JP6660512B1 - Operating method of hybrid propulsion ship and hybrid propulsion ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stably switch a propeller rotation from a motor propulsion to a hybrid propulsion with a small motor 20. A hybrid propulsion ship 1 has a main engine 5, a motor 20, a slip clutch 7, and a propeller. The rotation speed of the propeller is higher than the first rotation speed that can be reached by driving the motor alone, and the second rotation speed when the main engine is driven at the idle rotation speed. First stage: The clutch is disengaged and the propeller is driven by the motor alone so that the propeller speed becomes equal to or lower than the first rotation speed. Second stage: The power of the main engine is transmitted while the clutch is slipping to raise the propeller to the second rotation speed. Third stage: The main engine is driven alone or both the main engine and the motor are driven so that the propeller is directly connected to the clutch so that the propeller has a second rotation speed or higher. [Selection diagram] FIG.

Description

  The present invention relates to a hybrid propulsion ship in which a propeller is driven by a main engine and a motor, and a method of operating the same. In particular, the present invention relates to switching from motor propulsion to hybrid propulsion by smoothly increasing the rotation speed of a propeller while using a small motor. The present invention relates to a hybrid propulsion ship that can be stably performed and a method of operating the same.

  Among ships, hybrid propulsion, which mainly uses a work boat such as a tugboat for propulsion by both a main engine and a motor, has been studied and put to practical use from the viewpoint of energy saving and environmental measures.

  Patent Document 1 below discloses an invention of a marine propulsion device capable of switching between motor propulsion and hybrid propulsion. In this marine propulsion device, the rotation speed of the motor generator 20 in motor propulsion and the rotation speed of the main engine in hybrid propulsion are controlled by a ramp function whose increase rate is relatively large. When the rotation speed of the motor generator 20 and the rotation speed of the main engine are synchronously increased while the clutch 7 is engaged to switch from the motor propulsion to the hybrid propulsion, the rotation speed of the motor generator 20 and the rotation of the main engine are increased. The speed is controlled by a ramp function with a relatively small increase rate. According to the present invention, there is obtained an effect that the switching rotational speed during the clutch engagement operation is gradually increased, the stagnation of the rotational speed is eliminated, and the operation mode can be switched continuously and without discomfort.

JP 2013-132967 A

  FIG. 3 of Patent Document 1 shows a relationship between propeller rotation speed and propeller output in a motor propulsion region and a hybrid propulsion region in hybrid propulsion using the marine propulsion device described in the patent document. In a ship using a fixed-pitch propeller, the output required to drive the propeller is approximately proportional to the cube of the rotation speed of the propeller. Therefore, the characteristic shown in FIG. This is generally called the cubic characteristic for ships.

  In a conventional hybrid propulsion ship as disclosed in Patent Document 1, as shown in FIG. 3, the propeller is driven by the motor alone up to a switching rotation speed higher than the rotation speed of the propeller corresponding to the idle rotation speed of the main engine. The hybrid propulsion is started by driving, engaging the clutch at a switching rotation speed higher than the idle rotation speed of the main engine, transmitting the output of the main engine to the propeller, and driving the propeller with both the main engine and the motor. . In order to switch between motor propulsion and hybrid propulsion in this manner, the motor and the power supply for supplying power to the motor must have a capacity sufficient to drive the propeller at a speed exceeding the idle speed of the main engine. Become.

  In general, a hybrid propulsion ship uses a frequency converter (conventionally called an inverter) to drive and control the motor. However, as the output of the motor increases, the size of the motor and the inverter increases, and the installation space and equipment costs are increased. Is increased. In judging the suitability of adopting the hybrid propulsion system, the merits of reducing the fuel cost by the hybrid system over the propulsion system using the main engine alone and the disadvantage of increasing the equipment cost (initial cost) are compared. Equipment costs, as well as equipment space, are important issues related to the nature of technology.

