WO2015182156A1 - 船舶のハイブリッド推進システムおよびその制御方法 - Google Patents

船舶のハイブリッド推進システムおよびその制御方法 Download PDF

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Publication number
WO2015182156A1
WO2015182156A1 PCT/JP2015/002731 JP2015002731W WO2015182156A1 WO 2015182156 A1 WO2015182156 A1 WO 2015182156A1 JP 2015002731 W JP2015002731 W JP 2015002731W WO 2015182156 A1 WO2015182156 A1 WO 2015182156A1
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Prior art keywords
operation mode
mode
transition
power
combination
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PCT/JP2015/002731
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English (en)
French (fr)
Japanese (ja)
Inventor
秀明 江崎
浜松　正典
聡一郎 阪東
武憲 檜野
泰典 久次米
芳輝 原田
Original Assignee
川崎重工業株式会社
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Application filed by 川崎重工業株式会社 filed Critical 川崎重工業株式会社
Priority to CN201580028680.0A priority Critical patent/CN106414232B/zh
Publication of WO2015182156A1 publication Critical patent/WO2015182156A1/ja

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    • 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
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • 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
    • 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

Definitions

  • the present invention relates to a main propulsion system, a main propulsion generator and a marine hybrid propulsion system including a motor generator and a control method thereof.
  • the hybrid propulsion system of Non-Patent Document 1 As a conventional marine hybrid propulsion system, for example, the hybrid propulsion system of Non-Patent Document 1 is known.
  • Such a hybrid propulsion system is provided with a plurality of operation modes for controlling the main engine, the main generator, and the motor generator. For this reason, the crew of the ship provided with the hybrid propulsion system predicts the demand thrust and power demand of the ship, and sets the operation mode that covers this demand thrust and demand power. And the crew member changed the stop and operation of the main machine, the main generator, and the motor generator manually according to the operation mode.
  • Non-Patent Document 1 a plurality of operation modes are set, but there is still room for improvement with respect to quick transition to an appropriate operation mode.
  • This invention was made in order to solve such a subject, and it aims at providing the hybrid propulsion system of the ship which can be changed to an appropriate operation mode rapidly.
  • a hybrid propulsion system for a ship includes a main engine (propulsion main engine) that supplies thrust by rotationally driving a propeller through a power transmission mechanism, and a main generator that supplies electric power to an inboard bus.
  • An electric operation that receives electric power from the main generator via the inboard bus and rotates the propeller through the power transmission mechanism to supply thrust, and from the main machine via the power transmission mechanism.
  • a motor generator that performs a power generation operation to supply power generated by receiving rotational power to the inboard bus, via the console, operation or stop of the main engine, operation or stop of the main generator, And a hybrid propulsion of the ship configured to be able to operate the ship in a plurality of operation modes combining the electric operation, the power generation operation or the stop of the motor generator.
  • a storage unit for storing an allowable transition operation mode combination that is a combination of an operation mode before transition and an operation mode after transition that allow automatic transition, and the current thrust demand and power for each operation mode
  • the fuel consumption is calculated and the fuel consumption is better than the current operation mode
  • the driving mode is acquired, and the combination of the current driving mode and the driving mode with better fuel efficiency than the acquired current driving mode corresponds to the transition allowable driving mode combination, among the driving modes corresponding to the driving mode after the transition
  • a controller configured to automatically shift to a fuel-efficient driving mode than the current driving mode. That.
  • the ship's hybrid propulsion system may be configured to display the fuel-efficient driving mode on the console.
  • the hybrid propulsion system for a ship can store the transition allowable operation mode combination in the storage unit or delete the transition allowable operation mode combination stored in the storage unit via the console. It may be configured. Thereby, the operator can memorize
  • the control unit is configured so that any two operation modes have an operation mode in which the thrust and power supply range of one operation mode is smaller than the thrust and power supply range of the other operation mode.
  • this operation mode combination is automatically set as the allowable transition operation mode combination in which the one operation mode and the other operation mode are the operation mode before the transition and the operation mode after the transition, respectively. It may be configured to store in the storage unit. Thereby, since the transition from the operation mode before the transition to the operation mode after the transition having a greater supply capability is automatically performed, the labor of the operator is saved and the workability is excellent.
  • the control unit is configured such that any two operation modes are combinations of operation modes in which the redundancy set in one operation mode is greater than the redundancy set in the other operation mode.
  • the combination of the operation modes is not stored in the storage unit as the allowable transition operation mode combination in which the one operation mode and the other operation mode are the operation mode before the transition and the operation mode after the transition, respectively. It may be configured as follows. Thereby, since the transition from the operation mode before the transition to the operation mode after the transition having a lower redundancy is not automatically performed, the operation mode can be switched safely without unintentionally degrading the redundancy.
  • the marine hybrid propulsion system may be configured to display a warning on the console when the redundancy of the fuel-efficient driving mode is lower than the current driving mode. Thereby, it is possible to alert the operator that the redundancy decreases due to the transition to the driving mode with good fuel efficiency.
  • control unit is configured to obtain the redundancy of the operation mode based on the number of operating the main engine, the main generator, and the motor generator. Also good. Thereby, since the redundancy of an operation mode is calculated
  • the control unit determines the redundancy of the operation mode based on a level according to a dynamic positioning class determined by the International Maritime Organization or a level according to a certain rule based on the class. It may be configured so as to be obtained. Thereby, for example, the redundancy according to a certain rule such as the regulations of the classification society is obtained.
  • the storage unit further stores a combination of the pre-failure operation mode, the failure state of the device in the pre-failure operation mode, and the post-failure operation mode as a transition operation mode combination during failure,
  • the control unit automatically shifts to the post-failure operation mode of the failure transition operation mode combination corresponding to the current operation mode which is the pre-failure operation mode and the failure state of the device. It may be configured. Thereby, even if a failure occurs, it is possible to automatically and quickly transition to an appropriate operation mode.
  • the inboard bus is divided into a plurality of sections, and the plurality of sections are connected by a circuit breaker, and the operation mode is the operation or stop of the main engine, the operation of the main generator Alternatively, it may be determined by a combination of stop and disconnection or connection of the circuit breaker in addition to the motor operation, power generation operation or stop of the motor generator.
  • the operation mode includes the electric propulsion mode in which the main engine is stopped, the main generator is operated, and the motor generator is electrically operated, and the main engine is operated, and the main generator is operated.
  • a propulsion boost mode in which the motor generator is electrically operated, a parallel mode in which the main generator is operated, the main generator is operated, and the motor generator is operated, and the main engine is operated.
  • the axial generator mode in which the main generator is stopped and the motor generator is operated to generate power; the main engine is operated, the main generator is operated and the motor generator is stopped; and May be included.
  • the storage unit includes the allowable transition operation mode combination in which the electric propulsion mode and the propulsion biasing mode are the operation mode before transition and the operation mode after transition, respectively, And storing the allowable transition operation mode combination that sets the parallel mode as the operation mode before the transition and the operation mode after the transition, respectively, and the control unit is capable of supplying the thrust of the electric propulsion mode while operating in the electric propulsion mode.
  • the propulsion boost mode is automatically changed to and the supplyable thrust or supply in that axis mode is possible while operating in the axis mode. Configured to automatically transition to the parallel mode when power is below current thrust demand and power demand It may be.
