TW201040077A - Power system for ship - Google Patents

Power system for ship Download PDF

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Publication number
TW201040077A
TW201040077A TW099108649A TW99108649A TW201040077A TW 201040077 A TW201040077 A TW 201040077A TW 099108649 A TW099108649 A TW 099108649A TW 99108649 A TW99108649 A TW 99108649A TW 201040077 A TW201040077 A TW 201040077A
Authority
TW
Taiwan
Prior art keywords
motor
generator
revolutions
host
power system
Prior art date
Application number
TW099108649A
Other languages
Chinese (zh)
Other versions
TWI419815B (en
Inventor
Junya Miyata
Shouichi Inami
Original Assignee
Mitsui Engineering & Shipbuilding Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Mitsui Engineering & Shipbuilding Co Ltd filed Critical Mitsui Engineering & Shipbuilding Co Ltd
Publication of TW201040077A publication Critical patent/TW201040077A/en
Application granted granted Critical
Publication of TWI419815B publication Critical patent/TWI419815B/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/02—Driving of auxiliaries from propulsion power plant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B63H2021/202—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type
    • B63H2021/205—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units of hybrid electric type the second power unit being of the internal combustion engine type, or the like, e.g. a Diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Eletrric Generators (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A motor/generator (12) is connected to the crankshaft of an engine (11). A rotational speed sensor (16) is provided to a main shaft (15) for connecting the engine (11) and a propeller (13). A PID control for fuel supply is performed on the basis of the actual rotational speed of the engine (11), which is detected by the rotational speed sensor (16), in order that the rotation of the engine (11) is maintained at a target rotational speed. A controller (19) determines whether the engine torque is sufficient or not from the difference between the target rotational speed and the actual rotational speed. When the engine torque is sufficient, an inverter/converter (17) is controlled to charge the energy recovered by the motor/generator (12) to a battery (18). When the engine torque is insufficient, the motor/generator (12) is driven as the motor to perform assistance.

Description

201040077 六、發明說明： 【發明所屬之技術領域】 本發明係關於船舶之動力系統’特別是關於供船舶 用之動力系統的控制。 【先前技術】 在供船舶用之引擎的控制中’所執行的是piD控 〇 制，其可消除所設定之目標回轉數與實際回轉數之間二 差額。然而，在天候惡劣時，因為螺旋槳的負載轉矩 (torque)會急遽變化，於預想在通常天候下航行之增兴 (gain)的PID控制下，恐怕會無法獲得充分的^答 而招致超速(overspeed)所導致的機械故障。針^&種^ 題，已被提出一種結構(專利文獻1)，其可預剛由=部因 素所導致螺旋槳回轉數的變動而改變PID控制的增益。 【專利文獻1】日本特開平08-200131號公報 〇 【發明内容】 但是’在船舶的一般型調速器（g0vernor)裝置的PID 控制（亦包含專利文獻1)中，為了維持一定的回轉數，需 配合外部因素而改變燃料喷射量，因此燃料消耗量會大 增。近年來，由於降低燃料費用的聲浪日增，因此習用 的PID控制便顯得不足。 本發明鑑於上述問題，提供一種供船舶用之動力系 統’係在燃料供給中使用以回轉數為基礎的PID控制， 201040077 即使在外部因素的影響極大的情況下，也能夠在維持目 標回轉數的同時達成降低燃料費用的目的。 本發明的供船舶用之動力系統，其在進行燃料喷射 ΐ的PID控制時，係以主機的回轉數當作輸入而使得回 轉數成為固定，其特徵在於：在主機轉矩有餘裕時，將 連=^主機的馬達/發電機當作發電機來利用以回收再 土，量；而在前述主機轉矩無餘裕時，將前述馬達/發電 機當作馬達來利用以輔助主機動力。 敉仏者，係基於諸如主機之目標回轉數與實射回轉 盔Ϊί額以進行馬達/發電機之切換，且係對應目標回轉 数與實射_數的差額讀制馬達/發f機的輔助量。 6、查^佳者’係推定諸如外部因素所導致的變動以進行 電f之切換’且馬達/發電機的辅助量係對應於 口變動所導致不足的轉矩部分。 、 以胳H ’係從主機的狀態檢測輔助所需的必要狀況， =馬發電機當作馬達來利用，且係基於諸如 Γ 供給氣壓的至少-個以判斷此時〇 中係=本:的供船舶用之動力系統，可㈣勝 中使用以回轉數為基礎的PID控 ： 影響極大的情況下，也能夠在轉 4因素的 成降低燃料費用的目的。 ' I回轉數的同時達 201040077 【實施方式】 以下，參照所附圖式以說明本發明的實施型態。 第一圖是本發明的第1實施形態之供船舶用之動力 系統的結構方塊圖。201040077 VI. Description of the Invention: TECHNICAL FIELD OF THE INVENTION The present invention relates to the power system of a ship, particularly to the control of a power system for ships. [Prior Art] In the control of the engine for ships, what is performed is the piD control system, which eliminates the difference between the set number of target revolutions and the actual number of revolutions. However, when the weather is bad, because the load torque of the propeller will change rapidly, under the PID control of the gain of the navigation in the usual weather, I am afraid that I will not be able to