  As a method of hybrid propulsion of a ship, there is a method in which a battery is adopted as a part of a hybrid system, and surplus electric power is stored and used for driving a motor when necessary. However, due to the problem that the life of the battery is finite and the constraints of management, space, etc., the motor is driven only by the power from the generator driven by the power generator installed onboard without using the battery. There is a strong demand from consumers for this. In this case, since it is necessary to operate the inverter and the motor with the remaining electric power after the various electric power demands on the ship are covered by the generator on the ship, there arises a problem that it is desired to reduce the capacity of the inverter and the motor.

  An object of the present invention is to solve the conventional problems described above, and it is possible to stably switch from motor propulsion to hybrid propulsion by smoothly increasing the rotation speed of a propeller while using a small motor. It is an object of the present invention to provide a hybrid propulsion ship and an operation method thereof.

The method for operating a hybrid propulsion ship according to claim 1 is
A main engine, a motor, a slip clutch having the input side connected to the main engine, and a propeller connected to the output side of the slip clutch and the motor; and the propeller being driven by the main engine and the motor. Operating a hybrid propulsion ship that drives
The propeller rotation speed that can be reached when the motor alone drives the propeller is referred to as a first rotation speed, and the propeller rotation speed when the main engine drives the propeller at an idle rotation speed is referred to as a second rotation speed. In case,
The first rotation speed <the second rotation speed,
A first step of driving the propeller by the motor alone such that the propeller rotation speed is equal to or lower than the first rotation speed in a state where the slip clutch is disengaged;
A second step of increasing the propeller rotation speed beyond the first rotation speed to the second rotation speed by transmitting the power of the main engine while slipping the slip clutch;
A third step of driving the propeller by the main engine alone or by both the main engine and the motor such that the propeller rotation speed is equal to or higher than the second rotation speed in a state where the slip clutch is directly connected;
It is characterized by having.

The method for operating a hybrid propulsion ship according to claim 2 is the method for operating a hybrid propulsion ship according to claim 1,
In the first step, the rotation speed of the motor is controlled in a state where the main engine is controlled to an idle rotation speed or stopped.
In the second step, the control of the power transmission rate of the slip clutch and the torque control of the motor are performed in a state where the main engine is controlled at the idle rotation speed,
In the third step, the control of the rotational speed of the main engine and the control of the torque of the motor are performed.

The method for operating a hybrid propulsion ship according to claim 3 is the method for operating a hybrid propulsion ship according to claim 1 or 2,
The hybrid propulsion ship includes a generator and a generator driven by the generator to supply power to the ship,
The power for driving the motor is not more than the power that can be supplied from the generator.

The hybrid propulsion ship according to claim 4 is:
A main engine, a motor, a slip clutch having the input side connected to the main engine, a propeller connected to an output side of the slip clutch and the motor, and a boat maneuvering device in which a target rotation speed of the propeller is set. And a control device that controls the slip clutch, the main engine, and the motor according to settings of the boat maneuvering device,
A hybrid propulsion ship with
The propeller rotation speed that can be reached when the motor alone drives the propeller is referred to as a first rotation speed, and the propeller rotation speed when the main engine drives the propeller at an idle rotation speed is referred to as a second rotation speed. Wherein the first rotation speed <the second rotation speed;
The control device, in order to match the propeller rotation speed to the target rotation speed,
If the target rotation speed ≦ the first rotation speed, the slip clutch is disengaged to control the rotation speed of the motor,
If the first rotation speed <the target rotation speed <the second rotation speed, control the torque of the motor and control the power transmission rate of the slip clutch;
When the second rotation speed ≦ the target rotation speed, the torque of the motor is controlled, and the rotation speed of the main engine is controlled by directly engaging the slip clutch.
Note that the boat maneuvering device according to the fourth aspect of the present invention includes, in addition to an operation lever operated manually, an automatic maneuvering device that automatically sets a target rotation speed by a program.

  The motor in the claims of the present application means a drive source having at least a function of generating power by being driven by electric power, and a motor generator which also functions as a generator capable of regenerating energy as necessary. Including. Further, the main engine means an internal combustion engine represented by a diesel engine.