  • the storage unit is a combination of two modes of the electric propulsion mode, the propulsion boost mode, the parallel mode, and the axial mode, and the propulsion boost mode or the parallel mode is selected.
  • the allowable transition operation mode combination as the operation mode after transition is stored, and the control unit, when the fuel efficient operation mode is the propulsion boost mode or the parallel mode, the propulsion boost mode or the parallel mode It may be configured to automatically transition to.
  • a control method of a marine hybrid propulsion system includes a main engine that supplies thrust by rotating a propeller through a power transmission mechanism, a main generator that supplies electric power to an inboard bus, An electric operation for receiving electric power from the main generator via the inboard bus and driving the propeller to rotate by driving the power transmission mechanism, and for rotating the main propeller through the power transmission mechanism.
  • a motor generator that performs a power generation operation to supply power generated by receiving power to the inboard bus, and via an operator console, the operation or stop of the main engine, the operation or stop of the main generator, and Transition that is configured to be able to operate a ship in a plurality of operation modes that combine electric operation, power generation operation, or stop of the motor generator, and that allows automatic transition
  • a storage unit that stores an allowable transition operation mode combination that is a combination of the operation mode and the operation mode after the transition, and a control method of the hybrid propulsion system for the ship, When the current thrust demand and power demand are within the thrust and power supply range determined by the change characteristics of the supplyable power with respect to the change in supplyable thrust specified for each operation mode, the fuel consumption is calculated and If a driving mode with better fuel efficiency than the driving mode is acquired, and the combination of the current driving mode and the driving mode with higher fuel consumption than the acquired current driving mode corresponds to the current driving mode, the transition allowable driving mode combination, after the transition The driving mode corresponding to the driving mode is automatically switched to
  • the present invention has the above-described configuration, and has an effect that it is possible to provide a marine hybrid propulsion system capable of quickly transitioning to an appropriate operation mode.
  • FIG. 1 is a block diagram schematically showing a marine hybrid propulsion system according to a first embodiment of the present invention. It is a block diagram which shows the operation mode of the hybrid propulsion system of FIG. It is a graph which shows the combination of the driving mode before the transition in which the automatic transition is permitted among the driving modes of FIG. 2, and the driving mode after the transition. It is a flowchart which shows an example of control of the hybrid propulsion system of the ship of FIG. It is a block diagram which shows roughly the hybrid propulsion system of the ship which concerns on Embodiment 2 of this invention. It is a block diagram which shows roughly the hybrid propulsion system of the ship which concerns on Embodiment 3 of this invention. It is a flowchart which shows an example of control of the hybrid propulsion system of FIG.
  • the present inventors examined a quick transition to an appropriate operation mode for a marine hybrid propulsion system.
  • the conventional hybrid propulsion system since the device is manually stopped or operated in accordance with the operation mode, it takes time and is inferior in speed of operation mode switching. In addition, it is difficult to quickly select an appropriate operation mode.
  • offshore work vessels that support the work of offshore facilities, such as oil drilling rigs, transport personnel and materials to the oil drilling rig, towing the oil drilling rig, winding up anchors, and submarine pipelines.
  • Various work such as laying assistance is performed.
  • the thrust and power demand for the hybrid propulsion system change according to such work contents.
  • an operation mode is often set in advance such that the supply capability meets the demand for all operations. Therefore, the fuel consumption is not always optimized.
  • the ship in order to carry out the work safely, the ship is required to maintain its position and orientation against the influence of wind, waves and tidal currents. Furthermore, even if a malfunction such as failure or abnormality occurs, the ship is required to have redundancy to maintain its position holding capability. Therefore, in a ship, the hybrid propulsion system must be controlled in consideration of redundancy in addition to demand thrust and power demand.
  • the required redundancy varies depending on the work content of the ship, the position of the ship with respect to the oil drilling rig, and external conditions such as weather and sea conditions. Therefore, the redundancy of the operation mode required for work cannot be set uniformly. For this reason, usually, the crew members make a meeting before work, determine the work content of the day, and determine the redundancy required for the hybrid propulsion system based on the work content and the state of the outside world. And the crew member performs the work in charge corresponding to the operation mode in each place so as to supply the thrust and electric power required for the work contents in consideration of the redundancy.
  • the operation mode may be shifted to a mode that does not satisfy redundancy. .
  • the present inventors quickly store the combination of operation modes before and after the transition that allows automatic transition (allowable transition operation mode combination) in the storage unit in advance, so that an appropriate operation mode can be quickly obtained. It was found that the transition can be made. The present invention has been made based on this finding.
  • FIG. 1 is a block diagram schematically showing a marine hybrid propulsion system 10 according to the first embodiment.
  • the ship includes a hybrid propulsion system 10, a propeller 11, and a lever 12.
  • the hybrid propulsion system 10 includes an electric power and thrust supply system 13, a control unit 14, and a storage unit 15.
  • the power and thrust supply system 13 is a system that is connected to the propeller 11 and the inboard power load 21 and supplies power and power generated by the component devices 17, 18, and 19 to the loads 11 and 21.
  • the constituent devices are devices that generate rotational power or electric power, and are the main machine 17, the main generator 18, and the motor generator 19.
  • One or a plurality of main machines 17, main generators 18 and motor generators 19 are provided in the ship.
  • the main engine 17 is a main power source in the hybrid propulsion system 10, and for example, a prime mover such as a diesel engine, a gas engine, or a gas turbine is used.
  • the main machine 17 is connected to the speed reducer 20 and is connected to the propeller 11 and the motor generator 19 via the speed reducer 20.
  • the speed reducer 20 is a power transmission mechanism, reduces the rotational speed of the power from the main machine 17 to increase the torque, and transmits the power to the propeller 11 and the motor generator 19.
  • the main generator 18 is a main power source that supplies electric power to the motor generator 19 and the inboard power load 21 of the ship.
  • a generator such as a diesel engine, a gas engine, and a gas turbine with a generator. And connected to the inboard bus 22.
  • An inboard power load 21 and a motor generator 19 are connected to the inboard bus 22.
  • Examples of the inboard power load 21 include a side thruster (not shown), an auxiliary machine (not shown), a console 23, an electric heater (not shown), and an electric lamp (not shown).
  • the inboard power load 21 and the motor generator 19 are connected to a PMS (Power Management System) 24, and output a request for power required when the inboard power load 21 and the motor generator 19 operate to the PMS 24.
  • PMS Power Management System
  • the PMS 24 is connected to the components 18 and 19 of the control unit 14 and the supply system 13 in addition to the inboard power load 21 and the motor generator 19.
  • the PMS 24 obtains the demand power for the hybrid propulsion system 10 based on the required power from the power loads 19 and 21 and outputs the demand power to the control unit 14. Further, the PMS 24 receives the operation mode transition command from the control unit 14 and controls the stop and operation of the component devices 18 and 19 of the supply system 13.
  • the motor generator 19 has an electric function and a power generation function, and is connected to the main engine 17 or independently to supply power to the propeller 11, and is connected to the main generator 18 or independently to supply power to the inboard power load. 21.
