engine speed in 2nd Embodiment. It is the figure which arranged and showed the operation mode in a 2nd embodiment. It is a figure which shows the selection conditions of the battery charge mode in 3rd Embodiment. It is a schematic block diagram which shows an example of the crane apparatus concerning this invention.

First, an example of a crane apparatus in which the crane control apparatus of the present invention is used will be described.
FIG. 10 is a schematic configuration diagram illustrating an example of a crane apparatus according to the present invention, and is a perspective view illustrating an overall configuration of a transfer crane (a crane with an engine generator) 1. This transfer crane 1 is called a tire type crane device (RTG; Rubber tired gantry crane), and supplies a power source for power and a power source for control in order to perform a cargo handling work by running on a container yard without a track 1 The engine generator 21 is provided.
As shown in FIG. 10, the transfer crane 1 has a trolley 4 that moves in the horizontal direction along the girder 3 of the crane traveling machine body 2, and a hanging tool 5 called a spreader that holds the container C hangs down from the trolley 4. It is suspended by a plurality of suspension ropes 6. The hanging tool 5 can be moved up and down by winding and unwinding the hanging rope 6 by the hoisting device 7 mounted on the trolley 4. Further, the hanger 5 can be moved in parallel along the girder 3 of the crane traveling machine body 2 following the transverse movement of the trolley 4.

[First Embodiment]
(Description of configuration of crane control device)
FIG. 1 is a configuration diagram of a crane control device according to an embodiment of the present invention, and shows a system configuration of a crane control device 100 that controls driving of a transfer crane 1. In addition, the structure of this crane control apparatus 100 is basically the same also in 2nd Embodiment mentioned later and 3rd Embodiment.

  The crane control device 100 shown in FIG. 1 supplies power from the engine generator 21, the controller 11, the power storage device 50 (DC / DC converter 51, battery 52, etc.), and both the engine generator 21 and battery 52. It is configured to have loads 30 and 40 to receive. Here, the load 30 is a load that performs regeneration, which includes the inverters 31, 32, 33, 34, and 35 and the motors M1, M2, M3, and M4. The load 40 is a load that includes the inverter 41 for auxiliary machinery and the auxiliary machinery 42 and does not perform regeneration.

The engine generator 21 includes an engine (E) 22 and a generator (G) 23 that is rotationally driven by the engine 22. The electric power generated by the engine generator 21 is used by supplying power to load devices and auxiliary machines that are various drive sources of the transfer crane 1.
The generator 23 is an AC generator (for example, a three-phase AC generator), and a converter 24 is connected to the output side of the generator 23. The converter 24 converts AC power output from the generator 23 into DC power, and supplies the converted DC power to the DC bus DCL. The converter 24 is a common converter that supplies DC power to the entire load device such as the plurality of inverters 31, 32, 33, 34, 35, and 41. Further, the voltage of the DC bus DCL is detected by the voltage detector 26, and a signal of the voltage detection value of the DC bus DCL is output to the controller 11 and the converter 24 as a signal Vdc. The converter 24 performs constant voltage control so that the DC voltage output from the converter 24 becomes a predetermined constant voltage when the DC voltage is output from the AC voltage input from the generator 23.

  Inverters 31, 32, 33, 34, 35, and 41 are connected to the DC bus DCL. The inverter 31 is an inverter that drives a traverse motor M1. This inverter 31 converts the DC power supplied to the DC bus DCL into a phase sequence according to the motor rotation direction by the frequency and voltage according to the speed command signal output from the load device controller 13 in the controller 11. The AC motor (three-phase AC voltage) is converted to drive the transverse motor M1. The inverters 32 and 33 convert the direct-current power supplied to the direct-current bus DCL into a phase corresponding to the motor rotation direction based on the frequency and voltage according to the speed command signal output from the load device controller 13 in the controller 11. The motors M2 and M3 for driving are driven after being converted into sequential AC power (three-phase AC voltage).

  The inverters 34 and 35 are inverters of a parallel configuration for driving the winding motor M4, and a speed command signal (winding speed command) output from the DC power of the DC bus DCL from the load device control unit 13 in the controller 11. The motor M4 for winding is driven by converting into AC power (three-phase AC voltage) in the phase sequence corresponding to the motor rotation direction by the frequency and voltage according to the motor. In addition, the load 40 formed including the inverters 31, 32, 33, 34, and 35 and the motors M1, M2, M3, and M4 is a load that operates in the power running mode or the regenerative mode depending on the operation state.

The regenerative operation in the traverse motor M1 and the travel motors M2 and M3 is temporarily performed during traverse or when the travel speed is decelerated (when the motor rotation speed is decelerated). in the case of determined by the inertia energy GD ² of the entire crane apparatus, in the case of rampant, determined by the trolley 4 and the hanger 5 and the inertial energy GD ² of the container C. However, the regenerative energy in the traverse motor M1 and the travel motors M2 and M3 has travel resistance (more precisely, including the mechanical loss of the speed reducer), and therefore, compared with a winding motor M4 described later. And few.
On the other hand, in the winding motor M4, when the container C is lowered, regenerative energy corresponding to the decrease in potential energy determined by the weight of the container and the moving distance (winding distance) is continuously from the winding motor M4. And regenerated. The regenerative energy by the winding motor M4 has no running resistance like the transverse motor M1 and the running motors M2 and M3, and a large regenerative power corresponding to the weight of the container and the moving distance (winding distance) is continuous. Is obtained. For this reason, the regenerative power from the load is returned in the crane control apparatus 100 mainly in the case of lowering.

  The auxiliary machine inverter 41 is an inverter that generates a power source for the auxiliary machine (lighting device, hydraulic pump, etc.) 42, and converts the DC power of the DC bus DCL into commercial frequency AC power (three-phase AC voltage). To do. The load 40 formed including the inverter 41 and the auxiliary machine 42 is a load that operates only in the power running mode.