  According to the first aspect of the invention, first, the propeller rotation speed that can be reached when the propeller is driven by the motor alone is set lower than the propeller rotation speed when the main engine drives the propeller at the idle rotation speed. Therefore, the motor and the inverter that supplies power to the motor can be reduced in size and capacity. In this case, the maximum propeller rotation speed (first rotation speed) when the motor is driven with the clutch disengaged, and the minimum propeller rotation speed (second rotation speed) when the main engine is driven with the clutch directly connected. Speed), a rotational speed of the propeller cannot be increased smoothly. Therefore, according to the first aspect of the present invention, a slip clutch capable of controlling the power transmission rate between a directly connected state and a disengaged state is used as the clutch. In the second step, the output of the main engine is transmitted to the propeller while the slip clutch is slipped, and in the third step, the propeller rotation speed is increased by the power of the main engine by directly connecting the slip clutch. Can be raised. As described above, the motor and the inverter that supplies power to the motor and the inverter that supplies power to the motor are provided by suppressing the driving range of the motor alone to a low rotation speed and providing the process of transmitting the driving force of the main engine using the slip of the slip clutch. It is possible to smoothly increase the rotation speed while reducing the size and capacity.

  According to the second aspect of the present invention, the control of the motor, the control of the rotational speed of the main engine, and the control of the power transmission of the slip clutch are performed under predetermined conditions for each step, thereby controlling the rotational speed of the propeller. Can be performed continuously without a break. In the second step, the main engine is controlled by the governor so as to have an idling rotational speed or a constant rotational speed close to the idling rotational speed. However, as the power transmission rate of the slip clutch increases, the governor operates to supply the fuel. And the output generated by the main engine increases. In the second step and the third step, the torque of the motor is controlled to assist the main engine as needed.

  According to the third aspect of the invention, there is a demand in the market for driving a motor only with electric power from a generator driven by a power generating engine and supplying electric power to a ship without employing a battery having a limited life. Can be met. Since the inverter and motor according to the present invention are miniaturized and reduced in capacity, it is sufficiently possible to operate with the surplus power after satisfying various power demands on the ship by the power generator and the generator provided on the ship. It is.

  According to the fourth aspect of the present invention, the control content is selected according to the magnitude of the target rotation speed of the propeller set by the boat maneuvering device, whereby the rotation speed of the propeller can be made to match the target rotation speed. Here, the term “match” does not mean exact match, but means that the target rotation speed is reached at a level that does not hinder the maneuver. If the operator wants to operate the motor by motor, if the target rotation speed is set to be equal to or lower than the first rotation speed by the boat maneuvering device, the slip clutch is disengaged and the operation is performed only by the motor. In the operation of a ship at sea, the actual rotation speed of the propeller is not constant, and may fluctuate depending on the acceleration / deceleration state of the ship, waves and ocean currents, and may temporarily exceed the first rotation speed. However, even in this case, the operation by the motor is continued without shifting to the hybrid state. When the target rotation speed is set to be higher than the first rotation speed and lower than the second rotation speed by the boat maneuvering device, the first torque is controlled and the power transmission rate of the slip clutch is controlled by controlling the torque of the motor. Even in the region between the rotation speed and the second rotation speed, the rotation speed of the propeller can be made to match the target rotation speed. When the target rotation speed is set to be equal to or higher than the second rotation speed by the boat maneuvering device, the slip clutch is directly connected to control the rotation speed of the main engine, and the motor is used as an auxiliary while the main engine is used as necessary. Can operate.

  The motor control method according to the invention of each claim of the present application includes not only a method of positively controlling the rotation speed or the generated torque of the motor, but also a control of reducing the generated torque of the motor to zero. When the control is performed such that the generated torque of the motor becomes zero, the main engine rotates the propeller, and the motor is brought into rotation. In this state, the motor does not assist the main engine, but does not hinder the main engine from driving the propeller.

FIG. 2 is a control system diagram showing a configuration of a control system in the overall configuration of the hybrid propulsion ship according to the embodiment of the present invention. It is a figure which shows the cubic characteristic for ships which is the relationship between the propeller rotation speed and propeller output at the time of operating the hybrid propulsion ship which concerns on embodiment of this invention. FIG. 7 is a diagram illustrating a state of a change in the rotation speed (vertical axis) of the propeller and the transmission rate (vertical axis) of the slip clutch with respect to time (horizontal axis) when operating the hybrid propulsion ship according to the embodiment of the present invention; Part (a) is a graph showing an increase in the rotational speed of the motor, part (b) is a graph showing an increase in the rotational speed of the main engine, and part (c) is a graph showing a change in the transmission rate of the slip clutch. It is.

