JP6202329B2

JP6202329B2 - Hybrid electric propulsion device

Info

Publication number: JP6202329B2
Application number: JP2014037756A
Authority: JP
Inventors: 健谷口
Original assignee: 西芝電機株式会社
Priority date: 2014-02-28
Filing date: 2014-02-28
Publication date: 2017-09-27
Anticipated expiration: 2034-02-28
Also published as: JP2015160553A

Description

本発明は、船内に船内発電機と蓄電池を備え、それを電力源として、推進用電動機でプロペラを駆動して定期航路を航海する船舶のハイブリッド電気推進装置に関する。 The present invention relates to a hybrid electric propulsion device for a ship that includes an inboard generator and a storage battery in a ship, drives a propeller with a propulsion motor using the power generator as a power source, and sails a regular route.

近年、環境に及ぼす負荷の低減や速度制御が容易である等の理由から、電気推進装置を備えた船舶が注目されており、特に、このような船舶はフェリーやケミカルタンカーのような国内を航行し、定期航路を往復する船舶に多い。 In recent years, ships equipped with electric propulsion devices have attracted attention for reasons such as reduction of environmental load and ease of speed control. In particular, such ships travel domestically such as ferries and chemical tankers. However, it is often found on ships that travel on regular routes.

そして、このような電気推進装置を備えた船舶では、停泊時に比べ航行中にプロペラを駆動する推進用電動機の使用電力量が大きいため、あるいは、故障時の予備等を考慮して、１台若しくは２台以上の発電機を船内に備え、推進用電動機の運転状況、即ち船内の消費電力量に応じて発電機の運転台数を制御するような構成になっている。 And in a ship equipped with such an electric propulsion device, the amount of electric power used by the propulsion motor that drives the propeller during navigation is larger than that at the time of anchoring, or in consideration of a spare in case of a failure or the like, Two or more generators are provided in the ship, and the number of generators to be operated is controlled in accordance with the operating state of the propulsion motor, that is, the power consumption in the ship.

電気推進装置を備えた船舶としては、船内に蓄電池を有しない船舶（特許文献１参照）や船内に蓄電池を有した船舶（特許文献２参照）などが提案されている。蓄電池を有しない一般的な船舶用の電気推進装置の構成を、図６を用いて説明する。 As a ship provided with an electric propulsion device, a ship that does not have a storage battery in the ship (see Patent Document 1), a ship that has a storage battery in the ship (see Patent Document 2), and the like have been proposed. The structure of a general marine electric propulsion device that does not have a storage battery will be described with reference to FIG.

図６に示すように、船内発電機1A,1Bは、遮断器2A,2Bを介して船内母線8に接続しており、船内発電機1A,1Bで発電した電力は、船内母線8を介して推進用電動機4A,4Bや船内機器7に供給される。推進用電動機4A,4Bには、推進用インバータ5A,5Bを介して電力が供給され、推進用インバータ5A,5Bの制御によって推進用電動機4A,4Bの回転が制御されている。推進用電動機4A,4Bが回転駆動されることにより、プロペラ3A,3Bが回転して、船舶の推進力を得ることができる。 As shown in FIG. 6, the inboard generators 1A and 1B are connected to the inboard bus 8 via the circuit breakers 2A and 2B, and the electric power generated by the inboard generators 1A and 1B is transmitted through the inboard bus 8 Supplied to propulsion motors 4A, 4B and inboard equipment 7. Electric power is supplied to the propulsion motors 4A and 4B via the propulsion inverters 5A and 5B, and the rotation of the propulsion motors 4A and 4B is controlled by the control of the propulsion inverters 5A and 5B. When propulsion motors 4A and 4B are rotationally driven, propellers 3A and 3B rotate to obtain a propulsive force for the ship.

このように構成された船舶用の電気推進装置において、停泊中を含む一航海中に船内機器7と推進用インバータ5A,5Bによって消費される合計の消費電力は、例えば、図５に示すようなグラフで表すことができる。図５に示すように、船舶の航海中は、推進用電動機4A,4Bの駆動に大きな電力が使用されるため、船内で消費される消費電力が大きくなる。一方、停泊中は、推進用電動機4A,4Bの駆動を停止させているため、大きな消費電力を生じることがなく、消費電力としては船内機器7によって消費される小さな消費電力のみとなる。 In the electric propulsion apparatus for a ship configured as described above, the total power consumption consumed by the inboard equipment 7 and the propulsion inverters 5A and 5B during one voyage including when the ship is anchored is, for example, as shown in FIG. It can be represented by a graph. As shown in FIG. 5, during the voyage of the ship, a large amount of power is used to drive the propulsion motors 4A and 4B, so that the power consumption consumed in the ship increases. On the other hand, since the driving of the propulsion motors 4A and 4B is stopped during berthing, large power consumption is not generated, and the power consumption is only small power consumed by the inboard device 7.

このため、航海中は船内発電機1A,1Bを共に運転することになるが、船内で消費される消費電力が少ない停泊中は、船内発電機1A,1Bは、いずれか一方の発電機のみを運転するように、運転する台数を制御している。 For this reason, both the inboard generators 1A and 1B will be operated during the voyage, but the inboard generators 1A and 1B will only operate one of the generators when the berth consumes less power. The number of units to be operated is controlled so as to operate.

船内に蓄電池を有した船舶としては、陸上電源から船舶内の蓄電池を充電する構成を備えた船舶（特許文献３参照）や、特許文献２に記載された船舶のように、船内の発電機からの電力を蓄電池と推進用電動機とに供給するハイブリッド電気推進装置の構成を備えた船舶が提案されている。 As a ship having a storage battery in a ship, a ship having a configuration for charging a storage battery in a ship from an onshore power source (see Patent Document 3) or a ship described in Patent Document 2 from a generator in the ship. Ships having a configuration of a hybrid electric propulsion device that supplies the electric power to a storage battery and a propulsion motor have been proposed.

特許文献２に記載された発明では、推進用電動機を加速させた時や、推進用電動機を高速運転させた時に発生する電力負荷増加により発電機の出力電力が上限設定値を越える場合は、発電機から蓄電池に供給する電力を下げたり、あるいは、蓄電池の電力を放出し、これによって得た電力を上限設定値を超えた電力負荷増加分に充当するように構成されている。 In the invention described in Patent Document 2, if the output power of the generator exceeds the upper limit set value due to an increase in power load generated when the propulsion motor is accelerated or when the propulsion motor is operated at high speed, The power supplied from the machine to the storage battery is reduced, or the power of the storage battery is released, and the power obtained thereby is applied to the increase in the power load exceeding the upper limit set value.