  The regenerative resistor R25 is a power consuming resistor connected to the DC bus DCL via the IGBT transistor Tr. The regenerative resistor R25 is provided to prevent the voltage of the DC bus DCL from becoming an overvoltage. When the voltage of the DC bus DCL rises above a predetermined voltage value due to an increase in regenerative energy returned from the inverter side, the transistor Tr is turned on, current is passed through the regenerative resistor R25 to consume power, and the DC bus Reduce the DCL voltage.

In addition, power storage device 50 is connected to DC bus line DCL. The power storage device 50 includes a DC / DC converter 51 and a battery 52, and the battery 52 is connected to the DC bus DCL via the DC / DC converter 51. The DC / DC converter 51 is a bidirectional converter controlled by the DC / DC converter control unit 16 in the controller 11. The DC / DC converter 51 allows a charging current to flow from the DC bus DCL side to the battery 52. This is a bidirectional converter that allows a discharge current to flow to the bus DCL side.
When the crane device does not perform the container hoisting operation or when the load is light, such as when only the auxiliary machine is operated, the engine 22 in the engine generator 21 is in an idling state, and the load 52 and the load 40 are changed from the battery 52 alone. Supply power. Further, at the time of heavy load in which the hoisting operation is performed, the engine generator 21 is operated to supply current to the loads 30 and 40 and current from the battery 52 is supplied. As a result, the idling time of the engine 22 can be extended, fuel consumption can be reduced, and the influence of the engine exhaust gas or the like on the environment can be reduced.

In addition, an SOC detector 53 for detecting a battery charge rate SOC (state of charge) of the battery 52 is provided. For example, the SOC detection unit 53 detects the battery charge rate SOC based on the battery voltage (open circuit voltage) of the battery 52. The open circuit voltage of the battery 52 can be detected in a state where no charge / discharge current flows through the battery 52, for example, when charging and discharging of the battery 52 are switched. Further, for example, the charging current and charging time for the battery 52 and the discharging current and discharging time from the battery 52 can be monitored, and the battery charging rate SOC can be detected based on this monitoring data.
The battery charge rate SOC detected by the SOC detection unit 53 is output to the operation mode control unit 14 in the controller 11 as a signal SOC. Further, the SOC detection unit 53 outputs a signal SOC to the DC / DC converter control unit 16 in the controller 11.

  Moreover, the controller 11 performs the load 30 (regeneration is performed) formed by the engine generator 21 in the crane device, the power storage device 50, the inverters 31, 32, 33, 34, and 35 and the motors M1, M2, M3, and M4. Load), and a controller that controls driving of a load 40 (a load that does not perform regeneration) formed by the auxiliary inverter 41 and the auxiliary device 42. In the example shown in FIG. 1, only the portion directly related to the present invention is shown as the configuration of the controller 11 for easy viewing of the drawing.

  In the controller 11, the crane operation unit 12, the load device control unit 13, the operation mode control unit 14, the engine control unit 15 controlled by the operation mode control unit 14, and the operation mode control unit 14 are also controlled. And a DC / DC converter control unit 16 to be executed. The crane operation unit 12 in the controller 11 is an operation unit for the crane operator to operate the crane apparatus in accordance with the mode of cargo handling work (winding, traversing, traveling, lowering, etc.). The crane operation unit 12 generates an operation signal corresponding to a lever operation or a switch operation performed by the crane operator and outputs the operation signal to the load device control unit 13.

  The load device control unit 13 receives an operation signal from the crane operation unit 12, and controls driving of the inverters 31, 32, 33, 34, and 35 and the motors M1, M2, M3, and M4 based on the operation signal. For example, the start / stop and rotation (rotation speed and rotation direction) of the motors M1, M2, M3, and M4 are controlled. The load device control unit 13 controls driving of the auxiliary inverter 41 and the auxiliary device 42.

The operation mode control unit 14 determines an operation mode to be described later based on drive signals (load operation state) of the loads 30 and 40 output from the load device control unit 13, and controls the engine 22 through the engine control unit 15. The DC / DC converter 51 is controlled through the DC / DC converter controller 16.
The operation mode control unit 14 controls the engine 22 so as to be in each operation state of an idling stop (engine stop) state, an idling state, and an operation state at a required rotational speed. Note that idling means that the engine is rotated at a low rotation speed (or a predetermined rotation speed) in order to maintain the rotation of the engine in the case of a light load that supplies power only to the auxiliary machine or in a state close to no load. It means a state. Further, the operation mode control unit 14 controls the DC / DC converter 51 through the DC / DC converter control unit 16 to control the charging operation and discharging operation of the battery 52.
In addition, the operation mode control unit 14 includes a power distribution control unit 14A that controls a share ratio (power distribution) of power supplied from the engine generator 21 and the power storage device 50 to the load. The operation of the power distribution control unit 14A will be described later.

  The engine control unit 15 controls the engine 22 so as to be in an idling stop (engine stop) state, an idling state, and an operation state at a required rotational speed in accordance with a command signal output from the operation mode control unit 14. To do.

  The DC / DC converter control unit 16 controls the operation of the DC / DC converter 51 in accordance with the command signal input from the operation mode control unit 14. The DC / DC converter 51 performs constant current control on the charging current flowing from the DC bus DCL to the battery 52 in accordance with the current command signal Iref input from the DC / DC converter control unit 16. Further, the DC / DC converter 51 performs constant current control on the discharge current flowing from the battery 52 to the DC bus DCL in accordance with the current command signal Iref. When a discharge current is caused to flow from the battery 52 to the DC bus DCL side via the DC / DC converter 51, the DC / DC converter controller 16 outputs the current command signal Iref so that the voltage Vdc of the DC bus DCL is constant. It generates and controls the DC / DC converter 51. That is, the DC / DC converter 51 is controlled by the current command signal Iref from the DC / DC converter control unit 16 and thereby performs constant voltage control so that the voltage Vdc of the DC bus DCL is constant.

