JP6466739B2 - Main machine control device and method, main machine, ship - Google Patents

Description

  The present invention relates to a control device and method for a main engine including a supercharger, a main engine including a control apparatus for the main engine, and a ship including the main engine.

For example, an internal combustion engine as a main engine mounted on a ship is equipped with a supercharger in order to improve fuel consumption and reduce CO ₂ in exhaust gas. This supercharger drives the turbine and the compressor using exhaust gas discharged from the internal combustion engine, and compresses and supplies intake air to the internal combustion engine to improve the output of the internal combustion engine. There is also a turbocharger power generation device that generates power with a generator using surplus energy that drives a compressor of a supercharger. This turbocharger power generator is configured to reduce the amount of power generated by other generators in a ship by directly connecting a generator to a supercharger and recovering excess exhaust gas energy as electric energy.

  As such a turbocharger power generation device, there are those described in Patent Literature 1 and Non-Patent Literature 1 below.

JP2013-224672A

Mitsubishi Heavy Industries Technical Report Vol. 49 No. 1 (2012) Special issue on new products and new technologies "Practical application of large-scale marine hybrid turbocharger that generates power with exhaust gas"

  In the above-described Non-Patent Document 1, since the combustion engine cannot supply sufficient combustion gas to the internal combustion engine only at the time of start-up or low load operation of the internal combustion engine, the intake air supplied to the internal combustion engine using the auxiliary blower is reduced. Secured. However, since the auxiliary blower operates at a constant speed by an electric motor and supplies a constant amount of air to the internal combustion engine, there is a problem that the degree of freedom of control is low, optimal operation is difficult, and efficiency is low. There is.

  The present invention solves the above-described problems, and an object of the present invention is to provide a main apparatus control device and method, main apparatus, and ship that improve the efficiency of the main apparatus during low-load operation.

  In order to achieve the above object, a main apparatus control apparatus according to the present invention includes a main machine main body, a supercharger including a compressor and a turbine, an electric motor that drives the supercharger, and an auxiliary device that supplies air to the main machine main body. In a main machine comprising a blower, a first scavenging supply mode for driving the auxiliary blower and a second scavenging supply mode for driving the supercharger by the electric motor are provided, and the first scavenging supply mode and the second scavenging mode are provided. The scavenging supply mode is switched by a preset main engine prescribed load.

  Therefore, by switching between the first scavenging supply mode in which the auxiliary blower is driven to supply air to the main machine main body and the second scavenging supply mode in which the supercharger is auxiliary driven by the electric motor according to the main engine prescribed load, During low-load operation where the rotation speed of the engine is frequently changed, the turbocharger can be driven stably, and the auxiliary blower can be driven limitedly at appropriate times to ensure an energy saving effect. Efficiency during load operation can be improved.

  In the main engine control device of the present invention, when the load of the main machine body rises and reaches a preset first main machine specified load during operation in the first scavenging supply mode, the supercharger by the electric motor is The driving is started and the driving of the auxiliary blower is stopped.

  Therefore, the supercharger can be started properly by switching from the first scavenging supply mode to the second scavenging supply mode according to the load on the main body.

  The control device for a main engine of the present invention is characterized in that the auxiliary blower is stopped after a first waiting time set in advance from the start of driving of the supercharger.

  Therefore, by starting the driving assistance of the supercharger by the electric motor and stopping the driving of the auxiliary blower after the first standby time has elapsed, the electric motor is driven and assisted by the electric motor only during the first standby time, Air is supplied to the main machine body by the auxiliary blower, and the main machine can be operated stably.

  In the main engine control device of the present invention, when the load on the main machine body decreases and reaches a preset second main machine specified load during operation in the second scavenging supply mode, the auxiliary blower starts to be driven. Then, the driving of the supercharger by the electric motor is stopped.

  Therefore, the supercharger can be properly stopped by switching from the second scavenging supply mode to the first scavenging supply mode in accordance with the load on the main body.

  In the main apparatus control device of the present invention, the driving of the supercharger by the electric motor is stopped after elapse of a second standby time set in advance from the start of driving of the auxiliary blower.

  Accordingly, by stopping the driving assistance of the supercharger by the electric motor after the second standby time has elapsed since the start of driving of the auxiliary blower, air is supplied to the main body by the auxiliary blower only during the second standby time, and the electric motor Thus, the supercharger is driven and assisted, and the main engine can be rained stably.

  In the main machine control device of the present invention, the load of the main machine body is a main machine rotation speed, and the main machine specified load is a preset main machine specified rotation speed.

  Therefore, by switching between the first scavenging supply mode and the second scavenging supply mode according to the main engine specified rotation speed, the start and stop of the supercharger drive assist and the start and stop of the auxiliary blower drive are repeated during this switching. It is not performed, and driving assistance of the supercharger can be started and stopped stably, and the reliability of the equipment can be ensured.