  • the motor generator 19 is connected to the speed reducer 20 and is coupled to the propeller 11 and the main machine 17 via the speed reducer 20.
  • the motor generator 19 is connected to the main generator 18 and is connected to the inboard power load 21 via the inboard bus 22.
  • the motor generator 19 functions as an electric motor (electric operation)
  • it receives electric power from the main generator 18 and generates rotational power.
  • the rotational power is transmitted from the motor generator 19 to the propeller 11 via the speed reducer 20, and the propeller 11 rotates to generate thrust.
  • the motor generator 19 functions as a generator (power generation operation)
  • the motor generator 19 receives the rotational power of the main engine 17 to generate power, and supplies power to the inboard power load 21 via the inboard bus 22.
  • a bidirectional power converter 25 is provided between the motor generator 19 and the main generator 18.
  • the power conversion device 25 is a power conversion device that changes the AC frequency and voltage from the main generator 18 and the AC frequency and voltage from the motor generator 19. That is, the power conversion device 25 includes a first power conversion unit 25a and a second power conversion unit 25b.
  • the first power converter 25a converts the AC power from the main generator 18 into DC power
  • the second power converter 25b returns the DC power to AC power
  • AC power is output to the motor generator 19.
  • the second power converter 25b converts AC power from the motor generator 19 into DC power
  • the first power converter 25a returns the DC power to AC power.
  • AC power is output to the inboard bus 22 side.
  • each power conversion unit 25a, 25b returns from DC power to AC power
  • the AC frequency and voltage from the main generator 18 and the motor generator 19 are changed by changing the switching frequency and duty ratio. I have control.
  • the storage unit 15 stores the rated output of the component devices 17, 18, and 19 and the correspondence between the outputs of the component devices 17, 18, and 19 and the fuel consumption.
  • the fuel consumption amount of the component devices 17, 18, and 19 is the amount of fuel consumed by the component devices 17, 18, and 19 to generate output.
  • the storage unit 15 stores a combination of an operation mode before transition that allows automatic transition and an operation mode after transition (permitted transition operation mode combination).
  • the allowable transition operation mode combination is set by, for example, the redundancy of the hybrid propulsion system 10 and the supply capability (supplyable thrust and supplyable power).
  • the allowable transition operation mode combination is stored in advance in the storage unit 15 manually by an operator such as a crew member and / or automatically by the control unit 14.
  • the allowable transition operation mode combination stored in the storage unit 15 may be one or plural.
  • the control unit 14 acquires an operation mode with better fuel efficiency than the current operation mode.
  • the control unit 14 has better fuel efficiency than the current driving mode among the driving modes corresponding to the driving mode after the transition. Transition to operation mode.
  • the fuel efficiency of the hybrid propulsion system 10 is the fuel consumption of the hybrid propulsion system 10 with respect to the supply thrust and power supply of the hybrid propulsion system 10 when operated in each operation mode.
  • a known calculation method can be used for the calculation of the fuel consumption.
  • the supply thrust and the supply power of the hybrid propulsion system 10 are the sum of the supply thrust and the supply power of the component devices 17, 18 and 19 that are operating.
  • the fuel consumption of the hybrid propulsion system 10 is the total amount of fuel consumed by the component devices 17, 18, and 19 to output supply thrust and supply power that satisfy the demand thrust and demand power.
  • the fuel consumption amounts of the component devices 17, 18, and 19 are obtained from the relationship between the output per unit device 17, 18, and 19 and the fuel consumption amount in the storage unit 15, and the number of operating units.
  • the number of operating components 17, 18, 19 is, for example, the total number of components 17, 18, 19 in the supply system 13, the specified number, or the minimum number that satisfies the demand. In this operation mode, this is determined depending on whether the entire number or the designated number is always operated, or only the necessary number is operated by starting and stopping according to demand.
  • the propeller 11 is a propulsion device that gives thrust to the ship, and one or more propellers 11 are provided in the ship.
  • the propeller 11 is connected to the speed reducer 20.
  • the propeller 11 receives the rotational power output from the main engine 17 and / or the motor generator 19 that is electrically operated via the speed reducer 20, and converts the rotational power into thrust.
  • the thrust of the propeller 11 is controlled by the rotation speed of the propeller 11 adjusted by the speed reducer 20 and the pitch angle (blade angle) of the propeller 11 adjusted by a pitch angle adjusting mechanism (not shown).
  • the lever 12 is a control stick for the operator to input the demand thrust of the ship.
  • the throttle lever 12 is used and is provided on the console 23.
  • the lever 12 is connected to a PCS (Propulsion Control System) 26 and outputs an operation amount of the lever 12 by the operator to the PCS 26.
  • the PCS 26 is further connected to the control unit 14, the control device (not shown) of the main machine 17, and the pitch angle adjusting mechanism.
  • the PCS 26 determines the demand thrust, the rotational speed of the main engine 17, and the pitch angle of the propeller 11 based on the operation amount of the lever 12.
  • the PCS 26 outputs the demand thrust to the control unit 14, outputs the rotation speed of the main machine 17 to the control device of the main machine 17, and outputs the pitch angle of the propeller 11 to the pitch angle adjustment mechanism.
  • the thrust of the propeller 11 is controlled by the rotation speed and pitch angle of the propeller 11.
  • control part 14, PMS24, and PCS26 may be comprised by one control apparatus, and may each be comprised by three separate control apparatuses.
  • these 14, 24, and 26 are configured by a single control device, the functions of the control unit 14, the PMS 24, and the PCS 26 are realized by a program stored in the control device.
  • FIGS. 2A to 2E are block diagrams showing operation modes of the marine hybrid propulsion system 10.
  • the machine propulsion mode of FIG. 2A is an operation mode in which the motor generator 19 stops and the main machine 17 and the main generator 18 operate independently.
  • 2B to 2E are operation modes in which the motor generator 19 operates in conjunction with the main engine 17 or the main generator 18.
  • the main machine 17 In the machine propulsion mode of FIG. 2A, the main machine 17 operates, the main generator 18 operates, and the motor generator 19 stops. In this machine propulsion mode, the main engine 17 supplies rotational power to the propeller 11 via the speed reducer 20.
  • the main generator 18 supplies power to the inboard power load 21 (FIG. 1) via the inboard bus 22. As described above, the thrust of the propeller 11 is given by the rotational power of the main machine 17, and the power of the inboard power load 21 is given from the main generator 18.
  • the main machine 17 is stopped, the main generator 18 is operated, and the motor generator 19 is electrically operated.
  • the main generator 18 supplies power to the ship power load 21 via the ship bus 22 and supplies power to the motor generator 19 via the power converter 25.
  • the motor generator 19 receives the electric power from the main generator 18 to generate rotational power, and supplies the rotational power to the propeller 11 via the speed reducer 20. For this reason, the thrust of the propeller 11 is given by the rotational power of the motor generator 19.
  • the output of the motor generator 19 is designed to be smaller than the output of the main engine 17, the supplyable thrust in the electric propulsion mode is smaller than that in the mechanical propulsion mode of FIG. 2A.
  • the main engine 17 operates, the main generator 18 operates, and the motor generator 19 operates electrically.
  • the main generator 18 supplies electric power to the inboard power load 21 through the inboard bus 22 and also supplies electric power to the motor generator 19.