  Further, the DC / DC converter control unit 16 monitors whether or not the DC / DC converter 51 is controlled in accordance with the command signal Iref. For example, the charging / discharging current signal Id of the battery 52 is input from the DC / DC converter 51, and it is detected whether or not the operation of the DC / DC converter 51 is normally performed. The DC / DC converter controller 16 includes a CC-CV charge controller 16A. This CC-CV charge control unit 16A is a DC / DC converter so that a constant current / constant voltage charge (CC-CV charge), which will be described later, is performed when a charge current is supplied to the battery 52 from the DC bus DCL side. 51 is controlled.

(Explanation of operation mode)
FIG. 2 is a diagram for explaining a mode of an operation state in the crane control device. As shown in the figure, the operation mode performed in the crane control apparatus 100 includes the load 30 (the traversing motor M1, the traveling motors M2, M3, the winding motor M4) and the operating state of the load 40 (auxiliary machine). There are four modes of operation depending on the situation.

As shown in FIG. 2, the operation mode A is a power supply mode when the loads 30 and 40 are small. The power supply from the engine generator 21 is cut off, and only the battery 52 is used to load 30 ( This is a battery power supply mode in which power is supplied to the inverters 31, 32, 33, 34, and 35 and the motors M1, M2, M3, and M4) and the load 40 (auxiliary inverter 41 and auxiliary machine 42).
The operation mode B is a load regenerative mode in which the battery 52 is charged with regenerative power regenerated from the load 30 and power is supplied to the load 40.

  The operation mode C is a power supply mode when the loads 30 and 40 are large, and is a parallel power supply mode in which power is supplied from both the engine generator 21 and the battery 52 to the load 30 and the load 40. In this operation mode C, as shown in FIG. 3, an output current Ig from the engine generator 21 and the converter 24 and a current IL added to the discharge current Id flowing from the battery 52 is an inverter INV that forms the load 30, and , And flows to the auxiliary inverter forming the load 40. In addition, the voltage Vdc of the DC bus DCL is controlled to be a constant value. In this operation mode C, the battery 52 always outputs the maximum allowable discharge current Id. Then, the shortage is compensated by the current Ig from the engine generator 21.

  The operation mode D is an operation mode in which electric power is supplied only from the engine generator 21. In this operation mode D, electric power is supplied from the engine generator 21 to the load 40 and charging current is supplied to the battery 52. In addition, as for the charge to the battery 52 using the DC / DC converter 51, constant current constant voltage charge (CC-CV charge) is performed as mentioned above. In the constant current mode (CC mode), when the charging voltage has not reached the set voltage, the DC / DC converter 51 outputs a maximum current (set current value) (constant current control). In the constant voltage mode (CV mode), if the set voltage has been reached, control is performed such that the voltage is held at the set voltage and the output current is gradually decreased (constant voltage control).

In the crane control apparatus 100 configured as described above, when power can be supplied to the loads 30 and 40 by the battery 52, the operation mode is switched so that a discharge current flows from the battery 52 to the loads 30 and 40 as much as possible. For example, in operation mode A that is a battery power supply mode, power is supplied from the battery 52 to the loads 30 and 40. In operation mode C, which is a parallel power feeding mode, a discharge current is supplied from the battery 52 to the loads 30 and 40 and the remaining necessary load current is supplied from the generator 23 to the loads 30 and 40.
As a result, the power storage device 50 (battery 52) connected to the engine generator 21 can be used effectively, the idling time of the engine 22 can be lengthened, and the fuel efficiency of the crane device can be improved.

(Description of power distribution change control between battery and engine according to battery charge rate SOC)
As described above, in the crane control apparatus 100 of the present invention, when power can be supplied to the loads 30 and 40 by the battery 52, the discharge current is caused to flow from the battery 52 to the loads 30 and 40 as much as possible. The operation mode is switched and the idling time of the engine 22 is lengthened.
In this case, further improvement of the fuel consumption of the engine, avoidance of overcharge and overdischarge of the battery, and enhancement of management of the battery charge rate (extension of the battery life) are desired. These requests can be realized by the operation mode control unit 14, the engine control unit 15, and the DC / DC converter control unit 16. Hereinafter, a method for realizing these requirements will be described.

  FIG. 4 is a diagram for explaining the load sharing between the engine generator and the battery with respect to the required power. FIG. 4 schematically shows the power distribution between the engine (more precisely, the engine generator 21) and the battery with respect to the required power of the load. The horizontal axis indicates the required power of the load, and the vertical axis indicates the engine power generation. The amounts of power (load sharing) supplied from the machine 21 and the battery 52 are shown.

  As shown in FIG. 4, when the required power of the load is on the + side (powering side), as the required power of the load increases from the low load to the high load, first, the battery side (DC / DC converter 51) is first. Electric power is output. When the required power reaches the point P1 or more, the power output from the battery (DC / DC converter 51) side is limited to a constant value (maximum output set value depending on the allowable maximum discharge current of the battery) and is necessary for the load. In order to satisfy the required power, electric power is output from the engine generator 21 side.

  As described above, when the required power is small (when the point is P1 or less), the power is supplied from the battery to the load in the operation mode A. When the required power is large (when the point is greater than or equal to the point a), the engine power generation It becomes the state of the operation mode C in which electric power is supplied to the load from both the machine and the battery. When the required power of the load is on the negative side (regeneration side), the operation mode B is entered in which the battery is charged from the load.

In this operation mode C, power distribution control between the engine generator 21 and the battery 52 in consideration of the battery charge rate (SOC) is performed. This power distribution control is performed by the power distribution control unit 14A in the operation mode control unit 14.
In the power distribution control, when the engine generator 21 and the battery 52 are combined and power is supplied to the load, the output distribution is changed according to the battery charge rate SOC [%]. That is, as the battery charge rate SOC is higher, the output of the battery 52 is increased and the output of the engine generator 21 is decreased. Conversely, the lower the battery charge rate SOC, the lower the output of the battery 52 and the higher the output of the engine generator 21.

