WO2017149589A1 - Ship propulsion method and ship propulsion device - Google Patents

Abstract

[Problem] To provide a ship propulsion method that makes it possible to smoothly transition from motor propulsion to hybrid propulsion. [Solution] A ship propulsion device 1 that has: a propeller 9; a main engine 2 that is controlled by a governor 3; a motor 14 that has torque control performed thereon by an inverter 12; and a controller 4. The controller determines a propulsion state from an external signal and performs control using a motor propulsion control unit 50 or a hybrid propulsion control unit 40. During motor propulsion control, a torque command value is given to the inverter by means of feedback control such that the rotational speed of the motor coincides with a target rotational speed. During hybrid control, the inverter is controlled using an assist torque command value obtained by PID calculation of the deviation between a present value and a target vale for main engine output. Distribution of main engine output and motor assist amount are optimized, and operation of the governor-controlled main engine is streamlined.

Description

Ship propulsion method and ship propulsion device

The present invention relates to a ship propulsion method and apparatus using hybrid propulsion in which a propeller of a ship is rotated by a main engine controlled by a governor and a motor torque-controlled by an inverter, and in particular, the transition from motor propulsion to hybrid propulsion is completed. The present invention relates to a ship propulsion method and apparatus in which propeller driving force is not interrupted during transition to hybrid propulsion by continuing motor torque control.

The invention described in Patent Document 1 aims to improve the operability by preventing the stagnation of the rotational speed at the time of switching in a marine propulsion device capable of switching between motor propulsion and hybrid propulsion. . According to this marine vessel propulsion apparatus, the rotational speed of the motor generator M / G 20 in motor propulsion and the rotational speed of the main engine in hybrid propulsion are controlled by a ramp function having a relatively large increase rate. In order to switch from motor propulsion to hybrid propulsion, when the clutch 7 is engaged and the M / G rotation speed and the main engine rotation speed are increased synchronously, the M / G rotation speed and the main engine rotation speed are increased. Is controlled by a ramp function having a relatively small increase rate. According to the present invention, it is expected that the increase in the switching rotational speed during the clutch engagement operation is moderated, and that the rotational speed stagnation is eliminated and the operation mode can be switched continuously and without a sense of incongruity.

JP 2013-132967 A

According to the invention described in Patent Document 1, in motor propulsion, the inverter performs speed control, but in hybrid propulsion that travels with the main engine and the motor, the inverter needs to be switched to torque control. For this reason, the inverter needs to have a function capable of selectively switching the motor control between speed control and torque control. Compared to an inexpensive general-purpose inverter that controls only one of them, the component cost or manufacturing is required. There was a problem of high costs.

Further, according to the invention described in Patent Document 1, as shown in FIG. 15, there is a period during which the clutch transitions from the disengaged state to the fitted state during the transition from the motor propulsion region to the hybrid propulsion region. However, instantaneously, there has been a problem that the propeller driving force tends to decrease and the driving state tends to become unstable.

As shown on the left side of the graph in FIG. 15, in the motor propulsion region, the motor output ratio is 100%, and the inverter controls the speed of the motor. Here, the clutch is disengaged, and the main engine is disengaged from the drive system of the propeller.

As shown in the center of the graph in FIG. 15, when the transition from the motor propulsion to the hybrid propulsion region starts, the inverter switches the control from speed control to torque control. At the time of this switching, the controller outputs a clutch engagement command to the clutch control device, and the clutch control device turns on the electromagnetic valve for clutch operation in order to make the clutch engaged. However, there is a slight time lag until the driving force of the main engine is transmitted to the propeller after the clutch operating oil pressure rises, so a situation occurs in which the main engine output is not instantaneously transmitted to the propeller, and the propeller driving force May be in a state where it drops for a moment. In addition, this time lag time varies depending on various conditions such as the clutch hydraulic oil temperature, the propeller load, and the degree of deterioration of the clutch, and is not necessarily constant.

As shown on the right side of the graph of FIG. 15, when entering the hybrid propulsion region, the amount that the motor assists (when the motor output exceeds 0 kw) varies depending on the propeller load, and the ratio of the main engine output is 100%. -Motor assist amount (%).

Furthermore, according to the invention described in Patent Document 1, when shifting from motor propulsion to hybrid propulsion, the clutch engagement signal obtained directly from the clutch as information indicating the state of the clutch connecting the main engine and the propeller. Therefore, there is a problem that the cost of arranging the sensors for acquiring such signals is high, and accordingly, the parts cost or the manufacturing cost is increased accordingly.

An object of the present invention is to solve the above-described problems, and an inexpensive general-purpose inverter can be used for motor control, and the propeller driving force can be reduced even during the transition from the motor propulsion region to the hybrid propulsion region. A vessel propulsion method and a vessel propulsion device that can smoothly perform the transition of the operation state because the operation state is stable without being reduced, and that does not require a clutch engagement signal indicating the state of the clutch. It is intended to provide.

The ship propulsion method described in claim 1 is:
A main engine controlled by a governor, a clutch capable of transmitting the driving force of the main engine to a propeller, a motor for driving the propeller, and an inverter for controlling torque of the motor, with the clutch disengaged. A marine vessel propulsion method for propelling a vessel by switching between motor propulsion by the motor to be performed and hybrid propulsion by the main engine and the motor performed in a state where the clutch is engaged,
The motor propulsion is characterized in that a motor target rotational speed is determined from a speed control handle position, and a torque command value is commanded to the inverter by feedback control so that the motor rotational speed matches the motor target rotational speed.

The ship propulsion method described in claim 2 is the ship propulsion method according to claim 1,
In the transition from the motor propulsion to the hybrid propulsion, the torque command value is gradually decreased as the main engine output to the propeller increases.

The ship propulsion method according to claim 1 or 2 according to claim 3 is:
The motor rotation speed is characterized by actually measuring a propeller rotation speed or a rotation speed of the motor.

The ship propulsion method described in claim 4 is the ship propulsion method according to any one of claims 1 to 3,
When the main engine output is equal to or greater than a predetermined output value and the difference between the motor rotation speed and the main engine rotation speed is equal to or less than a predetermined rotation speed, or the motor output is equal to or less than the predetermined output value, It is characterized in that it is determined that the clutch is engaged, and the control proceeds to the hybrid propulsion control.

The ship propulsion method described in claim 5 is the ship propulsion method according to any one of claims 1 to 4,
The feedback control is PID feedback control.