FIG. 1 shows a configuration of a hybrid propulsion boat 1 according to the present embodiment and a control system thereof.
As shown in FIG. 1, the hybrid propulsion ship 1 of the embodiment includes an azimuth thruster 17 as a propulsion device. The azimuth thruster 17 sets a propulsion direction by turning a horizontal propeller shaft (not shown) and a propeller P attached to the propeller shaft around a vertical shaft (not shown) for transmitting power. The azimuth thruster 17 includes a gear box 4 that houses a horizontal input shaft interlocked with the propeller P and a deflecting gear mechanism (not shown). The main engine 5 is connected to one end of an input shaft in the gear box 4 via a slip clutch 7 and a dynamometer 37. A motor generator 20 (also referred to as a motor 20) is connected to the other end of the input shaft in the gear box 4. The slip clutch 7 provided between the drive system of the propeller P and the main engine 5 operates between a directly connected state and a disengaged state by the action of an electromagnetic valve 51 controlled by an electronic controller 50. Hereinafter, the clutch will be referred to as a transmission rate).

  The hybrid propulsion boat 1 shown in FIG. 1 has a power generating engine 22 in addition to the main engine 5 described above. The power generating engine 22 drives a generator 23 to generate power, and is connected to the generator 23. The required electric power is supplied to the inboard load 24 and the motor generator 20 via the inboard bus 25. The electric power for driving the motor is guided from the inboard bus 25 connected to the generator 23 to the bidirectional inverter 27 through the transformer 26, and the motor generator 20 can be used as a motor by the rotation speed control or torque control by the bidirectional inverter 27. Shift control.

  As shown in FIG. 1, a power storage and discharge mechanism 30 is connected to the bidirectional inverter 27, which can convert an alternating current from the generator 23 to a direct current and store the power, and the motor generator 20 works as a generator. In this case, the AC supplied from the motor generator 20 can be converted to DC and stored. When driving the motor generator 20 as a motor, the power storage / discharge mechanism 30 can supply power to the motor generator 20 in addition to the power supplied from the generator 23 driven by the power generating engine 22. When power supply from the machine 23 cannot be expected, power can be supplied to the motor generator 20 alone. Also, as shown in FIG. 1, the power storage and discharge mechanism 30 can be charged even when receiving shore power during berthing. Note that the power storage and discharge mechanism 30 is not always necessary, and when the power storage and discharge mechanism 30 is not provided, the capacities of the motor generator 20 and the bidirectional inverter 27 are equal to or less than the power that can be supplied by the power generating engine 22 and the power generator 23. The power generated by the motor generator 20 is consumed by the onboard load 24. If the power cannot be consumed, a resistor is provided. If the excess power that cannot be consumed is released by the resistor as heat. Good.

  As described above, the hybrid propulsion ship 1 includes the main engine 5 and the motor generator 20 as drive sources, and includes the power generator 22 and the generator 23 and the power storage and discharge mechanism 30 as power sources. Even if one of the power generating engines 22 has a problem and cannot be driven, the operation can be performed without trouble using the one that can be driven.

  As shown in FIG. 1, the hybrid propulsion boat 1 includes an operation lever 35 as a boat maneuvering device that allows the operator to manually set a target rotation speed of the propeller P, and a slip clutch 7 and a main clutch according to the setting of the operation lever 35. A controller 40 is provided as a control device for controlling the engine 5 and the motor generator 20.