  • the motor generator 19 and the main machine 17 supply the rotational power to the propeller 11 via the speed reducer 20.
  • the thrust that can be supplied in the propulsion boost mode is larger than that in the mechanical propulsion mode of FIG. 2A.
  • the main machine 17 in the parallel mode, the main machine 17 operates, the main generator 18 operates, and the motor generator 19 generates power.
  • the main generator 18 supplies power to the inboard power load 21 via the inboard bus 22.
  • the main machine 17 supplies rotational power to the propeller 11 and the motor generator 19.
  • the motor generator 19 generates power by receiving rotational power from the main engine 17 and supplies electric power to the inboard power load 21 through the inboard bus 22.
  • the power that can be supplied in the parallel mode is larger than that in the mechanical propulsion mode of FIG. 2A.
  • the main engine 17 operates, the main generator 18 stops, and the motor generator 19 generates power.
  • the main engine 17 supplies rotational power to the propeller 11 and the motor generator 19.
  • the motor generator 19 generates power by receiving rotational power from the main engine 17 and supplies electric power to the inboard power load 21 through the inboard bus 22.
  • electric power is supplied only from the motor generator 19.
  • the output of the motor generator 19 is designed to be smaller than the output of the main generator 18, the power that can be supplied in the axial mode is smaller than that in the mechanical propulsion mode in FIG. 2A.
  • the operation mode is distinguished depending on the number and output of the component devices 17, 18, 19 that operate. It is good or not distinguished.
  • the hybrid propulsion system 10 of FIG. 1 includes two main generators 18. In this case, the electric propulsion mode in which one main generator 18 and one motor generator 19 are operating, and the electric propulsion in which two main generators 18 and one motor generator 19 are operating.
  • the mode may be determined as a different operation mode, or may be determined as the same operation mode.
  • the operation mode may be distinguished according to the redundancy. For example, even if the number of component devices 17, 18, and 19 that operate is different, the same operation mode may be determined as long as the redundancy is equal. In this case, the supply capability is obtained from the total number of operating devices 17, 18, and 19 and the rated output in the operation mode. In addition, the fuel efficiency is obtained from the minimum number of operating components 17, 18, and 19 that can be supplied and the rated output of the components 17, 18, and 19. On the other hand, if the number of operating components 17, 18, and 19 is different and the redundancy is different, it may be determined that the operation mode is different. In this case, both the supply capability and the fuel consumption are obtained from the total number of operating devices 17, 18, and 19 and the rated output in the operation mode.
  • FIG. 3 is a graph showing the allowable transition operation mode combinations.
  • the graph of FIG. 3 is divided into 10 blocks by a central vertical line, a central horizontal line, an upper oblique line, and a lower oblique line.
  • the block on the right side of the center vertical line is an operation mode in which the main machine 17 is operating
  • the block on the left side of the center vertical line is an operation mode in which the main machine 17 is stopped.
  • the block above the central horizontal line is an operation mode in which the main generator 18 is operating
  • the block below the central horizontal line is an operation mode in which the main generator 18 is stopped.
  • the upper left block from the upper oblique line is an operation mode in which the motor generator 19 is electrically operated
  • the block between the upper oblique line and the lower oblique line is an operation mode in which the motor generator 19 is stopped.
  • the lower right block is an operation mode in which the motor generator 19 is generating power.
  • an operation mode (berthing mode) while the ship is anchored is also shown.
  • this berthing mode the main machine 17 stops, the main generator 18 operates, and the motor generator 19 stops. For this reason, rotational power is not supplied to the propeller 11, but electric power is supplied from the motor generator 19 to the inboard power load 21 through the inboard bus 22.
  • the arrows between the operation modes in FIG. 3 represent the transition of the operation modes.
  • the solid arrow indicates that it is allowed to automatically transition from the operation mode before the transition at the base end of the arrow to the operation mode after the transition at the tip of the arrow.
  • a combination of operation modes in which automatic transition is permitted (allowable transition operation mode combination) is stored in the storage unit 15.
  • the dotted arrow indicates that it is not permitted to automatically change from the operation mode before the transition at the base end of the arrow to the operation mode after the transition at the tip of the arrow. In this case, it is possible to manually change from the operation mode before the transition to the operation mode after the transition.
  • combinations of four operation modes are stored in the storage unit 15 as allowable transition operation mode combinations.
  • the four allowable transition operation mode combinations are transitions from the electric propulsion mode to the propulsion boost mode, from the axial mode to the parallel mode, from the propulsion boost mode to the parallel mode, and from the parallel mode to the propulsion boost mode.
  • the transition between the five operation modes excluding the anchoring mode indicated by the arrows is set so as to switch the stop and operation of one type of component devices 17, 18, and 19.
  • the transition from the electric propulsion mode to the propulsion boost mode is performed by switching the main engine 17 from the stop to the operation.
  • the transition from the propulsion boost mode to the parallel mode is performed by switching the motor generator 19 from the motor operation to the power generation operation.
  • the operation mode transition may be set so that the stop and operation of two or more types of component devices 17, 18, and 19 are switched.
  • FIG. 4 is a flowchart illustrating an example of the control of the marine hybrid propulsion system 10.
  • the operator determines the work content of the ship and operates the lever 12 and the inboard power load 21 according to the work content.
  • the operation amount of the lever 12 is input to the PCS 26, and the required power of the inboard power load 21 is input to the PMS 24.
  • the PMS 24 totals the required power from the inboard power load 21 to obtain the demand power for the hybrid propulsion system 10 and outputs the demand power to the control unit 14.
  • the PCS 26 obtains a demand thrust based on the operation amount of the lever 12 and outputs the demand thrust to the control unit 14.
  • the control part 14 acquires a demand thrust from PCS26, and acquires a demand power from PMS24 (step S1).
  • the control unit 14 obtains an operation mode with better fuel efficiency than the current operation mode, among operation modes having supply capability that satisfies the demand. Then, in the allowable transition operation mode combination stored in the storage unit 15, the control unit 14 determines whether the operation mode with good fuel consumption matches the operation mode after the transition, and the current operation mode matches the operation mode before the transition. It is determined whether or not (step S3). If the combination of the current operation mode and the operation mode with good fuel efficiency does not correspond to the allowable transition operation mode combination (step S3: NO), the process returns to step S1, and the processes of S1 to S3 are repeated. In this case, the operation of the marine hybrid propulsion system 10 in the current operation mode with good fuel efficiency is maintained.
  • step S4 if the transition from the current operation mode to the operation mode with good fuel consumption corresponds to the allowable transition operation mode combination (step S3: YES), the control unit 14 executes the transition of the operation mode (step S4).
  • the operation mode transitions to the operation mode with the highest fuel consumption among the operation modes with good fuel consumption.
  • the control unit 14 outputs to the PCS 26 and the PMS 24 a command for transition to an operation mode with good fuel efficiency.
  • the PCS 26 outputs the rotation speed of the main machine 17 based on the operation amount of the lever 12 to the control device of the main machine 17 and outputs the pitch angle of the propeller 11 to the pitch angle adjusting mechanism.
  • the supply thrust of the propeller 11 is controlled according to the operation mode after transition.