  In the control device for a main engine of the present invention, a steering handle for outputting a command for the number of times of the main engine is provided to the control device, and the main engine prescription is defined with respect to the switching rotational speed between the high school mode in the port and the operation mode outside the port by the control handle. It is characterized in that the rotational speed is set high.

  Therefore, it is possible to start and stop the driving assistance of the supercharger stably.

  The main machine control method of the present invention includes a step of driving an auxiliary blower to supply a combustion gas to the main machine body, and a load on the main machine body rises to reach a preset first main machine prescribed load. And a step of starting the driving of the supercharger by the electric motor and stopping the driving of the auxiliary blower.

  Therefore, the turbocharger can be started stably, and the auxiliary blower can be driven limitedly only at an appropriate time to ensure an energy saving effect, and the efficiency during low-load operation of the main engine can be improved. it can.

  The main machine control method according to the present invention includes a step of driving a supercharger by an electric motor in a high rotation range of the main machine main body, and a load on the main machine main body is reduced to reach a preset second main machine prescribed load. And a step of starting the driving of the auxiliary blower and stopping the driving of the supercharger by the electric motor.

  Therefore, the turbocharger can be stably stopped, and the auxiliary blower can be driven limitedly at an appropriate time to ensure an energy saving effect, and the efficiency during low-load operation of the main engine can be improved. it can.

  The main machine of the present invention drives a main machine body, a supercharger including a compressor and a turbine, an electric motor that drives the supercharger, an auxiliary blower that supplies air to the main machine body, and the auxiliary blower. And a control device that switches between a first scavenging supply mode and a second scavenging supply mode in which the supercharger is driven by the electric motor according to a preset main engine prescribed load.

  Therefore, by switching the first scavenging supply mode in which the auxiliary blower is driven to supply air to the main machine main body and the second scavenging supply mode in which the supercharger is driven by the electric motor according to the main engine specified load, the load on the main main body is reduced. During operation, the turbocharger can be driven stably, and the auxiliary blower can be driven limitedly at appropriate times to ensure an energy saving effect and improve the efficiency of the main engine during low-load operation. Can do.

  Moreover, the ship of this invention is equipped with the said main engine, It is characterized by the above-mentioned.

  Therefore, the efficiency at the time of low load operation of the main engine can be improved, and energy saving at the time of navigation can be realized.

  According to the main machine control device and method, main machine, and ship of the present invention, the efficiency of the main machine during low-load operation can be improved.

FIG. 1 is a schematic configuration diagram showing a main machine of the present embodiment. FIG. 2 is a schematic diagram showing regions of the engine operation mode and the scavenging supply mode. FIG. 3 is a flowchart showing a control method of the main engine at the time of ship speed increase. FIG. 4 is a time chart showing a control method of the main engine at the time of ship speed increase. FIG. 5 is a flowchart showing a control method of the main engine at the time of ship deceleration. FIG. 6 is a time chart showing a control method of the main engine at the time of ship deceleration.

  Exemplary embodiments of a main apparatus control device and method, main apparatus, and ship according to the present invention will be explained below in detail with reference to the accompanying drawings. In addition, this invention is not limited by this embodiment, and when there are two or more embodiments, what comprises combining each embodiment is also included.

  FIG. 1 is a schematic configuration diagram showing a main machine of the present embodiment.

  In this embodiment, as shown in FIG. 1, a marine diesel engine (internal combustion engine) 1 as a main engine includes a diesel engine main body 2, an exhaust turbine supercharger 3, an auxiliary blower 4, and a control device 5. I have. The diesel engine main body 2 is provided with a plurality of cylinder parts 13, and each cylinder part 13 is supported by a piston so as to be able to reciprocate inside each cylinder part 13. It is connected to the crankshaft via the head.

  The cylinder portion 13 is connected to a scavenging trunk 15 via an intake port 14 and to an exhaust manifold 17 via an exhaust port 16. The scavenging trunk 15 is connected to the compressor 21 of the exhaust turbine supercharger 3 via the intake pipe L1. Further, the exhaust manifold 17 is connected to the turbine 22 of the exhaust turbine supercharger 3 through an exhaust pipe L2. The cylinder portion 13 is provided with an injector (fuel supply device) 18 for injecting fuel (for example, heavy oil, natural gas, etc.). Each injector 18 is connected to a fuel pump (not shown).

  The exhaust turbine supercharger 3 is configured such that a compressor 21 and a turbine 22 are coaxially connected via a rotating shaft 23, and the compressor 21 and the turbine 22 can rotate integrally with the rotating shaft 23. The compressor 21 is connected to an intake pipe L3 that intakes air from the outside, and is connected to an intake pipe L1 that reaches the scavenging trunk 15. The turbine 22 is connected to an exhaust pipe L2 that reaches the exhaust manifold 17 and an exhaust pipe L4 that exhausts to the outside.