  The controller 40 includes an operation lever command signal transmitted from an operation lever 35 operated by the operator, load torque information and governor rotation speed information of the main engine 5, M / G load information and M / G rotation speed of the motor generator 20. Information and a clutch state signal indicating the transmission rate of the slip clutch 7 are constantly obtained. The controller 40 sends a control signal to each device according to the result determined based on these pieces of information, and controls the main engine 5, the motor generator 20, and the slip clutch 7 according to the propeller rotation speed. That is, according to the controller 40, the propulsion by the motor generator 20 alone (motor propulsion region), the propulsion by the main engine 5 that controls the transmission rate of the slip clutch 7 and the propulsion by the motor generator 20 (slip region), and the main engine 5 The operation corresponding to the propeller rotation speed can be performed by any of the propulsion modes (control areas) of the hybrid propulsion (hybrid area) in which the motor generator 20 is assisted with the output of the motor as needed.

  The operation lever command signal is output when the operator operates the operation lever 35 to instruct the target rotation speed of the propeller P. As the rotation speed information of the main engine 5, governor rotation speed information from a governor 36 provided in the main engine 5 can be used. As the load information of the main engine 5, governor rack position information from a governor 36 provided in the main engine 5 or load torque information output by a dynamometer 37 provided between the main engine 5 and the slip clutch 7 is used. be able to. The load information may be at least one of the two types of information exemplified above, and may be other information as long as the information indicates the load of the main engine 5. The M / G load information output from the bidirectional inverter 27 can be used as the load information of the motor generator 20, and the M / G rotation speed information output from the bidirectional inverter 27 can be used as the rotation speed information of the motor generator 20. it can. The clutch state signal transmitted from the slip clutch 7 is transmitted from the disengaged state (transmission rate 0%) to the engaged state (transmission rate 100%) from the disengaged state (transmission rate 0%) based on the hydraulic pressure of the hydraulic system that operates the slip clutch 7. It is a signal that indicates the rate continuously.

  The controller 40 performs calculations and judgments based on the signals and information including the operation lever command signal, and outputs various control signals described below to respective parts of the hybrid propulsion boat 1 at appropriate timing based on the results. I do. First, the controller 40 sends both a motor control mode switching signal for setting the control mode of the motor generator 20 to the speed control mode or the torque control mode and an inverter command signal for driving the motor generator 20 in the selected control mode. To the inverter 27. Further, the controller 40 outputs a governor speed command signal for commanding the rotation speed of the main engine 5 to the governor 36 of the main engine 5. Further, when giving the rotation speed command corresponding to the input operation lever command signal to the motor generator 20 and the main engine 5, the controller 40 has three control regions corresponding to the propeller rotation speed, namely, a motor propulsion region, a slip region and Control is performed to switch the ramp function depending on which state of the hybrid region is in. Further, the controller 40 changes the transmission rate of the slip clutch 7 from the disengaged state (transmission rate 0%) to the fitted state (transmission rate 100%) in accordance with the switching control of the ramp function corresponding to the propeller rotation speed. A control signal is provided to the electronic controller 50. The electronic controller 50 controls the electromagnetic valve 51 of the hydraulic system that operates the slip clutch 7 to perform control for continuously changing the transmission rate of the slip clutch 7.

Control operations of the controller 40 in three propulsion modes (control areas) corresponding to the propeller rotation speed during operation will be described with reference to FIGS. 2 and 3.
FIG. 2 shows the relationship between the propeller rotation speed (horizontal axis) and the propeller output (vertical axis) of the hybrid propulsion ship 1 during operation. As shown in FIG. 2, in the operation method of the hybrid propulsion ship 1, the range of the rotation speed of the propeller P is defined by a motor propulsion region and a slip region with two reference values called a first rotation speed and a second rotation speed as boundaries. , And a hybrid region. Here, the first rotation speed is a propeller rotation speed that can be reached when the propeller P is driven only by the motor generator 20, and is set to, for example, 120 rotations per minute. The second rotation speed is a propeller rotation speed when the main engine 5 drives the propeller P at an idle rotation speed, and is, for example, 146 rotations per minute. As described above, in the hybrid propulsion boat 1 of the present embodiment, the performance of the motor required for the motor generator 20 may be lower than the performance required to reach the idle rotation speed of the main engine 5. For example, the rotation speed may be as low as 26 rotations per minute. Therefore, the hybrid propulsion ship according to the present embodiment has a propeller rotation speed that can be reached by the motor and is higher than the conventional propeller rotation speed when the main engine is at the idle rotation speed (see FIG. 3 of Patent Document 1 described above). In 1, the motor generator 20 and the bidirectional inverter 27 can be reduced in size and capacity.