The ship propulsion method described in claim 6 is the ship propulsion method according to any one of claims 1 to 5,
Even in the hybrid propulsion, the inverter continuously controls the torque of the motor.

The marine vessel propulsion device described in claim 7 is:
A main engine controlled by a governor, a clutch capable of transmitting the driving force of the main engine to a propeller, a motor for driving the propeller, and an inverter for controlling torque of the motor, with the clutch disengaged. A marine vessel propulsion device for propelling a vessel by switching between motor propulsion by the motor to be performed and hybrid propulsion by the main engine and the motor to be performed in a state in which the clutch is engaged,
The motor propulsion includes a controller that determines a motor target rotational speed from a speed control handle position, and commands a torque command value to the inverter by feedback control so that the motor rotational speed matches the motor target rotational speed. Yes.

The ship propulsion device according to claim 8 is the ship propulsion device according to claim 7,
The controller is characterized in that the torque command value is gradually decreased as the main engine output to the propeller increases in the transition process from the motor propulsion to the hybrid propulsion.

The ship propulsion device according to claim 9 is the ship propulsion device according to claim 7 or 8,
The motor rotation speed is characterized by actually measuring a propeller rotation speed or a rotation speed of the motor.

A ship propulsion device according to claim 10 is the ship propulsion device according to any one of claims 7 to 9,
The controller is configured such that the main engine output is equal to or greater than a predetermined output value and the difference between the motor rotation speed and the main engine rotation speed is equal to or less than a predetermined rotation speed or the motor output is equal to or less than the predetermined output value. In this case, it is determined that the clutch is engaged, and the control proceeds to the hybrid propulsion control.

A marine vessel propulsion device according to claim 11 is the marine vessel propulsion device according to any one of claims 7 to 10,
The feedback control is PID feedback control.

A ship propulsion device according to claim 12 is the ship propulsion device according to any one of claims 7 to 11,
Even in the hybrid propulsion, the inverter continuously controls the torque of the motor.

According to the ship propulsion method described in claims 1 and 6 and the ship propulsion device described in claims 7 and 12, it is not necessary to switch the inverter control between speed control and torque control during operation of the inverter. Therefore, an inexpensive general-purpose inverter can be used in the marine hybrid system.

According to the marine vessel propulsion method described in claim 2 and the marine vessel propulsion device described in claim 8, the clutch state is either in the engaged state or the disengaged state under the condition for determining the transition from the motor propulsion region to the hybrid propulsion region. No information such as a clutch engagement signal that directly indicates whether or not there is. Therefore, even if the time lag from when the clutch hydraulic pressure rises until the driving force of the main engine is transmitted to the propeller changes depending on the clutch hydraulic oil temperature, the propeller load, the degree of deterioration of the clutch, etc. There is no effect on switching to.

Furthermore, the inverter is always torque controlled, and in the motor propulsion area, the controller calculates the torque command value by feedback control so that the motor rotation speed becomes the motor target rotation speed calculated from the handle position, and commands the inverter. Until the transition from the motor propulsion region to the hybrid propulsion region is completed (the clutch is directly connected), the motor can continue to apply driving force to the propeller. Further, when the motor propulsion region (clutch is disengaged) to the hybrid propulsion region (clutch is engaged), the motor output gradually decreases, so that the hybrid region can be smoothly transferred.
Furthermore, in the conventional motor rotation control, it is necessary to adjust the main engine rotation speed and the motor rotation speed to a predetermined range and connect the clutch at the time of hybrid transition, but the present invention constantly controls the torque of the motor. Therefore, it is not necessary to adjust the rotational speed of the motor and the main engine for shifting to the hybrid.

According to the marine vessel propulsion method described in claim 3 and the marine vessel propulsion device described in claim 9, since the measured value of the propeller rotational speed or the rotational speed of the motor is used as the motor rotational speed, Is the most reliable and can provide a reliable control effect.

According to the ship propulsion method described in claim 4 and the ship propulsion apparatus described in claim 10, information indicating the state of the clutch, for example, a clutch direct connection signal, a slip ratio signal, a clutch input shaft rotation speed signal, and the like is not required. For this reason, it is difficult to be affected by the different performance of each clutch model, and the structure of the marine hybrid system is simplified, so the effect of reducing the cost of the hybrid system can be expected.

Since the ship propulsion method according to claim 5 and the ship propulsion apparatus according to claim 11 perform the PID feedback control, the control formula is generally simpler than the feedback control other than the PID feedback control. Thus, the controller program can be simplified.

It is a control block diagram of the ship propulsion apparatus of an embodiment. It is a control flow figure of a vessel propulsion device of an embodiment. It is a figure which shows the change of the propeller shaft output ratio etc. at the time of shifting to a hybrid propulsion area | region in control of the ship propulsion apparatus of embodiment. It is a hysteresis diagram regarding the magnitude determination of the main engine output and propeller rotation required output value applied in control of the ship propulsion apparatus of embodiment. It is a hysteresis diagram regarding the magnitude determination of the motor output and propeller rotation required output value applied in control of the ship propulsion apparatus of embodiment. It is a control block diagram of a motor propulsion control unit of the marine vessel propulsion apparatus of the embodiment. It is a graph which shows the effect | action or function of the deviation limiter in the motor propulsion control part of the ship propulsion apparatus of embodiment. It is a graph explaining the effect | action or function of the PID regulator which adjusts the response speed of an inverter so that it may become the response speed of an engine generator in the motor propulsion control part of the ship propulsion apparatus of embodiment. It is a graph which shows the control by the lower limiter of the motor rotational speed in the motor propulsion control part of the ship propulsion apparatus of an embodiment, and is a figure showing the case where the lower limit is set to less than 0. It is a graph which shows the control by the lower limiter of the motor rotational speed in the motor propulsion control part of the ship propulsion apparatus of an embodiment, and is a figure showing the case where the lower limit is set to 0 or more. It is a control flow figure in a motor propulsion control part of a vessel propulsion device of an embodiment. It is a table | surface which shows the correspondence of the handle position of the speed control handle in the motor propulsion control part of the ship propulsion apparatus of embodiment, and a motor target rotational speed. It is a control block diagram of the hybrid propulsion control part of the ship propulsion apparatus of the embodiment. It is an example of the graph which shows the relationship between the target main engine output and propeller rotational speed which are used in order to acquire a target main engine output in the hybrid propulsion control part of the ship propulsion apparatus of an embodiment. In the hybrid propulsion control unit of the marine vessel propulsion apparatus according to the embodiment, it is an example of a two-point linear interpolation table showing a relationship between a target main engine output and a propeller rotational speed used for acquiring a target main engine output. It is a figure which shows the other system configuration example in the ship propulsion apparatus of embodiment. It is a figure which shows the other system configuration example in the ship propulsion apparatus of embodiment. It is a figure which shows the change of the propeller shaft output ratio etc. at the time of transfering from a motor propulsion area | region to a hybrid propulsion area | region in control of the conventional ship propulsion apparatus.