  Therefore, the turbine 22 is driven by the exhaust gas (combustion gas) guided from the exhaust manifold 17 through the exhaust pipe L2, and after driving the compressor 21, the exhaust gas is discharged from the exhaust pipe L4 to the outside. On the other hand, the compressor 21 is driven by the turbine 22 and compresses a gas such as air sucked from the intake pipe L3, and then pumps the compressed gas such as air from the intake pipe L1 to the scavenging trunk 15 as a combustion gas.

  Further, the diesel engine main body 2 is provided with a working gas supply device 24 that supplies air (working gas) to the cylinder portion 13 and raises the engine speed by actuating a piston (not shown) of the cylinder portion 13. The working gas supply device 24 includes a working gas supply source 25 (for example, an accumulator or a pump), an on-off valve 26, and a working gas supply pipe L5. The working gas supply pipe L5 has a proximal end portion to which a working gas supply source 25 is connected, a distal end portion is connected to each cylinder portion 13, and a plurality of on-off valves 26 corresponding to each cylinder portion 13 are provided. Yes. When the marine diesel engine 1 is started, the working gas supply device 24 controls the opening and closing of each on-off valve 26 to supply and stop supplying the working gas from the working gas supply source 25 to the cylinder unit 13 from the working gas supply pipe L5. repeat. Thereby, without injecting fuel into the cylinder part 13, the piston (not shown) provided in the cylinder part 13 can be operated and the crankshaft can be rotated via the crosshead.

  The exhaust turbine supercharger 3 is a hybrid supercharger, and a motor generator 32 is connected via a rotary shaft 31 coaxial with the rotary shaft 23 of the compressor 21 and the turbine 22. Although not shown, the motor generator 32 includes a rotor fixed to the rotary shaft 31 and a stator fixed to the casing and disposed around the rotor. The motor generator 32 has a power generation function for generating power by being driven by exhaust gas, and also has an electric function for driving and rotating the compressor 21 and the turbine 22.

  The exhaust turbine supercharger 3 includes a power conversion device 33. The power conversion device 33 includes a first power conversion unit 34, a power storage unit 35, and a second power conversion unit 36. The first power conversion unit 34 is connected to the motor generator 32, and converts AC power generated by the motor generator 32 into DC power and outputs it during the regenerative operation of the motor generator 32. The second power conversion unit 36 is connected to the inboard power system 37, and converts the DC power from the first power conversion unit 34 into three-phase AC power suitable for the inboard power system 37 during the regenerative operation of the motor generator 32. To the inboard power system 37. The power storage unit 35 is connected between the first power conversion unit 34 and the second power conversion unit 36 and stores the DC power from the first power conversion unit 34 by a predetermined amount. The power storage unit 35 is provided to smooth the power output to the second power conversion unit 36, and outputs the power stored at the start of the regenerative operation of the motor generator 32 to the second power conversion unit 36. The power output to the second power conversion unit 36 after the start of the regenerative operation is output from the motor generator 32 via the first power conversion unit 34.

  Further, the second power conversion unit 36 converts the three-phase AC power from the inboard power system 37 into DC power and outputs the DC power to the first power conversion unit 34 during the power running operation of the motor generator 32. The first power conversion unit 34 converts the DC power from the second power conversion unit 36 into AC power and outputs the AC power to the motor generator 32 during the power running operation of the motor generator 32. The power storage unit 35 stores the DC power from the second power conversion unit 36 by a predetermined amount. The power storage unit 35 is provided to smooth the power output to the first power conversion unit 34, and outputs the power stored at the start of the power running operation of the motor generator 32 to the first power conversion unit 34. The power output to the first power conversion unit 34 after the power running operation is started is output from the inboard power system 37 via the second power conversion unit 36.

  Here, although the configuration of the power conversion device 33 is not described in detail, for example, the first power conversion unit 34 is a converter, the power storage unit 35 is a capacitor, and the second power conversion unit 36 is an inverter.

  The auxiliary blower 4 includes a blower impeller 41 and a blower motor (motor) 42. The auxiliary blower 4 is driven when the marine diesel engine 1 is started to compress a gas such as air taken in from the intake pipe L3 via the compressor 21, and then the compressed air or the like is used as a combustion gas. Pressure is fed from the intake pipe L6 to the scavenging trunk 15 via the intake pipe L1. Although the intake pipe L6 is provided in parallel with the intake pipe L1, and the auxiliary blower 4 (blower impeller 41) is provided in the intake pipe L6, the intake pipe L1 and the intake pipe L6 do not need to be provided in parallel. Without providing the pipe L6, only the intake pipe L1 may be provided, and the auxiliary blower 4 may be provided in the intake pipe L1.

  The control device 5 includes a first control device 51 that controls the motor generator 32 and a second control device 52 that controls the diesel engine main body 2 and the auxiliary blower 4.

  The first control device 51 can control the motor generator 32 by controlling the first power converter 34 and the second power converter 36. That is, the first control device 51 controls the functions of the first power conversion unit 34 and the second power conversion unit 36 according to the driving state (regenerative operation state or powering operation state) of the motor generator 32.