  FIG. 3 shows the rotational speed of the propeller (vertical axis of the graph shown in part (a) and the graph shown in part (b)) and the transmission rate of the slip clutch (part ( It is a figure which shows the state where the vertical axis | shaft of the graph shown to c) changes with time (horizontal axis). The vertical axes of the graphs of the parts (a) and (b) indicate the rotation speed of the propeller P, and the rotation of the motor 20 and the main engine 5 is different from the rotation of the motor 20 although the difference due to the gear ratio occurs in the sense that the propeller P is connected. The speed is also shown. That is, part (a) of FIG. 3 shows an increase in the rotation speed of motor generator 20, and part (b) shows an increase in the rotation speed of main engine 5. Part (c) shows a change in the transmission rate of the slip clutch 7.

An operation method of the hybrid propulsion ship 1 of the present embodiment will be described for each of the regions shown in FIGS. 2 and 3 described above.
(1) Motor propulsion area (when propeller rotation speed ≦ first rotation speed)
The propeller P is driven only by the motor 20.
The slip clutch 7 is set to the disengaged state (transmission rate 0) as shown in the part (c) of FIG. 3, and the main engine 5 is driven or stopped at the idling rotational speed as shown in the part (b) of FIG. The motor 20 is directly connected to the propeller P via a gear, and the motor 20 drives the propeller P alone. At this time, the motor 20 is controlled by the ramp function A as shown in FIG. In the present embodiment, the ramp function A is a ramp function whose increase rate is relatively large. When the target rotation speed of the propeller set by the operation lever 35 is in this region, the rotation speed of the propeller P reaches the target rotation speed by controlling the rotation speed of the motor 20.

(2) Slip region (when first rotation speed <propeller rotation speed <second rotation speed)
The propeller P is driven by the motor 20 and the main engine 5.
The main engine 5 driven at a constant idle speed as shown in FIG. 3 (b) is connected to the propeller P by the slip clutch 7 whose transmission rate is controlled as shown in FIG. 3 (c). Is controlled so that the power transmission amount of the power supply changes. In this region, the power from the main engine 5 is used as the base load. However, when a load is applied to the propeller P and the main engine 5 is overloaded, the motor 20 assists by torque control. In this region, the main engine 5 controls the transmission rate of the slip clutch 7 while maintaining the idle rotation speed until the slip clutch 7 is directly connected (transmission rate 100%), as shown in FIG. The motor 20 performs the torque control with the ramp function B. In the present embodiment, the ramp function B is a ramp function whose increase rate is relatively small. When the target rotation speed of the propeller P set by the operation lever 35 is within this range, the transmission rate of the slip clutch 7 is controlled, and the main engine 5 driven at the idle rotation speed is driven by the motor 20 as required. The target rotation speed is reached by assisting with the torque control of. In this case, when the target rotation speed is set by the operation lever 35 in a state where the initial rotation speed of the propeller P is 0 (or a speed close thereto), the above-mentioned “(1) It is preferable to control the rotation speed described in the “motor propulsion region”, and to control the rotation speed described in the above “(2) Slip region” when the propeller P reaches the first rotation speed. If desired, the steps described in "(1) Motor propulsion area" may be omitted and the control of "(2) Slip area" may be performed from the beginning.