obtain sufficient speed and speed. Mechanical failure caused by overspeed). A needle structure has been proposed (Patent Document 1), which can change the gain of the PID control by the fluctuation of the number of revolutions of the propeller caused by the factor of the part. [Patent Document 1] Japanese Laid-Open Patent Publication No. Hei 08-200131A--After the invention, in order to maintain a certain number of revolutions, PID control (including Patent Document 1) of a ship's general governor device (including Patent Document 1) The fuel injection amount needs to be changed in accordance with external factors, so the fuel consumption will increase greatly. In recent years, due to the increasing noise of fuel costs, the conventional PID control is insufficient. The present invention has been made in view of the above problems, and provides a power system for a ship's use of PID control based on the number of revolutions in fuel supply, 201040077, which can maintain the target number of revolutions even when the influence of external factors is extremely large. At the same time, the goal of reducing fuel costs is achieved. In the power control system for a ship according to the present invention, when PID control of the fuel injection port is performed, the number of revolutions of the main body is taken as an input, and the number of revolutions is fixed, and when the host torque has a margin, The motor/generator of the main unit is used as a generator to recover the amount of re-soil, and when the aforementioned host torque has no margin, the motor/generator is used as a motor to assist the main engine power. The leader is based on the target number of revolutions of the main engine and the real-time rotary helmet for the motor/generator switching, and the difference between the number of target revolutions and the actual number of shots is read by the motor/f the amount. 6. The checker is judged to be a change such as an external factor to switch the electric f, and the auxiliary amount of the motor/generator corresponds to a torque portion which is insufficient due to the port variation. In order to detect the necessary condition for assisting the state from the state of the host, the horse generator is used as a motor, and based on at least one of the supply pressures, such as Γ, to determine the current system. For the power system for ships, (4) PID control based on the number of revolutions can be used in the win: In the case of great influence, it is also possible to reduce the fuel cost in the case of 4 factors. 'I Rotation Number Simultaneously 201040077 Embodiments Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The first figure is a block diagram showing the configuration of a power system for a ship according to a first embodiment of the present invention.

本實施形悲的供船舶用之動力系統1〇，是將主機 u及馬達/發電機(軸發電機）12當作動力源而使得螺旋 槳13回轉。通往主機U的燃料供給是由調速器裝置14 根據PID控制（其係基於回轉數指令與所實測之主機回 轉數)所控制。亦即，藉由回授所實測之主機回轉數，主 機回轉數便可被維持在設定回轉數（指令 外’藉由習用的回轉數檢測$ 16檢測主轉軸15的回轉 數，便可量測主機回轉數。 馬達/發電機12係連結於與諸如主轴15相反側之主 電機12係經由變流器/轉換器u 而電^連接於電池18。變流器/轉換器17係由控 所控制。In the present embodiment, the power system for ships is used to power the propeller 13 by using the main unit u and the motor/generator (shaft generator) 12 as a power source. The fuel supply to the host U is controlled by the governor unit 14 based on PID control (which is based on the number of revolutions command and the number of host revolutions measured). That is, by feedbacking the measured number of revolutions of the host, the number of revolutions of the host can be maintained at the set number of revolutions (outside the command), the number of revolutions of the main shaft 15 can be detected by the conventional revolution number detection $16, and the number of revolutions can be measured. The number of revolutions of the main engine. The motor/generator 12 is connected to the main motor 12 on the side opposite to the main shaft 15, and is electrically connected to the battery 18 via a converter/converter u. The converter/converter 17 is controlled by the control unit. control.