  This power distribution change control is performed by changing the power distribution on the DC / DC converter 51 side by the power distribution control unit 14A in the operation mode control unit 14. The output determination of the DC / DC converter 51 can be performed using, for example, a power distribution table for required power described later. In this case, the amount of required power can be obtained according to the state of the load driven by the load device control unit 13. For example, the controller 11 includes a PLC (sequencer), and the load 30 and the load 40 are controlled using the PLC. For this reason, the magnitude | size of request | requirement power can be determined based on the control information (load drive state signal) in PLC. In order to obtain information on the required power more precisely, a direct current flowing from the direct current bus DCL to the load side may be measured, and the required power may be measured based on the direct current and the direct current bus voltage.

  This power distribution control in the engine generator and the power storage device indirectly controls the output power of the engine generator 21 by controlling the output power of the DC / DC converter 51 from the DC / DC converter control unit 16. The DC / DC converter 51 controls the current flowing from the battery 52 to the DC bus DCL (current within the allowable maximum discharge current value) so that the voltage of the DC bus DCL becomes a predetermined constant value. Similarly, with respect to the output voltage on the engine generator 21 side, constant voltage control is performed by the converter 24 so that the voltage of the DC bus DCL is constant. For this reason, when output power (more precisely, output current) is supplied from the DC / DC converter 51 side according to the required power, the voltage of the DC bus DCL is maintained constant, and the constant voltage control function on the engine generator 21 side is maintained. Does not operate, and no power is output from the engine generator 21 side.

On the other hand, if the output power from the DC / DC converter 51 is insufficient with respect to the required power (for example, the output current of the DC / DC converter 51 is limited), the voltage of the DC bus DCL decreases. For this reason, the constant voltage control function of the converter 24 on the engine generator 21 side is activated, and the output power from the engine generator 21 is increased so that the DC bus DCL is controlled to a constant voltage. Thus, the power distribution control can indirectly control the output on the engine generator 21 side by controlling the output power of the DC / DC converter 51. Accordingly, the output on the engine generator 21 side is automatically determined according to the following equation.
"Output on engine generator side = Required power-Output on DC / DC converter side"

  By the way, in general, an engine is operated at a rated rotational speed, and the larger the engine output, the better the fuel efficiency. FIG. 5 is a diagram for explaining the fuel consumption characteristics of the engine. The horizontal axis represents the engine speed, the vertical axis represents the engine output, and the vertical axis represents the engine fuel consumption characteristics. As shown in the figure, the fuel consumption characteristic becomes maximum at the rated engine speed Nn, and the fuel consumption improves as the operating point has a larger load. Therefore, in the present embodiment, when the electric power is output from the engine generator 21, the engine control unit 15 performs control so that the rotation speed of the engine 22 becomes the rated rotation speed (constant rotation).

Thus, when power distribution control is performed in accordance with the battery charge rate SOC of the battery 52, the fuel consumption characteristics of the engine are also considered, and the engine fuel consumption is improved as much as possible (the engine rotates at the rated speed and the engine The output power is determined from the DC / DC converter so as to achieve power distribution in a state where the output is large.
When determining the power output from the DC / DC converter 51, for example, the output power of the DC / DC converter 51 and the engine generator 21 according to the required power and the battery charge rate SOC of the battery. A power distribution table that defines power distribution can be used. This power distribution table is determined in consideration of the engine fuel consumption characteristics. At the output of the engine generator, the engine speed is constant. Therefore, the power distribution table is based on a table with few variables (the engine speed is not used as a parameter). You can specify the distribution.

FIG. 6 is a diagram illustrating a specific example in which power distribution is performed according to the battery charge rate SOC. 6A shows an example when the battery charge rate SOC is high, FIG. 6B shows an example when the battery charge rate SOC is medium, and FIG. 6C shows an example when the battery charge rate SOC is low. As shown in FIG. 6, allowable maximum discharge currents Imax1, Imax2 and Imax3 (usually Imax1>Imax2> Imax3) that can be supplied by the battery 52 according to the battery charge rate SOC, and from the battery 52 in the operation mode C A minimum discharge current Imin to be supplied is set in advance.
When the battery charge rate SOC shown in FIG. 6 (A) is high, the maximum is within the range that can be supplied by the battery 52, that is, within the range of the allowable maximum discharge current Imax1 of the battery 52 as the required power increases. Power is supplied to the loads 30 and 40 as much as possible.

Further, when the battery charge rate SOC shown in FIG. 6B is medium, in the operation mode A in which the required power is the point P1 or less, power is supplied from the battery 52 within the allowable maximum discharge current Imax2, and the required power However, at the point P1 or higher, the load sharing by the engine generator 21 is increased. In the range from the point P1 to the point P2 where the required power is low, in order to avoid the output delay of the engine generator 21 until the engine 22 shifts from the idle state to the rated speed, the power supply from the battery 52 is to some extent. Let it continue. In this example, as the required power increases from the point P1 to the point P2, the discharge current of the battery 52 is gradually decreased from Imax2 to Imin.
When the battery charge rate SOC is medium, there is some margin for discharging from the battery 52, so that the power from the battery 52 to the loads 30 and 40 is also increased between the points P2 and P3 as the required power increases. Supply. When the required power is at or above the point P3, power is supplied to the loads 30 and 40 to the maximum within the range that can be supplied by the battery 52, that is, within the range of the allowable maximum discharge current Imax2 of the battery 52.