A schematic configuration of a ship propulsion apparatus according to an embodiment will be described with reference to FIGS. This marine vessel propulsion device is a hybrid type marine vessel propulsion device that controls the torque of a motor via an inverter under the control of a controller and controls a main engine by a governor, thereby propelling the vessel to rotate the vessel. In addition, the ship propulsion apparatus can accurately determine the propulsion state of the ship from the output of the main engine, the motor rotation speed, and the like, and can perform the propulsion control of the ship by accurately switching between motor propulsion and hybrid propulsion.

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

As shown in FIG. 1, the motor 11 of the marine vessel propulsion apparatus 1 is controlled by an inverter 12. A power line 13 from the engine generator EG is connected to the inverter 12. The engine generator EG includes an engine EN and a generator GR, and the engine EN is controlled by a governor GV having a function of autonomously adjusting the rotational speed of the engine EN. The generator GR has an excitation voltage controlled by AVR (Automatic Voltage Regulator). The generator control device CT can detect the current and voltage frequency of electricity generated by the generator GR, and can control the governor GV and AVR based on this.

As shown in FIG. 1, the inverter 12 receives the torque command value from the controller 4 and applies system power from the engine generator EG to the motor 11 via the power line 13 to perform torque control. The output shaft of the motor 11 is connected to the propeller 9 via the deceleration turning mechanism 8, and the propeller 9 is rotated by driving the motor 11. The motor 11 is provided with a third rotation speed detection sensor 14. The third rotation speed detection sensor 14 detects the motor rotation speed and outputs it to the controller 4.

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

As shown in FIG. 1, the controller 4 has an external signal processing unit 20. The external signal processing unit 20 can output signals input from various devices, sensors, and the like outside the controller 4 in a format suitable for control within the controller 4 at a necessary timing. First, the external signal processing unit 20 is connected to a speed control handle 15 installed at a ship operating position. The speed control handle 15 outputs a signal corresponding to the handle position operated and set by the operator. Also, the rack position signal sent from the rack sensor 5, the main engine speed sent from the first speed detection sensor 6, the propeller speed sent from the second speed detection sensor 10, and the third speed detection. The motor rotation speed sent from the sensor 14 is also input to the external signal processing unit 20 of the controller 4.

As shown in FIG. 1, a propulsion state determination unit 30 is connected to the external signal processing unit 20. The propulsion state determination unit 30 constantly monitors the propulsion state of the ship based on various signals and information acquired from the external signal processing unit 20, and determines whether or not the propulsion state of the ship has completed the transition to the hybrid propulsion state. Judgment. When it is determined that the transition to the hybrid propulsion state has not been completed, the motor propulsion control unit performs control as the motor propulsion state, and when it is determined that the transition to the hybrid propulsion state has been completed, the hybrid propulsion control unit Take control.

The propulsion state determination in the propulsion state determination unit 30 will be described with reference to FIG.
First, based on the determination of the propulsion state in the current propulsion state determination unit 30, it is determined whether the hybrid propulsion transition is incomplete (S1). If it is not incomplete (S1, NO), the hybrid propulsion transition has been completed. It determines with hybrid transfer completion (S2), and complete | finishes.

If it is not completed (S1, YES), in order to determine whether the motor propulsion state and the hybrid propulsion transition are incomplete, the hybrid propulsion state and the hybrid propulsion transition are completed, the two-stage judgment is performed in steps S3 and S5 as follows. To do.
First, it is determined whether or not the main engine output ≧ propeller rotation required output value is satisfied. If not (S3, NO), the propeller rotation required output value is larger than the main engine output, so the hybrid propulsion transition is not completed. As a result, it is determined that the hybrid propulsion transition is not completed (S4), and the process ends.

In step S3, the propeller rotation required output value means a minimum required load for the main engine to rotate the propeller in a state in which the main engine and the clutch are directly connected. It is an example of “output value”. This propeller rotation required output value varies depending on the environment such as individual ships and waves, and needs to be set by actual trial operation. As shown in FIG. 3, when the operating state of the ship shifts from the motor propulsion region and the hybrid transition incomplete to the hybrid region and the hybrid transition complete, the main engine is responsible for the rotation output (load) of the propeller. On the contrary, the output of the motor becomes relatively small. In the numerical example to be described later, 250 kW is exemplified, but in many cases, it is usually set within a range of about ± 20% of this value.

If it is determined in step S3 that the main engine output ≧ propeller rotation required output value is satisfied (S3, YES), the determination in step S5 is performed. That is, it is determined whether or not the absolute value of (motor rotational speed−main engine rotational speed) ≦ predetermined rotational speed or motor output <propeller rotation required output value is satisfied, and if not satisfied (S5, NO), the main engine There is a rotational speed difference or an output difference between the motor and the motor, which means that the clutch is slipping. Therefore, it is determined that the hybrid propulsion transition is not completed (S4), and the process ends.

In step S5, the rotational speed difference between the motor rotational speed and the main engine rotational speed is normally set appropriately in the range of 0 to 50 rpm, and the above value is used as the predetermined rotational speed for determination by the above formula.

In the determination of S5, if either (motor rotational speed−main engine rotational speed) absolute value ≦ set rotational speed or motor output <propeller rotation required output value is satisfied (S5, YES), the relationship between the main engine and the motor This means that there is no or small difference in rotational speed or output, and that the motor output is small and the clutch is engaged, so that it is determined that the hybrid propulsion transition is completed (S6) and the process is terminated.

In the determination of the propulsion state described with reference to FIG. 2, in step S3 and step S5, whether the condition is satisfied (Y) or not satisfied (N) is determined according to the hysteresis diagrams shown in FIGS. 4A and 4B, respectively.