特開２００１−２５１８９５号公報JP 2001-251895 A 特開２０１１−９１９３９号公報JP 2011-91939 A 特開２０１３−１４２２２号公報JP2013-14222A

船内に蓄電池を有しない船舶では、上述したように、船舶の停泊中は、船内発電機1A,1Bはいずれか１台のみの運転となる。１台のみの運転になっても、船内機器7の負荷は船内発電機1A又は1Bの定格容量に比べて小さいため、定格出力よりも著しく下げた状態で船内発電機1A又は1Bを運転することになる。その結果、船内発電機1A又は1Bとしては燃費の良い領域での運転とはならず、発電効率の悪い領域での運転となり、船内発電機1A又は1Bの燃費効率が悪化する。 In a ship that does not have a storage battery in the ship, as described above, only one of the ship generators 1A and 1B is operated while the ship is anchored. Even if only one unit is operated, the load on the inboard equipment 7 is small compared to the rated capacity of the inboard generator 1A or 1B, so the inboard generator 1A or 1B should be operated in a state of being significantly lower than the rated output. become. As a result, the inboard generator 1A or 1B does not operate in a region where fuel efficiency is good, but operates in a region where power generation efficiency is low, and the fuel efficiency of the inboard generator 1A or 1B deteriorates.

また、航海中は推進用電動機4A,4Bを駆動するため、船内での消費電力が大きくなり、２台の船内発電機1A,1B を運転する必要がある。しかし、推進用電動機4A,4Bは推進用インバータ5A,5Bによって回転制御されているため、推進用インバータ5A,5Bによる回転制御の状態に応じて消費電力も変動することになる。そのため、２台の船内発電機1A,1Bを定格状態で運転させずに、定格出力よりも下げた状態で運転する場合が生じる。 Further, since the propulsion motors 4A and 4B are driven during the voyage, the power consumption on the ship increases, and it is necessary to operate the two onboard generators 1A and 1B. However, since the propulsion motors 4A and 4B are rotationally controlled by the propulsion inverters 5A and 5B, the power consumption also varies depending on the state of the rotation control by the propulsion inverters 5A and 5B. For this reason, there are cases where the two onboard generators 1A and 1B are not operated in the rated state but are operated in a state lower than the rated output.

その結果、２台の船内発電機1A,1Bは、発電効率が悪い状態での運転が行われることになり、船内発電機1A,1Bの燃費効率が悪くなる場合が生じることになる。
また、船舶の推進力を得るため推進用電動機4A,4Bを共に運転する場合に備えて、船内には２台の船内発電機1A,1Bを備えておくことが必要であることから、メンテナンスを行う際には、２台の船内発電機1A,1Bに対してメンテナンスを行うことが必要になる。 As a result, the two inboard generators 1A and 1B are operated in a state where the power generation efficiency is poor, and the fuel efficiency of the inboard generators 1A and 1B may be deteriorated.
In addition, since it is necessary to have two inboard generators 1A and 1B in the ship in preparation for driving the propulsion motors 4A and 4B together to obtain the propulsion power of the ship, maintenance is required. When performing, it is necessary to perform maintenance on the two inboard generators 1A and 1B.

また、特許文献２に記載された発明のような船内に蓄電池を有した船舶では、船内の発電機で発電した電力を蓄電池に充電し、この充電した電力を推進電動機の負荷が増大し、発電機の出力電力が上限値を越えた場合に充当することにより、推進電動機の運転が制限されないように構成している。このように特許文献２の発明は、発電機の出力電力が上限値を越えた場合に推進電動機が運転制限を受けないようにするもので、船内負荷の変動に伴う発電機の高効率運転、特に停泊中から航海中までの一航海における発電機の高効率運転については、何ら注意が払われていない。 In addition, in a ship having a storage battery in the ship as in the invention described in Patent Document 2, the power generated by the generator in the ship is charged into the storage battery, and the load of the propulsion motor increases with this charged power. Appropriate when the output power of the machine exceeds the upper limit, the operation of the propulsion motor is not restricted. As described above, the invention of Patent Document 2 is to prevent the propulsion motor from being restricted when the output power of the generator exceeds the upper limit value. In particular, no attention is paid to the high-efficiency operation of the generator in one voyage from berthing to voyage.

本発明では、船舶の停泊から航海まで、一航海中の間、発電機を高効率運転させ、それによって船内発電機の燃費の向上と、船内発電機のメンテナンス費用の削減ができるハイブリッド電気推進装置の提供を目的としている。 The present invention provides a hybrid electric propulsion device that can operate a generator with high efficiency during one voyage from berth of a ship to voyage, thereby improving fuel efficiency of the inboard generator and reducing maintenance cost of the inboard generator. It is an object.