  When the battery charge rate SOC shown in FIG. 6C is low, the output of the engine generator until the engine 22 shifts from the idle state to the rated speed in the range from the point P1 to the point P2 where the required power is low. In order to avoid the delay, the power supply from the battery 52 is continued to some extent. In this example, as the required power increases from the point P1 to the point P2, the discharge current of the battery 52 is gradually decreased from Imax3 to Imin (= 0). When the required power is between point P2 and point P3, load sharing is performed so that the engine output increases as much as possible. Further, when the required power is equal to or higher than the point P3, the battery 52 supplies power in order to compensate for the shortage of the engine generator output. That is, power is supplied to the loads 30 and 40 to the maximum within the allowable maximum discharge current Imax3 of the battery 52.

  Thus, in the first embodiment, power distribution control is performed according to the size of the loads 30 and 40 and the battery charge rate SOC of the battery. This power distribution is performed by setting the power distribution table or the like in advance according to the size of the loads 30 and 40 and the battery charge rate SOC. That is, prior to the increase of the loads 30 and 40, the power supply balance (the load sharing ratio according to the battery charge rate SOC) between the loads 30 and 40 and the engine generator 21 and the battery 52 is set in advance. Thus, in the crane control device of the present embodiment, in addition to the effect of increasing the idling time, the engine is operated at a fuel saving point, and further, the discharge current is controlled according to the battery charge rate SOC. Thus, overcharge and overdischarge of the battery can be avoided.

[Second Embodiment]
Next, as a second embodiment of the present invention, an example in which the engine speed is controlled so as to avoid an output response delay of the engine generator will be described. When the required power (load) increases in the crane device and the state transitions from “operation mode A → operation mode C” or “operation mode B → operation mode C”, the engine rises from the idle state to the rated speed. Takes time (engine output delay occurs), and there is a problem that necessary power cannot be obtained. In the second embodiment, when power is supplied to a low load with a low required power (operation mode A), when the load changes from a low load (operation mode A) to a high load (operation mode C), the engine is in an idling state. A description will be given of an example of avoiding the rise delay of the rotational speed when the rotational speed is increased from 1 to the rated rotational speed. For this reason, in the crane control apparatus of the second embodiment, the engine speed is increased to the rated speed in accordance with the state of the load request in the operation mode A. For example, when the required power tends to increase, the engine speed is increased to the rated speed during battery output (during operation mode A).

  FIG. 7 is a diagram illustrating an example of avoiding a rise delay in the engine speed in the second embodiment. FIG. 7A shows the load sharing between the engine (engine generator 21) and the battery 52 along the vertical axis with the required power on the horizontal axis. FIG. 7B shows the required power on the horizontal axis and the engine speed on the vertical axis. In FIG. 7, when the required power is less than or equal to point P3, it is in the state of operation mode A in which power is supplied from only the battery to the load. When the required power is greater than or equal to point P3, the engine generator and the battery are This is a state of operation mode C in which power is supplied to the load from both.

  As shown in FIG. 7B, when the required power is a low load of the point P1 or less, the engine speed is the idle speed Ni, and the power output from the engine generator to the DC bus DCL is cut off. Then, as the required power gradually increases from the point P1 to the point P2, the engine speed is gradually increased from the idle speed Ni toward the rated speed Nn, and the required power is at the point P2. The number of revolutions is defined as the rated number of revolutions Nn (characteristic indicated by a solid line). In operation mode A, even when the engine speed increases to the rated speed Nn, power is not supplied from the engine generator 21 to the DC bus DCL. This is because the current corresponding to the required power on the DC bus DCL side is supplied from the battery 52 side, and the voltage of the DC bus DCL is kept constant, so that the constant voltage control function of the converter 24 (the voltage of the DC bus DCL decreases). In this case, it can be realized by not operating the function of supplying current.

  When the required power reaches the point P3 or more, the operation mode C is entered, and power is supplied from both the engine generator and the battery to the DC bus DCL. At this time, the engine speed is changed. Has already reached the rated speed Nn, and delay in the supply of output power from the engine generator 21 can be avoided. As shown in FIG. 7A, in the operation mode C, the engine output is increased in accordance with the increase in required power, and the maximum power supply is performed in a range that can be supplied by the battery 52.

  Further, in the operation mode A, when a certain condition (the operation lever is not operated for a time, the battery charge rate SOC is high and there is no necessity for charging), the engine may be stopped. In this case, when the operation lever is operated, the engine is started, and the engine speed is controlled by the method described above.

  Further, at the time of load power regeneration (in the case of operation mode B), the engine speed may be set to the rated speed (in the first embodiment, the engine speed is in an idle state). This is because the load regeneration time (winding motor lowering operation) is completed in a short time, and in order to avoid engine output delay at the time of power supply to the next high load (winding motor raising operation) It is.

  FIG. 8 is a diagram showing organized operation modes in the second embodiment described above. The operation mode shown in FIG. 8 is different from the operation mode in the first embodiment (see FIG. 2) in that an operation mode A ′ is added. Further, the difference is that the state of the engine generator in the operation mode B is “output (rated rotational speed state)” (“idling” in the first embodiment). In FIG. 8, “output” of the engine generator means that the engine speed is at the rated speed, and “idling” means that the engine speed is the idle speed.

  As shown in FIG. 8, in the operation mode A, the required power is low and the load is low, and the engine is brought into an “idling (idle speed)” state. In the operation mode A ′, the required power is low and the load is low. However, when the required power increases (or when the required power is expected to increase), the engine speed is increased in advance, Set the output (rated speed). As described above, in operation mode A and operation mode B, power output from the engine generator 21 side to the DC bus DCL is not performed.

  As described above, in the second embodiment, it is possible to avoid a delay in power output from the engine generator with respect to an increase in required power. Further, when a certain condition is satisfied in the operation mode A, the engine is stopped, so that the fuel consumption of the engine can be improved.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. When charging the battery, for example, when the battery charge rate SOC changes in the operation mode D, if the charging condition remains constant, the amount of charge becomes insufficient and the battery is overdischarged (as a result, the necessary power from the battery is reduced). Cannot be obtained) or the battery may be overcharged due to a large amount of charge. In the third embodiment of the present invention, an example of a charging mode that realizes improvement in engine fuel consumption, avoidance of battery overcharge and overdischarge, and enhancement of battery charge rate management (extension of battery life) will be described. To do. In addition, control of the charging mode demonstrated below is performed by CC-CV charge control part 16A in the DC / DC converter control part 16 shown in FIG.

