JPWO2017149590A1 - Motor control method and control apparatus - Google Patents

Abstract

In hybrid propulsion of a ship, a motor is assisted with an assist torque command value obtained by PID calculation of a deviation between a current value of a main engine output and a target value, and a governor-controlled main engine is efficiently operated. A marine vessel propulsion device includes a propeller, a main engine controlled by a governor, a motor controlled by an inverter, and a controller. Since the PID regulator 25 of the controller controls the inverter with the assist torque command value obtained by PID calculation of the deviation between the current value of the main engine output and the target value, the distribution of the main engine output and the motor assist amount can be optimized. The main engine controlled by the governor can be operated efficiently. [Selection] Figure 1

Description

  TECHNICAL FIELD The present invention relates to a motor control method and control apparatus for hybrid propulsion in which a propeller of a ship is rotated by a main engine controlled by a governor and a torque controlled motor by an inverter, and in particular, a current value and a target of a propeller rotational speed. The present invention relates to a motor control method and a control device that can assist a motor with an assist torque command value obtained by PID calculation of a deviation of values and can efficiently operate a main engine that is governed.

  The invention described in Patent Document 1 relates to a hybrid type marine propulsion apparatus that includes a main engine and a motor, performs motor propulsion in a low rotation range, and performs hybrid propulsion in which the motor assists the main engine in a high rotation range. It aims at low fuel consumption by downsizing the configuration and highly efficient drive control. According to this marine vessel propulsion apparatus, in the motor propulsion region, the motor generator is controlled in the rotational speed control mode, and in the hybrid propulsion, the motor generator is performed in the torque control mode.

Further, paragraph [0055] of the specification of Patent Document 1 includes the following description.
“In addition, when the load is higher than the marine cube characteristic of the main engine 5, the controller 40 calculates“ load output−output of the main engine ”and becomes the plus (+) side. If the signal is output to the bidirectional inverter 27, the motor generator 20 becomes a “motor”, and torque assist can be provided for the propulsion output from the main engine 5. ]

JP 2011-63256 A

  According to the invention described in Patent Document 1, in the hybrid marine propulsion device, the assist torque command value of the motor is calculated based on the difference between the target engine output and the current main engine output, and the motor is torque controlled. However, the amount corresponding to the difference in engine output is simply added to the assist torque command value of the motor, and a precise calculation method for the assist torque command value according to the operating state of the main engine has been established. There wasn't. In other words, the motor assist that allows the main engine to operate along the target engine output corresponding to the rotational speed of the main engine has not been realized. It tends to be rough driving and there was a problem with economy.

  An object of the present invention is to solve the above-described problems. In hybrid propulsion of a ship, the motor is assisted by an assist torque command value obtained by PID calculation of the deviation between the current value of the main engine output and the target value. The purpose is to enable efficient operation of the governor-controlled main engine.

The motor control method according to claim 1 is:
A method for controlling a motor in hybrid propulsion in which a propeller is rotated by a main engine controlled by a governor and a motor controlled by an inverter to propel a ship,
Current main engine output acquisition process to acquire current main engine output;
A target main engine output calculating step for calculating a target main engine output from the current propeller rotational speed;
A motor torque control step of calculating an assist torque command value by a PID arithmetic expression using a deviation between the target main engine output and the current main engine output and instructing the inverter;
It is characterized by having.

The motor control method according to claim 2 is the motor control method according to claim 1,
When the target main engine output exceeds the current main engine output, the assist torque command value is decreased, and when the target main engine output is lower than the current main engine output, the assist torque command value is increased. It is characterized by.

The motor control method according to claim 3 is the motor control method according to claim 1 or 2,
When the current main engine output is lower than the target main engine output, a lower limit value is determined when the assist torque command value is instructed to the inverter.

The motor control method according to claim 4 is the motor control method according to any one of claims 1 to 3,
The target main engine output calculating step is characterized in that the target main engine output calculating step calculates from the data indicating the relationship between the target main engine output and the propeller rotational speed and the current propeller rotational speed.