上記課題を解決するために、本発明の実施形態に係るハイブリッド電気推進装置では、船内母線を介して船内発電機から電力が供給され、インバータで回転制御される推進用電動機および船内機器と、充放電装置を介して前記船内母線に接続され、電力を充放電する蓄電池と、前記推進用電動機を回転制御するインバータの消費電力および前記船内機器の消費電力を検出する電力検出器と、停泊中を含む一航海中の間に消費される前記インバータと船内機器との総消費電力を予め測定し、その平均消費電力値を演算する平均値演算器と、前記平均消費電力値を格納しておく第１のメモリと、前記停泊中を含む一航海中において前記電力検出器で検出される前記インバータの消費電力および前記船内機器の消費電力の加算消費電力値と、前記第１のメモリに格納されている前記平均消費電力値との差分である消費偏差量から前記充放電装置を制御する制御装置と、を備え、前記制御装置は、前記加算消費電力値が前記平均消費電力値より大きい場合には、前記蓄電池から前記船内母線に前記消費偏差量に応じた電力を放電させ、前記加算消費電力値が前記平均消費電力値より小さい場合には、前記船内発電機の電力で前記蓄電池を前記消費偏差量に応じて充電させるように前記充放電装置を制御することにより、停泊中を含む前記一航海中において前記船内発電機で発電する電力を、常時前記平均消費電力値に近づけて運転すると共に、船内発電機の定格出力を前記平均消費電力値より少し大きく設定することにより船内発電機を高効率運転させることを特徴とする。 In order to solve the above-described problems, in the hybrid electric propulsion device according to the embodiment of the present invention, a propulsion motor and inboard equipment that are supplied with electric power from an inboard generator via an inboard bus and are controlled to rotate by an inverter, A storage battery connected to the inboard bus via a discharge device and charging / discharging electric power, an electric power detector for detecting the electric power consumption of the inverter for controlling the rotation of the propulsion motor and the electric power consumption of the inboard equipment, and A total value power consumption of the inverter and the inboard equipment consumed during one voyage including the average value calculator for calculating the average power consumption value, and the first average power consumption value is stored. A memory, an additional power consumption value of the power consumption of the inverter and the power consumption of the inboard device detected by the power detector during a voyage including the berth, and the first And a control device that controls the charge / discharge device based on a consumption deviation amount that is a difference from the average power consumption value stored in the memory, wherein the control device has the added power consumption value as the average power consumption. When the value is larger than the value, the power corresponding to the consumption deviation amount is discharged from the storage battery to the inboard bus, and when the additional power consumption value is smaller than the average power consumption value, the power of the inboard generator is used. By controlling the charging / discharging device so that the storage battery is charged according to the consumption deviation amount, the power generated by the inboard generator during the one voyage including during berthing is always set to the average power consumption value. The inboard generator is operated at high efficiency by setting the rated output of the inboard generator to be slightly larger than the average power consumption value.

また、本発明の実施形態に係るハイブリッド電気推進装置では、前記蓄電池の充電量を検出する監視装置と、一航海前の定期航路の中間地点又は所定の地点での蓄電池の充電量を格納しておく第２のメモリと、を更に備え、
前記制御装置は、前記第２のメモリに格納されている充電量が、予め定めた所定の設定充電量を超えている場合には、その差分である蓄電偏差量に応じて航海中は前記蓄電池からの放電量を増やし、停泊中は前記蓄電池への充電量を減らし、前記第２のメモリに格納されている充電量が、前記設定充電量を下回っている場合には、その蓄電偏差量に応じて航海中は前記蓄電池からの放電量を減らし、停泊中は前記蓄電池への充電量を増やす制御を前記充放電装置に対して行い、前記蓄電池の充電量を前記設定充電量に近い状態となるように制御して、前記蓄電池を常時充放電可能な状態に維持することを特徴とする。 Further, in the hybrid electric propulsion apparatus according to the embodiment of the present invention, the monitoring device for detecting the charge amount of the storage battery, and the charge amount of the storage battery at the intermediate point or a predetermined point of the regular route before one voyage are stored. A second memory to be placed,
When the amount of charge stored in the second memory exceeds a predetermined set charge amount, the control device is configured to store the storage battery during voyage according to a storage deviation amount that is a difference between the charge amounts. If the amount of charge stored in the second memory is less than the set amount of charge, the amount of storage deviation is increased. Accordingly, during the voyage, the amount of discharge from the storage battery is reduced, and during berthing, the charge / discharge device is controlled to increase the amount of charge to the storage battery, and the charge amount of the storage battery is close to the set charge amount. It controls so that it may become, and the said storage battery is maintained in the state in which charging / discharging is always possible.

本発明の実施形態によれば、停泊中を含め一航海中に消費する船内での消費電力をほぼ一航海中の総消費電力の平均値となるように常に一定に保つことができ、しかも、蓄電池の充電量を所定の設定充電量に維持して蓄電池への充放電を繰り返しできるよう構成したので、停泊中も含め一航海中は、船内発電機を定格出力付近での発電効率のよい状態で常時運転することができ、その結果、船内発電機の燃費効率を向上させることができる。 According to the embodiment of the present invention, the power consumption in a ship that is consumed during one voyage including during berthing can be kept constant at all times so as to be an average value of the total power consumption during one voyage, Since the storage battery charge amount is maintained at the specified set charge amount, charging and discharging to the storage battery can be repeated, so that the onboard generator is in good power generation efficiency near the rated output during one voyage, including during berths. Can be operated at all times, and as a result, the fuel efficiency of the onboard generator can be improved.

更に、船内発電機の出力電力は、停泊中を含め一航海中の間、常に一定の電力に保てるので、船内発電機の定格出力をその電力より少し大きい程度に設定しておけば、１台の船内発電機で船内電力をまかなうことができ、その結果、船内発電機のメンテナンス費用を削減できる効果がある。 Furthermore, since the output power of the inboard generator can be kept constant at all times during one voyage, including when the ship is anchored, if the rated output of the inboard generator is set slightly higher than that power, one inboard The generator can cover the power on the ship, and as a result, the maintenance cost of the ship generator can be reduced.

本発明の第１の実施形態を示すハイブリッド電気推進装置のシステム構成図。The system block diagram of the hybrid electric propulsion apparatus which shows the 1st Embodiment of this invention. 本発明の第１の実施形態を構成する制御装置のブロック図。The block diagram of the control apparatus which comprises the 1st Embodiment of this invention. 本発明の第２の実施形態を示すハイブリッド電気推進装置のシステム構成図。The system block diagram of the hybrid electric propulsion apparatus which shows the 2nd Embodiment of this invention. 本発明の第２の実施形態を構成する制御装置のブロック図。The block diagram of the control apparatus which comprises the 2nd Embodiment of this invention. 停泊中及び一航海中に船内で消費される消費電力を示すグラフ。The graph which shows the power consumption consumed on the ship during anchorage and one voyage. 船内に蓄電池を有しない船舶における電気推進装置のシステム構成図。The system block diagram of the electric propulsion apparatus in the ship which does not have a storage battery in a ship.

本発明の実施形態に係るハイブリッド電気推進装置の構成について、図１乃至図４を用いて説明する。最初に、図１、図２を用いて、実施形態１の構成について説明する。
なお、図１乃至図４において、図６のシステムで示した部材と同様の部材に関しては、同じ部材符号を用いている。 A configuration of a hybrid electric propulsion device according to an embodiment of the present invention will be described with reference to FIGS. 1 to 4. Initially, the structure of Embodiment 1 is demonstrated using FIG. 1, FIG.
In FIGS. 1 to 4, the same reference numerals are used for members similar to those shown in the system of FIG.