That is, in the determination regarding the main engine output in step S3, as shown in FIG. 4A, the setting value of the propeller rotation required output value LOW is set to a value that is about 50 KW smaller than the propeller rotation required output value, and the condition is When the condition is not satisfied and the process shifts to N, the propeller rotation required output value LOW is used as a determination condition. When the condition is satisfied and the process proceeds to Y, a larger propeller rotation required output value is used as a determination condition.
Further, in the determination regarding the motor output in step S5, as shown in FIG. 4B, when the condition is satisfied and the process proceeds to Y, the propeller rotation required output value LOW is set as the determination condition, and the condition is not satisfied and the process proceeds to N. In this case, a large propeller rotation required output value is used as a judgment condition.
In other words, the predetermined output value is divided into a high predetermined output value and a low predetermined output value, the main engine output is equal to or higher than the high predetermined output value, and the motor output is equal to or lower than the low predetermined output value. When this happens, it is determined that the clutch is engaged, and the control proceeds to the hybrid propulsion control.
As a result, determination is always made on the safe side, and system hunting is prevented.

As described above, when the propulsion state determination unit 30 determines that the transition to the hybrid propulsion state has not been completed, the motor propulsion control unit is selected by the determination signal and control is performed by the motor propulsion control unit. When it is determined that the transition to the hybrid propulsion state has been completed, the hybrid propulsion control unit is selected by the determination signal, and control by the hybrid propulsion control unit is performed.

Next, the configuration of the motor propulsion control unit and the control based thereon will be described with reference to FIGS.
As shown in FIG. 5, the motor propulsion control unit 50 has a speed calculation unit 53. A speed control handle 15 is connected to the speed calculation unit 53 via the external signal processing unit 20 as shown in FIG. The speed control handle 15 outputs a signal corresponding to the position operated and set by the driver, and the speed calculation unit 53 calculates the motor target rotation speed based on this signal.

As shown in FIG. 5, a speed limiter 54 is connected to the speed calculation unit 53. The speed limiter 54 calculates a speed limiter command by adding a set constant α to the motor target rotation speed calculated by the speed calculation unit 53, and gives it to the inverter 12. The setting constant α is set to be less than the maximum allowable rotation speed of the motor 11 even if the setting constant α is added to the maximum motor target rotation speed when the speed control handle 15 is maximized. That is,
(Allowable maximum rotation speed of motor 11−maximum motor target rotation speed)> Setting constant α
Are in a relationship. As a result, the inverter 12 cannot drive the motor 11 beyond the speed limiter command, and over-rotation of the motor 11 is prevented.

As shown in FIG. 5, a deviation calculator 55 is connected to the speed calculator 53. The motor target rotation speed is input from the speed calculation unit 53 to the deviation calculation unit 55. The deviation calculation unit 55 is also connected to the external signal processing unit 20 and receives the current motor rotation speed. The deviation calculation unit 55 calculates a deviation between the motor target rotation speed and the motor rotation speed.

As shown in FIG. 5, a deviation limiter 56 is connected to the deviation calculation unit 55. The deviation is input from the deviation calculation unit 55 to the deviation limiter 56. The deviation limiter 56 limits the deviation to be within the range of each of the deviation limiter values on the + side and − side according to the following (formula 1) so that the instantaneous fluctuation amount of the motor output does not increase and outputs the deviation limiter 56. . The deviation that is limited and output by (Equation 1) is expressed in particular as deviation E (n).

Lower limit deviation limiter value ≤ E (n) (deviation) ≤ upper limit deviation limiter value (Equation 1)

That is, in FIG. 6, the horizontal axis indicates the deviation that is the difference between the motor target rotational speed and the actual motor rotational speed, and the vertical axis indicates the deviation E (n) that is actually output from the deviation limiter 56. Yes. If the deviation on the horizontal axis is relatively narrow before and after 0, it is output as the deviation E (n) on the vertical axis as it is, but if it exceeds a range of ±, the lower limit deviation limiter value that is the limit value shown on the vertical axis And output as a deviation E (n), limited to the upper limit deviation limiter value.

As shown in FIG. 5, a PID regulator 57 is connected to the deviation limiter 56. The PID regulator 57 is set with a PID parameter value that realizes the response speed of the inverter 12 so that the engine generator EG does not hunt, that is, a parameter value that matches the response speed of the engine generator EG, and the limited deviation E ( Calculate and output the torque command value so that n) becomes smaller.

As shown in FIG. 7, the response speed (solid line) of the inverter 12 that drives the motor 11 is larger than the response speed (dashed line) of the engine generator EG. That is, when compared with response characteristics, the rise of output with respect to time is faster and steeper in the inverter 12 than in the engine generator EG. Therefore, the PID regulator 57 adjusts the PID parameter in the PID control of the torque command for the inverter 12 to make the response speed of the inverter 12 equal to or lower than the response speed of the engine generator EG (dashed line), and the electric power output to the motor 11 Is matched with the response speed of the engine generator EG. That is, based on the deviation E (n) between the current rotational speed of the motor and the target rotational speed, the PID regulator 57 that adjusts the PID parameter causes the amount of change per unit time of the torque command value to be changed to the engine generator. A torque command value that does not cause EG hunting is output to inverter 12.
As a result, the amount of change per unit time of the torque command value is limited, and the responsiveness of the inverter apparently becomes “dull”, and the engine generator is hunted according to the responsiveness of the engine generator. Will not do. Thereby, the responsiveness of the motor 11 in the marine vessel propulsion apparatus 1 that performs electric propulsion becomes comparable to the responsiveness when the propeller is driven in the marine vessel propulsion apparatus that uses a diesel engine as a main engine.

More specifically, based on the deviation E (n) calculated and limited by the deviation limiter 56, the torque command value is calculated according to the following (Expression 2) or (Expression 3). This is a typical example of a PID arithmetic expression in software digital arithmetic processing.

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

For position type PID calculation formula Torque command calculation value = Kp x {(E (n) + Δt / Tl x ΣEi
+ Td / Δt (E (n) -E (n-1)) (Formula 3)

In each of the above formulas,
Kp: Proportional gain (P minutes) Tl: Integration time (I minutes) Td: Derivative time (D minutes) Δt: Calculation period E (n): Limited value calculated from (Equation 1) (deviation)

The calculation cycle Δt corresponds to the “unit time” in the “amount of change in the torque command value output to the inverter 12 per unit time” described above. Usually, this calculation cycle is 1 msec to several seconds, preferably 10 to 500 msec. The “change amount” is incorporated into the PID parameters proportional gain (P) Kp, integral time (I) Tl, and derivative time (D) Td, and the change per unit time of the torque command value Is output from the PID regulator to a value that does not cause hunting of the engine generator EG.