也就是說，就控制器19來說，是在將 12當作發電機使其作動之時，將再生能量供认至^ 18以進行充電，並在當作馬達使其作動之時:將電^ 電池向馬達/發電機12供給，以輔 u U 其次’參照第二圖以說明第^眘 之動力系統的具體動力控制方法。另：3之供船舶甩 實施形態的供船舶用之動力系統1。的控制3义 5 201040077 線圖。 於動力系統10中，係在主機轉矩有餘裕時，將馬 達/發電機12當作發電機來利用以回收再生能量；並在 轉矩不足時，當作馬達來利用。如第二圖所示，回轉數 檢測器16(參照第一圖）所檢測的主機12之實際回轉數 NE朝PID控制部20的輸入側被回授，目標回轉數(其為 回轉數指令）與實際回轉數NE的偏差（回轉數偏差）被輸 入至PID控制部20。如習用周知般，藉由來自PID控制 部20的指示，可調整通往主機11的燃料供給量，而進 行以主機11為中心之控制對象21的控制。 此外，在第1實施形態中，負回授的回轉數偏差被 輸入至控制器19。在控制器19中，基於回轉數偏差以 判定主機轉矩的過與不足，據此來判斷欲將馬達/發電機 12當作發電機來利用還是當作馬達來利用，同時基於此 判斷通過變流器/轉換器17(參照第一圖）以控制馬達/發 電機12之驅動。 舉例來說，在回轉數偏差是正值的情況下，由於實 際回轉數NE未達目標回轉數，因此認為轉矩不足，變 流器/轉換器17從電池18供給電力而將馬達/發電機12 當作馬達使其作動。此時，馬達/發電機12的輔助量（附 加轉矩）也可以對應（例如按比例）諸如回轉數偏差之大 小而作調整。 此外，在回轉數偏差不到零的情況下，由於實際回 轉數NE高於目標回轉數，因此主機轉矩處於充分的狀 201040077 態。是故’變流器/轉換器17將在馬達/發電機12所產 生的再生能量送往電池18充電。 如上所述’根據第1實施形態’在主機轉矩有餘裕 時，將再生能量充電至電池；而在主機轉矩不足時，由 於利用所充的電力進行馬達輔助，因此可藉由馬達/發電 機吸收波浪等因素所導致的負載轉矩變動，因為可減低 主機之回轉數控制所造成的操作量，因此能夠顯著地改 善燃料費用。 其次，參照第三圖以說明第2實施形態之供船舶用 之動力系統的結構。第三圖是第2實施形態的供船舶用 之動力系統30的控制系統之方塊線圖。 在第1實施形態中，是從所實測之主機回轉數與目 標回轉數之間的偏差以判定主機轉矩之過與不足，而進 行馬達/發電機12的切換。然而，在第2實施形態中， 是推定負載轉矩變動等外部因素，並基於此以進行對應 於不足之主機轉矩部分的馬達輔助。另外，關於其他的 結構，由於係與第1實施形態相同，因此省略其說明。 在推定器22中，係使用由控制對象所得之物理量 以推定負載轉矩。在控制器23中’係由所推定之負載 轉矩求出在將燃料維持於一定之情況下不足的主機轉 矩，馬達/發電機12通過變流器/轉換器17(參照第一圖） 被控制器23所控制以輔助所求得之不足部分的轉矩（或 是其預定比率）。亦即，與第1實施形態相同，馬達/發 電機12配合變動交互地作為馬達及發電機而作動，當 7 201040077 作為發電機時係進行對電池18的充電。 、另外’負载轉矩被通定成諸如<由主機回轉數之微 为值所推定的軸轉矩>與<由通往主 機11之燃料供給量 所模擬的主機轉矩 > 間的差額。 ^如上所述’即使在第2實施形態的結構中，也能夠 獲得與第1實施形態相同的效果。 其次’參照第四圖以說明第3實施形態之供船舶用 之動力系統的結構。第四圖是第3實施形態的供船舶用 之動力系統31的控制系統之方塊線圖。 在第1、第2實施形態中’雖然係監控主機回轉數 與外部因素之變動，以進行對應於諸如波浪所導致之變 動的馬達輔助，但在第3實施形態中，則係掌握諸如主 機11專控制對象的狀態’並在預定的狀態下進行馬達 輔助。亦即，在天候惡劣時，負載轉矩變動激烈且燃料 供給罝亦大幅變動’主機11的狀態也會變化。在第3 實施形態的系統中，於此狀況下連續地進行馬達輔助。 另外，關於其他的結構，由於係與第丨、第2實施形態 相同，因此省略其說明。 在本實施形態中，係從供給氣壓與筒内溫度等掌握 主機11的狀態。亦即，當因為波浪導致螺旋槳負載上 升而回轉數下降，藉由PID控制可增大燃料供纷詈。藉 此，相對於空氣量（供給氣壓），燃料量會變多'了筒内溫 度亦會增高。是故，當監控供給氣壓與筒内溫度時，便 能夠判定負載轉矩變動是否處於主機U之狀態、負載 201040077 轉矩變動極大而造成影響的狀態。 在第3實施形態的控制器24中，於主機11的筒内 溫度高於預定值的情況、以及供給氣壓為了獲得與現在 的燃料量相對應之空氣量而低於必要值的情況下，判斷 成輔助是必要的狀態而通過變流器/轉換器17將馬達/發 電機12當作馬達來驅動。另外，關於是否處於輔助是 必要的狀態之判定，也可以使用複數個參數來進行。 如上所述，在第3實施形態中，係掌握天候惡劣等 轉矩變動極大的狀況，在該等情況下藉由實行馬達辅 助，便能夠與第1及第2實施形態同樣地提升主機的燃 費效率。 〇 9 201040077 【圖式簡單說明】 第一圖是本發明的第1實施形態之供船舶用之動力 系統的結構方塊圖。 第二圖是第1實施形態之控制系統的方塊線圖。 第三圖是第2實施形態之控制系統的方塊線圖。 第四圖是第3實施形態之控制系統的方塊線圖。 【主要元件符號說明】 10 ' 30 、 31 供船舶用之動力系統 11 主機 12 馬達/發電機(轴發電機) 13 螺旋槳 14 調速器 15 主軸 16 回轉數檢測器 17 變流器/轉換器 18 電池 19 、 23 、 24 控制器 20 PID控制部 21 控制對象 22 推定器That is to say, in the case of the controller 19, when 12 is used as a generator to actuate, the regenerative energy is confessed to 18 for charging, and when it is acted as a motor to operate: The battery is supplied to the motor/generator 12 to assist U U. Secondly, reference is made to the second diagram to illustrate the specific power control method of the power system. Another: 3 for ship 甩 Implementation of the power system for ships 1 . Control 3 meaning 5 201040077 line graph. In the power system 10, when the main engine torque has a margin, the motor/generator 12 is used as a generator to recover regenerative energy; and when the torque is insufficient, it is used as a motor. As shown in the second figure, the actual number of revolutions NE of the host 12 detected by the number-of-revolutions detector 16 (refer to the first figure) is fed back to the input side of the PID control unit 20, and the number of target revolutions (which is the number of revolutions command) The