The motor control device according to claim 5 is:
A motor control device used for hybrid propulsion in which a propeller is rotated by a main engine controlled by a governor and a motor torque controlled by an inverter,
A current main engine output acquisition unit for determining the current main engine output;
A target main engine output calculator for calculating a target main engine output from the current propeller rotational speed;
A deviation calculating unit for calculating a deviation between the target main engine output and the current main engine output;
A PID regulator that calculates an assist torque command value based on the deviation calculated by the deviation calculator and outputs the calculated value to the inverter;
It is characterized by having.

The motor control device according to claim 6 is the motor control device according to claim 5,
When the current main engine output is lower than the target main engine output, a lower limit value is determined when the assist torque command value is instructed to the inverter.

  According to the motor control method described in claim 1 and the motor control device described in claim 5, the propeller is rotated using the main engine controlled by the governor and the motor torque controlled by the inverter. Since the motor assist amount is controlled by PID calculation in the hybrid propulsion of the ship to be driven, the motor assist amount can be changed smoothly, and therefore the distribution of the main engine output and the motor assist amount can be optimized. The main engine controlled by the governor can be operated efficiently. Furthermore, by adjusting the PID calculation parameters, it is possible to meet the needs of many users regarding the motor responsiveness in hybrid propulsion. For example, by adjusting the PID calculation parameter, the motor responsiveness can be delayed, so that the generated power of the motor regenerative power can be gradually increased without increasing rapidly. That is, in the case of a hybrid system that can charge the motor regenerative power to the battery, the motor regenerative power amount can be adjusted to match the battery chargeable power.

  According to the motor control method described in claim 2, the assist torque command value is appropriately adjusted regardless of whether the target main engine output exceeds the current main engine output, or vice versa. By changing the motor assist amount to the optimum state, the current main engine output can be matched to the target main engine output as much as possible, and thereby the governor-controlled main engine can be operated efficiently. it can.

  According to the motor control method described in claim 3 and the motor control device described in claim 6, when the current main engine output is lower than the target main engine output, the assist torque command value is instructed to the inverter. At this time, if the lower limit is set to zero or more, no regenerative power is generated in the motor. Therefore, a resistance device or a storage battery that releases the regenerative power by heat is not required. If the lower limit value is less than zero, the torque command value (n) may be less than 0, and motor regenerative power is generated at that time, so that the generated battery can be charged in the storage battery. That is, by setting the lower limiter parameter α, it is possible to match the actual system configuration of the hybrid device (whether there is a storage battery, whether there is a braking resistor).

  According to the motor control method described in claim 4, it is possible to calculate the target main engine output in light of the current propeller rotational speed on the data indicating the relationship between the target main engine output and the propeller rotational speed, As the data at the time, a graph showing the relationship between the target main engine output and the propeller rotational speed, or a numerical value of the target main engine output and the propeller rotational speed corresponding to each other at each of a plurality of points in a tabular format A linear interpolation table or the like can be used.

It is a control block diagram of the ship propulsion apparatus of an embodiment. It is an example of the graph which shows the relationship between the target main engine output and propeller rotational speed which are used in order to acquire a target main engine output in the controller of the ship propulsion apparatus of embodiment. In the controller of the marine vessel propulsion apparatus according to the embodiment, it is an example of a two-point linear interpolation table showing the relationship between the target main engine output and the propeller rotational speed used for acquiring the target main engine output.

  A marine vessel propulsion apparatus according to an embodiment will be described with reference to FIGS. This marine vessel propulsion device is a hybrid type marine vessel propulsion device that propels a marine vessel by controlling the torque of a motor by an inverter and controlling a main engine by a governor and thereby rotating a propeller.

  As shown in FIG. 1, the main engine 2 of the marine vessel propulsion apparatus 1 is a diesel engine, for example, and is controlled by a governor 3. The governor 3 is given a governor command value (rotational speed instruction) from the controller 4 described in detail later, and autonomously adjusts the rotational speed of the main engine 2 to the command value. The governor 3 is provided with a rack sensor 5. The rack sensor 5 detects a rack position for controlling the fuel injection amount and outputs it to the controller 4. A first rotation speed detection sensor 6 is provided in the vicinity of the output shaft of the main engine 2, and the first rotation speed detection sensor 6 detects the main engine rotation speed and outputs it to the controller 4. The output shaft of the main engine 2 is connected to the propeller 9 via the clutch 7 and the deceleration turning mechanism 8, and the propeller 9 is rotated by driving the main engine 2. A second rotation speed detection sensor 10 is provided in the vicinity of the deceleration direction change mechanism 8, and the second rotation speed detection sensor 10 detects the propeller rotation speed and outputs it to the controller 4.