  In the third embodiment, in the operation mode D in which the battery is charged from the engine generator 21 to the battery 52, the battery charging rate SOC is taken into consideration, and the charging mode corresponding to the battery charging rate SOC is selected. For example, two modes having different charging speeds (two charging modes D1 and D2 having different charging currents or charging voltages) are prepared, and either one is selected. When the charging speed in the charging mode D2 is D2, the charging speed in the charging mode D1 is D1, and the charging speed is “D1 <D2,” the charging mode D1 is set to normal charging, and the charging mode D2 is set to quick charging. become. In this quick charge setting, in the case of battery charging by the CC-CV charging method (constant current / constant voltage method), the charging speed is increased by increasing “CC current” or “CC current and CV voltage”.

  FIG. 9 is a diagram illustrating selection conditions for the battery charge mode in the third embodiment. In FIG. 9A, two charging modes (charging mode D1 and charging mode D2) are selected according to the required power (electric power required by the load) and the level of the battery charging rate SOC. As shown in FIG. 9A, when the power required by the load is below a certain level (for example, the operation of only the auxiliary machine and the operation of the traveling motor etc. is not performed), when the battery charge rate SOC is low, the charging mode Charging is performed in D2 (rapid charging), and charging is performed in charging mode D1 (normal charging) when the battery charging rate SOC is high. On the other hand, when the power required by the load is equal to or greater than a certain level (for example, supplying power to the auxiliary machine and the traveling motor while charging), the charging mode D1 (normal charging) is performed regardless of the level of the battery charging rate SOC. Charge with.

  As described above, when the battery charge rate SOC of the battery is low, the quick charge is performed, so that the charge rate can be quickly increased when the battery is low. Further, in a state where the charging speed of the battery is high, the fuel efficiency of the engine can be improved by operating at a point where the engine load is high.

  Note that the number of charging modes is not two, and the charging modes D2 can be further classified into a plurality of modes. FIG. 9B shows that the number of charging speed modes is 3, and there are three charging modes (charging mode D1, charging) depending on the required power (electric power required by the load) and the high, medium and low battery charging rate SOC. In this example, the mode D2 ′ and the charging mode D2) are selected. When the charging speed in the charging mode D2 is D2, the charging speed in the charging mode D2 ′ is D2 ′, and the charging speed in the charging mode D1 is D1, the charging speed is “D1 <D2 ′ <D2.”

  In FIGS. 9A and 9B, “traveling motor”, “transverse motor”, “winding motor”, “complementary” are used for determining whether the electric power required by the load is below a certain level or above a certain level. The machine load can be determined in accordance with the operation status of the crane load (load drive information). For example, since the “travel motor” of the load requires a larger amount of power than other loads, “travel motor only” or “travel motor + auxiliary device” is detected by detecting an operator operation in the crane operation unit 12. When the battery is operated, the charging mode can be determined on the assumption that the required load is high (a certain level or more). By using such a determination method, the level of the load can be easily determined by an operator operation of the crane without performing power determination (load determination) from the total power consumption of each load. Of course, power determination (load determination) may be performed from the total power consumption of each load.

  Thus, in the third embodiment, the battery charge rate can be changed according to the battery charge rate SOC of the battery. In this way, by strengthening the management of the charging rate of the battery, overcharging and overdischarging of the battery can be avoided. Moreover, when performing quick charge, the fuel consumption performance of the engine can be improved by operating the engine at the rated speed.

  As described above, as described in the first, second, and third embodiments of the present invention, the crane control device of the present invention has an effect that the energy of the engine and the battery can be used efficiently.

The embodiment of the present invention has been described above. Here, the correspondence between the present invention and the embodiment will be supplementarily described.
The crane apparatus in this invention respond | corresponds to the transfer crane 1 shown in FIG. Moreover, the crane control apparatus in this invention respond | corresponds to the crane control apparatus 100 shown in FIG. The prime mover in the present invention corresponds to the engine 22 in the engine generator 21, and the generator in the present invention corresponds to the generator 23 (including the converter 24). The power storage device in the present invention corresponds to a power storage device 50 including a DC / DC converter 51 and a battery 52. The battery in the present invention corresponds to the battery 52.

  Further, the plurality of loads in the present invention include a traverse inverter 31 and a motor M1, a traveling inverters 32 and 33 and motors M2 and M3, a winding inverters 34 and 35, a motor M4, and an auxiliary machine. A load device for carrying out cargo handling work such as the inverter 41 and the auxiliary machine 42 corresponds. Here, the traverse inverter 31 and the motor M1, the travel inverters 32 and 33 and the motors M2 and M3, the winding inverters 34 and 35 and the motor M4 correspond to the load 30 for regeneration, The auxiliary inverter 41 and the auxiliary machine 42 correspond to the load 40 that does not perform regeneration. The controller in the present invention corresponds to the controller 11 (mainly the operation mode control unit 14, the engine control unit 15, and the DC / DC converter control unit 16).