（実施形態１）
図１において、図６と異なっている構成は、推進用電動機4A,4Bをそれぞれ回転制御する各推進用インバータ5A,5Bの消費電力と船内機器7の消費電力を検出する電力検出器6A,6B,6C を設けた構成と、充放電装置11を介して船内母線8 に蓄電池10 を接続した構成と、電力検出器6A,6B,6Cで検出した消費電力を入力し充放電装置11を制御する制御装置20を設けた構成である。他の構成は、図６における構成と同様の構成になっている。そのため、図６で用いた部材と同様の部材に関しては、図６で用いた部材符号を用いている。 (Embodiment 1)
In FIG. 1, the configuration different from that in FIG. 6 is that power detectors 6A and 6B for detecting the power consumption of the propulsion inverters 5A and 5B for controlling the rotation of the propulsion motors 4A and 4B and the power consumption of the inboard equipment 7 respectively. , 6C, a configuration in which the storage battery 10 is connected to the inboard bus 8 via the charging / discharging device 11, and the power consumption detected by the power detectors 6A, 6B, 6C are input to control the charging / discharging device 11. In this configuration, the control device 20 is provided. The other configuration is the same as the configuration in FIG. Therefore, regarding the same members as those used in FIG. 6, the member codes used in FIG. 6 are used.

航海中に消費電力が大きな推進用電動機に電力を供給するため、あるいは、故障時の予備等を考慮して船内には複数台の船内発電機1A,1Bが備えられている。図示例では、２台の船内発電機1A,1Bを備えた構成を示している。船内発電機1A,1Bは、遮断器2A,2Bを介して船内母線8に接続しており、船内発電機1A,1Bで発電した電力は、船内母線8を介して推進用電動機4A,4Bや船内機器7に供給される。推進用電動機4A,4Bには、推進用インバータ5A,5Bを介して電力が供給され、推進用インバータ5A,5Bの制御によって推進用電動機4A,4Bの回転が制御される。推進用電動機4A,4Bが回転駆動されることにより、プロペラ3A,3Bが回転して船舶に推進力を与えることができる。 A plurality of inboard generators 1A and 1B are provided in the ship in order to supply electric power to the propulsion motor that consumes a large amount of power during the voyage, or in consideration of a reserve in case of failure. In the illustrated example, a configuration including two inboard generators 1A and 1B is shown. The inboard generators 1A and 1B are connected to the inboard bus 8 via the circuit breakers 2A and 2B. Supplied to inboard equipment 7. Electric power is supplied to the propulsion motors 4A and 4B via the propulsion inverters 5A and 5B, and the rotation of the propulsion motors 4A and 4B is controlled by the control of the propulsion inverters 5A and 5B. When propulsion motors 4A and 4B are rotationally driven, propellers 3A and 3B can rotate and give propulsion to the ship.

推進用インバータ5A,5Bで消費される消費電力は、電力検出器6A,6Bによって検出され、検出された消費電力の値は制御装置20に入力される。また、船内母線8に接続した船内機器7で消費される消費電力は、電力検出器6Cによって検出され、検出された消費電力の値は制御装置20に入力される。 The power consumption consumed by the propulsion inverters 5A and 5B is detected by the power detectors 6A and 6B, and the detected power consumption value is input to the control device 20. The power consumption consumed by the inboard device 7 connected to the inboard bus 8 is detected by the power detector 6C, and the detected power consumption value is input to the control device 20.

充放電装置11は、蓄電池10から船内母線8に電力を放電させたり、船内母線8からの電力を蓄電池10に充電させたりする。また、制御装置20は、船内発電機1A,1B の出力電力が航海中および停泊中において略一定となるように充放電装置11を制御するものであり、各電力検出器6A,6B,6Cで検出した推進用電動機4A,4Bの消費電力と船内機器11の消費電力とが入力されている。そして、制御装置20は充放電装置11を制御して、入力した消費電力の値に基づいて、蓄電池10から船内母線8に電力を放電させたり、あるいは、船内母線8から電力を取り出して充電させたりする。 The charging / discharging device 11 discharges power from the storage battery 10 to the inboard bus 8 or charges the storage battery 10 with power from the inboard bus 8. The control device 20 controls the charging / discharging device 11 so that the output power of the inboard generators 1A, 1B becomes substantially constant during voyage and anchoring. The power detectors 6A, 6B, 6C The detected power consumption of the propulsion motors 4A and 4B and the power consumption of the inboard device 11 are input. Then, the control device 20 controls the charging / discharging device 11 to discharge power from the storage battery 10 to the inboard bus 8 based on the input power consumption value or to take out power from the inboard bus 8 and charge it. Or

図２は、図１で示した制御装置20の詳細をブロック図として示している。図２において、電力検出器6A,6B,6Cで検出した推進用インバータ5A,5Bの消費電力および船内機器7の消費電力は、加算器21において加算される。加算器21で加算されて出力された消費電力は、平均値演算器30と減算器22に入力される。加算器21から出力される消費電力は、ある時点において船内で消費されている消費電力の合計が示されている。 FIG. 2 shows the details of the control device 20 shown in FIG. 1 as a block diagram. In FIG. 2, the power consumption of the propulsion inverters 5A, 5B and the power consumption of the inboard equipment 7 detected by the power detectors 6A, 6B, 6C are added by the adder 21. The power consumption added and output by the adder 21 is input to the average value calculator 30 and the subtractor 22. The power consumption output from the adder 21 indicates the total power consumed in the ship at a certain time.

平均値演算器30では、加算器21から出力された消費電力を積算して、停泊中を含む一航海中の全消費電力の総和である総消費電力から平均消費電力値Pavoを求める。平均値演算器30で求めた総消費電力の平均消費電力値Pavoは、第１のメモリ31に格納される。 The average value calculator 30 integrates the power consumption output from the adder 21 and obtains the average power consumption value Pavo from the total power consumption, which is the sum of all the power consumption during one voyage including when the berth is anchored. The average power consumption value Pavo of the total power consumption obtained by the average value calculator 30 is stored in the first memory 31.