  As shown in FIG. 1, the motor 11 of the marine vessel propulsion apparatus 1 is controlled by an inverter 12. System power from an engine generator (not shown) is connected to the inverter 12, receives torque command values from the controller 4, gives system power from the engine generator to the motor 11 via the motor power line 13, and torque. Control. The output shaft of the motor 11 is connected to the propeller 9 via the deceleration turning mechanism 8, and the propeller 9 is rotated by driving the motor 11. The motor 11 is provided with a third rotation speed detection sensor 14. The third rotation speed detection sensor 14 detects the motor rotation speed and outputs it to the controller 4.

  As shown in FIG. 1, the inverter 12 that controls the motor 11 and the governor 3 that controls the main engine 2 are controlled by a controller 4 that is a common control means. The controller 4 has a configuration described below in order to drive and control the main engine 2 and the motor 11 with good balance, particularly during hybrid propulsion.

  As shown in FIG. 1, the controller 4 has an external signal processing unit 20. The external signal processing unit 20 can output signals input from various devices, sensors, and the like outside the controller 4 in a format suitable for control within the controller 4 at a necessary timing. First, the external signal processing unit 20 is connected to a speed control handle 15 installed at a ship operating position. The speed control handle 15 outputs a signal corresponding to the handle position operated and set by the operator. The external signal processing unit 20 receives a handle position signal from the speed control handle 15 and outputs the signal to the governor command value calculation unit 21. The governor command value calculation unit 21 calculates a governor command value (rotational speed instruction) from the steering wheel position, and gives the governor command value to the governor 3 to control the main engine 2.

  As shown in FIG. 1, the rack position signal sent from the rack sensor 5, the main engine rotation speed sent from the first rotation speed detection sensor 6, the propeller rotation speed sent from the second rotation speed detection sensor 10, The motor rotation speed sent from the third rotation speed detection sensor 14 is input to the external signal processing unit 20 of the controller 4.

  As shown in FIG. 1, a current main engine output calculation unit 22 as a current main engine output acquisition unit is connected to the external signal processing unit 20. The current main engine output calculation unit 22 calculates the current main engine output as an estimated value from the main engine rotation speed and the rack position input from the external signal processing unit 20.

  As the main engine output acquisition unit, a shaft horsepower meter may be provided in the main engine 2 so that an actual measurement value of the main engine output detected by the shaft horsepower meter is output to the external signal processing unit 20 of the controller 4. . In this case, the main engine output calculation unit 22 is not currently required, and an actual measurement value of the main engine output output from the external signal processing unit 20 may be given to the deviation calculation unit 24 described later.

  As shown in FIG. 1, a target main engine output calculation unit 23 is connected to the external signal processing unit 20. The target main engine output calculation unit 23 includes control data indicating the relationship between the target main engine output and the propeller rotational speed in advance. From this control data and the propeller rotational speed input from the external signal processing unit 20, Calculate the target main engine output.

  For example, as shown in FIG. 2, the control data is given as a graph showing the relationship between the target main engine output (vertical axis, unit [kW]) and the propeller rotational speed (horizontal axis, unit [min-1]). . This graph is a so-called “propeller performance curve”, “propeller load curve”, “propeller characteristic curve”, “marine characteristic curve”, “marine cube characteristic”, or the like.

The target main engine output calculation unit 23 applies the propeller rotational speed input from the external signal processing unit 20 to the control data shown in FIG. 2, and calculates the corresponding target main engine output.
An example of the above calculation procedure will be described more specifically with reference to FIG. 2. For example, in the graph of FIG. 2, the target main engine when the input propeller rotational speed is 450 [min −1]. The output is
When the propeller rotation speed is 400 to 500 [min -1], the slope of the straight line is 2.5.
2.5 × (450 [min -1] -400 [min -1]) +500 [kW] = 625 [kW]
It becomes.

  A propeller characteristic curve as illustrated in FIG. 2 is an expression Ne / n3 = K (proportional constant) that generally represents the cubic law of the propeller 9 if the shaft horsepower Ne and the rotational speed n of the rated state of the main engine 2 are known. ). This propeller characteristic curve is determined for each propeller or each combination of the propeller and the main engine. In practice, however, it is often created based on the load test data of the main engine on land trial and the data of sea trial.