  The second control device 52 can drive and control the injector 18 and the working gas supply device 24 in the diesel engine main body 2. The second control device 52 controls the fuel injection timing and the fuel injection amount by driving the injectors 18. Further, the second control device 52 controls opening / closing of the on-off valve 26 constituting the working gas supply device 24 to control the working gas supply timing and the working gas supply amount to the cylinder portion 13. The second control device 52 can control the scavenging air pressure (intake pressure) by controlling the auxiliary blower 4 to supply a gas such as compressed air to the diesel engine body 2.

  The second control device 52 is connected to a steering handle 53 that navigates the ship. The steering handle 53 outputs a main engine speed command to the second control device 52, and the ship can be navigated by controlling the speed of the diesel engine body 2. The steering handle 53 can be switched between an in-port navigation mode (rotation speed) as the first engine operation mode and an off-port operation mode as the second engine operation mode.

  In-port navigation modes are also available in Full Ahead (Full Ahead Speed at Port Speed), Half Ahead (Half Ahead Speed at Port Speed), Slow Ahead (Slow Ahead) Forward slow speed at speed), Dead Slow Ahead (Dead Slow Astern: Dead Slow Astern), Slow Asturn (Slow Astern: reverse slow speed), half astern (half reverse speed) and full astern (full backward speed). Switching between the first engine operation mode and the second engine operation mode is performed by operating the steering handle 5353.

  When the engine start preparation signal 101 is input, the control device 5 starts driving the auxiliary blower 4 so that a compressed gas or the like is compressed as a combustion gas to the scavenging trunk 15 of the marine diesel engine 1. Increase scavenging air pressure (intake pressure). When the engine rotation start start signal 102 is input, the control device 5 starts driving the working gas supply device 24 to increase the engine rotation speed, and the fuel supply start rotation speed at which the engine rotation speed is set in advance. , Each injector 18 is driven to supply fuel to the diesel engine body 2. Then, the marine diesel engine 1 starts operation by combustion.

  In addition, when the engine start preparation signal 101 is input, the control device 5 controls the second power conversion unit 36 to convert the three-phase AC power from the inboard power system 37 into DC power to store the power storage unit 35. And the voltage of the power storage unit 35 reaches a preset standby voltage. Then, when the voltage of the power storage unit 35 reaches the standby voltage and the engine speed reaches the preset mode switching speed, the control device 5 controls the first power conversion unit 34 to control the power storage unit 35. The direct current power is converted into alternating current power and the drive of the motor generator 32 is started, while the drive of the auxiliary blower 4 is stopped and the exhaust turbine supercharger 3 is set to the power supply mode. After that, the control device 5 stops driving assistance by the motor generator 32 and enters the normal operation mode in which the exhaust turbine supercharger 3 is driven by the energy of the exhaust gas, and then the engine load reaches a preset load. Then, the electric power generated by the motor generator 32 by the surplus energy of the exhaust gas is output to the inboard power system 37, and the exhaust turbine supercharger 3 is set to the power generation mode.

  FIG. 2 is a schematic diagram showing regions of the engine operation mode and the scavenging supply mode. In the present embodiment, the control device 5 can switch between the first engine operation mode A and the second engine operation mode B in response to a main engine number-of-times command from the steering handle 53 as shown in FIG. . At this time, the control device 5 uses the first scavenging supply mode a for driving the auxiliary blower 4, the second scavenging supply mode b for assisting the driving of the exhaust turbine supercharger 3 by the motor generator 32, and the motor generator 32. The third scavenging supply mode c in which the driving assistance is stopped and the exhaust turbine supercharger 3 is driven by the exhaust gas energy, and the motor generator 32 is driven by the exhaust gas surplus energy while driving the exhaust turbine supercharger 3 by the exhaust gas energy. And a fourth scavenging supply mode d for supplying the power generated by the engine to the inboard power system 37, and the rotational speed of the diesel engine main body 2 (the load of the main engine main body) varies from the low engine speed range to the high engine speed range. The third scavenging supply mode is changed from the first scavenging supply mode a to the second scavenging supply mode b, and from the second scavenging supply mode b to the third scavenging supply mode c. From c to the fourth scavenging supply mode d can switch the scavenge supply mode. Here, the switching between the first scavenging supply mode a and the second scavenging supply mode b is performed at a preset mode switching speed (main engine specified load), and the second scavenging supply mode b and the third scavenging supply mode. Switching to c and switching between the third scavenging supply mode c and the fourth scavenging supply mode d are executed by a preset mode switching load (mode switching output or main engine prescribed load).

  Specifically, during operation in the first scavenging supply mode a, when the rotational speed (load) of the diesel engine main body 2 increases and reaches a preset first mode switching rotational speed (first main engine prescribed load), The driving of the exhaust turbine supercharger 3 by the motor generator 32 is started, the driving of the auxiliary blower 4 is stopped, and the mode is switched to the second scavenging supply mode b. At this time, when the rotational speed of the diesel engine main body 2 reaches the first mode switching rotational speed, the driving assistance of the exhaust turbine supercharger 3 by the motor generator 32 is started, and the driving assistance of the exhaust turbine supercharger 3 is started. After the preset first standby time has elapsed, the driving of the auxiliary blower 4 is stopped.