平均消費電力値Pavoとしては、予め最初の一航海で消費された総消費電力を求め、求めた総消費電力からその平均値を求めることができるが、次のようにして求めることもできる。即ち、最初の一航海で求めた平均消費電力値Pavoを基にして、次の一航海に対する制御を行い、次の一航海で求めた平均消費電力値Pavoと先の一航海で求めた平均消費電力値Pavoとを更に平均化して、次の一航海で使用する平均消費電力値Pavoとして求めていくことができる。これを繰り返すことにより、より現実に即した平均消費電力値Pavoを得ることができる。あるいは、行きの一航海と帰りの一航海でそれぞれ得た平均消費電力値Pavoとを平均化して、その後における一航海で使用する平均消費電力値Pavoとするなど、必要に応じて適宜の方法で平均消費電力値Pavoを求めておくことができる。 As the average power consumption value Pavo, the total power consumption consumed in the first voyage can be obtained in advance, and the average value can be obtained from the obtained total power consumption, but can also be obtained as follows. That is, based on the average power consumption value Pavo obtained in the first voyage, the control for the next one voyage is performed, and the average power value Pavo obtained in the next voyage and the average consumption obtained in the previous voyage. The power value Pavo can be further averaged to obtain an average power consumption value Pavo used in the next voyage. By repeating this, the average power consumption value Pavo that is more realistic can be obtained. Or, average the average power consumption value Pavo obtained on one outbound voyage and return one voyage, and use it as an average power consumption value Pavo to be used on a subsequent voyage. The average power consumption value Pavo can be obtained.

減算器22では、加算器21から出力されたある時点での船内で消費されている消費電力の合計値が、第１のメモリに格納されている平均消費電力値Pavoに対してどの程度大きいか小さいかを演算するものであり、加算器21から出力された消費電力の合計値と平均消費電力値Pavoとの差分である消費電力偏差量を求めている。そして、その偏差量に応じた充放電指令信号P₁が制御装置20から充放電装置11に出力される。このようにして、充放電指令信号P₁によって充放電装置11が制御されることになり、この偏差量に応じて蓄電池10に対する充放電が制御される。 In the subtracter 22, how large is the total power consumption value that is output from the adder 21 and is consumed in the ship at a certain point in time relative to the average power consumption value Pavo stored in the first memory. The power consumption deviation amount, which is a difference between the total power consumption output from the adder 21 and the average power consumption value Pavo, is calculated. Then, a charge / discharge command signal P ₁ corresponding to the deviation amount is output from the control device 20 to the charge / discharge device 11. In this manner, will be rechargeable device 11 according to the charge and discharge command signal P ₁ is controlled, charging and discharging of the storage battery 10 is controlled according to the deviation amount.

船舶の停泊中は、推進用電動機4A,4Bが駆動されないので、加算器21 から出力される消費電力の合計値が、第１のメモリ31に格納されている平均消費電力値Pavoの値よりも小さくなる。従って、それに応じた充放電指令信号P₁が充放電装置11に対して出力され、蓄電池10が船内発電機1A,1Bの電力によってその偏差量に応じて充電されることになる。このとき、船内の消費電力としては船内機器7しかないので、船内発電機1A又は1Bはどちらか一方の船内発電機が運転されればよく、運転される船内発電機1A又は1Bの定格出力を蓄電池10の充電電力と船内機器7の消費電力を供給できる程度に選定しておけば、船舶の停泊中でも発電効率のよい運転状態で運転される。 Since the propulsion motors 4A and 4B are not driven while the ship is anchored, the total power consumption output from the adder 21 is greater than the average power consumption value Pavo stored in the first memory 31. Get smaller. Accordingly, a charge / discharge command signal P ₁ corresponding to the charge / discharge device 11 is output to the charge / discharge device 11, and the storage battery 10 is charged according to the deviation amount by the power of the inboard generators 1A, 1B. At this time, since there is only inboard equipment 7 as power consumption in the ship, either the inboard generator 1A or 1B only needs to be operated, and the rated output of the inboard generator 1A or 1B to be operated is obtained. If it is selected so that the charging power of the storage battery 10 and the power consumption of the inboard device 7 can be supplied, the ship can be operated in a state where the power generation efficiency is good even when the ship is anchored.

また、船舶の航海中は、船舶の推進力を得るため推進用電動機4A,4Bで消費される消費電力が増大し、加算器21から出力される消費電力の合計値が、第１のメモリ31に格納されている総消費電力の平均消費電力値Pavoよりも大きくなるので、その偏差量に応じた充放電指令信号P₁が制御装置20から充放電装置11に出力される。
その結果、蓄電池10から船内母線8にその消費電力偏差量に応じた電力が放電されるので、船内発電機1A,1Bから見て船内で消費される消費電力が減ったことになる。 Further, during the voyage of the ship, the power consumption consumed by the propulsion motors 4A and 4B to obtain the propulsion power of the ship increases, and the total value of the power consumption output from the adder 21 is the first memory 31. Is larger than the average power consumption value Pavo of the total power consumption stored in the charging / discharging command signal P ₁ corresponding to the deviation amount is output from the control device 20 to the charging / discharging device 11.
As a result, power corresponding to the amount of power consumption deviation is discharged from the storage battery 10 to the inboard bus 8, so that the power consumption consumed in the ship as viewed from the inboard generators 1A and 1B is reduced.

ここで、蓄電池10からの放電量と船内発電機1A又は1Bからの電力とによって航海中に消費される消費電力を賄うことができるよう船内発電機1A又は1Bの定格出力を設定しておけば、船内発電機1A,1Bの２台を運転させることなく、発電機1A又は1Bの１台だけの運転で対応させることができ、船内発電機1A又は1Bを発電効率のよい運転状態で運転させることができる。 Here, if the rated output of the inboard generator 1A or 1B is set so that the power consumed during the voyage can be covered by the amount of discharge from the storage battery 10 and the electric power from the inboard generator 1A or 1B, , Without having to operate the two onboard generators 1A and 1B, it is possible to deal with the operation of only one of the generators 1A or 1B, and to operate the onboard generator 1A or 1B in an operating state with good power generation efficiency. be able to.