In addition, the propeller characteristic curve as illustrated in FIG. 2 is not always constant from the one created as described above, and actually, as illustrated below, a margin (margin) is expected. In many cases, it is operated by.
For new ships: Rotation margin + 4% curve Ideal in service: Rotation margin + 2% curve Torque rich upper limit operating line: Rotation margin-4% curve

  As described above, curves having different margins (margins) may be used due to secular changes such as scratches and dirt on the hull that occur after the start of use of the hull and propeller damage. Further, in the grid of the vertical and horizontal axes of the graph shown in FIG. 2, the values of the plotted points of the target main engine output are calculated by linear interpolation between two adjacent points. It is possible to substitute a straight line that rises to the right.

  Therefore, the control data indicating the relationship between the target main engine output and the propeller rotational speed in this embodiment is not related to the difference in the categories such as graphs, numerical values, and tables, and is not related to the difference in the expression format in each category. To be understood in the broadest sense. For example, the graph shown in FIG. 2 showing the target main engine output and the propeller rotational speed can be expressed as a data table or data in a table format as shown in FIG.

  As shown in FIG. 1, a deviation calculating unit 24 is connected to the output side of the current main engine output calculating unit 22 and the target main engine output calculating unit 23. The deviation calculating unit 24 calculates a deviation between the current main engine output and the target main engine output respectively input from the current main engine output calculating unit 22 and the target main engine output calculating unit 23 and outputs the deviation to the PID regulator 25 in the subsequent stage. To do.

  As shown in FIG. 1, the PID regulator 25 calculates an assist torque command value by a PID arithmetic expression using the deviation output from the deviation calculating unit 24.

  More specifically, based on the deviation calculated by the deviation calculating unit 24, a torque command value is calculated according to a PID arithmetic expression shown in the following (Expression 1) or (Expression 2). These expressions are typical examples of PID arithmetic expressions in software digital arithmetic processing.

Speed type PID calculation formula Torque command calculation value = Kp x {(E (n)-E (n -1)) + Δt / Tl x E (n)
+ Td / Δt (E (n) -2E (n-1) + E (n-2))}
Torque command value (n) = Torque command value (n-1) + Torque command calculation value (Equation 1)

For position type PID calculation formula Torque command calculation value = Kp x {(E (n) + Δt / Tl x ΣEi
+ Td / Δt (E (n) −E (n−1))} (Formula 2)

In each of the above formulas,
Kp: proportional gain (P minutes), Tl: integration time (I minutes), Td: derivative time (D minutes), Δt: calculation cycle, E (n): current main engine output-target main engine output = deviation is there.
Hereinafter, the adjustment of the PID parameter will be described for each component.

P component parameter adjustment When the deviation between the target main engine output and the current main engine output is large and the current main engine output reaches the target engine output is slow, that is, the assist speed of the motor 11 is slow, the P component parameter is Adjust to a value greater than the value. On the other hand, when the arrival speed is fast, the P minute parameter is adjusted to a value smaller than the current value. The speed at which the current main engine output reaches the target main engine output can be freely adjusted according to the user's request or the configuration of the ship propulsion device 1. Since the P minute parameter adjustment affects the adjustment of the I minute and D minute parameters, the I minute and D minute parameters are readjusted.

I minute parameter adjustment When the output of the motor 11 is not stable (hunting) when the current main engine output reaches the target main engine output, the I minute parameter is adjusted to a value smaller than the current value. On the contrary, when the response of the motor 11 is slow, the I minute parameter is adjusted to a value larger than the current value. Since the I minute parameter adjustment affects the adjustment of the P minute and D minute parameters, the P minute and D minute parameters are readjusted.

D minute parameter adjustment When the motor 11 overshoots or undershoots, the D minute parameter is adjusted to a value smaller than the current value. Since the D minute parameter adjustment affects the adjustment of the P minute and I minute parameters, the P minute and I minute parameters are readjusted.

  After adjusting the P minute, I minute, and D minute parameters for a while, the motor 11 is actually operated to observe the movement of the motor 11, and if it is in the desired operating state and responsiveness, the P minute, I minute, and D minute parameter adjustments are performed. It is the end. If it is not the preferred operating state, the P, I, and D minute parameters are adjusted again according to the above guidelines.