  Further, when the rotational speed (load) of the diesel engine body 2 decreases and reaches a preset second mode switching rotational speed (second main engine prescribed load) during operation in the second scavenging supply mode b, the auxiliary blower 4 is started, the driving of the exhaust turbine supercharger 3 by the motor generator 32 is stopped, and the mode is switched to the first scavenging supply mode a. At this time, when the rotational speed of the diesel engine main body 2 reaches the second mode switching rotational speed, the driving of the auxiliary blower 4 is started, and after the second standby time set in advance from the start of driving of the auxiliary blower 4, The drive of the exhaust turbine supercharger 3 by the generator 32 is stopped. In this case, the second mode switching speed is set to a value lower than the first mode switching speed.

  Further, switching between the second scavenging supply mode b and the third scavenging supply mode c and switching between the third scavenging supply mode c and the fourth scavenging supply mode d are mode switching in which the load of the diesel engine body 2 is set in advance. It is executed by reaching the load (mode switching output).

  Here, the switching between the first scavenging supply mode “a” and the second scavenging supply mode “b” is performed according to the preset first mode switching rotational speed and second mode switching rotational speed, but with the load of the marine diesel engine 1. I just need it. That is, the load of the marine diesel engine 1 includes the load (output) of the diesel engine body 2, the scavenging air pressure, the fuel injection amount, and the like in addition to the engine speed. Also, the first mode switching speed and the second mode switching speed are set to a higher speed than the mode switching speed at which switching between the first engine operation mode a and the second engine operation mode b is performed.

  Here, it is desirable to switch between the first scavenging supply mode a and the second scavenging supply mode b depending on the rotational speed of the diesel engine body 2. When the steering handle 53 is operated, the engine speed is increased and the engine output is increased to switch from the harbor navigation mode to the port navigation mode. At this time, the engine output fluctuates in accordance with the operational state of the ship (for example, wind direction, wave height, etc.), and therefore the engine output fluctuates up and down without matching the engine speed. Therefore, for example, when the first scavenging supply mode a and the second scavenging supply mode b are switched by the engine output of the diesel engine main body 2, even if the engine speed fluctuates even if the rotation speed is constant, the first scavenging supply mode There is a possibility that switching between a and the second scavenging supply mode b is frequently performed. Then, the start and stop of driving assistance of the exhaust turbine supercharger 3 and the start and stop of driving of the auxiliary blower 4 are repeated. On the other hand, when the first scavenging supply mode a and the second scavenging supply mode b are switched according to the rotational speed of the diesel engine body 2, switching between the first scavenging supply mode a and the second scavenging supply mode b is frequently performed. There is no start and stop of driving assistance of the exhaust turbine supercharger 3, and start and stop of driving of the auxiliary blower 4 are not repeated.

  Here, the control method using the control apparatus of the main machine of this embodiment is demonstrated in detail using a flowchart and a time chart. FIG. 3 is a flowchart showing a control method of the main engine at the time of ship acceleration (for example, at the time of departure of the ship), FIG. 4 is a time chart showing a control method of the main engine at the time of ship acceleration, and FIG. FIG. 6 is a time chart showing a control method of the main engine when the ship decelerates.

  The main engine control method of the present embodiment includes a step of driving the auxiliary blower 4 to supply air to the diesel engine main body 2 during operation in the first scavenging supply mode a, and a rotational speed of the diesel engine main body 2 is increased. A step of starting driving of the exhaust turbine supercharger 3 by the motor generator 32 and stopping driving of the auxiliary blower 4 when the first mode switching rotational speed is reached.

  The main engine control method of the present embodiment is preset by a step of driving the exhaust turbine supercharger 3 by the motor generator 32 during operation in the second scavenging supply mode b, and a reduction in the rotational speed of the diesel engine body 2. And starting the driving of the auxiliary blower 4 when the second mode switching rotational speed is reached, and stopping the driving of the exhaust turbine supercharger 3 by the motor generator 32.

  In the main engine control method of this embodiment, when the speed of the ship is increased, as shown in FIG. 3, in step S <b> 1, the control device 5 operates the auxiliary blower 4 when the engine start preparation signal 101 is input. Then, the combustion gas is pumped to the cylinder portion 13 through the scavenging trunk 15 to increase the scavenging pressure (intake pressure). In step S2, the diesel engine body 2 is activated.