deviation from the actual number of revolutions NE (the number of revolutions) is input to the PID control unit 20. As is conventionally known, the fuel supply amount to the host 11 can be adjusted by the instruction from the PID control unit 20, and the control object 21 centered on the host 11 can be controlled. Further, in the first embodiment, the deviation of the number of revolutions of the negative feedback is input to the controller 19. In the controller 19, based on the deviation of the number of revolutions, the overshoot and the shortage of the host torque are determined, and accordingly, it is judged whether the motor/generator 12 is to be used as a generator or as a motor, and based on this judgment, the passage is changed. The flow/converter 17 (see the first figure) controls the drive of the motor/generator 12. For example, in the case where the revolution number deviation is a positive value, since the actual number of revolutions NE does not reach the target number of revolutions, it is considered that the torque is insufficient, and the converter/converter 17 supplies electric power from the battery 18 to the motor/generator. 12 Act as a motor. At this time, the assist amount (additional torque) of the motor/generator 12 can also be adjusted correspondingly (e.g., proportionally) such as the magnitude of the revolution number deviation. Further, in the case where the number of revolutions is less than zero, since the actual number of revolutions NE is higher than the number of target revolutions, the host torque is in a state of sufficient 201040077. Therefore, the converter/converter 17 sends the regenerative energy generated by the motor/generator 12 to the battery 18 for charging. As described above, according to the first embodiment, when the host torque has a margin, the regenerative energy is charged to the battery. When the host torque is insufficient, the motor is assisted by the charged electric power, so that the motor can be used. The motor absorbs fluctuations in the load torque caused by factors such as waves, and the fuel consumption can be remarkably improved because the amount of operation caused by the number of revolutions of the main engine can be reduced. Next, the configuration of the power system for a ship according to the second embodiment will be described with reference to the third diagram. Fig. 3 is a block diagram showing a control system of the power system 30 for a ship according to the second embodiment. In the first embodiment, the motor/generator 12 is switched from the measured deviation between the number of revolutions of the main engine and the number of revolutions of the target to determine the excessive or insufficient of the host torque. However, in the second embodiment, external factors such as fluctuations in load torque are estimated, and based on this, motor assistance corresponding to the insufficient host torque portion is performed. The other configurations are the same as those of the first embodiment, and thus the description thereof will be omitted. In the estimator 22, the physical quantity obtained by the control object is used to estimate the load torque. In the controller 23, it is determined from the estimated load torque that the host torque is insufficient when the fuel is maintained constant, and the motor/generator 12 passes through the