(1) And in the said embodiment, the crane control apparatus 100 is connected with the generator 23 driven by the engine 22, the some load 30 and 40 used as the apparatus which performs a cargo handling work, and the load 30 connected to the generator 23. And a power storage device 50 having a battery 52 that supplies power to the power source 40 and the controller 11 that controls the engine generator 21, the power storage device 50, and the plurality of loads 30 and 40.
Further, the controller 11 cuts off the power from the generator 23 and operates the battery 52 by the operation mode A which is a battery power supply mode in which power is supplied from the power storage device 50 to the loads 30 and 40, and the regenerative power regenerated from the load 30. The operation mode B is a load regeneration mode for charging, the operation mode C is a parallel power supply mode for supplying power to the loads 30 and 40 from the generator 23 and the power storage device 50, and the operation mode D is for charging the battery 52 from the generator 23. The operation mode C has a function of switching to any one of the control modes. When a load current greater than a predetermined value is required for the loads 30 and 40, a predetermined current value is transferred from the power storage device 50 to the loads 30 and 40. While supplying the discharge current, the remaining necessary load current is supplied to the loads 30 and 40 by the generated current of the engine generator 21. Further, when the operation mode A is shifted to the operation mode C, the load 30 and 40 are increased in accordance with the size of the loads 30 and 40 and the electric power supplied from the power storage device 50 and the generator 23 prior to the increase of the loads 30 and 40. A power supply balance (load sharing between the battery 52 and the generator 23 according to the load) is set in advance.
Thereby, in addition to the effect of improving the fuel consumption in the crane device by effectively utilizing the power storage device 50 and extending the idling time of the engine 22, the engine generator is increased by increasing the loads 30 and 40. When the power supply is started from 21, the problem that the power supply cannot catch up with the load increase can be avoided.

(2) Moreover, in the said embodiment, when the controller 11 transfers to the operation mode C from the operation mode A, the battery discharge of the value according to the battery charge rate SOC of the battery 52 and the magnitude | sizes of the load 30 and 40 is carried out. While supplying current, the rotational speed of the engine 22 is increased to a predetermined rotational speed, and the generated current is supplied from the generator 23 to the loads 30 and 40.
In such a crane control apparatus 100, in the operation mode C, a battery discharge current having a value corresponding to the battery charging rate SOC and the magnitudes of the loads 30 and 40 is supplied to the loads 30 and 40. Further, the rotational speed of the engine 22 is increased to a predetermined rotational speed (for example, a rated rotational speed), and the generated current is supplied from the generator 23 to the loads 30 and 40.
Thereby, in addition to the effect of extending the idling time of the engine 22 in the crane device, the engine can be operated at a rotational speed with high fuel consumption characteristics. Further, power distribution control (load sharing) between the battery 52 and the engine generator 21 can be performed according to the battery charge rate SOC. For this reason, the discharge current of the battery 52 can be managed according to the battery charge rate SOC, and the overdischarge of the battery 52 can be avoided.

(3) Further, in the above embodiment, when it is determined that the operation mode corresponding to the increase in the loads 30 and 40 is generated in the operation mode A, the controller 11 sets the rotation speed of the engine 22 to a predetermined rotation speed in advance. Raise to.
Thereby, for example, after the lowering is performed, it is determined that the hoisting is performed within a short time, and before the hoisting operation is started (prior to the increase of the loads 30 and 40), the engine generator The engine speed of 21 is increased in advance. For this reason, the problem that the power supply from the engine generator 21 cannot catch up when the load increases can be avoided.

(4) Further, in the above embodiment, when charging the battery 52 in the operation mode D, the charging speed to the battery 52 is changed according to the size of the loads 30 and 40 and the battery charge rate SOC of the battery 52. .
Thereby, when the loads 30 and 40 are small and the battery charging rate SOC is low, the battery 52 can be rapidly charged. Moreover, the overcharge of the battery 52 can be avoided by managing the battery charge rate SOC and the charge speed.

(5) Further, in the above embodiment, when the size of the loads 30 and 40 is equal to or smaller than a predetermined value, the charge rate is set to the first charge rate D1 (normal charge) or the charge rate according to the value of the battery charge rate SOC. When the second charging speed (rapid charging) is set (first charging speed <second charging speed) and the loads 30 and 40 are larger than a predetermined value, the battery charging rate SOC is set. Irrespectively, the charging speed is set to the first charging speed (normal charging).
Thus, when the loads 30 and 40 are small, the battery 52 can be rapidly charged when the battery charge rate SOC is low, and the battery 52 can be normally charged when the battery charge rate SOC is high. When the loads 30 and 40 are large, the battery 52 can be normally charged regardless of the value of the battery charge rate SOC.

(6) In the above embodiment, the battery 52 is charged by performing constant current charging (CC charging) at the beginning of charging when the charging voltage is low, and after the charging voltage reaches a predetermined voltage, the constant voltage is applied. It is performed by CC-CV charging that performs charging (CV charging), and when changing the charging speed of the battery 52, at least one of the current value of constant current charging and the voltage value of constant voltage charging is changed.
Thereby, the charging speed to the battery 52 can be easily changed by changing the charging current in CC charging or the charging voltage in CV charging.

(7) In the above embodiment, as shown in FIG. 6, the controller 11 presets the allowable maximum discharge current Imax2 (or Imax3) and the minimum discharge current Imin of the battery 52 according to the battery charge rate SOC. In the case where the load 30 and 40 magnitude exceeds the first load threshold value P1 and shifts from the operation mode A to the operation mode C, the load 30 and 40 magnitude exceeds the first load threshold value P1 and the second load threshold value P1. Until the load threshold value P2 is reached, the discharge current of the battery 52 is gradually decreased from the allowable maximum discharge current Imax2 (or Imax3) to the minimum discharge current Imin, and the remaining load current is supplied by the generated current of the generator 23, When 30 and 40 further increase beyond the second load threshold P2, the power generation current of the generator 23 is continuously supplied and The load current to be insufficient at 23 power current supplied within a range of the battery 52 of the maximum allowable discharge current Imax2 (or Imax3).
Thereby, the load sharing ratio between the battery 52 and the engine generator 21 can be controlled according to the size of the loads 30 and 40 and the battery charge rate SOC. Moreover, overdischarge of the battery can be avoided by controlling the discharge current according to the battery charge rate SOC.