(3) Hybrid propulsion region (when the second rotation speed ≦ the propeller rotation speed)
The propeller P is driven by the motor 20 and the main engine 5.
As shown in part (c) of FIG. 3, the slip clutch 7 is directly connected (transmission rate 100%) to transmit the power of the main engine 5 to the propeller P, and as shown in parts (a) and (b) of FIG. The main engine 5 and the motor 20 are both controlled by a ramp function A. In this region, the main engine 5 and the motor 20 operate synchronously, and the motor 20 assists the overloaded portion with the main engine as a base load. When the target rotation speed of the propeller P set by the operation lever 35 is within this range, the rotation speed of the main engine 5 is controlled by the governor 36, and assist by torque control of the motor 20 is performed as necessary. The target rotation speed is reached. In this case, when the target rotation speed is set by the operation lever 35 in a state where the initial rotation speed of the propeller P is 0 (or a speed close thereto), the above-mentioned “(1) When the propeller P reaches the first rotation speed, the rotation speed described in “(2) Slip region” is controlled, and the propeller P reaches the second rotation speed. Upon reaching, it is preferable to control the rotation speed of the “(3) hybrid propulsion region”. If desired, the steps described in "(1) Motor propulsion area" may be omitted and the control of "(2) Slip area" may be performed from the beginning, and then the control of "(3) Hybrid propulsion area" may be performed. .

The specifications of the hybrid propulsion ship 1 of the present embodiment will be shown as an example.
[Specifications]
Main engine output 1471kW x 2
Motor output 147kW × 2
Propeller rotation speed at main engine rating 274 min ^-1
Propeller rotation speed at idle speed of main engine 146min ^-1
Driving source transitional propeller rotational speed 120min ^-1 (motor speed 330min ^-1)
Generator output 435kW × 1
Maximum navigation speed when driving only main engine 14.7 knots Maximum navigation speed when hybrid driving 15.0 knots Maximum navigation speed when driving motor only 8.0 knots

The specifications of the hybrid propulsion ship of the comparative example are shown as an example. The hybrid propulsion ship of this comparative example is a hybrid propulsion ship having the marine propulsion device disclosed in Patent Literature 1, and has the main engine and motor outputs, the propeller rotation speed when the main engine is rated, and the main engine idle rotation. The propeller rotation speed at the time of the speed is the same as that of the hybrid propulsion boat 1 of the present embodiment.
[Specifications]
Main engine output 1324kW x 2
Motor output 294kW x 2
Propeller rotation speed at main engine rating 274 min ^-1
Propeller rotation speed at idle speed of main engine 146min ^-1
Propeller rotation speed at transfer of drive source 164min ^-1 (motor rotation speed 450min ^-1 )
Generator output 875kW x 1
Maximum navigation speed when driving only the main engine 14.5 knots Maximum navigation speed when driving hybrid 15.0 knots Maximum navigation speed when driving only the motor 10.6 knots

According to the hybrid propulsion boat 1 of the present embodiment, after the motor propulsion region, the slip region in which the drive source shifts from the motor to the main engine 5 starts because the propeller rotation speed based on the idle rotation speed of the main engine 5 is 146 min. and a small propeller speed 120min ^-1 than ^-1, propeller rotation speed enters a hybrid propulsion region reaches the 146Min ^-1.

According to the hybrid propulsion ship of the comparative example, the clutch is engaged after the propeller rotation speed 146 min ^-1 attained by the idling rotation speed of the main engine 5 is achieved by motor propulsion, and then the motor is driven at the larger propeller rotation speed 164 min ^-1 . The transfer of the drive source from the vehicle to the main engine 5 is completed, and the vehicle enters the hybrid propulsion region.

  As described above, according to the hybrid propulsion ship 1 of the present embodiment, the motor propulsion region is set to a rotation speed lower than the propeller rotation speed based on the idle rotation speed of the main engine 5, and thereafter, the idle of the main engine is controlled by the slip clutch. The rotation speed is increased to the propeller rotation speed, and the motor propulsion region and the hybrid region are smoothly connected. In addition, the maximum traveling speed when only the motor is driven by the motor having the output of 147 kW × 2 and the generator having the output of 435 kW × 1 is 8.0 knots.

  On the other hand, according to the hybrid propulsion ship of the comparative example, the maximum navigation speed when only the motor is driven is 10.6 knots by the motor having the output of 294 kW × 2 and the generator having the output of 875 kW × 1.

  According to the hybrid propulsion ship 1 of the present embodiment, since the capacities of the motor, the inverter, and the generator are smaller than those of the hybrid propulsion ship of the comparative example, the equipment space, the equipment cost, and the maintenance cost can be significantly reduced. .