That is, the PID regulator 57 adjusts the PID parameters in advance so that the rotation speed of the engine generator does not hunt when the motor 11 is loaded. The value of the PID parameter is determined according to the characteristics of the engine generator EG and the characteristics of the inverter 12. This adjustment is performed at the beginning of the operation of the ship propulsion apparatus 1, such as a trial operation, and once set, no further adjustment is necessary.
Hereinafter, the adjustment of the PID parameter will be described for each component.

P-minute parameter adjustment When the load of the motor 11 is suddenly increased, the rotational speed of the engine generator EG is greatly reduced instantaneously, or when the load of the motor 11 is suddenly reduced, the rotational speed of the engine generator EG is instantaneous. If the change greatly changes, the P minute parameter is adjusted to a value smaller than the current value. The P minute parameter adjustment affects the I minute and D minute parameter adjustments. Therefore, when the P minute parameter is adjusted, the I minute and D minute parameters are readjusted as necessary.

I-minute parameter adjustment When the load fluctuation of the motor 11 is small and the rotational speed of the engine generator EG is hunting, the I-minute parameter is adjusted to a value smaller than the current value. Since the I minute parameter adjustment affects the P minute D minute parameter adjustment, if the I minute parameter is adjusted, the P minute and D minute parameters are readjusted as necessary.

D minute parameter adjustment When the rotational speed of the engine generator EG temporarily overshoots or undershoots when the load of the motor 11 changes suddenly, the D minute parameter is adjusted to a value smaller than the current value. Since the D minute parameter adjustment affects the P minute I minute parameter adjustment, if the D minute parameter is adjusted, the P minute and I minute parameters are readjusted as necessary.

After adjusting the parameters of P, I, and D for a while, the speed of the generator GR is increased by moving the speed control handle 15 to increase the rotational speed of the motor 11 (propeller 10). Along with this, the state in which the governor GV automatically adjusts to increase the output of the engine EN is observed, and it is confirmed whether the engine generator EG has caused hunting. If hunting is to occur, readjust the parameters for P, I, and D according to the above guidelines, and if it is confirmed that hunting has not occurred, adjustment of parameters for P, I, and D is complete. It is. Normally, those skilled in the art can complete the parameter adjustment for P minutes, I minutes, and D minutes in 3 to 6 hours.

As shown in FIG. 5, a lower limiter 58 is connected to the PID regulator 57. The torque command calculated by the PID regulator 57 is input to the lower limiter 58. The lower limiter 58 limits the torque command calculated by the PID regulator 57 and outputs it to the inverter 12 according to the following (Equation 4) so that the instantaneous fluctuation amount of the motor output does not increase.

Lower limit value ≤ Torque command value (Equation 4)

As shown in FIG. 8, the motor regenerative electric energy can be arbitrarily limited by changing the setting of the lower limiter value.
FIG. 8A shows changes in the rotational speed and the operating state of the motor 11 when the lower limiter value is less than zero. When the lower limiter value is less than 0, the motor regenerative electric energy can be set to “present”. As shown by a thin line ellipse attached to the motor output (dashed line), the motor regenerative power is generated and energy is recovered, so the motor rotational speed (broken line) is compared with FIG. falling.

FIG. 8B shows changes in the rotational speed and the operating state of the motor 11 when the lower limiter value is 0 or more. If the lower limiter value is 0 or more, the motor regenerative electric energy can be set to none. Since the motor output (one-dot chain line) is power running or zero, no braking is applied to the progress of the ship, and the motor rotation speed (broken line) falls slower than that shown in FIG. 8A.

As can be seen from FIGS. 1 and 5, the lower limiter 58 is connected to the inverter 12, and a torque command to which the lower limiter is given by the lower limiter 58 is given to the inverter 12.

Next, a control procedure in the ship propulsion device 1, particularly a control procedure in the motor propulsion control unit 50 of the controller 4 will be described with reference to FIG. 9. In the figure, Y means YES and N means NO.
After the start of the control operation (START), when a crew member of the ship sets the speed control handle 15 to a position where it is operated, a signal corresponding to the position is sent to the speed calculation section 53 of the motor propulsion control section 50, The speed calculation unit 53 calculates the corresponding motor target rotation speed from this signal (S11).

The speed calculation unit 53 outputs the motor target rotation speed to the speed limiter 54. The speed limiter 54 adds a set constant α to this to calculate a speed limiter command (S12) and outputs it to the inverter 12. As a result, the inverter 12 cannot drive the motor 11 beyond the speed limiter command, and over-rotation of the motor 11 is prevented.

The speed calculation unit 53 outputs the motor target rotation speed to the deviation calculation unit 55. On the other hand, the inverter 12 outputs a motor rotation speed signal to the deviation calculator 55. The deviation calculation unit 55 calculates the deviation between the motor target rotation speed and the motor rotation speed (S13).

The deviation calculation unit 55 outputs the deviation to the deviation limiter 56. The deviation limiter 56 limits the deviation to be less than each deviation limiter value on the + side and − side according to the above (Equation 1) so that the instantaneous fluctuation amount of the motor output does not exceed a predetermined range. (S14).

That is, when the deviation is a value between the lower limit deviation limiter value and the upper limit deviation limiter value (S14, Y), the actual deviation between the motor target rotation speed and the motor rotation speed is calculated as the calculated deviation E (n). Output (S5).

When the deviation is not a value between the lower limit deviation limiter value and the upper limit deviation limiter value (S14, N) and the deviation exceeds 0 (S16, Y), the calculated deviation E (n) is the upper limit deviation limiter value. (S17).

When the deviation is not a value between the lower limit deviation limiter value and the upper limit deviation limiter value (S14, N), and the deviation does not exceed 0 (S16, N), the calculated deviation E (n ) Is output (S18).

The deviation limiter 56 outputs the deviation E (n) calculated as described above to the PID regulator 57. Based on the deviation E (n) calculated by the deviation limiter 56, the PID regulator 57 calculates a torque command calculation value according to (Expression 2) or (Expression 3) (S19).