  Here, the background of the invention of the system of the present invention that performs hybrid propulsion by the main engine 2 such as a diesel engine using the governor 3 and the motor 11 will be described. In an automobile hybrid system, the controller controls the injector ON / OFF time by electronic control and adjusts the fuel injection amount to control the main engine output. Unlike this, it consists of a diesel engine and a motor. In the conventional marine hybrid system, the governor acquires the main engine rotation speed from the controller, calculates the control amount from the main engine rotation speed, and controls the output of the main engine. In other words, the output of the main engine is not directly controlled by the command value from the controller, but is controlled by increasing or decreasing the fuel supplied by the governor so that the main engine speed corresponding to the current main engine load is constant. ing. That is, the controller cannot directly control the output of the main engine, and the calculation of the assist amount of the motor that assists the main engine is based on the difference between the target engine output and the current main engine output. The value is calculated to control the torque of the motor, which corresponds to the P component control in the PID control. Thus, in the conventional marine hybrid system control, there is no I-minute and D-minute control, so when the main engine output currently reaches the target main engine output, the motor assist torque command value is controlled. Cannot be finely controlled and the motor cannot be controlled precisely. On the other hand, since the PID control is performed in the present embodiment, the motor 11 smoothly performs the assist operation, so that the responsiveness is good and the smooth operation can be performed.

  As shown in FIG. 1, a lower limiter 26 is connected to the output side of the PID regulator 25. The torque command calculated by the PID regulator 25 is input to the lower limiter 26. The lower limiter 26 limits the torque command calculated by the PID regulator 25 and outputs it to the inverter 12 according to the following (Equation 3) as necessary so that the instantaneous fluctuation amount of the motor output does not increase.

  Lower limiter parameter α ≤ torque command value (Equation 3)

  By changing the setting of the lower limiter parameter α in the lower limiter 26, the motor regenerative electric energy can be arbitrarily limited. That is, if the lower limiter parameter α is less than 0, the motor regenerative electric energy can be set to “present”. In this case, since the motor regenerative electric power is generated and energy is recovered, the motor rotation speed decreases accordingly.

  If the lower limiter parameter α is set to 0 or more, the motor regenerative electric energy can be set to none. Since the motor output is power running or zero, the brake is not applied to the progress of the ship, and the motor rotation speed decreases by that much.

  As shown in FIG. 1, the output side of the lower limiter 26 is connected to the inverter 12, and an assist torque command in which a lower limit is given as necessary by the lower limiter 26 is given to the inverter 12.

Next, the control procedure in the ship propulsion apparatus 1 according to the embodiment described above will be described for each control step with reference to FIG.
1. After the control operation is started, when a crew member of the ship operates the speed control handle 15 to set it to a position, a signal indicating the handle position is sent to the external signal processing unit 20 of the controller 4, and the external signal processing unit 20 processes the handle position signal and sends it to the governor command value calculator 21. The governor command value calculation unit 21 calculates a governor command value (rotation speed instruction) from the signal sent from the external signal processing unit 20 and instructs the governor 3. The governor 3 controls the main engine 2 based on the governor command value (rotation speed instruction).

  A rack position signal sent from the rack sensor 5, a main engine speed sent from the first rotation speed detection sensor 6, a propeller rotation speed sent from the second rotation speed detection sensor 10, and a third rotation speed detection sensor 14. The motor rotation speed sent from each is input to the external signal processing unit 20 of the controller 4, both of which are processed by the external signal processing unit 20, sent to the subsequent functional blocks in the controller 4, etc. To be served.

2. Current main engine output acquisition step The main engine output calculation unit 22 receives the main engine rotation speed and rack position signals processed by the external signal processing unit 20. The current main engine output calculation unit 22 calculates the main engine output from these signals as an estimated value. As described above, a shaft horsepower meter may be provided in the main engine 2 as the current main engine output acquisition unit, and an actual measurement value of the main engine output detected by the shaft horsepower meter may be output to the external signal processing unit 20 of the controller 4. . In this case, the main engine output calculation unit 22 is not required at present, and the measured value of the processed main engine output outputted from the external signal processing unit 20 is given to the deviation calculation unit 24 described later.