converter/converter 17 (refer to the first diagram). It is controlled by the controller 23 to assist the torque (or its predetermined ratio) of the insufficient portion found. That is, in the same manner as in the first embodiment, the motor/generator 12 is operated alternately as a motor and a generator, and when the battery is used as a generator, the battery 18 is charged. Further, the load torque is set to be, for example, <shaft torque estimated by the micro-number of revolutions of the host> and <host torque simulated by the fuel supply amount to the host 11> The difference. As described above, even in the configuration of the second embodiment, the same effects as those of the first embodiment can be obtained. Next, the configuration of the power system for a ship according to the third embodiment will be described with reference to the fourth embodiment. Fig. 4 is a block diagram showing a control system of the power system 31 for a ship according to the third embodiment. In the first and second embodiments, "the monitoring of the number of revolutions of the host and the external factors is performed to perform motor assistance corresponding to fluctuations caused by waves, but in the third embodiment, it is grasped such as the host 11. The state of the object is specifically controlled 'and the motor assist is performed in a predetermined state. In other words, when the weather is bad, the load torque fluctuates drastically and the fuel supply 罝 also fluctuates greatly. The state of the main unit 11 also changes. In the system of the third embodiment, motor assistance is continuously performed in this case. In addition, since the other structures are the same as those of the second and second embodiments, the description thereof will be omitted. In the present embodiment, the state of the host 11 is grasped from the supply air pressure, the temperature inside the cylinder, and the like. That is, when the propeller load is increased due to the wave and the number of revolutions is decreased, the PID control can increase the fuel supply. As a result, the amount of fuel will increase with respect to the amount of air (supply air pressure), and the temperature inside the cylinder will also increase. Therefore, when the supply air pressure and the temperature inside the cylinder are monitored, it is possible to determine whether or not the load torque fluctuation is in the state of the host U, and the load 201040077 has a large torque fluctuation and is affected. In the controller 24 of the third embodiment, when the temperature inside the cylinder of the main unit 11 is higher than a predetermined value and the supply air pressure is lower than a required value in order to obtain an air amount corresponding to the current fuel amount, it is judged. The assist is a necessary state and the motor/generator 12 is driven as a motor by the converter/converter 17. Further, the determination as to whether or not the assist is necessary may be performed using a plurality of parameters. As described above, in the third embodiment, it is possible to grasp the situation in which the torque fluctuations such as weather conditions are extremely large. In this case, by performing motor assistance, the fuel consumption of the main engine can be improved in the same manner as in the first and second embodiments. effectiveness. 