Here, a parameter value matching the response speed of the engine generator EG is set in the PID regulator 57, and the amount of change per unit time of the torque command value output to the inverter 12 is limited, so that the inverter 12 The motor can be controlled in a state where the response speed is close to the response speed of the engine generator EG, more specifically, in a state where the response speed of the inverter 12 is slightly smaller than the response speed of the engine generator EG. 11 can calculate and output a torque command calculation value that matches the responsiveness of the electric power output to the engine 11 with the response speed of the engine generator EG. Therefore, the electric power output from the inverter 12 to the motor 11 does not fluctuate extremely, and the rotational speed and frequency of the engine generator EG are stabilized.

In the present embodiment, the PID parameter of the PID regulator 57 is appropriately set to limit the amount of change per unit time in the torque command value output to the inverter 12, thereby preventing the engine generator EG from hunting. Further, as described above, the deviation is set within a predetermined range by the deviation limiter 56, so that it is possible to avoid an extreme change in motor power that is expected when the deviation is large. A synergistic effect is obtained that further stabilizes the rotational speed and frequency of the machine EG.

Further, by limiting the deviation within a predetermined value range by the deviation limiter 56, a normal converter (for example, a proportional device) is used instead of the PID regulator 57 in which the specific PID parameter value is set. Even if the torque command value is calculated based on the limited deviation, since the input value is sufficiently limited, the amount of change per unit time of the torque command value output to the inverter 12 can be limited.

Therefore, the deviation limiter 56 and the PID regulator 57 may be performed independently to limit the amount of change per unit time of the torque command value output to the inverter 12, but as described above, the deviation limiter 56 and the PID It is preferable to use the regulator 57 together.
In this case, the adjustment of the PID parameter value for preventing the engine generator EG from hunting does not need to be set to “strictly dull” the response of the inverter 12 as compared with the case where the deviation limiter 56 is not provided. May be. That is, the effect required to stabilize the rotational speed and frequency of the engine generator EG can be obtained without making the response speed of the inverter 12 close to the response speed of the engine generator EG as in the case where there is no deviation limiter 56. .

The PID regulator 57 outputs the torque command calculation value to the lower limiter 58. The lower limiter 58 calculates a torque command value based on the torque command calculation value calculated by the PID regulator 57 in accordance with (Equation 4) (S20).

That is, if the torque command calculation value is equal to or greater than the lower limit value (S20, Y), the torque command calculation value is set as the torque command value (S21). When the torque command calculation value is less than the lower limit value (S20, N), the lower limit value is set as the torque command value (S22). By changing the setting of the lower limiter value of (Equation 4), the motor regenerative electric energy can be arbitrarily limited.

The lower limiter 58 outputs the calculated torque command value to the inverter 12, and the control operation ends (END).

As described above, according to the control of the motor propulsion control unit, the fluctuation amount of the electric power output from the inverter 12 to the motor 11 is a fluctuation amount that the generator GR can respond to. That is, the parameters of the motor propulsion control unit 50 that controls the inverter 12 are adjusted so that the response of the inverter 12 that outputs electric power to the motor 11 matches the response speed of the engine generator EG. The responsivity of 11 is comparable to the responsivity when the main engine diesel engine 2 drives the propeller 10. Therefore, the motor propulsion control unit 50 does not need to perform control based on information from the engine generator EG side, and the engine generator EG can stabilize the rotation speed only by governor control. Hunting is reliably prevented.

Further, prior to the above-described control in the PID regulator 57, the deviation limiter 56 performs control so that the deviation between the motor target rotation speed and the motor rotation speed is equal to or less than a predetermined value. An extreme change in the electric power of the motor 11 can be avoided, and a further synergistic effect of stabilizing the rotation speed and frequency of the engine generator EG can be obtained.

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

Further, the motor target rotation speed is determined by the point-to-point linear interpolation table shown in FIG. The setting constant α required for the speed limiter 54 to calculate and output a speed limiter command is set to +150 min-1. That is, a speed limiter command is obtained by adding 150 min-1 to the motor target rotational speed.

According to the above setting, the PID parameter (speed type) is as follows.
When the range of the lower limiter value and the upper limiter value in the deviation limiter 56 is adjusted to 100 min−1,
The P component is 4.000, the I component is 1.350, and the D component is 0.055.
When the range of the lower limiter value and the upper limiter value in the deviation limiter 56 is adjusted to 750 min−1,
P minutes are 2.000 I minutes and 0.900 D minutes are 0.000.

Next, the configuration of the hybrid propulsion control unit 40 and the control performed thereby will be described with reference to FIGS.
As shown in FIG. 11, the hybrid propulsion control unit 40 includes a governor command value calculation unit 41. The governor command value calculation unit 41 calculates a governor command value (rotational speed instruction) from the signal sent from the external signal processing unit 20 and instructs the governor 3.

As shown in FIG. 11, the hybrid propulsion control unit 40 has a current main engine output calculation unit 42 as a current main engine output acquisition unit. The current main engine output calculation unit 42 calculates the current main engine output as an estimated value from the main engine rotation speed and the rack position input from the external signal processing unit 20.

As the main engine output acquisition unit, a shaft horsepower meter may be provided in the main engine 2 so that an actual measurement value of the main engine output detected by the shaft horsepower meter is output to the external signal processing unit 20 of the controller 4. . In this case, the current main engine output calculation unit 42 is unnecessary, and an actual measurement value of the main engine output output from the external signal processing unit 20 may be given to the deviation calculation unit 44 described later.

As shown in FIG. 11, the hybrid propulsion control unit 40 has a target main engine output calculation unit 43. The target main engine output calculation unit 43 is connected to the external signal processing unit 20. The target main engine output calculation unit 43 includes control data indicating the relationship between the target main engine output and the propeller rotational speed in advance. From this control data and the propeller rotational speed input from the external signal processing unit 20, Calculate the target main engine output.

For example, as shown in FIG. 12, the control data is given as a graph showing the relationship between the target main engine output (vertical axis, unit [kW]) and the propeller rotational speed (horizontal axis, unit [min-1]). . This graph is a so-called “propeller performance curve”, “propeller load curve”, “propeller characteristic curve”, “marine characteristic curve”, “marine cube characteristic”, or the like.