  • the PMS 24 switches between the operation and stop of the main engine 17 and the main generator 18 and the electric operation, power generation operation and stop of the motor generator 19 according to the operation mode after the transition. Thereby, supply electric power is controlled according to the operation mode after transition.
  • the operation mode transition is executed by the control unit 14.
  • the operation mode is automatically changed, so that the operator's trouble can be saved and the operation mode can be switched quickly.
  • an operation mode in which fuel efficiency is better than the current operation mode is selected from among operation modes in which the supply capability is greater than the demand. Therefore, it is possible to quickly shift to an appropriate operation mode with improved fuel efficiency while meeting demand.
  • the operation mode is changed to an appropriate operation mode. For example, when the operator decides the work content of the day by meeting, the operator determines the redundancy according to the work content and the state of the outside world. At this time, the operator can store the allowable transition operation mode combination in the storage unit 15 in consideration of the redundancy. Therefore, it is possible to avoid the transition to the operation mode in which the redundancy is lowered against the operator's intention. As a result, it is possible to quickly transition to an appropriate operation mode that ensures safety.
  • the driving mode with better fuel efficiency than the current driving mode may be the driving mode with the highest fuel efficiency.
  • the control unit 14 obtains an operation mode with the best fuel consumption among the operation modes in which the supplyable thrust is larger than the demand thrust and the supplyable power is larger than the demand power. If the current driving mode and the driving mode with the best fuel consumption match the driving mode before transition and the driving mode after transition of the allowable transition driving mode combination (step S3: YES), the control unit 14 is in the driving mode. A transition is executed (step S4).
  • the operation mode transition is automatically executed by the control unit 14. Therefore, it is possible to quickly shift to an appropriate operation mode stored in advance according to the operator's intention.
  • the inboard bus 22 is divided into a plurality of sections, and the plurality of sections are connected by a circuit breaker 27.
  • the operation mode includes the operation or stop of the main machine 17, the operation or stop of the main generator 18, and the motor operation, power generation operation or stop of the motor generator 19, and the circuit breaker 27 being disconnected or connected. It is determined by the combination.
  • FIG. 5 is a block diagram showing the marine hybrid propulsion system 10 according to the second embodiment.
  • the inboard bus 22 is divided into two sections, and two supply systems 13 are provided in each section.
  • a circuit breaker 27 is provided between the two sections of the inboard bus 22.
  • the circuit breaker 27 is a device for interrupting and connecting the inboard bus 22, and for example, a bus tie breaker (BTB) is used.
  • One or more circuit breakers 27 are connected to the control unit 14 and provided on the inboard bus 22.
  • the inboard bus 22 is interrupted by the circuit breaker 27, there is no exchange of power between the supply systems 13, and the supply systems 13 are operated individually. For this reason, when the motor generator 19 operates electrically, thrust is generated by receiving power from the main generator 18 in the same supply system 13 as in the electric propulsion mode and the propulsion boost mode.
  • the inboard bus 22 when the inboard bus 22 is connected by the circuit breaker 27, power can be exchanged between the supply systems 13. For this reason, electric power can be supplied from one supply system 13 to the other supply system 13 via the inboard bus 22.
  • the supply system 13 can be operated in the external power supply mode in which the motor generator 19 receives electric power from the other supply system 13 and generates thrust.
  • the supply system 13 operated in the axial mode and the supply system 13 operated in the external power supply mode are connected via the circuit breaker 27.
  • the supply system 13 connected to the left side of the circuit breaker 27 in the drawing is operated in the axial mode.
  • the motor generator 19 generates power and supplies power to the inboard power load 21 via the inboard bus 22.
  • the supply system 13 connected to the right side of the circuit breaker 27 in the drawing is operated in the external power supply mode.
  • the main machine 17 and the main generator 18 are stopped, and the motor generator 19 is electrically operated.
  • the motor generator 19 receives electric power from the supply system 13 in the axial mode and generates rotational power, and rotates the propeller 11 to obtain thrust.
  • the fuel efficiency of the hybrid propulsion system 10 is obtained by the fuel consumption of the hybrid propulsion system 10 with respect to the supply thrust and power supply of the hybrid propulsion system 10.
  • the fuel consumption of the hybrid propulsion system 10 is This is the total fuel consumption of each component device 17, 18, 19.
  • the supply thrust and the supply power of the hybrid propulsion system 10 are the sum of the supply thrust and the supply power of the component devices 17, 18, and 19.
  • the supply system 13 can be operated in the external power supply mode by connecting the inboard bus 22 with the circuit breaker 27. For this reason, the variation of an operation mode increases and it can be changed to the appropriate operation mode which improved safety. Moreover, the choice of the driving mode with good fuel consumption increases, and it can be changed to the appropriate driving mode with better fuel consumption.
  • FIG. 6 is a block diagram showing a marine hybrid propulsion system 10 according to the third embodiment. As shown in FIG. 6, the display unit 28 is connected to the control unit 14 and is provided, for example, on the console 23.
  • FIG. 7 is a flowchart showing an example of control of the marine hybrid propulsion system 10 according to the third embodiment. Also in the flow shown in FIG. 7, the processes of steps S1 to S4 shown in FIG. 4 are executed. However, in the flow shown in FIG. 7, after the process of step S4, a process (step S5) for displaying an operation mode with good fuel efficiency is executed.
  • step S3 YES
  • the control unit 14 determines the operation mode with good fuel efficiency from the current operation mode.
  • the operation mode is changed to (Step S4).
  • the control unit 14 causes the display unit 28 to display the driving mode with good fuel efficiency to be changed (step S5).
  • the operation mode transition is executed and the operation mode with good fuel consumption is displayed on the display unit 28. Is displayed. Therefore, it is possible to inform the operator of the operation mode executed after the transition.
  • the hybrid propulsion system 10 according to the third embodiment further includes the circuit breaker 27 in FIG. 5, thereby providing the same effects as those of the second embodiment.
  • the marine hybrid propulsion system 10 according to the fourth embodiment is configured to display an operation mode with good fuel consumption on the console 23.
  • the display unit 28 of the console 23 is connected to the control unit 14.
  • FIG. 8 is a flowchart showing an example of control of the marine hybrid propulsion system 10 according to the fourth embodiment. Also in the flow shown in FIG. 8, the processes of steps S1 to S4 shown in FIG. 4 are executed. However, in the flow shown in FIG. 8, after the process of step S3, the process (step S6) of displaying the driving mode with good fuel efficiency is executed.
  • step S3 if the combination of the current operation mode and the operation mode with good fuel consumption does not correspond to the allowable transition operation mode combination (step S3: NO), the operation mode with good fuel consumption is displayed on the display unit 28 (step S3). S6).
  • the transition from the current operation mode to the operation mode with good fuel efficiency is not automatically performed, but the operator can be notified of the operation mode with good fuel efficiency. For this reason, even if it is not the driving mode in which automatic transition is permitted, the operator can manually perform the transition to the driving mode with good fuel efficiency. Therefore, it is possible to realize an appropriate operation mode transition in accordance with the operator's intention.
  • step S ⁇ b> 5 processing (step S ⁇ b> 5) for displaying an operation mode with good fuel efficiency may be executed.
