JPWO2020144759A1 - Hybrid propulsion vessel operation method and hybrid propulsion vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stably switch from motor propulsion to hybrid propulsion by smoothly increasing propeller rotation with a small motor 20. A hybrid propulsion vessel 1 has a main engine 5, a motor 20, a slip clutch 7, and a propeller. The rotation speed of the propeller is higher in the second rotation speed driven by the idle rotation speed of the main engine than in the first rotation speed that can be reached by driving the motor alone. First stage: The clutch is disengaged and the motor is driven independently so that the propeller becomes equal to or lower than the first rotation speed. Second stage: The power of the main engine is transmitted while slipping the clutch to raise the propeller to the second rotation speed. Third stage: The main engine alone or both the main engine and the motor are driven so that the propeller is directly connected to the clutch and has a speed equal to or higher than the second rotation speed. [Selection diagram] Fig. 2

Description

The present invention relates to a hybrid propulsion vessel in which a propeller is driven by a main engine and a motor and its operation method. In particular, even though it is a small motor, the rotation speed of the propeller is smoothly increased to switch from motor propulsion to hybrid propulsion. It relates to a hybrid propulsion vessel that can be operated stably and its operation method.

Among ships, hybrid propulsion, in which a ship is propelled by both a main engine and a motor, has been studied and put into practical use, mainly for work boats such as tow boats, mainly 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 having a relatively large increase rate. In order to switch from motor propulsion to hybrid propulsion, 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, 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 rate of increase. According to the present invention, there is an effect that the increase in the switching rotation speed during the clutch fitting operation is slowed down, the rotation speed stagnation is eliminated, and the operation mode can be continuously switched without a sense of discomfort.

Japanese Unexamined Patent Publication No. 2013-132967

FIG. 3 of Patent Document 1 shows the relationship between the propeller rotation speed and the propeller output in the motor propulsion region and the hybrid propulsion region in the hybrid propulsion by the marine propulsion device described in the same 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, so the characteristics shown in FIG. 3 are shown by a cube root curve rising to the right. , Generally called marine cube root characteristics.

In a conventional hybrid propulsion ship as disclosed in Patent Document 1, as shown in FIG. 3, the propeller is operated by the motor alone up to a switching rotation speed larger than the propeller rotation speed corresponding to the idle rotation speed of the main engine. It is driven, and the clutch is engaged at a switching rotation speed higher than the idle rotation speed of the main engine, the output of the main engine is transmitted to the propeller, and the propeller is driven by both the main engine and the motor. .. In order to switch between motor propulsion and hybrid propulsion in this way, the motor and the power supply that supplies power to it are required to have a capacity that can drive the propeller at a speed higher than the idle rotation speed of the main engine. Become.

Generally, in a hybrid propulsion ship, a frequency converter (commonly called an inverter) is used to drive and control the motor, but as the output of the motor increases, the size of the motor and inverter increases, and the installation space and equipment costs increase. Causes the problem of increasing. In deciding whether or not to adopt the hybrid propulsion method, the merit of reducing the fuel cost by the hybrid method compared to the propulsion method of the main engine alone is compared with the demerit of increasing the burden of equipment cost (initial cost). Equipment costs, as well as equipment space, are important issues related to the nature of the technology.

Further, as a method of hybrid propulsion of a ship, there is a method of adopting a battery as a part of a hybrid system, storing surplus electric power, and using it to drive a motor when necessary. However, due to the problem of limited battery life and restrictions on management, space, etc., the motor is driven only by the electric power from the generator driven by the power generation engine installed on the ship 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 generator on the ship covers various electric power demands on the ship, there arises a problem that the capacity of the inverter and the motor is to be made smaller.

An object of the present invention is to solve the above-mentioned conventional problems, and it is possible to smoothly increase the rotation speed of the propeller and stably switch from motor propulsion to hybrid propulsion even though it is a small motor. The purpose is to provide a hybrid propulsion vessel that can be operated and its operation method.