The target main engine output calculation unit 43 applies the propeller rotational speed input from the external signal processing unit 20 to the control data shown in FIG. 12, and calculates the corresponding target main engine output.
An example of the above calculation procedure will be described more specifically with reference to FIG. 12. For example, in the graph of FIG. 12, the target main engine when the input propeller rotational speed is 450 [min −1]. The output is
When the propeller rotation speed is 400 to 500 [min -1], the slope of the straight line is 2.5.
2.5 × (450 [min -1] -400 [min -1]) +500 [kW] = 625 [kW]
It becomes.

A propeller characteristic curve as illustrated in FIG. 12 is an expression Ne / n3 = K (proportional constant) that generally represents the propeller cube law if the shaft horsepower Ne and the rotational speed n of the rated state of the main engine 2 are known. Can be obtained. This propeller characteristic curve is determined for each propeller or each combination of the propeller and the main engine. In practice, however, it is often created based on the load test data of the main engine on land trial and the data of sea trial.

In addition, the propeller characteristic curve as illustrated in FIG. 12 is not always constant from the one created as described above, and actually, as illustrated below, a margin (margin) is expected. In many cases, it is operated by.
For new ships: Rotation margin + 4% curve Ideal in service: Rotation margin + 2% curve Torque rich upper limit operating line: Rotation margin-4% curve

As described above, curves with different margins may be used depending on secular changes such as hull scratches and dirt, propeller damage, etc. that occur after the start of use of the hull. Furthermore, in the vertical and horizontal axes of the graph shown in FIG. 12, the values of the plotted points of the target main engine output are calculated by linear interpolation between two adjacent points. It is possible to substitute a straight line that rises to the right.

Therefore, the control data indicating the relationship between the target main engine output and the propeller rotational speed in this embodiment is not related to the difference in the categories such as graphs, numerical values, and tables, and is not related to the difference in the expression format in each category. To be understood in the broadest sense. For example, the graph shown in FIG. 12 showing the target main engine output and the propeller rotational speed can be expressed as a data table as shown in FIG. 13 or data in a table format.

As shown in FIG. 11, a deviation calculating unit 44 is connected to the output side of the current main engine output calculating unit 42 and the target main engine output calculating unit 43. The deviation calculating unit 44 calculates a deviation between the current main engine output and the target main engine output respectively input from the current main engine output calculating unit 42 and the target main engine output calculating unit 43 and outputs the deviation to the PID regulator 45 in the subsequent stage. To do.

As shown in FIG. 11, the PID regulator 45 calculates an assist torque command value by a PID arithmetic expression using the deviation output from the deviation calculating unit 44.

More specifically, based on the deviation calculated by the deviation calculating unit 44, a torque command value is calculated according to a PID arithmetic expression shown in (Expression 5) or (Expression 6) below. These expressions are typical examples of PID arithmetic expressions in software digital arithmetic processing.

Speed type PID calculation formula Torque command calculation value = Kp x {(E (n)-E (n -1)) + Δt / Tl x E (n)
+ Td / Δt (E (n) -2E (n-1) + E (n-2))}
Torque command value (n) = Torque command value (n-1) + Torque command calculation value ... (Formula 5)

For position type PID calculation formula Torque command calculation value = Kp x {(E (n) + Δt / Tl x ΣEi
+ Td / Δt (E (n) −E (n−1))} (Formula 6)

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

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

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

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

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

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

As shown in FIG. 11, a lower limiter 46 is connected to the output side of the PID regulator 45. The torque command calculated by the PID regulator 45 is input to the lower limiter 46. The lower limiter 46 limits the torque command calculated by the PID regulator 45 and outputs it to the inverter 12 according to the following (Equation 7) as necessary so that the instantaneous fluctuation amount of the motor output does not increase.

Lower limit parameter α ≦ Torque command value (Equation 7)

By changing the setting of the lower limiter parameter α in the lower limiter 46, the motor regenerative electric energy can be arbitrarily limited. That is, if the lower limiter parameter α is less than 0, the motor regenerative electric energy can be set to “present”. In this case, since the motor regenerative electric power is generated and energy is recovered, the motor rotation speed decreases accordingly.

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

As can be seen from FIGS. 1 and 11, the output side of the lower limiter 46 is connected to the inverter 12, and an assist torque command to which the lower limit is given as necessary by the lower limiter 46 is given to the inverter 12. It is done.

Next, a control procedure in the marine vessel propulsion apparatus 1, in particular, a control procedure in the hybrid propulsion control unit 40 of the controller 4 will be described for each control step with reference to FIG. 11.
1. After the control operation is started, when a crew member of the ship operates the speed control handle 15 to set it to a position, a signal indicating the handle position is sent to the external signal processing unit 20 of the controller 4, and the external signal processing unit 20 processes the steering wheel position signal and sends it to the governor command value calculator 41. The governor command value calculation unit 41 calculates a governor command value (rotational speed instruction) from the signal sent from the external signal processing unit 20 and instructs the governor 3. The governor 3 controls the main engine 2 based on the governor command value (rotation speed instruction).

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

2. Current main engine output acquisition step The main engine output calculation unit 42 receives the main engine rotation speed and rack position signals processed by the external signal processing unit 20. The current main engine output calculation unit 42 calculates the main engine output from these signals as an estimated value. As described above, a shaft horsepower meter may be provided in the main engine 2 as the current main engine output acquisition unit, and an actual measurement value of the main engine output detected by the shaft horsepower meter may be output to the external signal processing unit 20 of the controller 4. . In this case, the main engine output calculation unit 42 is not required at present, and the measured value of the processed main engine output outputted from the external signal processing unit 20 is given to the deviation calculation unit 44 described later.

3. Target main engine output calculation step The target main engine output calculation unit 43 receives the current propeller rotation speed processed by the external signal processing unit 20. The target main engine output calculation unit 43 is provided with the control data (illustrated in FIG. 12) indicating the relationship between the target main engine output and the propeller rotational speed in advance, and based on the control data and the propeller rotational speed, Calculate engine output.

4). Motor torque control step The deviation calculation unit 44 calculates a deviation between the current main engine output output by the current main engine output calculation unit 42 and the target engine output calculated by the target main engine output calculation unit 43. Then, the PID regulator 45 calculates an assist torque command for the motor 11 from this deviation and the PID calculation formulas (formulas 5 and 6). In this case, since the state of the motor 11 is divided into motor power running or motor regeneration corresponding to the magnitude relationship between the current main engine output and the target main engine output, control is performed as follows.

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

1) The PID regulator 45 calculates a torque command by PID calculation as in the following equation.