  • step S ⁇ b> 5 processing (step S ⁇ b> 5) for displaying an operation mode with good fuel efficiency may be executed.
  • the hybrid propulsion system 10 according to the fourth embodiment further includes the circuit breaker 27 of FIG. 5, thereby providing the same effects as those of the second embodiment.
  • FIG. 9 is a flowchart showing an example of control of the marine hybrid propulsion system 10 according to the fifth embodiment. Also in the flow shown in FIG. 9, the processes of steps S1 to S4 shown in FIG. 4 are executed. However, in the flow shown in FIG. 9, it is determined whether or not the redundancy of the fuel-efficient driving mode is lower than the current driving mode after the process of step S3 (step S7).
  • step S3: NO the control unit 14 determines the redundancy of the current operation mode, The redundancy of the driving mode with good fuel efficiency is obtained. If the redundancy of the operation mode with good fuel consumption is larger than the current operation mode (step S7: NO), the redundancy does not decrease due to the transition from the current operation mode to the operation mode with good fuel consumption. For this reason, the control part 14 displays the driving mode with good fuel consumption on the display part 28 (step S6). Thereby, since the operator can be notified of the driving mode with good fuel consumption, the operator can manually perform the transition to the driving mode with good fuel consumption. Therefore, it is possible to realize an appropriate operation mode transition in accordance with the operator's intention.
  • step S7 YES
  • the redundancy of the operation mode with good fuel consumption is lower than the current operation mode (step S7: YES)
  • the control part 14 displays the warning which shows that a redundancy reduces with the driving mode with favorable fuel consumption on the display part 28 (step S8).
  • an operation mode with good fuel efficiency may not be displayed.
  • processing (step S5) for displaying an operation mode with good fuel efficiency may be executed after the processing in step S4.
  • step S5 for displaying an operation mode with good fuel efficiency
  • the hybrid propulsion system 10 according to the fifth embodiment further includes the circuit breaker 27 of FIG. 5, thereby providing the same effects as those of the second embodiment.
  • any two operation modes are operated such that the thrust and power supply range of one operation mode is smaller than the thrust and power supply range of the other operation mode. It is a combination of modes.
  • the control unit 14 stores the combination of the operation modes in the storage unit 15 as an allowable transition operation mode combination in which one operation mode is the operation mode before transition and the other operation mode is the operation mode after transition. To do.
  • FIG. 10 is a graph showing the thrust that can be supplied and the power that can be supplied in the operation mode.
  • the vertical axis represents the power that can be supplied, and the horizontal axis represents the thrust that can be supplied.
  • OA indicates the rated thrust of the main machine 17
  • OD indicates the rated power of the main generator 18.
  • OF indicates the rated thrust of the motor generator 19 that operates electrically
  • OC indicates the rated power of the motor generator 19 that operates.
  • the supplyable capacity includes a supplyable thrust and a supplyable power represented by a thrust and power supplyable range.
  • the range of OABC shows the range in which thrust and power can be supplied in the axial mode.
  • the main engine 17 supplies the thrust of the propeller 11 (rotational power of the propeller 11) and the driving power of the motor generator 19 that is generating power, and the motor generator 19 uses the driving power from the main engine 17 as electric power. Converted to supply.
  • the maximum supply thrust in the axial mode is the rated thrust (OA) of the main engine 17, and the maximum supply power is the rated power (OC) of the motor generator 19.
  • the range of ODEF indicates the thrust and electric power supply possible range in the electric propulsion mode.
  • the main generator 18 supplies electric power and electric power of the motor generator 19 that is electrically operated, and the motor generator 19 converts the electric power from the main generator 18 into thrust of the propeller 11 and supplies it. ing. Therefore, the maximum supply thrust in the electric propulsion mode is the rated thrust (OF) of the motor generator 19, and the maximum supply power is the rated power (OD) of the main generator 18.
  • the range of OAGHI indicates the parallel mode thrust and power supply possible range.
  • the main machine 17 supplies the thrust of the propeller 11 and the driving power of the motor generator 19 that is generating power, and the motor generator 19 converts the driving power from the main machine 17 into electric power and supplies it.
  • Machine 18 is supplying power. Therefore, the maximum supply thrust in the parallel mode is the rated thrust (OA) of the main engine 17, and the maximum supply power is the total power of the rated power (OC) of the motor generator 19 and the rated power (OD) of the main generator 18. (OI).
  • the range of ODGJK shows the thrust and power supply possible range in the propulsion boost mode.
  • the main generator 18 supplies electric power and electric power of the motor generator 19 that is electrically operated, and the motor generator 19 converts electric power from the main generator 18 into rotational power of the propeller 11.
  • the main engine 17 supplies the thrust of the propeller 11. Therefore, the maximum supply thrust in the propulsion boost mode is the total thrust (OK) of the rated thrust (OF) of the motor generator 19 and the rated thrust (OA) of the main engine 17, and the maximum supply power is the rating of the main generator 18.
  • Electric power (OD) Electric power
  • the supply capability (thrust and power supply range) of the operation mode of the hybrid propulsion system 10 in the case where each of the main engine 17, the main generator 18, and the motor generator 19 is included is shown. ing. Therefore, in the case where the hybrid propulsion system 10 includes a plurality of component devices 17, 18, and 19, the capability of supply of the operation mode is determined by the number of component devices 17, 18, and 19 that are operating and their rated outputs. Ask.
  • FIG. 11 is a flowchart illustrating an example of control of the marine hybrid propulsion system 10 according to the sixth embodiment. Also in the flow shown in FIG. 11, the processes of steps S1 to S4 shown in FIG. 4 are executed. However, in the flow shown in FIG. 11, before the process of step S ⁇ b> 1, the control unit 14 changes each combination of operation modes in which the supply capability in one operation mode is smaller than the supply capability in the other operation mode. Are stored in the storage unit 15 (step S9). Moreover, in the flow shown in FIG. 11, it is determined after the process of step S1 whether the supply capability is larger than the demand (step S10). The storage of the allowable transition operation mode combination may be performed as appropriate.
  • the control unit 14 obtains the thrust and power supply possible range in each operation mode. And the control part 14 memorize
  • the supplyable range in the parallel mode is larger than the axial mode.
  • a combination of operation modes in which the axis departure mode is the operation mode before the transition and the parallel mode is the operation mode after the transition is automatically stored as the allowable transition operation mode combination.
  • the axis departure mode is the operation mode before the transition
  • the parallel mode is the operation mode after the transition is automatically stored as the allowable transition operation mode combination.
  • the supplyable range of the propulsion boost mode is larger than the electric propulsion mode. For this reason, as shown in FIG. 3, a combination of operation modes in which the electric propulsion mode is the operation mode before transition and the propulsion boost mode is the operation mode after transition is automatically stored as the allowable transition operation mode combination. .
  • the control unit 14 acquires the demand thrust and demand power (step S1). Further, the control unit 14 determines whether or not the supply capability in the current operation mode is greater than the demand (step S10). Here, if the suppliable capacity is greater than the demand (step S10: YES), the current operation mode can cover the demand thrust and power demand, so the control unit 14 calculates the fuel consumption (step S2). And the control part 14 calculates
  • the control unit 14 determines that the combination of operation modes that transition from the electric propulsion mode to the propulsion boost mode is the allowable transition operation mode. Since it corresponds to the combination, the mode is automatically shifted to the propulsion boost mode.