このように船内で消費される消費電力の変化を蓄電池10で吸収させ、停泊中を含め一航海中の船内発電機1A又は1Bの出力電力をほぼ総消費電力の平均消費電力値Pavoに保つことができるので、船内発電機1A又は1Bの定格容量を、総消費電力の平均消費電力値Pavoよりも少し大きい程度に選定しておくことにより、１台の船内発電機1A又は1Bで、しかも、発電効率のよい定格出力付近で運転させることができ、船内発電機1A又は1Bの燃費効率を向上させることができる。 In this way, the storage battery 10 absorbs changes in power consumption consumed in the ship, and the output power of the onboard generator 1A or 1B during one voyage, including when anchored, is kept at the average power consumption value Pavo of the total power consumption. Therefore, by selecting the rated capacity of the inboard generator 1A or 1B to be slightly larger than the average power consumption value Pavo of the total power consumption, with one inboard generator 1A or 1B, It can be operated near the rated output with good power generation efficiency, and the fuel efficiency of the inboard generator 1A or 1B can be improved.

（実施形態２）
実施形態２では、実施形態１の構成に蓄電池10の充電量を監視する監視装置12を設けた構成になっている。また、監視装置12を設けたことにより、監視装置12からの検出信号を処理する構成が制御装置40内に設けられている。他の構成は、実施形態１と同様の構成になっており、同様の構成については、実施形態１で用いた部材符号を用いることで、その部材について重複した説明を省略する。 (Embodiment 2)
In the second embodiment, a monitoring device 12 that monitors the charge amount of the storage battery 10 is provided in the configuration of the first embodiment. Further, since the monitoring device 12 is provided, a configuration for processing the detection signal from the monitoring device 12 is provided in the control device 40. Other configurations are the same as those in the first embodiment, and the same reference numerals are used for the same components, and the duplicate description of the members is omitted.

図３に示すように、蓄電池10の充電量を監視する監視装置12が蓄電池10に接続され、監視装置12で検出した蓄電池10の充電量は、制御装置40に入力される。制御装置40内のブロック図は、図４に示すように構成されている。 As shown in FIG. 3, a monitoring device 12 that monitors the charge amount of the storage battery 10 is connected to the storage battery 10, and the charge amount of the storage battery 10 detected by the monitoring device 12 is input to the control device 40. The block diagram in the control device 40 is configured as shown in FIG.

即ち、実施形態１における制御装置20の構成に、監視装置12からの検出信号を入力して記録する第２のメモリ32と、蓄電池10の充電量を設定する設定器34と、減算器24と、ゲイン演算器33と、加算器23と、が設けられた構成になっている。 That is, in the configuration of the control device 20 in the first embodiment, the second memory 32 that inputs and records the detection signal from the monitoring device 12, the setting device 34 that sets the charge amount of the storage battery 10, the subtractor 24, The gain calculator 33 and the adder 23 are provided.

第２のメモリ32は、監視装置20で検出された蓄電池10の充電量の中から一航海の中間点あるいは所定の地点での充電量SOCを選択してその値を記録する。設定器34では、蓄電池10において充電させておく充電量を、予め設定容量として設定することができる。例えば、設定容量としては、蓄電池10をフル充電したときの５０％の充電量が、蓄電池10に充電されるように設定することができる。 The second memory 32 selects the charge amount SOC at an intermediate point or a predetermined point of one voyage from the charge amount of the storage battery 10 detected by the monitoring device 20, and records the value. In the setting device 34, the amount of charge to be charged in the storage battery 10 can be set in advance as the set capacity. For example, the set capacity can be set so that the storage battery 10 is charged with a charge amount of 50% when the storage battery 10 is fully charged.

５０％の充電量とは、例示であって、船舶の大きさに応じて、また、船舶が航海する距離等に応じて適宜設定することができる。そして、５０％の充電量とは、蓄電池10をフルに充電したときを１００％の充電量として、フル充電の半分の充電量を示している。減算器24では、第２のメモリ32に記録されている蓄電池10の充電量と設定器34で設定された蓄電池10で蓄電させておく充電量との差分を、蓄電偏差量として演算する。 The charge amount of 50% is an exemplification, and can be appropriately set according to the size of the ship and the distance the ship sails. The charge amount of 50% indicates a charge amount that is half of the full charge, assuming that the storage battery 10 is fully charged as a charge amount of 100%. In the subtracter 24, the difference between the charge amount of the storage battery 10 recorded in the second memory 32 and the charge amount stored in the storage battery 10 set by the setting device 34 is calculated as a storage deviation amount.

減算器24から出力された蓄電偏差量は、ゲイン演算器33において一定のゲインが掛けられた信号P₂が加算器23に入力される。加算器23には、減算器22から出力された信号P₁（実施形態１では、充放電指令信号P₁として記載しているが、実施形態２では、充放電装置11への指令信号を充放電指令信号P₃とするため、信号P₁として記載。）が入力されている。 Power storage deviation amount output from the subtracter 24, the signal P ₂ to a constant gain is multiplied in gain calculator 33 is inputted to the adder 23. In the adder 23, the signal P ₁ output from the subtractor 22 (in the _first embodiment, the charge / discharge command signal P ₁ is described, but in the second embodiment, the command signal to the charge / discharge device 11 is charged. (Indicated as signal P ₁ for the discharge command signal P ₃ ).

加算器23では、ゲイン演算器33から出力された信号P₂と減算器22から出力された信号P₁とを加算して、充放電装置11に対して充放電を指令する充放電指令信号P₃を出力する。充放電装置11では、充放電指令信号P₃に基づいて蓄電池10の充電量を制御する。 The adder 23 adds the signal P ₂ output from the gain calculator 33 and the signal P ₁ output from the subtracter 22 to charge / discharge command signal P for instructing charging / discharging to the charging / discharging device 11. ₃ is output. In rechargeable device 11 controls the charging amount of the battery 10 based on the charge and discharge command signal P _3.

このように構成することにより、蓄電池10に供給して充電させる充電電力量と、蓄電池10から放電させる放電電力量とが偏らないようにすることができる。例えば、船舶の一航海中において、蓄電池10への充電電力量と放電電力量とが異なった値になると、蓄電池10の充電量が偏ってしまうことになる。 With this configuration, it is possible to prevent the charge power amount supplied to the storage battery 10 from being charged and the discharge power amount discharged from the storage battery 10 from being biased. For example, when the amount of charge power to the storage battery 10 and the amount of discharge power are different during one voyage of the ship, the charge amount of the storage battery 10 is biased.