3. Target main engine output calculation step The target main engine output calculation unit 23 receives the current propeller rotation speed processed by the external signal processing unit 20. The target main engine output calculation unit 23 is provided with the control data (illustrated in FIG. 2) indicating the relationship between the target main engine output and the propeller rotational speed in advance, and based on the control data and the propeller rotational speed, the target main engine output is calculated. Calculate engine output.

4). Motor torque control step The deviation calculation unit 24 calculates a deviation between the current main engine output output by the current main engine output calculation unit 22 and the target engine output calculated by the target main engine output calculation unit 23. Then, the PID regulator 25 calculates an assist torque command for the motor 11 from this deviation and the PID calculation formulas (Formula 1 and Formula 2). In this case, since the state of the motor 11 is divided into motor power running or motor regeneration corresponding to the magnitude relationship between the current main engine output and the target main engine output, control is performed as follows.

(1) In the case where the current main engine output> the target engine output In this case, the current main engine output is plotted at a position above the graph at a certain rotational speed of the “propeller performance curve” illustrated in FIG. In this state, the ship navigates while receiving a headwind and the motor 11 generates power (motor power running), and the following control is performed.

1) The PID regulator 25 calculates a torque command by PID calculation as in the following equation.

Torque command (n) = torque command (n−1) + PID calculation value This torque command (n) is commanded to the inverter 12. Torque command increases.
2) As a result, the motor output increases, and the rotational speed of the main engine 2 directly connected to the motor 11 through the shaft increases.
3) Since the governor 3 tries to maintain the rotational speed of the main engine 2, the fuel supplied to the main engine 2 is throttled and the output of the main engine is reduced.
4) Deviation between main engine output and target engine output is reduced.
5) If the deviation between the main engine output and the target engine output is greater than 0, return to 1) and continue the control. When the deviation between the main engine output and the target engine output is 0, the current main engine output and the target engine output coincide with each other, and the control of the main engine 2 by the governor 3 and the control of the motor 11 by the inverter 12 are in the current state. maintain.

(2) Current main engine output <target engine output In this case, the current main engine output is plotted at a position below the graph at a certain rotational speed of the “propeller performance curve” illustrated in FIG. In this state, the ship is sailing in a tide and the motor 11 is generating electricity (motor regeneration), and the following control is performed.

1) The PID regulator 25 calculates a torque command by PID calculation as in the following equation, and the lower limiter 26 sets the lower limit with the lower limiter parameter α.
Torque command (n) = torque command (n−1) −PID calculated value ≧ lower limit limiter parameter α This torque command (n) is commanded to the inverter 12. Torque command decreases.
When the lower limiter parameter α is ≧ 0, the motor 11 does not generate regenerative power because the torque command value (n) is limited to 0 or more.
On the other hand, when the lower limiter parameter α is <0, the torque command value (n) may be less than 0, and when the torque command value (n) is less than 0, regenerative power is generated from the motor 11. .

  Thus, when the torque command is equal to or greater than the lower limit limiter parameter α, the torque command calculation value is set as the torque command value. When the torque command calculation value is less than the lower limit limiter parameter α, the lower limit limiter parameter α is set to the torque limit value. Since the command value is used, the motor regenerative electric energy can be arbitrarily limited by changing the setting of the lower limiter parameter α.

2) As a result, since the motor output decreases, the rotational speed of the main engine 2 directly connected to the motor 11 by the shaft decreases.
3) Since the governor 3 tries to maintain the rotational speed of the main engine 2, the fuel supplied to the main engine 2 is increased and the output of the main engine is increased.
4) Deviation between main engine output and target engine output is reduced.
5) When the deviation between the main engine output and the target engine output is smaller than 0, return to 1) and continue the control. When the deviation between the main engine output and the target engine output is 0, the current main engine output and the target engine output coincide with each other, and the control of the main engine 2 by the governor 3 and the control of the motor 11 by the inverter 12 are in the current state. maintain.

Next, the adjustment of the PID parameter in the embodiment described above will be described with a more specific example.
The value of the PID parameter varies depending on the output and characteristics of each device. In this example, the specifications of each device are set as follows.
Capacity of motor 11: 295KW
Capacity of inverter 12: 315KW
Engine generator capacity: 400KW

  Further, the motor target rotation speed is determined by the “propeller performance curve” data shown in FIG. 2 or the two-point linear interpolation table shown in FIG.