  That is, the control device 5 controls the second power conversion unit 36 to convert the three-phase AC power from the inboard power system 37 into DC power, start storing power in the power storage unit 35, and maintain the standby voltage. . When the engine rotation start signal 102 is input, the control device 5 controls the opening and closing of the on-off valve 26 to supply the working gas to the diesel engine main body 2, thereby executing an air run and increasing the engine speed. Let When the engine speed reaches the fuel supply start speed, the control device 5 drives the injector 18 and injects fuel into the cylinder portion 13 of the diesel engine body 2. Then, the marine diesel engine 1 starts combustion by igniting the fuel in the cylinder portion 13 and starting combustion.

  In step S3, the control device 5 determines whether or not the motoring mode is selected. The motoring mode is a mode in which in the exhaust turbine supercharger 3, the motor generator 32 is controlled by the power converter 33, thereby supplying power to the motor generator 32 and generating power by the motor generator 32. It is. Here, if it is determined that the motoring mode is not selected (No), the process waits as it is. If it is determined that the motoring mode is selected (Yes), the process proceeds to step S4.

  In step S4, control device 5 determines whether or not the engine speed has reached the first mode switching speed. Here, if it is determined that the engine speed has not reached the first mode switching speed (No), the process waits as it is, and it is determined that the engine speed has reached the first mode switching speed (Yes). Then, the process proceeds to step S5. In step S5, the control device 5 starts motoring. That is, the control device 5 controls the first power conversion unit 34 to convert the DC power of the power storage unit 35 into AC power and start driving the motor generator 32, and use the power from the inboard power system 37. It outputs to the motor generator 32 and motoring is started.

  In step S6, the control device 5 determines whether or not the first waiting time has elapsed since the start of motoring. If it is determined that the first standby time has not elapsed (No), the process waits as it is. If it is determined that the first standby time has elapsed (Yes), the driving of the auxiliary blower 4 is stopped in step S7. To do. Thereafter, in step S8, the control device 5 determines whether or not the engine load has reached the mode switching load. Here, if it is determined that the engine load has not reached the mode switching load (No), the process waits as it is. If it is determined that the engine load has reached the mode switching load (Yes), the process proceeds to step S9.

  In step S9, the control device 5 stops motoring. That is, the control device 5 controls the first power conversion unit 34 to stop the power supply from the inboard power system 37 to the motor generator 32 and stop the motoring. After that, after setting the normal operation mode in which the exhaust turbine supercharger 3 is driven by the energy of the exhaust gas, when the engine load reaches a preset load, power generation of the motor generator 32 is started by the surplus energy of the exhaust gas. The electric power is output to the inboard power system 37.

  In addition, the switching timing of the main control device of the present embodiment will be described. As shown in FIG. 4, when the engine start preparation signal 101 is input at time t1, the auxiliary blower 4 operates. When the steering handle 53 is operated to the full ahead in the first engine operation mode, the combustion gas is pumped to the cylinder portion 13 through the scavenging trunk 15 and the engine speed increases. Thereafter, the control device 5 starts the combustion operation by driving the injector 18 and injecting fuel into the cylinder portion 13 of the diesel engine body 2.

  At time t2, when the mode switching speed for full ahead in the first engine operation mode (for example, 40 rpm) is exceeded, and at time t3, the engine speed reaches the first mode switching speed (for example, 45 rpm). Motoring is started. Then, at time t4 when the first standby time has elapsed, the driving of the auxiliary blower 4 is stopped.

  Further, in the main engine control method of the present embodiment, when the ship is decelerated, as shown in FIG. 5, in step S <b> 21, the control device 5 determines whether or not the motoring mode is selected. Here, if it is determined that the motoring mode is not selected (No), the process stands by, and if it is determined that the motoring mode is selected (Yes), the process proceeds to step S22. In step S22, control device 5 determines whether or not the engine load has reached the mode switching load. If it is determined that the engine load has not reached the mode switching load (No), the process waits as it is. If it is determined that the engine load has reached the mode switching load (Yes), the process proceeds to step S23.

  In step S23, the control device 5 starts motoring. That is, the control device 5 controls the first power conversion unit 34 to convert the DC power of the power storage unit 35 into AC power and start driving the motor generator 32, and use the power from the inboard power system 37. It outputs to the motor generator 32 and motoring is started. In step S24, control device 5 determines whether or not the engine speed has decreased and has reached the second mode switching speed. If it is determined that the engine speed has not reached the second mode switching speed (No), the process waits as it is, and it is determined that the engine speed has reached the second mode switching speed (Yes). Then, the process proceeds to step S25.

  In step S <b> 25, the control device 5 operates the auxiliary blower 4 to pump the combustion gas to the cylinder portion 13 via the scavenging trunk 15. In step S <b> 26, the control device 5 determines whether or not the second standby time has elapsed since the operation of the auxiliary blower 4. Here, if it is determined that the second standby time has not elapsed (No), the process waits as it is, and if it is determined that the second standby time has elapsed (Yes), the process proceeds to step S27. In step S27, the control device 5 stops the motoring. That is, the control device 5 controls the first power conversion unit 34 to stop the power supply from the inboard power system 37 to the motor generator 32 and stop the motoring.