そして、一航海中に充電電力量より放電電力量が多くなっていると、一航海の運行を繰り返して行っていくと、蓄電池10での充電量が０％になってしまう。逆に、放電電力量が充電電力量よりも少なくなっていると、蓄電池10の充電量が１００％のフル充電の状態になってしまう。 If the discharge power amount is larger than the charge power amount during one voyage, the charge amount in the storage battery 10 becomes 0% when the operation of one voyage is repeated. Conversely, if the amount of discharged power is less than the amount of charged power, the charged amount of the storage battery 10 will be in a fully charged state of 100%.

このように、蓄電池10の充電量が偏っていると、蓄電池10は充放電ができなくなり、船内発電機1A,1Bで発電する電力を、停泊中を含む一航海中においてほぼ一定の発電電力量に制御することができなくなる。そこで、本発明の第２実施形態では、監視装置12で蓄電池10の充電量で監視して、船舶が繰り返し停泊及び航海を行っても、蓄電池10の充電量が偏らず、常に充放電できるように、蓄電池10の充電量を適切な状態、例えばフル充電の５０％付近に維持させている。 In this way, if the charge amount of the storage battery 10 is biased, the storage battery 10 can no longer be charged / discharged, and the power generated by the inboard generators 1A, 1B is almost constant during one voyage including when anchored. Can no longer be controlled. Therefore, in the second embodiment of the present invention, even if the monitoring device 12 monitors the charge amount of the storage battery 10 and the ship repeatedly berths and sails, the charge amount of the storage battery 10 is not biased and can always be charged and discharged. In addition, the charge amount of the storage battery 10 is maintained in an appropriate state, for example, around 50% of full charge.

一航海の中間点としては、例えば、１回の航海に要する時間を予め計測しておき、計測した時間の半分の時間が経過した時点を中間点とすることができる。所定の地点としては、一航海において消費される全消費電力のグラフから、最大の消費電力が消費された地点や、全消費電力のグラフにおける標準偏差を求め、偏差値が５０となる地点を所定の地点として設定しておくことができる。あるいは、一航海中において最大の加速を行う地点や推進用電動機4A,4Bが高速運転している期間の中間点等を所定の地点として設定しておくこともできる。 As an intermediate point of one voyage, for example, a time required for one voyage is measured in advance, and a point in time when half of the measured time has elapsed can be set as the intermediate point. As a predetermined point, a point where the maximum power consumption is consumed or a standard deviation in the graph of the total power consumption is obtained from a graph of the total power consumption consumed in one voyage, and a point where the deviation value is 50 is predetermined. It can be set as a point. Alternatively, a point where maximum acceleration is performed during one voyage, an intermediate point during a period during which the propulsion motors 4A and 4B are operating at high speed, and the like can be set as predetermined points.

このように構成することにより、一航海の中間点又は所定の地点において、蓄電池10の充電量SOCが設定器34で設定された設定容量となる充電量、例えば、蓄電池10のフル充電の５０％の状態を超えると、充放電装置11への指令値である充放電指令値P₃には、その超えた分の値を加算しておくことができる。そして、一航海中において、充放電装置11はその超えた分の値だけ多くの電力を蓄電池10から放電させることができる。 By configuring in this way, the charge amount SOC of the storage battery 10 becomes the set capacity set by the setting device 34 at an intermediate point or a predetermined point of one voyage, for example, 50% of the full charge of the storage battery 10 beyond the state, the charge and discharge command value P ₃ is a command value to the rechargeable device 11 may have been added to that amount of value exceeding. Then, during one voyage, the charging / discharging device 11 can discharge a large amount of electric power from the storage battery 10 by the excess value.

逆に、蓄電池10の充電量SOCが設定器34で設定された設定容量となる充電量が、例えば、蓄電池10のフル充電の５０％を下がると、充放電装置11へ送られる充放電指令値P₃には、その下がった分の値を減算しておくことができる。そして、充放電装置11はその分だけ少なくなっている充放電指令値P₃に基づいて蓄電池10から放電させることができる。 Conversely, the charge / discharge command value sent to the charge / discharge device 11 when the charge amount SOC at which the charge amount SOC of the storage battery 10 becomes the set capacity set by the setting device 34 falls below 50% of the full charge of the storage battery 10, for example. P ₃ can be subtracted from the lowered value. Then, the charging / discharging device 11 can be discharged from the storage battery 10 based on the charging / discharging command value P ₃ which is reduced by that amount.

即ち、充電量SOCが５０％を超えている場合、航海中は、その分だけ多く蓄電池10から電力を放電し、停泊中は、その分だけ少なく蓄電池10を充電して蓄電池10の充電量を少なくするように作用する。 That is, when the SOC of the charge exceeds 50%, the battery 10 discharges more power during the voyage, and the battery 10 is charged less during the berth to reduce the charge of the storage battery 10. Acts to reduce.

逆に、蓄電池10の充電量SOCがフル充電時の５０％を下がっている場合には、航海中は、その分だけ少なく蓄電池10から電力を放電させることができ、停泊中は、その分だけ多く蓄電池10に充電して蓄電池10の充電量を多くすることができる。これによって、蓄電池10の充電量SOCとしては、設定器34で設定されたフル充電時の５０％の状態に維持される。 Conversely, if the SOC of the storage battery 10 is lower than 50% of the full charge, the battery 10 can discharge less electricity during the voyage and only during the berth. Many storage batteries 10 can be charged to increase the amount of charge of the storage battery 10. As a result, the SOC SOC of the storage battery 10 is maintained at 50% of the full charge set by the setting device 34.

このように船内発電機1A,1Bは、停泊中も航海中もほぼ総消費電力の平均消費電力値Pavoを保ちながら運転することができ、しかも、船舶が所定の航路を繰り返し航行しても、蓄電池10の充電量SOCをほぼ設定容量の充電量に維持できる。例えば、フル充電時の５０％付近に維持できる。このように、船舶が繰り返し停泊中も航海中もほぼ総消費電力の平均消費電力値Pavoを保ちながら、船舶の運航を行うことができる。 In this way, the onboard generators 1A, 1B can be operated while maintaining the average power consumption value Pavo of almost total power consumption during berthing and during voyage, and even if the ship repeatedly navigates a predetermined route, The charge amount SOC of the storage battery 10 can be maintained at a charge amount having a set capacity. For example, it can be maintained at around 50% during full charge. In this way, it is possible to operate the ship while maintaining the average power consumption value Pavo of almost the total power consumption, even while the ship is repeatedly anchored and sailing.