The method of operating the hybrid propulsion vessel according to claim 1 is as follows.
It has a main engine, a motor, a slip clutch to which the main engine is connected to its input side, and a propeller connected to the output side of the slip clutch and the motor, and the propeller is connected to the main engine and the motor. It is a method of operating a hybrid propulsion ship that drives a clutch.
The propeller rotation speed that can be reached when the propeller is driven by the motor alone 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.
The first step of driving the propeller by the motor alone so that the propeller rotation speed becomes equal to or lower than the first rotation speed with the slip clutch 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 so that the propeller rotation speed becomes equal to or higher than the second rotation speed with the slip clutch directly connected.
It is characterized by having.

The method of operating the hybrid propulsion vessel according to claim 2 is the method of operating the hybrid propulsion vessel according to claim 1.
In the first step, the rotation speed of the motor is controlled while the main engine is controlled to the idle rotation speed or stopped.
In the second step, the power transmission rate of the slip clutch and the torque of the motor are controlled while the main engine is controlled to the idle rotation speed.
The third step is characterized in that the rotation speed of the main engine is controlled and the torque of the motor is controlled.

The method of operating the hybrid propulsion vessel according to claim 3 is the method of operating the hybrid propulsion vessel according to claim 1 or 2.
The hybrid propulsion vessel includes a power generation engine and a generator that is driven by the power generation engine to supply electric power to the ship.
The electric power for driving the motor is less than or equal to the electric power that can be supplied from the generator.

The hybrid propulsion vessel according to claim 4 is
A main engine, a motor, a slip clutch to which the main engine is connected to its input side, a propeller connected to the output side of the slip clutch and the motor, and a ship 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 the setting of the ship maneuvering device.
It is a hybrid propulsion ship equipped with
The propeller rotation speed that can be reached when the propeller is driven by the motor alone 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 the case, the first rotation speed <the second rotation speed, and
The control device adjusts the propeller rotation speed to match the target rotation speed.
When the target rotation speed ≤ the first rotation speed, the slip clutch is disengaged to control the rotation speed of the motor.
When the first rotation speed <the target rotation speed <the second rotation speed, the torque of the motor is controlled and the power transmission rate of the slip clutch is controlled.
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 connecting the slip clutch.
The ship maneuvering device according to the fourth aspect of the present invention includes an autopilot device that automatically sets a target rotation speed by a program, in addition to a manually operated operation lever.

The motor in the invention of each claim of the present application means a drive source having at least a function of generating power by being driven by electric power, but a motor generator that also functions as a generator capable of regenerating energy if necessary. Also includes. Further, the main engine means an internal combustion engine represented by a diesel engine.

According to the invention of claim 1, 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 miniaturized and the capacity 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. Since there is a gap between the speed and the speed, the rotation speed of the propeller cannot be increased smoothly as it is. Therefore, according to the invention of claim 1, a slip clutch capable of controlling the power transmission rate between the directly connected state and the disengaged state is further used as the clutch, and in the first step, the motor is used. The propeller rotation speed is increased to the upper limit, the output of the main engine is transmitted to the propeller while slipping the slip clutch in the second step, and the slip clutch is directly connected in the third step to increase the propeller rotation speed by the power of the main engine. Can be raised. In this way, the motor and the inverter that supplies electric power to the motor and the inverter are provided by providing a process of suppressing the drive region of the motor alone to a low rotation speed and transmitting the driving force of the main engine by utilizing 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 rotation speed of the propeller is controlled by controlling the motor, the rotation speed of the main engine, and the power transmission rate of the slip clutch under predetermined conditions for each step. Can be performed continuously without interruption. In the second step, the main engine is controlled by the governor to have an idle rotation speed or a constant rotation speed close to it, but as the power transmission rate of the slip clutch increases, the governor works to supply fuel. Is increased, and the output generated by the main engine increases. Further, in the second step and the third step, the motor is torque-controlled to assist the main engine as needed.

According to the invention of claim 3, the market demands that the motor be driven only by the electric power from the generator that is driven by the power generation engine and supplies electric power to the ship without adopting the battery having a limited life. Can be accommodated. Since the inverter and the motor in the present invention are miniaturized and have a small capacity, it is sufficiently possible to operate with the residual electric power after meeting various electric power demands in the inboard by the power generation engine and the generator provided in the inboard. Is.