  In addition, the switching timing of the main control device of the present embodiment will be described. As shown in FIG. 6, when the engine speed decreases to the second mode switching speed (for example, 43 rpm) at time t11, the driving of the auxiliary blower 4 is started. Then, the motoring is stopped at time t12 when the second waiting time has elapsed. When the steering handle 53 is operated to return to the full ahead in the first engine operation mode (maneuvering full ahead) at time t13, the engine speed decreases. Thereafter, when the steering handle 53 is operated to the stop position at time t14, the engine speed becomes zero and the drive of the auxiliary blower 4 is stopped.

  As described above, in the main engine control apparatus of the present embodiment, the diesel engine main body 2, the exhaust turbine supercharger 3 including the compressor 21 and the turbine 22, and the motor generator 32 that drives the exhaust turbine supercharger 3. And an auxiliary blower 4 for supplying air to the diesel engine body 2, the exhaust gas turbocharger 3 is driven by the first scavenging supply mode a for driving the auxiliary blower 4 and the motor generator 32. The second scavenging supply mode b is provided, and the first scavenging supply mode a and the second scavenging supply mode b are switched at a preset mode switching speed (main engine specified load).

  Accordingly, the diesel engine can be switched by switching between the first scavenging supply mode a for driving the auxiliary blower 4 and the second scavenging supply mode b for driving the exhaust turbine supercharger 3 by the motor generator 32 in an auxiliary manner. The exhaust turbine supercharger 3 can be driven stably during low load operation where the rotation speed of the main body 2 is frequently changed, and the auxiliary blower 4 is driven only at an appropriate time to ensure an energy saving effect. Thus, the efficiency of the marine diesel engine 1 during low-load operation can be improved.

  In the control device for the main engine of the present embodiment, when the rotation speed of the diesel engine main body 2 rises and reaches a preset first main engine specified rotation speed during operation in the first scavenging supply mode a, the motor generator 32 is reached. The driving of the exhaust turbine supercharger 3 is started and the driving of the auxiliary blower 4 is stopped. Therefore, by switching from the first scavenging supply mode a to the second scavenging supply mode b in accordance with the rotational speed of the diesel engine main body 2, the exhaust turbine supercharger 3 can be properly activated.

  In the control device for the main engine of the present embodiment, the drive of the auxiliary blower 4 is stopped after the elapse of a first standby time set in advance from the start of the drive of the exhaust turbine supercharger 3. Therefore, by starting the driving assistance of the exhaust turbine supercharger 3 by the motor generator 32 and stopping the driving of the auxiliary blower 4 after the elapse of the first waiting time, the motor generator only during the first waiting time. 32, the exhaust turbine supercharger 3 is driven and assisted, and air is supplied to the diesel engine body 2 by the auxiliary blower 4, so that the diesel engine body 2 can be operated stably.

  In the control device for the main engine of the present embodiment, when the rotational speed of the diesel engine body 2 decreases and reaches a preset second main engine specified rotational speed during operation in the second scavenging supply mode b, the auxiliary blower 4 The driving is started and the driving of the exhaust turbine supercharger 3 by the motor generator 32 is stopped. Therefore, the exhaust turbine supercharger 3 can be stopped appropriately by switching from the second scavenging supply mode b to the first scavenging supply mode a in accordance with the rotational speed of the diesel engine body 2.

  In the control device for the main engine of the present embodiment, the driving of the exhaust turbine supercharger 3 by the motor generator 32 is stopped after elapse of a second standby time set in advance from the start of driving of the auxiliary blower 4. Therefore, by stopping the driving assistance of the exhaust turbine supercharger 3 by the motor generator 32 after the second standby time has elapsed from the start of driving of the auxiliary blower 4, the diesel engine is operated by the auxiliary blower 4 only during the second standby time. While supplying air to the main body 2 and driving assisting the exhaust turbine supercharger 3 by the motor generator 32, the diesel engine main body 2 can be stably operated.

  In the control device for the main engine of the present embodiment, the first scavenging supply mode a and the second scavenging supply mode b are switched according to the specified rotational speed of the diesel engine body 2. Therefore, at the time of this switching, the start and stop of driving assistance of the exhaust turbine supercharger 3 and the start and stop of driving of the auxiliary blower 4 are not repeatedly performed, and driving assistance of the exhaust turbine supercharger 3 is stably performed. It can be started and stopped, and the reliability of various devices can be improved.

  In the control device for the main engine of this embodiment, the control handle 5 is provided with a control handle 53 that outputs a command for the number of times of the main engine, and with respect to the switching speed between the navigation mode in the port and the operation mode outside the port by the control handle 53. The specified rotational speed of the diesel engine body 2 is set high. Therefore, the driving assistance of the exhaust turbine supercharger 3 can be started and stopped stably.