  (8) Moreover, in the said embodiment, a predetermined rotation speed is a rated rotation speed of a motor | power_engine. As a result, the engine 22 can be operated at the rated speed with the best fuel economy characteristics, and the fuel efficiency characteristics of the engine 22 can be improved.

  (9) Moreover, in the said embodiment, the magnitude | size of the loads 30 and 40 is determined according to the kind of load operate | moved in the some load 30 and 40 used as the apparatus which performs cargo handling work. Thereby, the magnitude | size of the loads 30 and 40 can be easily determined by the operation signal of a crane operation part (notch etc.).

(10) Moreover, the transfer crane 1 of the present invention includes a crane control device 100, is driven as a load 30, and is driven and controlled according to an operation command output from the controller 11, and motors M1, M2, M3, and M4. , And an auxiliary machine 42 that is driven and controlled by the controller 11.
Thus, since the crane control apparatus 100 of the present invention is used in the transfer crane 1, this effectively utilizes the power storage device 50 (battery 52) connected to the engine generator 21, The idling time of the engine 22 can be extended, and the fuel consumption of the transfer crane 1 can be improved. Moreover, when the power is supplied from the engine generator 21 to the loads 30 and 40 due to the increase in the loads 30 and 40, the problem that the power supply cannot catch up with the load increase can be avoided.

  As mentioned above, although embodiment of this invention was described, the crane control apparatus and crane apparatus of this invention are not limited only to the above-mentioned illustration example, In the range which does not deviate from the summary of this invention, various changes are carried out. Of course, it can be added.

DESCRIPTION OF SYMBOLS 1 Crane apparatus 100 Crane control apparatus 11 Controller 12 Crane operation part 13 Load apparatus control part 14 Operation mode control part 14A Power distribution control part 15 Engine control part 16 DC / DC converter control part 16A CC-CV charge control part 21 Engine generator 22 Engine 23 Generator 24 Converter 26 Voltage detection unit 30 Load 31, 32, 33, 34, 35 that performs regeneration 40 Inverter 40 Load that does not perform regeneration 41 Auxiliary machine inverter 42 Auxiliary machine 50 Power storage device 51 DC / DC converter 52 Battery (Storage battery)

Claims (9)

A generator driven by a prime mover;
A plurality of loads serving as a device for performing a cargo handling operation;
A power storage device having a battery connected to the generator and supplying power to the load;
A controller that controls the generator, the power storage device, and the plurality of loads;
Consisting of
The controller is
Operation mode A, which is a battery power supply mode that cuts off electric power from the generator and supplies electric power from the power storage device to the load,
Operation mode B which is a load regeneration mode in which the battery is charged by regenerative power regenerated from the load,
Operation mode C which is a parallel power supply mode for supplying power to the load from the generator and the power storage device,
Having a function of switching to one of the control modes of operation mode D for charging the battery from the generator;
In the operation mode C, when a load current equal to or higher than a predetermined current value is required for the load, the discharge current from the power storage device and the generated current of the generator are supplied to the load,
When shifting from the operation mode A to the operation mode C, a power supply balance according to the magnitude of the load and the power supplied from the power storage device and the generator is set in advance prior to the increase of the load. Leave
When shifting from the operation mode A to the operation mode C,
A discharge current having a value corresponding to a battery charge rate SOC of the battery and a size of the load is supplied from the power storage device to the load ;
The controller is
Preset the allowable maximum discharge current and the minimum discharge current of the battery according to the battery charge rate SOC,
When the magnitude of the load exceeds the first load threshold value and shifts from the operation mode A to the operation mode C,
Until the magnitude of the load exceeds the first load threshold and reaches a second load threshold (first load threshold <second load threshold), the discharge current of the battery is set to the allowable maximum discharge. Gradually decreasing from current to the minimum discharge current, supplying the remaining load current by the generator current generated by the generator,
If the load further increases beyond the second load threshold, the generator current is continuously supplied, and the load current that is insufficient for the generator current is supplied from the battery to the allowable maximum. A crane control device, characterized in that it is supplied within a range of discharge current . The controller is
When shifting from the operation mode A to the operation mode C,
The crane control device according to claim 1, wherein the number of revolutions of the prime mover is increased to a predetermined number of revolutions, and a generated current is supplied from the generator to the load. The controller is
3. In the operation mode A, when it is determined that an operation mode corresponding to the increase in load occurs, the number of revolutions of the prime mover is increased in advance to a predetermined number of revolutions. The crane control apparatus as described in. The charging speed of the battery is changed according to the magnitude of the load and the battery charging rate SOC of the battery when charging the battery in the operation mode D. A crane control device given in any 1 paragraph. When the magnitude of the load is equal to or less than a predetermined value, the charging speed is set to the first charging speed or the second charging speed (first charging speed <second charging) according to the value of the battery charging rate SOC. Charging speed),
The crane control according to claim 4, wherein when the magnitude of the load is equal to or greater than a predetermined value, the charging speed is set to a first charging speed regardless of a value of the battery charging rate SOC. apparatus. The battery is charged by CC charging which is constant current charging at the beginning of charging when the charging voltage of the battery is low, and CV which is constant voltage charging after the charging voltage of the battery reaches a predetermined voltage. Performed by CC-CV charging to charge,
The crane control according to claim 4 or 5, wherein when changing the charging speed of the battery, at least one of a current value of the constant current charging and a voltage value of the constant voltage charging is changed. apparatus. The crane control device according to claim 3, wherein the predetermined rotational speed is a rated rotational speed of a prime mover. The magnitude | size of the said load is determined according to the kind of load operate | moved among the some load used as the apparatus which performs the said cargo handling work. The any one of Claim 1 to 7 characterized by the above-mentioned. Crane control device. The crane control device according to any one of claims 1 to 8 ,
A motor driven as the load and driven according to an operation command output from the control unit;
An auxiliary machine driven and controlled by the control unit;
A crane apparatus comprising:

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