The PID calculation parameter (speed type) is as follows.
The P component is 1.300, the I component is 0.500, and the D component is 0.000.

  As will be understood from the description of the embodiment described above, the present invention propels the ship by rotating the propeller 9 by the main engine 2 controlled by the governor 3 and the motor 11 controlled by the inverter 12. The present invention can be widely applied to the hybrid propulsion ship propulsion device 1.

  That is, according to the embodiment of the present invention, in the diesel engine hybrid system using the governor 3, the distribution of the main engine output and the motor assist amount when the motor 11 assists the main engine 2 is illustrated in FIG. It is possible to optimize by using such a “propeller characteristic curve” and a “two-point linear interpolation table” illustrated in FIG.

  Further, when the lower limiter parameter α is set to 0 or more, the torque command value (n) is limited to 0 or more, so that the motor regenerative power can be set not to be generated. Therefore, a resistance device or a storage battery that releases the regenerative power by heat is not necessary. On the other hand, when the lower limiter parameter α is set to less than 0, the torque command value (n) may be less than 0. When the torque command value (n) is less than 0, motor regenerative power is generated, so that the generated power can be charged to the storage battery. That is, by setting the lower limiter parameter α, it is possible to match the actual system configuration of the hybrid device (whether there is a storage battery, whether there is a braking resistor).

  Further, since the response of the motor 11 can be slowed by adjusting the PID calculation parameters, the generated power of the motor regenerative power can be gradually increased without increasing rapidly. That is, in the case of a hybrid system that can charge the battery with motor regenerative power, the amount of generated motor regenerative power can be adjusted to match the battery rechargeable power.

DESCRIPTION OF SYMBOLS 1 ... Ship propulsion apparatus 2 ... Main engine 3 ... Governor 4 ... Controller 9 ... Propeller 11 ... Motor 12 ... Inverter 22 ... Current main engine output calculation part 23 as target main engine output acquisition part 23 ... Target main engine output calculation part 24 ... Deviation calculator 25 ... PID regulator 26 ... Lower limiter

[0001]
Technical field [0001]
The present invention relates to a motor control method and a control device in hybrid propulsion in which a propeller of a ship is rotated by a main engine controlled by a governor and a motor torque controlled by an inverter, and particularly calculated from a current propeller rotational speed. A motor control method capable of assisting the motor with an assist torque command value obtained by PID calculation from a deviation between the target main engine output and the current main engine output, and efficiently operating the governor-controlled main engine, and The present invention relates to a control device.
Background art [0002]
The invention described in Patent Document 1 relates to a hybrid type marine propulsion apparatus that includes a main engine and a motor, performs motor propulsion in a low rotation range, and performs hybrid propulsion in which the motor assists the main engine in a high rotation range. It aims at low fuel consumption by downsizing the configuration and highly efficient drive control. According to this marine vessel propulsion apparatus, in the motor propulsion region, the motor generator is controlled in the rotational speed control mode, and in the hybrid propulsion, the motor generator is performed in the torque control mode.
[0003]
Further, paragraph [0055] of the specification of Patent Document 1 includes the following description.
“In addition, when the load is higher than the marine cube characteristic of the main engine 5, the controller 40 calculates“ load output−output of the main engine ”and becomes the plus (+) side. If the signal is output to the bidirectional inverter 27, the motor generator 20 becomes a “motor”, and torque assist can be provided for the propulsion output from the main engine 5. ]
Prior Art Literature Patent Literature [0004]
Patent Document 1: Japanese Patent Application Laid-Open No. 2011-63256