  In the method for controlling the main engine of the present embodiment, the step of supplying the combustion gas to the diesel engine main body 2 by driving the auxiliary blower 4 and the rotational speed of the diesel engine main body 2 are increased and preset. And the step of starting driving the exhaust turbine supercharger 3 by the motor generator 32 and stopping the driving of the auxiliary blower 4 when the first main engine prescribed load is reached. Therefore, the exhaust turbine supercharger 3 can be driven stably, and the auxiliary blower 4 can be driven limitedly at an appropriate time to ensure an energy saving effect. When the marine diesel engine 1 is operated at a low load, Efficiency can be improved.

  In the main engine control method of the present embodiment, the step of driving the exhaust turbine supercharger 3 by the motor generator 32 in the high rotation region of the diesel engine body 2 and the rotational speed of the diesel engine body 2 are reduced. Then, when reaching the preset second main engine prescribed rotational speed, the driving of the auxiliary blower 4 is started and the driving of the exhaust turbine supercharger 3 by the motor generator 32 is stopped. Accordingly, the exhaust turbine supercharger 3 can be stably stopped, and the auxiliary blower 4 can be driven limitedly at an appropriate time to ensure an energy saving effect. When the diesel engine body 2 is operated at a low load, Efficiency can be improved.

  Further, the main engine of the present embodiment includes a diesel engine main body 2, an exhaust turbine supercharger 3, a motor generator 32, an auxiliary blower 4, and a control device 5. Therefore, the exhaust turbine supercharger 3 can be driven stably during the low load operation of the diesel engine main body 2, and the auxiliary blower 4 can be driven limitedly at an appropriate time to ensure an energy saving effect. The efficiency of the marine diesel engine 1 during low load operation can be improved.

  Moreover, in the ship of this embodiment, the marine diesel engine 1 is provided. Therefore, the efficiency at the time of low load operation of the diesel engine main body 2 can be improved, and energy saving at the time of navigation can be realized.

1 Marine diesel engine (main engine)
2 Diesel engine body 3 Exhaust turbine supercharger (supercharger)
DESCRIPTION OF SYMBOLS 4 Auxiliary blower 5 Control apparatus 13 Cylinder part 18 Injector 21 Compressor 22 Turbine 24 Working gas supply apparatus 25 Working gas supply source 26 On-off valve 32 Motor generator 33 Power converter 34 First power converter 35 Power storage part 36 Second power conversion Part 37 Inboard power system 51 First control device 52 Second control device 53 Steering handle L1, L3 Intake pipe L2, L4 Exhaust pipe L5 Working gas supply pipe

Claims (10)

The main unit,
A turbocharger comprising a compressor and a turbine;
An electric motor for driving the supercharger;
A main machine comprising an auxiliary blower for supplying air to the main machine body,
A first scavenging supply mode for driving the auxiliary blower and a second scavenging supply mode for driving the supercharger by the electric motor are provided, and the first scavenging supply mode and the second scavenging supply mode are preset. Switching according to the main engine specified rotational speed of the main machine body ,
A control device for a main engine. During the operation in the first scavenging supply mode, when the rotation speed of the main machine body increases and reaches a preset first main machine specified rotation speed of the main machine body , driving of the supercharger by the electric motor is started. Then, the driving of the auxiliary blower is stopped.   3. The control device for a main engine according to claim 2, wherein driving of the auxiliary blower is stopped after elapse of a first waiting time set in advance from the start of driving of the supercharger. During operation in the second scavenging supply mode, when the rotation speed of the main machine body decreases and reaches a preset second main machine specified rotation speed of the main machine body , driving of the auxiliary blower is started and the electric motor 4. The control device for a main engine according to claim 1, wherein the driving of the supercharger is stopped.   5. The main engine control device according to claim 4, wherein driving of the supercharger by the electric motor is stopped after elapse of a second standby time set in advance from the start of driving of the auxiliary blower. The control device is provided with a steering handle for outputting a main engine frequency command, and the main engine prescribed rotational speed is set higher than a switching rotational speed between the harbor navigation mode and the harbor navigation mode by the steering handle. The main apparatus control device according to any one of claims 1 to 5, wherein the control apparatus is a main apparatus. Supplying a combustion gas to the main machine body by driving an auxiliary blower;
A step of stopping the driving of the auxiliary blowers and starts driving the supercharger by the main engine when the rotational speed of the body reaches the first main machine operating speed of the main machine body which is set in advance to rise motor,
A control method for a main machine, comprising: When driving the supercharger by the electric motor, according to the main machine body speed starts to drive the auxiliary blowers and reaches the second main machine operating speed of the main machine body which is set in advance decreases the motor the method of the main machine according to claim 7, wherein the benzalkonium stop the driving of the supercharger. The main unit,
A turbocharger comprising a compressor and a turbine;
An electric motor for driving the supercharger;
An auxiliary blower for supplying air to the main machine body;
A control device that switches between a first scavenging supply mode for driving the auxiliary blower and a second scavenging supply mode for driving the supercharger by the electric motor according to a preset main engine prescribed rotational speed of the main machine body ;
The main machine characterized by comprising. A ship comprising the main machine according to claim 9 .

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