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

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

1) The PID regulator 45 calculates a torque command by PID calculation as in the following equation, and the lower limiter 46 sets the lower limit with the lower limiter parameter α.
Torque command (n) = torque command (n−1) −PID calculation value ≧ lower limit limiter parameter α This torque command (n) is commanded to the inverter 12. Torque command decreases.
When the lower limiter parameter α is ≧ 0, the motor 11 does not generate regenerative power because the torque command value (n) is limited to 0 or more.
On the other hand, when the lower limiter parameter α is <0, the torque command value (n) may be less than 0, and when the torque command value (n) is less than 0, regenerative power is generated from the motor 11. .

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

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

As described above, according to the control of the hybrid propulsion control unit 40, in the diesel engine hybrid system using the governor 3, the main engine output and the motor assist amount are distributed when the motor 11 assists the main engine 2. Can be optimized by using a “propeller characteristic curve” as illustrated in FIG. 12 and a “two-point linear interpolation table” as illustrated in FIG.

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

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

The adjustment of the PID parameter in the hybrid propulsion control unit 40 described above will be described with further specific examples.
The value of the PID parameter varies depending on the output and characteristics of each device. In this example, the specifications of each device are set as follows.
Capacity of motor 11: 295KW
Capacity of inverter 12: 315KW
Engine generator capacity: 400KW

Further, the motor target rotation speed is determined by the “propeller performance curve” data shown in FIG. 12 or the two-point linear interpolation table shown in FIG.

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

In the above embodiment, as shown in FIG. 1, the main engine 2 and the propeller 9 are connected via the clutch 7 and the turning mechanism 8, and the main shaft of the motor 11 that is coaxial with the main shaft of the main engine 2 is changed. The marine vessel propulsion apparatus 1 that is directly connected to the propeller 9 via the direction mechanism 8 has been described. However, the ship propulsion device for hybrid propulsion to which the present invention is applicable is not limited to this. For example, as shown in FIG. 14A, the present invention can be applied to a hybrid propulsion marine propulsion device in which a clutch is provided between the motor and the turning mechanism in the structure of FIG. As shown in FIG. 14B, the main engine main shaft and the motor output shaft are arranged in parallel, and the main engine / motor power coupling gear is arranged between the motor and the motor clutch and the turning mechanism. The present invention can also be applied to other ship propulsion devices.

Moreover, as a clutch used in the above embodiment, any of an ON / OFF clutch and a slip clutch can be used.

DESCRIPTION OF SYMBOLS 1 ... Ship propulsion apparatus 2 ... Main engine 3 ... Governor 4 ... Controller 7 ... Clutch 9 ... Propeller 11 ... Motor 12 ... Inverter 15 ... Speed control handle 20 ... External signal processing part 30 ... Propulsion state determination part 40 ... Hybrid propulsion control part DESCRIPTION OF SYMBOLS 41 ... Governor command value calculation part 42 ... Current main engine output calculation part 43 ... Target main engine output calculation part 44 ... Deviation calculation part 45 ... PID regulator 46 ... Lower limiter 50 ... Motor propulsion control part 53 ... Speed calculation part 54 ... Speed Limiter 55 ... Deviation calculation unit 56 ... Deviation limiter 57 ... PID regulator 58 ... Lower limiter EG ... Engine generator EN ... Engine GR ... Generator GV ... Governor

Claims (12)

1. A main engine controlled by a governor, a clutch capable of transmitting the driving force of the main engine to a propeller, a motor for driving the propeller, and an inverter for controlling torque of the motor, with the clutch disengaged. A marine vessel propulsion method for propelling a vessel by switching between motor propulsion by the motor to be performed and hybrid propulsion by the main engine and the motor performed in a state where the clutch is engaged,
   In the motor propulsion method, the motor target rotation speed is determined from the speed control handle position, and a torque command value is commanded to the inverter by feedback control so that the motor rotation speed matches the motor target rotation speed. .
2. The marine vessel propulsion method according to claim 1, wherein the torque command value is gradually decreased as the main engine output to the propeller increases in the transition process from the motor propulsion to the hybrid propulsion.
3. 3. The ship propulsion method according to claim 1, wherein the motor rotation speed is obtained by actually measuring a propeller rotation speed or a rotation speed of the motor.
4. When the main engine output is equal to or greater than a predetermined output value and the difference between the motor rotation speed and the main engine rotation speed is equal to or less than a predetermined rotation speed, or the motor output is equal to or less than the predetermined output value, The ship propulsion method according to any one of claims 1 to 3, wherein it is determined that a clutch is engaged, and the control proceeds to the hybrid propulsion control.
5. The ship propulsion method according to any one of claims 1 to 4, wherein the feedback control is PID feedback control.
6. The ship propulsion method according to any one of claims 1 to 5, wherein, even in the hybrid propulsion, the inverter continuously controls the torque of the motor.
7. A main engine controlled by a governor, a clutch capable of transmitting the driving force of the main engine to a propeller, a motor for driving the propeller, and an inverter for controlling torque of the motor, with the clutch disengaged. A marine vessel propulsion device for propelling a vessel by switching between motor propulsion by the motor to be performed and hybrid propulsion by the main engine and the motor to be performed in a state in which the clutch is engaged,
   The motor propulsion includes a controller that determines a motor target rotation speed from a speed control handle position and commands a torque command value to the inverter by feedback control so that the motor rotation speed matches the motor target rotation speed. Ship propulsion device.
8. 8. The marine vessel propulsion apparatus according to claim 7, wherein the controller gradually decreases the torque command value as the main engine output to the propeller increases in the transition process from the motor propulsion to the hybrid propulsion. .
9. The marine vessel propulsion device according to claim 7 or 8, wherein the motor rotation speed is an actual measurement of a propeller rotation speed or a rotation speed of the motor.
10. The controller is configured such that the main engine output is equal to or greater than a predetermined output value and the difference between the motor rotation speed and the main engine rotation speed is equal to or less than a predetermined rotation speed or the motor output is equal to or less than the predetermined output value. The marine vessel propulsion device according to any one of claims 7 to 9, wherein when it is determined that the clutch is engaged, the control proceeds to the hybrid propulsion control.
11. The ship propulsion device according to any one of claims 7 to 10, wherein the feedback control is PID feedback control.
12. The marine vessel propulsion device according to any one of claims 7 to 11, wherein, even in the hybrid propulsion, the inverter continuously controls the torque of the motor.

Images