According to the invention of claim 4, the rotation speed of the propeller can be matched with the target rotation speed by selecting the control content according to the magnitude of the target rotation speed of the propeller set by the ship maneuvering device. The term "match" here does not mean a strict match, but means that the target rotation speed is reached at a level that does not hinder the maneuvering. When the operator wishes to operate by the motor, if the target rotation speed is set to the first rotation speed or less by the ship 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, it fluctuates depending on the acceleration / deceleration state of the ship, the state of waves and sea currents, and it may temporarily exceed the first rotation speed. Even in this case, the operation by the motor is continued without the transition to the hybrid state. When the target rotation speed is set to exceed the first rotation speed and less than the second rotation speed by the ship maneuvering device, the first rotation speed is controlled by controlling the torque of the motor and the power transmission rate of the slip clutch. Even in the region between the rotation speed and the second rotation speed, the rotation speed of the propeller can be matched with the target rotation speed. When the target rotation speed is set to the second rotation speed or higher by the ship maneuvering device, the slip clutch is directly connected to control the rotation speed of the main engine, and the main engine is the main engine, and the motor is used as an auxiliary if necessary. Can operate.

The motor control method according to the invention of each claim of the present application includes a method of positively controlling the rotation speed or the generated torque of the motor and a control of making the generated torque of the motor zero. When the torque generated by the motor is controlled to be zero, the main engine rotates the propeller, and the motor is in a state of rotating around the propeller. In this state, the motor does not assist the main engine, but it does not interfere with the propeller drive by the main engine.

It is a control system diagram which showed the structure of the control system in particular in the whole structure of the hybrid propulsion ship which concerns on embodiment of this invention. It is a figure which shows the cube root characteristic for a marine which is the relationship between a propeller rotation speed and a propeller output when operating a hybrid propulsion ship which concerns on embodiment of this invention. It is a figure which shows the state of change with respect to the time (horizontal axis) of the rotation speed (vertical axis) of a propeller and the transmission rate (vertical axis) of a slip clutch when operating a hybrid propulsion ship which concerns on embodiment of this invention. Part (a) is a graph showing an increase in the rotation speed of the motor, part (b) is a graph showing an increase in the rotation speed of the main engine, and part (c) is a graph showing a change in the transmission rate of the slip clutch. Is.

FIG. 1 shows the configuration of the hybrid propulsion vessel 1 of the present embodiment and its control system.
As shown in FIG. 1, the hybrid propulsion vessel 1 of the embodiment includes an azimuth thruster 17 as a propulsion device. The azimuth thruster 17 sets the propulsion direction by turning a horizontal propeller shaft (not shown) and a propeller P attached to the propeller shaft around a vertical axis (not shown) that transmits power. The azimuth thruster 17 includes a gearbox 4 that houses a horizontal input shaft linked to the propeller P and a turning gear mechanism (not shown). A main engine 5 is connected to one end of an input shaft in the gearbox 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 gearbox 4. The slip clutch 7 provided between the drive system of the propeller P and the main engine 5 has a power transmission rate (power transmission rate) between the directly connected state and the disconnected state due to the action of the solenoid valve 51 controlled by the electronic controller 50. Hereinafter, it is referred to as a transmission rate), which is a clutch capable of continuously changing.

The hybrid propulsion vessel 1 shown in FIG. 1 has a power generation engine 22 in addition to the main engine 5 described above, and the power generation engine 22 drives the generator 23 to generate electric power and is connected to the generator 23. The electric power required for the inboard load 24 and the motor generator 20 is supplied 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 / discharge mechanism 30 is connected to the bidirectional inverter 27, and the alternating current from the generator 23 can be converted into direct current for storage, and the motor generator 20 works as a generator. In this case, the alternating current supplied from the motor generator 20 can be converted into direct current and stored. When the motor generator 20 is driven as a motor, the electricity storage / discharging mechanism 30 can supply electric power to the motor generator 20 in addition to the electric power supplied from the generator 23 driven by the power generation engine 22. If power cannot be expected from the machine 23, power can be supplied to the motor generator 20 independently. Further, as shown in FIG. 1, the power storage / discharging mechanism 30 can be charged even when receiving terrestrial power at berth. The power storage / discharge mechanism 30 is not always necessary, and if it is not provided, the capacities of the motor generator 20 and the bidirectional inverter 27 are set to be equal to or less than the power that can be supplied by the power generation engine 22 and the generator 23. Further, the electric power generated by the motor generator 20 shall be consumed by the inboard load 24, and if it cannot be completely consumed, a resistor may be provided, and the surplus electric power that cannot be completely consumed may be released as heat by the resistor. Good.