〇 9 201040077 [Brief Description of the Drawings] Fig. 1 is a block diagram showing the configuration of a power system for a ship according to a first embodiment of the present invention. The second diagram is a block diagram of the control system of the first embodiment. The third diagram is a block diagram of the control system of the second embodiment. Fig. 4 is a block diagram of the control system of the third embodiment. [Main component symbol description] 10 ' 30 , 31 Power system for ships 11 Main unit 12 Motor / generator (shaft generator) 13 Propeller 14 Governor 15 Spindle 16 Rotary number detector 17 Converter / converter 18 Battery 19, 23, 24 Controller 20 PID control unit 21 Control object 22 estimator

Claims (1)

201040077 七、申請專利範圍： 1. 一種供船舶用之動力系統，其在進行燃料喷射量的pro 控制時，係以主機的回轉數當作輸入而使得回轉數成為固 定，其特徵在於： 在主機轉矩有餘裕時，將連結於主機的馬達/發電機當 作發電機來利用以回收再生能量； 而在前述主機轉矩無餘裕時，將前述馬達/發電機當作 馬達來利用以輔助主機動力。 〇 2.如申請專利範圍第1項之供船舶用之動力系統，係基於 前述主機之目標回轉數與實射回轉數的差額以進行前述馬 達/發電機之切換。 3. 如申請專利範圍第2項之供船舶用之動力系統，係對應 前述差額以控制前述馬達/發電機的輔助量。 4. 如申請專利範圍第3項之供船舶用之動力系統，係推定 外部因素所導致的變動以進行前述馬達/發電機之切換。 5. 如申請專利範圍第4項之供船舶用之動力系統，其中前 述馬達/發電機的輔助量係對應於因前述變動所導致不足的 ❹ 轉矩部分。 6. —種供船舶用之動力系統，係從前述主機的狀態檢測輔 助所需的必要狀況，以將前述馬達/發電機當作馬達來利用。 7. 如申請專利範圍第6項之供船舶用之動力系統，其係基 於前述主機的筒内溫度、供給氣壓的至少一個以判斷前述 主機的狀態。 11201040077 VII. Scope of application for patents: 1. A power system for ships, which uses the number of revolutions of the main engine as input to make the number of revolutions fixed when performing pro control of the fuel injection quantity, which is characterized by: When the torque has a margin, the motor/generator connected to the main unit is used as a generator to recover the regenerative energy; and when the host torque has no surplus, the motor/generator is used as a motor to assist the host. power. 〇 2. The power system for ships for use in the first application of the patent scope is based on the difference between the target number of revolutions of the aforementioned host and the number of actual revolutions to perform the switching of the aforementioned motor/generator. 3. For the power system for ships used in the second application of the patent scope, the above difference is used to control the auxiliary amount of the aforementioned motor/generator. 4. For the power system for ships used in the third application of the patent scope, the change caused by external factors is presumed to switch the aforementioned motor/generator. 5. For the power system for ships used in the fourth application of the patent scope, the auxiliary amount of the motor/generator described above corresponds to the ❹ torque portion which is insufficient due to the aforementioned variation. 6. A power system for use in a ship, which is necessary for detecting the state of assistance from the state of the host to utilize the motor/generator as a motor. 7. The power system for ships for use in claim 6 is based on at least one of the inner temperature and the supply air pressure of the host to determine the state of the host. 11
TW099108649A 2009-03-31 2010-03-24 Power system for ships TWI419815B (en)

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KR101210240B1 (en) 2012-12-11
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WO2010113653A1 (en) 2010-10-07
CN102365200A (en) 2012-02-29
JP4980391B2 (en) 2012-07-18
TWI419815B (en) 2013-12-21

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