[0004]
When the current main engine output is lower than the target main engine output, a lower limit value is determined when the assist torque command value is instructed to the inverter.
Effects of the Invention [0013]
According to the motor control method described in claim 1 and the motor control device described in claim 5, the propeller is rotated using the main engine controlled by the governor and the motor torque controlled by the inverter. Since the motor assist torque amount is controlled by PID calculation from the deviation between the target main engine output calculated from the current propeller rotation speed and the current main engine output in the hybrid propulsion of the ship to be driven, the motor assist torque amount is smooth. Therefore, the distribution of the main engine output and the motor assist amount can be optimized, and the main engine controlled by the governor can be operated efficiently. Furthermore, by adjusting the PID calculation parameters, it is possible to meet the needs of many users regarding the motor responsiveness in hybrid propulsion. For example, by adjusting the PID calculation parameter, the motor responsiveness can be delayed, so that the generated power of the motor regenerative power can be gradually increased without increasing rapidly. That is, in the case of a hybrid system that can charge the motor regenerative power to the battery, the motor regenerative power amount can be adjusted to match the battery chargeable power.
[0014]
According to the motor control method described in claim 2, the assist torque command value is appropriately adjusted regardless of whether the target main engine output exceeds the current main engine output, or vice versa. By changing the motor assist amount to the optimum state, the current main engine output can be matched to the target main engine output as much as possible, and thereby the governor-controlled main engine can be operated efficiently. it can.
[0015]
According to the motor control method described in claim 3 and the motor control device described in claim 6, when the current main engine output is lower than the target main engine output, the assist torque command value is instructed to the inverter. At this time, if the lower limit is set to zero or more, no regenerative power is generated in the motor. Therefore, a resistance device or a storage battery that releases the regenerative power by heat is not required. If the lower limit is less than zero,

The present invention relates to a motor control method and a control device in hybrid propulsion in which a propeller of a ship is rotated by a main engine controlled by a governor and a motor torque controlled by an inverter, and particularly calculated from a current propeller rotational speed. A motor control method capable of assisting the motor with an assist torque command value obtained by PID calculation from a deviation between the target main engine output and the current main engine output, and efficiently operating the governor-controlled main engine, and The present invention relates to a control device.

According to the motor control method described in claim 1 and the motor control device described in claim 5, the propeller is rotated using the main engine controlled by the governor and the motor torque controlled by the inverter. Since the motor assist torque amount is controlled by PID calculation from the deviation between the target main engine output calculated from the current propeller rotation speed and the current main engine output in the hybrid propulsion of the ship to be driven, the motor assist torque amount is smooth. Therefore, the distribution of the main engine output and the motor assist amount can be optimized, and the main engine controlled by the governor can be operated efficiently. Furthermore, by adjusting the PID calculation parameters, it is possible to meet the needs of many users regarding the motor responsiveness in hybrid propulsion. For example, by adjusting the PID calculation parameter, the motor responsiveness can be delayed, so that the generated power of the motor regenerative power can be gradually increased without increasing rapidly. That is, in the case of a hybrid system that can charge the motor regenerative power to the battery, the motor regenerative power amount can be adjusted to match the battery chargeable power.

Claims (6)

A method for controlling a motor in hybrid propulsion in which a propeller is rotated by a main engine controlled by a governor and a motor controlled by an inverter to propel a ship,
Current main engine output acquisition process to acquire current main engine output;
A target main engine output calculating step for calculating a target main engine output from the current propeller rotational speed;
A motor torque control step of calculating an assist torque command value by a PID arithmetic expression using a deviation between the target main engine output and the current main engine output and instructing the inverter;
A method for controlling a motor, comprising:   When the target main engine output exceeds the current main engine output, the assist torque command value is decreased, and when the target main engine output is lower than the current main engine output, the assist torque command value is increased. The motor control method according to claim 1.   3. The motor control method according to claim 1, wherein when the current main engine output is lower than the target main engine output, a lower limit value is determined when the assist torque command value is instructed to an inverter. 4.   The target main engine output calculation step calculates the target main engine output and the data indicating the relationship between the propeller rotation speed and the current propeller rotation speed, respectively. The method for controlling the motor according to claim 1. A motor control device used for hybrid propulsion in which a propeller is rotated by a main engine controlled by a governor and a motor torque controlled by an inverter,
A current main engine output acquisition unit for acquiring the current main engine output;
A target main engine output calculator for calculating a target main engine output from the current propeller rotational speed;
A deviation calculating unit for calculating a deviation between the target main engine output and the current main engine output;
A PID regulator that calculates an assist torque command value based on the deviation calculated by the deviation calculator and outputs the calculated value to the inverter;
A motor control device comprising:   6. The motor control device according to claim 5, wherein when the current main engine output is lower than the target main engine output, a lower limit value is determined when the assist torque command value is instructed to the inverter.

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