  • the combination of the operation modes that transition from the axial mode to the parallel mode corresponds to the allowable transition mode combination. Automatically transition to.
  • step S10 NO
  • the control unit 14 selects, from the allowable transition operation mode combinations, the transition to the operation mode having a supply capability larger than the demand among the allowable transition operation mode combinations in which automatic transition is permitted from the current operation mode. (Step S11). And the control part 14 performs the transition of an operation mode (step S4).
  • the transition from the current operation mode to the operation mode having an ability that can be supplied larger than the demand is selected from the storage unit 15 among the allowable transition operation mode combinations in which automatic transition is permitted, and the transition is executed. Therefore, even when the supply capability of the hybrid propulsion system 10 is insufficient, it is possible to quickly shift to an appropriate operation mode that can cover the demand.
  • step S11 in FIG. 11 the transition of the driving mode is selected without considering the fuel consumption. However, when there are a plurality of options, the transition of the driving mode may be selected in consideration of the fuel consumption. In this case, if the supply capability in the current operation mode is smaller than the demand (step S10: NO), the control unit 14 calculates the fuel consumption (step S2). Then, the control unit 14 stores a transition to an operation mode that has a supply capability greater than the demand and has good fuel efficiency in the combination of operation-permitted transition operation modes in which automatic transition is permitted from the current operation mode. 15 is selected (step S11). And the control part 14 performs the transition of an operation mode (step S4).
  • the process of step S9 may not be executed before the process of step S1.
  • the storage unit 15 stores a combination of operation modes in which the supply range of the operation mode after the transition is larger than the operation mode before the transition manually by the operator.
  • the control unit 14 automatically transitions to the propulsion boost mode or the parallel mode when the driving mode with the best fuel consumption is the propulsion boost mode or the parallel mode.
  • the hybrid propulsion system 10 according to the sixth embodiment further includes the circuit breaker 27 of FIG. 5, thereby providing the same effects as those of the second embodiment.
  • the hybrid propulsion system 10 according to the sixth embodiment further includes the display unit 28 in FIG. 6, and in the flow shown in FIG. 11, the process in step S5 in FIG. 7, the process in step S6 in FIG. 8, or the step in FIG. The processing of S6 to S8 may be executed. As a result, the same effects as those of the third to fifth embodiments are obtained.
  • any two operation modes are combinations of operation modes in which the redundancy set in one operation mode is greater than the redundancy set in the other operation mode. is there.
  • the control unit 14 stores the combination of the operation modes in the storage unit 15 as an allowable transition operation mode combination in which one operation mode is the operation mode before transition and the other operation mode is the operation mode after transition. It is configured not to.
  • the control unit 14 sets the redundancy for each of the operation mode before the transition and each operation mode after the transition.
  • the redundancy of the operation mode is such that when the supply capability of the hybrid propulsion system 10 is reduced due to a failure of any of the component devices 17, 18 and 19, the supply capability can supply the demand.
  • the redundancy of the operation mode is represented by, for example, a level according to a predetermined rule or a parallel operation state of the operation mode.
  • the level according to the predetermined rule includes, for example, a level according to a dynamic positioning class defined by the International Maritime Organization and a level according to a certain rule based on the dynamic positioning class.
  • Certain rules in accordance with the dynamic positioning class established by the International Maritime Organization include, for example, DNV GL (formerly Det Norske Veritas and German Lloyd Classification Society (Germanischer Lloyd)), and , Rules on dynamic positioning established by classification societies such as American Bureau of Shipping (American Bureau of Shipping).
  • DNV GL originally Det Norske Veritas and German Lloyd Classification Society (Germanischer Lloyd)
  • Rules on dynamic positioning established by classification societies such as American Bureau of Shipping (American Bureau of Shipping).
  • the correspondence relationship between the operation mode and the redundancy is stored in the storage unit 15 in advance. Therefore, based on this correspondence, the redundancy of the operation mode before the transition and the redund
  • the control unit 14 obtains the redundancy of the operation mode from the number of operating component devices 17, 18, 19. That is, the greater the number of component devices 17, 18, and 19 that operate, the greater the number of component devices 17, 18, and 19 that continue to operate even if any component device 17, 18, or 19 fails. For this reason, a large thrust and electric power can be supplied, and the redundancy of the operation mode is high. Therefore, the redundancy of the operation mode can be regarded as the number of component devices 17, 18, and 19 that operate in each operation mode.
  • various components 17, 18, 19 are connected to the propeller 11 and the inboard bus 22 one by one.
  • the parallel mode two generators of the main generator 18 and the motor generator 19 that performs the power generation operation operate.
  • the axial mode one generator of the motor generator 19 that performs the power generation operation operates. Accordingly, since the number of generators operating in the parallel mode is larger than that in the axial mode, the power redundancy in the parallel mode is higher than that in the axial mode.
  • the propulsion boost mode two devices, the main machine 17 and the motor generator 19 that is electrically operated, generate thrust.
  • the electric propulsion mode one device of the motor generator 19 that operates electrically generates thrust. Therefore, in the propulsion boost mode, the number of devices that generate thrust is larger than that in the electric propulsion mode, and thus the thrust redundancy in the propulsion boost mode is higher than in the electric propulsion mode.
  • the redundancy of the operation mode considers the circuit breaker 27 and the circuit breaker 27 in addition to the number of operating devices 17, 18, 19. .
  • the failure of the inboard bus 22 affects both supply systems 13. Effect. Therefore, the redundancy at the time of connection of the circuit breaker 27 is lower than the redundancy at the time of interruption.
  • control unit 14 compares the obtained redundancy set in the operation mode before transition with the redundancy set in the operation mode after transition. As a result, if the redundancy of the operation mode after the transition is lower than that before the transition, the control unit 14 does not store the combination of the operation mode before the transition and the operation mode after the transition in the storage unit 15 as the allowable transition operation mode combination.
  • the redundancy of the operation mode is determined by each of thrust and electric power. For this reason, the redundancy of the thrust of the operation mode after the transition is lower than the redundancy of the thrust of the operation mode before the transition, or the redundancy of the power of the operation mode after the transition is the redundancy of the power of the operation mode before the transition. When it is lower than the degree, it is determined that the redundancy of the operation mode after the transition is lower than that before the transition.
  • the redundancy of one operation mode is a combination of operation modes greater than the redundancy of the other operation mode
  • one operation mode is set as the operation mode before the transition
  • the other operation mode is set as the operation mode.
  • the combination of the operation modes to be the operation mode after the transition is not stored as the allowable transition operation mode combination. As a result, the transition of the operation mode in which the redundancy is lowered is prevented from being automatically performed, and the switching to the safe operation mode can be performed.
  • the control unit 14 since the redundancy of the operation mode is obtained by the control unit 14, it is possible to save the operator from having to obtain the redundancy of the operation mode, and the workability is excellent.
  • the hybrid propulsion system 10 according to the seventh embodiment may further include the circuit breaker 27 of FIG. Thereby, the same effects as those of the second embodiment are obtained.