以上のように本発明の実施形態により、図５に示すような船内消費電力の変化を蓄電池10で吸収させることができ、船内で消費される消費電力を停泊中及び航海中において、ほぼ一定に保つことができる。また、船内の船内発電機1A,1Bの定格出力を総消費電力の平均消費電力値Pavoよりも少し大きい程度に選定しておくことにより、航海中も１台の船内発電機1A又は1Bで対応させることができる。その結果、船内発電機1A,1Bを定格出力付近である運転効率のよい状態で運転させることができ、船内発電機1A,1Bの燃費効率を向上させることができる。
また、船内発電機1A又は1Bの運転は１台のみで済むため、船内発電機1A又は1Bに対するメンテナンス費用も削減することができる。 As described above, according to the embodiment of the present invention, the change in inboard power consumption as shown in FIG. 5 can be absorbed by the storage battery 10, and the consumed power in the ship is almost constant during anchorage and during voyage. Can keep. In addition, by selecting the rated output of the onboard generators 1A and 1B to be slightly larger than the average power consumption value Pavo of the total power consumption, one inboard generator 1A or 1B can be used during voyage. Can be made. As a result, the inboard generators 1A and 1B can be operated in a state where the driving efficiency is close to the rated output, and the fuel efficiency of the inboard generators 1A and 1B can be improved.
Further, since only one unit of the onboard generator 1A or 1B needs to be operated, the maintenance cost for the onboard generator 1A or 1B can be reduced.

尚、上記説明では、一航海中に消費した総消費電力を求めて、求めた総消費電力から平均消費電力値Pavoを求める構成について説明を行ったが、総消費電力を航路の距離や海流等の流れ等を考慮して、理論的に求めておくこともできる。このようにして理論的に求めた平均消費電力値Pavoを用いたハイブリッド電気推進装置も、本発明に包含されるものである。 In the above description, the total power consumption consumed during one voyage was calculated and the average power consumption value Pavo was calculated from the total power consumption calculated. It can be calculated theoretically in consideration of the flow of A hybrid electric propulsion device using the average power consumption value Pavo theoretically determined in this way is also included in the present invention.

また、平均値演算器30と第１のメモリ31と第２のメモリ32とを制御装置20,40内に設けた構成について説明を行ったが、平均値演算器30と第１のメモリ31と第２のメモリ32とを、制御装置20,40とは別体に構成しておくこともできる。平均値演算器30と第１のメモリ31と第２のメモリ32とを、制御装置20,40とは別体にした構成も、本発明に包含されるものである。 In addition, the configuration in which the average value calculator 30, the first memory 31, and the second memory 32 are provided in the control devices 20 and 40 has been described, but the average value calculator 30, the first memory 31, The second memory 32 can be configured separately from the control devices 20 and 40. A configuration in which the average value calculator 30, the first memory 31, and the second memory 32 are separated from the control devices 20 and 40 is also included in the present invention.

1…船内発電機、2A,2B…遮断器、3A,3B…プロペラ、4A,4B…推進用電動機、5A,5B…推進用インバータ、6A,6B,6C…電力検出器、7…負荷、8…船内母線、10…蓄電池、11…充放電装置、12…監視装置、20…制御装置、21,23…加算器、22,24…減算器、30…平均値演算器、31,32…第１、第２のメモリ、33…ゲイン演算器、40…制御装置。 1 ... Inboard generator, 2A, 2B ... Circuit breaker, 3A, 3B ... Propeller, 4A, 4B ... Propulsion motor, 5A, 5B ... Promotion inverter, 6A, 6B, 6C ... Power detector, 7 ... Load, 8 ... inboard bus, 10 ... storage battery, 11 ... charge / discharge device, 12 ... monitoring device, 20 ... control device, 21,23 ... adder, 22,24 ... subtractor, 30 ... average value calculator, 31,32 ... 1, second memory, 33... Gain calculator, 40.

Claims

A propulsion motor and inboard equipment that are supplied with electric power from the inboard generator via the inboard bus and are controlled in rotation by an inverter;
A storage battery that is connected to the inboard bus via a charging / discharging device and charges and discharges power,
A power detector for detecting power consumption of an inverter for controlling rotation of the propulsion motor and power consumption of the inboard device;
An average value calculator for measuring in advance the total power consumption of the inverter and the inboard equipment consumed during one voyage including during berthing, and calculating the average power consumption value;
A first memory for storing the average power consumption value;
The average power consumption stored in the first memory, and the power consumption value of the inverter and the power consumption of the inboard equipment detected by the power detector during one voyage including the berth A control device that controls the charge / discharge device from a consumption deviation amount that is a difference with a value,
The control device, when the additional power consumption value is larger than the average power consumption value, to discharge the power corresponding to the consumption deviation amount from the storage battery to the inboard bus,
When the additional power consumption value is smaller than the average power consumption value, by controlling the charging / discharging device to charge the storage battery according to the consumption deviation amount with the power of the inboard generator,
The electric power generated by the inboard generator during the one voyage including during berthing is always operated close to the average power consumption value, and the rated output of the inboard generator is set slightly larger than the average power consumption value. A hybrid electric propulsion device characterized in that the inboard generator is operated with high efficiency.

A monitoring device for detecting a charge amount of the storage battery;
A second memory for storing the amount of charge of the storage battery at an intermediate point or a predetermined point on the regular route before one voyage,
When the amount of charge stored in the second memory exceeds a predetermined set charge amount, the control device is configured to store the storage battery during voyage according to a storage deviation amount that is a difference between the charge amounts. Increase the amount of discharge from, reduce the amount of charge to the storage battery during berthing,
When the amount of charge stored in the second memory is less than the set amount of charge, the amount of discharge from the storage battery is reduced during voyage according to the amount of storage deviation, and during storage, the storage battery Performing control to increase the amount of charge to the charge / discharge device,
2. The hybrid electric propulsion apparatus according to claim 1, wherein the charge amount of the storage battery is controlled to be in a state close to the set charge amount, and the storage battery is maintained in a state in which charge and discharge are possible at all times.