  As can be understood from the above-described embodiment, according to the hybrid propulsion ship and the method of operating the same according to the present invention, the propeller rotation speed that can be reached when the propeller is driven by the motor alone is determined by the main engine when the idle rotation speed Since the rotation speed of the propeller is set to be lower than that when the propeller is driven, the size of the motor, the inverter and the generator for supplying electric power thereto, and the like can be reduced. In this case, the maximum propeller rotation speed (first rotation speed) when the motor is driven with the clutch disengaged, and the minimum propeller rotation speed (second rotation speed) when the main engine is driven with the clutch directly connected. Speed), a slip clutch capable of controlling the transmission rate is used as the clutch. In the first step, the propeller rotation speed is increased to the upper limit by the motor, and the second step is performed. Then, the output of the main engine is transmitted to the propeller while the slip clutch is slipping. In the third step, the propeller rotation speed can be increased to a rotation speed at which the main engine can be driven by directly connecting the slip clutch. Since the process of transmitting the driving force of the main engine using the slip of the slip clutch is provided as described above, the rotation speed can be smoothly increased despite the use of a small motor.

DESCRIPTION OF SYMBOLS 1 ... Hybrid propulsion ship 5 ... Main engine 7 ... Slip clutch 17 ... Azimuth thruster 20 ... Motor generator as a motor 22 ... Power generating engine 23 ... Generator 35 ... Operating lever as a boat maneuvering device 40 ... Controller as a control device P ... Propeller

Claims (4)

A main engine, a motor, a slip clutch having the input side connected to the main engine, and a propeller connected to the output side of the slip clutch and the motor; and the propeller being driven by the main engine and the motor. Operating a hybrid propulsion ship that drives
The propeller rotation speed that can be reached when the motor alone drives the propeller is referred to as a first rotation speed, and the propeller rotation speed when the main engine drives the propeller at an idle rotation speed is referred to as a second rotation speed. In case,
The first rotation speed <the second rotation speed,
A first step of driving the propeller by the motor alone such that the propeller rotation speed is equal to or lower than the first rotation speed in a state where the slip clutch is disengaged;
A second step of increasing the propeller rotation speed beyond the first rotation speed to the second rotation speed by transmitting the power of the main engine while slipping the slip clutch;
A third step of driving the propeller by the main engine alone or by both the main engine and the motor such that the propeller rotation speed is equal to or higher than the second rotation speed in a state where the slip clutch is directly connected;
Operation method of a hybrid propulsion ship having In the first step, the rotation speed of the motor is controlled in a state where the main engine is controlled to an idle rotation speed or stopped.
In the second step, the control of the power transmission rate of the slip clutch and the torque control of the motor are performed in a state where the main engine is controlled at the idle rotation speed,
In the third step, control of the rotation speed of the main engine and torque control of the motor are performed.
An operation method of the hybrid propulsion ship according to claim 1. The hybrid propulsion ship includes a generator and a generator driven by the generator to supply power to the ship,
The power for driving the motor is equal to or less than the power that can be supplied from the generator.
An operation method of the hybrid propulsion ship according to claim 1 or 2. A main engine, a motor, a slip clutch having the input side connected to the main engine, a propeller connected to an output side of the slip clutch and the motor, and a boat maneuvering device in which a target rotation speed of the propeller is set. And a control device that controls the slip clutch, the main engine, and the motor according to settings of the boat maneuvering device,
A hybrid propulsion ship with
The propeller rotation speed that can be reached when the motor alone drives the propeller is referred to as a first rotation speed, and the propeller rotation speed when the main engine drives the propeller at an idle rotation speed is referred to as a second rotation speed. Wherein the first rotation speed <the second rotation speed;
The control device, in order to match the propeller rotation speed to the target rotation speed,
If the target rotation speed ≦ the first rotation speed, the slip clutch is disengaged to control the rotation speed of the motor,
If the first rotation speed <the target rotation speed <the second rotation speed, control the torque of the motor and control the power transmission rate of the slip clutch;
A hybrid propulsion ship that controls the torque of the motor and controls the rotation speed of the main engine by directly connecting the slip clutch when the second rotation speed ≦ the target rotation speed.

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