As described above, the hybrid propulsion vessel 1 has a main engine 5 and a motor generator 20 as a drive source, and includes a power generation engine 22, a generator 23, and a power storage / discharge mechanism 30 as a power source, and is assumed to be the main engine 5 or Even if one of the power generation engines 22 has a problem and cannot be operated, the engine that can be operated can be used to operate without any trouble.

As shown in FIG. 1, the hybrid propulsion vessel 1 includes an operation lever 35 as a ship maneuvering device that allows the operator to manually set the target rotation speed of the propeller P, and a slip clutch 7 and a main body 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 sent from the operation lever 35 operated by the operator, load torque information and governor rotation speed information of the main engine 5, and M / G load information and M / G rotation speed of the motor generator 20. Information and a clutch status signal or the like indicating the transmission rate of the slip clutch 7 are constantly acquired. The controller 40 sends a control signal to each device according to the result of determination based on the 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, propulsion by only the motor generator 20 (motor propulsion region), propulsion by the main engine 5 and the motor generator 20 (slip region) while controlling the transmission rate of the slip clutch 7, and the main engine 5 By any of the propulsion modes (control area) of the hybrid propulsion (hybrid area) in which the motor generator 20 is assisted as necessary with respect to the output of the above, the operation corresponding to the propeller rotation speed can be performed.

The operation lever command signal is output when the operator operates the operation lever 35 to indicate the target rotation speed of the propeller P. As the rotation speed information of the main engine 5, the governor rotation speed information from the governor 36 provided in the main engine 5 can be used. As the load information of the main engine 5, the governor rack position information from the governor 36 provided in the main engine 5 or the load torque information output by the 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 it is information indicating the load of the main engine 5. As the load information of the motor generator 20, the M / G load information output by the bidirectional inverter 27 can be used, and as the rotation speed information of the motor generator 20, the M / G rotation speed information output by the bidirectional inverter 27 is used. it can. The clutch state signal sent from the slip clutch 7 is transmitted by the slip clutch 7 from the disengaged state (transmission rate 0%) to the mating state (transmission rate 100%) based on the oil pressure of the hydraulic system that operates the slip clutch 7. It is a signal that continuously indicates the rate.

The controller 40 performs calculations and judgments based on the respective signals or information including the operation lever command signal, and outputs various control signals described below to each part of the hybrid propulsion vessel 1 at appropriate timings from the results. To do. First, the controller 40 provides both an electric motor control mode switching signal that sets 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. Output 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 the controller 40 gives a 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, that is, a motor propulsion region, a slip region, and a slip region. Control is performed to switch the lamp function according to which state of the hybrid region it is in. Further, the controller 40 changes the transmission rate of the slip clutch 7 from the detached state (transmission rate 0%) to the fitted state (transmission rate 100%) according to the switching control of the lamp function corresponding to the propeller rotation speed. A control signal is given to the electronic controller 50. The electronic controller 50 controls the solenoid valve 51 of the hydraulic system that operates the slip clutch 7 to continuously change the transmission rate of the slip clutch 7.

The control operation of the controller 40 in the 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 vessel 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 as the motor propulsion region and the slip region with two reference values called the first rotation speed and the second rotation speed as boundaries. , The hybrid region is divided into three regions. 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, for example, 120 rotations per minute. The second rotation speed is the propeller rotation speed when the main engine 5 drives the propeller P at the idle rotation speed, and is, for example, 146 rotations per minute. As described above, in the hybrid propulsion ship 1 of the present embodiment, the performance as a motor required for the motor generator 20 may be lower than the performance required for reaching the idle rotation speed of the main engine 5, as described above. In terms of the exemplary rotation speed, it may be as small as 26 rotations per minute. Therefore, the hybrid propulsion ship of the present embodiment has a propeller rotation speed that can be reached by the motor, which is larger than the propeller rotation speed when the main engine is idle (see FIG. 3 of Patent Document 1 described above). In No. 1, the motor generator 20 and the bidirectional inverter 27 can be miniaturized and have a small capacity.