  • the hybrid propulsion system 10 according to the seventh embodiment further includes the display unit 28 in FIG. 6, and in the flow shown in FIG. 11, the process in step S5 in FIG. 7, the process in step S6 in FIG. 8, or the step in FIG. The processing of S6 to S8 may be executed. As a result, the same effects as those of the third to fifth embodiments are obtained.
  • FIG. 12 is a block diagram showing a marine hybrid propulsion system 10 according to the eighth embodiment.
  • the input unit 29 is connected to the control unit 14, and is provided on the console 23 using, for example, a keyboard or a touch pad.
  • the control unit 14 stores the allowable transition operation mode combination in the storage unit 15 or deletes the allowable transition operation mode combination from the storage unit 15 according to the operation input by the input unit 29.
  • Embodiment 7 storage of combinations of operation modes in which the redundancy of the operation mode after the transition is lower than the operation mode before the transition is not allowed.
  • the operator uses the input unit 29 to input a combination of operation modes in which the redundancy of the operation mode after the transition is lower than the operation mode before the transition.
  • control part 14 memorize
  • the hybrid propulsion system 10 is required to maintain the ship's position holding ability even if an equipment failure occurs. Redundancy is high.
  • the operator uses the input unit 29 to determine the redundancy of the operation mode in which the redundancy of the operation mode after the transition is required from the allowable transition operation mode combination already stored in the storage unit 15. Delete the lower allowable transition mode combination.
  • the control unit 14 deletes the allowable transition operation mode combination lower than the redundancy of the operation mode in which the redundancy of the operation mode after the transition is requested from the storage unit 15 in response to the request from the input unit 29.
  • the allowable transition operation mode combination can be stored in the storage unit 15 or deleted from the storage unit 15 according to the operation input by the input unit 29. Therefore, it is possible to set the operation mode appropriately according to conditions such as the degree of redundancy that changes every day depending on the work content of the ship and the state of the outside world, and make automatic transition.
  • the same effects as those of the first, sixth and seventh embodiments are obtained by executing the processing of each step according to the first, sixth and seventh embodiments.
  • the hybrid propulsion system 10 according to the eighth embodiment may further include the circuit breaker 27 of FIG. Thereby, the same effects as those of the second embodiment are obtained.
  • the hybrid propulsion system 10 according to the eighth embodiment may further include the display unit 28 of FIG. 6 and execute the processes of the steps of FIGS. 7 to 9. As a result, the same effects as those of the third to fifth embodiments are obtained.
  • the storage unit 15 uses a combination of the pre-failure operation mode, the failure state of the device in the pre-failure operation mode, and the post-failure operation mode as a transition operation mode during failure. Further remember as a combination.
  • the control unit 14 is configured to automatically transition to the post-failure operation mode of the failure transition operation mode combination corresponding to the current operation mode that is the pre-failure operation mode and the failure state of the device when the device fails. Has been.
  • This failure time transition operation mode combination may be manually stored by the operator using the input unit 29 of FIG. 12, or may already be stored by a method other than the input unit 29.
  • the storage unit 15 stores the transition operation mode combination at the time of failure in addition to the allowable transition operation mode combination.
  • This failure transition operation mode combination is a combination of the failure state of the component devices 17, 18, and 19, the operation mode before the failure, and the operation mode after the failure.
  • Examples of the failure state of the component devices 17, 18, and 19 include the type, number, and output of the component devices 17, 18, and 19 that have failed.
  • the types of the component devices 17, 18, and 19 that are out of order include the main machine 17, the main generator 18, the motor generator 19, only the motor function of the motor generator 19, and only the power generation function of the motor generator 19.
  • the operation mode after transition in which automatic transition is allowed at the time of failure is set according to the failure state of the component devices 17, 18, and 19 and the operation mode at the time of failure.
  • the operation mode after the transition is set to the operation mode in which the motor generator 19 is stopped with respect to the operation mode before the transition in which the motor generator 19 is operated.
  • the transition from the boost propulsion mode to the machine propulsion mode shown in FIG. 3 and the transition from the parallel mode to the machine propulsion mode can be mentioned.
  • FIG. 13 is a flowchart showing an example of control of the marine hybrid propulsion system 10 according to the ninth embodiment. Also in the flow shown in FIG. 13, the processes of steps S1 to S4 according to the first embodiment shown in FIG. 4 are executed. However, in the flow shown in FIG. 13, it is determined whether or not there is a failure after the process of step S1 (step S12). (Step S13).
  • control unit 14 acquires the demand thrust and the power demand (step S1), and monitors the failure of the component devices 17, 18, and 19 (step S12). If the component devices 17, 18, and 19 are not malfunctioning (step S12: NO), the control unit 14 calculates fuel consumption (step S2) and executes a transition from the current operation mode to the operation mode with good fuel consumption (step S2). Step S3: YES, step S4).
  • step S12 if a failure occurs in the component devices 17, 18, and 19 (step S12: YES), the control unit 14 matches the current failure content with the failure state, and the current operation mode becomes the operation mode before the transition.
  • a matching transition operation mode combination at the time of failure is selected (step S13). For example, when the current operation mode is the propulsion boost mode and the motor generator 19 fails, as shown in FIG. 3, the transition transition mode combination at the time of transition from the propulsion boost mode to the machine propulsion mode is selected. To do. And the control part 14 performs the transition to the operation mode after the transition of the selected transition operation mode combination at the time of failure from the present operation mode (step S4).
  • the storage unit 15 stores a combination of operation modes (automatic transition operation mode combination) that allows automatic transition when a failure occurs. Thereby, since a transition is automatically made to the operation mode corresponding to the failure content at the time of failure, a quick transition to an appropriate operation mode is realized.
  • step S13 in FIG. 13 the transition of the driving mode is selected without considering the fuel consumption. However, when there are a plurality of options, the transition of the driving mode may be selected in consideration of the fuel consumption.
  • the control unit 14 calculates fuel consumption (step S2). And the control part 14 selects the transition operation mode combination at the time of a failure in which the present failure content corresponds to a failure state, and the present operation mode corresponds to the operation mode before a transition (step S13). And the control part 14 performs the transition to the operation mode after the transition of the selected transition operation mode combination at the time of failure from the present operation mode (step S4).
  • the hybrid propulsion system 10 according to the ninth embodiment may further include the circuit breaker 27 of FIG. Thereby, the same effects as those of the second embodiment are obtained.
  • the hybrid propulsion system 10 according to the ninth embodiment may further include the display unit 28 in FIG. 6, and may execute the processing of each step in FIGS. As a result, the same effects as those of the third to fifth embodiments are obtained.
  • the hybrid propulsion system 10 according to the ninth embodiment may further include the input unit 29 of FIG. As a result, the same effects as those of the eighth embodiment are obtained.
  • the hybrid propulsion system for a ship according to the present invention is useful as a hybrid propulsion system for a ship that can quickly shift to an appropriate operation mode.

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PCT/JP2015/002731 2014-05-30 2015-05-29 船舶のハイブリッド推進システムおよびその制御方法 WO2015182156A1 (ja)

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JP7221017B2 (ja) * 2018-10-10 2023-02-13 三菱重工エンジン＆ターボチャージャ株式会社 船舶用ハイブリッドシステム及び船舶用ハイブリッドシステムの制御方法
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