FIG. 3 shows the rotation speed of the propeller when operating the hybrid propulsion vessel 1 of the present embodiment (the vertical axis of the graph shown in the portion (a) and the graph shown in the portion (b)) and the transmission rate of the slip clutch (part (part (part (a)). The vertical axis of the graph shown in c) is a diagram showing a state in which the graph changes with time (horizontal axis). The vertical axis of the graphs of the parts (a) and (b) shows the rotation speed of the propeller P, and the rotation of the motor 20 and the main engine 5 is different depending on the gear ratio in the sense that they are connected to the propeller P. It also shows the speed. That is, the part (a) of FIG. 3 shows an increase in the rotation speed of the motor generator 20, and the part (b) shows an increase in the rotation speed of the main engine 5. Further, the portion (c) shows the change in the transmission rate of the slip clutch 7.

The 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 region (when propeller rotation speed ≤ first rotation speed)
The propeller P is driven only by the motor 20.
As shown in the part (c) of FIG. 3, the slip clutch 7 is in the disengaged state (transmission rate 0), and as shown in the part (b) of FIG. 3, the main engine 5 is driven or stopped at an idle rotation speed. The motor 20 is directly connected to the propeller P via a gear, and the motor 20 independently drives the propeller P. As shown in the part (a) of FIG. 3, the motor 20 is controlled by the lamp function A at this time. In the present embodiment, the ramp function A is a ramp function having a relatively large increase rate. When the target rotation speed of the propeller set by the operating 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 area (when the 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 rotation speed as shown in the part (b) of FIG. 3 is transferred to the propeller P by the slip clutch 7 whose transmission rate is controlled as shown in the part (c) of FIG. The amount of power transmission is controlled to change. In this region, the power from the main engine 5 is used as the base load, but when the propeller P is loaded 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 part (a) of FIG. The motor 20 controls the torque with the lamp function B. In the present embodiment, the ramp function B is a ramp function having a relatively small increase rate. 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 needed. 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 when the initial rotation speed of the propeller P is 0 (or a speed close to this), the above "(1)) is first performed step by step. It is preferable to control the rotation speed described in the "motor propulsion region" and control the rotation speed described in the above "(2) slip region" when the propeller P reaches the first rotation speed. If desired, the step described in the above "(1) motor propulsion region" may be omitted and the above "(2) slip region" may be controlled from the beginning.

(3) Hybrid propulsion region (when the second rotation speed ≤ propeller rotation speed)
The propeller P is driven by the motor 20 and the main engine 5.
As shown in the part (c) of FIG. 3, the power of the main engine 5 is transmitted to the propeller P with the slip clutch 7 directly connected (transmission rate 100%), and as shown in the parts (a) and (b) of FIG. Both the main engine 5 and the motor 20 are controlled by the lamp 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 the 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 the torque control of the motor 20 assists as necessary. Reach the target rotation speed. In this case, when the target rotation speed is set by the operation lever 35 when the initial rotation speed of the propeller P is 0 (or a speed close to this), the above "(1)) is first performed step by step. The rotation speed described in "Motor propulsion region" is controlled, and 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. When it reaches, it is preferable to control the rotation speed of the above "(3) hybrid propulsion region". Further, if desired, the step described in the above "(1) motor propulsion region" may be omitted, the above "(2) slip region" may be controlled from the beginning, and then the "(3) hybrid propulsion region" may be controlled. ..

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

The specifications of the hybrid propulsion vessel of the comparative example are shown as an example. The hybrid propulsion vessel of this comparative example is a hybrid propulsion vessel having a marine propulsion device disclosed in Patent Document 1, the total output of the main engine and the motor, the propeller rotation speed at the time of main engine rating, and the main engine idle rotation. The propeller rotation speed at the time of speed is the same as that of the hybrid propulsion ship 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 main engine idle speed 146min ^-1
Propeller rotation speed when shifting 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 a hybrid 15.0 knots Maximum navigation speed when driving only a motor 10.6 knots

According to the hybrid propulsion vessel 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 at the propeller rotation speed 146 min due to the idle rotation speed of the main engine 5. 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 146min ^-1 due to the idle rotation speed of the main engine 5 is achieved by the motor propulsion, and then the motor at a larger propeller rotation speed 164min ^-1 . The shift of the drive source from the main engine 5 to the main engine 5 is completed, and the hybrid propulsion area is entered.

As described above, according to the hybrid propulsion ship 1 of the present embodiment, the motor propulsion region is set to a rotation speed smaller than the propeller rotation speed due to the idle rotation speed of the main engine 5, and then the main engine is idle by control by the slip clutch. The propeller rotation speed is increased according to the rotation speed, and the motor propulsion region and the hybrid region are smoothly continuous. Further, the maximum navigation speed when only the motor is driven by the motor having an output of 147 kW × 2 and the generator having an output of 435 kW × 1 is 8.0 knots.

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

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

As understood from the present embodiment described above, according to the hybrid propulsion vessel of the present invention and its operation method, the main engine determines the propeller rotation speed that can be reached when the propeller is driven by the motor alone. Since the propeller rotation speed is set lower than the propeller rotation speed when the propeller is driven by, the motor and the inverter and the generator that supply power to the motor can be miniaturized and have a small 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. Although there is a gap between the speed and the speed, a slip clutch that can control the transmission rate is used as the clutch, so in the first step, the propeller rotation speed is raised to the upper limit by the motor, and in the second step. Then, the output of the main engine is transmitted to the propeller while slipping the slip clutch, and in the third step, the slip clutch can be directly connected to increase the propeller rotation speed to a rotation speed that can be driven by the main engine. Since the process of transmitting the driving force of the main engine by using the slip of the slip clutch is provided in this way, the rotational speed can be smoothly increased even though a small motor is used.

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

Claims (4)

It has a main engine, a motor, a slip clutch to which the main engine is connected to its input side, and a propeller connected to the output side of the slip clutch and the motor, and the propeller is connected to the main engine and the motor. It is a method of operating a hybrid propulsion ship that drives a clutch.
The propeller rotation speed that can be reached when the propeller is driven by the motor alone 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.
The first step of driving the propeller by the motor alone so that the propeller rotation speed becomes equal to or lower than the first rotation speed with the slip clutch 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 so that the propeller rotation speed becomes equal to or higher than the second rotation speed with the slip clutch directly connected.
How to operate a hybrid propulsion vessel with. In the first step, the rotation speed of the motor is controlled while the main engine is controlled to the idle rotation speed or stopped.
In the second step, the power transmission rate of the slip clutch and the torque of the motor are controlled while the main engine is controlled to the idle rotation speed.
In the third step, the rotation speed of the main engine and the torque of the motor are controlled.
The method of operating the hybrid propulsion vessel according to claim 1. The hybrid propulsion vessel includes a power generation engine and a generator that is driven by the power generation engine to supply electric power to the ship.
The electric power for driving the motor is less than or equal to the electric power that can be supplied from the generator.
The method of operating a hybrid propulsion vessel according to claim 1 or 2. A main engine, a motor, a slip clutch to which the main engine is connected to its input side, a propeller connected to the output side of the slip clutch and the motor, and a ship 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 the setting of the ship maneuvering device.
It is a hybrid propulsion ship equipped with
The propeller rotation speed that can be reached when the propeller is driven by the motor alone 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 the case, the first rotation speed <the second rotation speed, and
The control device adjusts the propeller rotation speed to match the target rotation speed.
When the target rotation speed ≤ the first rotation speed, the slip clutch is disengaged to control the rotation speed of the motor.
When the first rotation speed <the target rotation speed <the second rotation speed, the torque of the motor is controlled and the power transmission rate of the slip clutch is controlled.
When the second rotation speed ≤ the target rotation speed, the hybrid propulsion ship controls the torque of the motor and directly connects the slip clutch to control the rotation speed of the main engine.

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