JP2014210533A - Propulsion motor control system for ship electric propulsion system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a propulsion motor control system which increases redundancy by providing a plurality of propulsion drive devices and enables efficient and more detailed output control of a ship propulsion device.
Power sources PS1, PS2 including storage batteries B1, B2, a propulsion device P for propelling a ship, and propulsion motors M11, M12. In the electric propulsion apparatus provided with M21, M22 and the power converters INV11, INV12, INV21, INV22 for driving and controlling the propulsion motor, two power sources are provided, and each of the propulsion motor and the power converter is 2n (n is 2) (Integer above) Provided with 2n propulsion motors on the same drive shaft of the propulsion unit, and the propulsion motors are distributed and connected to the two power sources via the power converter, respectively, and the operation command and operation Propulsion control devices PC1 and PC2 that control the power conversion device according to the situation are provided, and the number of propulsion motors operated is switched by the propulsion control device according to the operation command and the operation status.
[Selection] Figure 1

Description

  The present invention relates to a propulsion motor control system for an electric propulsion device for a ship, in which the propulsion motor is driven by a hybrid power source including a storage battery device and a power generation device that charges the storage battery device.

  In an electric propulsion device that drives a marine propulsion device with a propulsion motor, as shown in Patent Document 1, a propulsion motor drive device that includes a power source, a propulsion motor, and a propulsion control device that controls the power source, Two sets of each are provided, and when a failure occurs in one set of power supply or propulsion unit drive system, the operation of the sound side system power supply or propulsion drive unit is continued to improve the reliability of the electric propulsion unit Things have been done.

  As described above, in the conventional electric propulsion device having two sets of propulsion device drive devices, the number of propulsion motors can be controlled to control the propulsion output. However, the output control is performed by switching from the two-unit operation to the one-unit operation. In the case of carrying out, there is a problem that only the two-stage control of the maximum 100% output and the half 50% output can be performed, and if one propulsion unit drive device fails, only the output control of 50% or less can be performed. . Furthermore, it can not be said that the provision of only two sets of power supply and propulsion devices is sufficient to ensure the safety of ship operation.

Japanese Patent No. 4923482

  In order to solve the above problems, the present invention increases the redundancy of the electric propulsion device by providing a larger number of propulsion device drive devices, and enables more precise output control by controlling the number of operating units. Is an issue.

  In order to solve the above problems, the present invention provides an electric power source including a storage battery, a propulsion device that propels a ship, a propulsion motor that drives the propulsion device, and a power converter that drives and controls the propulsion motor. In the propulsion device, the power supply is provided in two systems, the propulsion motor and the power conversion device are provided in 2n (n is an integer of 2 or more) units, and the 2n propulsion motors are provided on the same drive shaft of the propulsion device. The propulsion motor is disposed and connected to the two power sources via the power conversion device, and a propulsion control device is provided for controlling the power conversion device according to an operation command and an operation situation. The control device switches the number of operating propulsion motors in accordance with an operation command and an operation state.

  In the above invention, the output of each propulsion motor is set to 1 / 2n (P / 2n) of the output P of the entire electric propulsion device so that the output of each propulsion motor does not always exceed the output P / 2n. Control is preferably performed by limiting the current of each propulsion motor and the current of each power converter.

  In the above invention, when a failure occurs in one of the two power sources during operation, power supply from the failed power source is stopped, and power conversion during operation is performed only from a healthy power source. While supplying power to the apparatus and the propulsion motor, the speed of the propulsion motor during operation can be limited so that the current of the healthy power source does not exceed a specified current, and the operation can be continued.

  Furthermore, in the above-mentioned invention, in the storage battery operation mode in which power is supplied from only the storage battery of the power source to the propulsion motor for operation, the power supply voltage from the power source is operated so as not to decrease below a specified voltage. The speed of the propulsion motor should be limited.

  According to the present invention, a propulsion device drive device is constituted by two power sources, 2n power conversion devices (n is an integer of 2 or more) and a propulsion motor, and the number of propulsion motors operated is controlled by controlling the operating state of the ship. Further, the speed of the propulsion device can be finely controlled, and the operation efficiency of the propulsion device drive device can be improved.

  Also, when any of the 2n power converters and propulsion motors have failed and stopped during operation, or when one of the two power sources has failed and one system is powered The electric propulsion device is controlled by controlling the speed of the propulsion motor by controlling the power conversion device so that the current or output (speed, etc.) of the power source and the power conversion device or propulsion motor does not exceed the specified current or output. Since the power source, power conversion device, and propulsion motor can be prevented from being damaged due to overload and overcurrent, the safety of ship operation can be improved.

The block block diagram which shows the Example of this invention. The characteristic view which shows the relationship between the rotational speed of the propulsion motor in this invention, and propulsion torque. The figure which shows the drive number control pattern of the propulsion motor in the Example of this invention.

  Embodiments of the present invention will be described with reference to the embodiments shown in the drawings.

  FIG. 1 is a block diagram showing an embodiment of the present invention.

  In FIG. 1, P is a propulsion device that propels and drives a ship, and a plurality of propulsion motors composed of AC motors that drive the propulsion device P are coupled to a drive shaft P1 of the propulsion device P. This propulsion motor is installed in 2n units (n is an integer of 2 or more) in order to multiplex and improve reliability. In the embodiment shown here, four propulsion motors M11, M12, M21 and M22 with n = 2 are commonly coupled to the drive shaft P1 of the propulsion machine P. The propulsion motors M11 to M22 are connected to a power source via inverters INV11 to INV22 as power converters for driving each of them. The propulsion device driving devices constituted by the propulsion motors M11 to M22 and the inverters INV11 to INV22 are divided into two groups. The propulsion motors M11 and M12 and the inverters INV11 and INV12 constitute a first group, and the propulsion motors M21 and M22 and the inverters INV21 and INV22 constitute a second group.

  The power supply in the ship is composed of two systems of power supplies PS1 and PS2. Each power source PS1 and PS2 constitutes a hybrid power source including storage batteries B1 and B2 and motor-driven power generation devices G1 and G2 that charge the storage batteries via rectifiers R1 and R2.

  When the two power sources PS1 and PS2 are both healthy, power is supplied from the power source PS1 to the inverters INV11 and INV12 of the first group via the power supply path PL1 including the power supply switch S1, and the power supply switch S2 is connected to the power supply switch S2. The power supply path is configured to supply power to the second group of inverters INV21 and INV22 via the provided power supply path PL2. Then, when one power source becomes unable to supply power, the power supply paths PL1 and PL2 are connected to each other via the switch DS so that the other healthy power source can supply power to both inverters and propulsion motors. Has been.

  Two sets of speed detectors N1 and N2 are connected to the drive shaft P1 of the propulsion machine P in order to detect the rotational speed of the propulsion motor. The reason for providing two sets of speed detectors is to increase the reliability by duplicating the speed detectors.

  Two sets of propulsion control devices PC1 and PC2 for controlling the propulsion motor are provided and duplicated to increase reliability. The two sets of propulsion control devices PC1 and PC2 include a speed command device VRN that commands a common speed, an operation command device COS that commands switching between automatic operation and manual operation, and a propulsion motor that operates according to the operation status. An operation selector OS for selecting is provided.

  The speed command value N for the propulsion motor set in the speed commander VNR is given to the propulsion control devices PC1 and PC2. In the propulsion control devices PC1 and PC2, the drive shaft speed detection values n1 and n2 detected by the speed detectors N1 and N2 coupled to the drive shaft P1 of the propulsion machine P are the actual speed values n1 and n2 of the propulsion motor. Returned.

  The propulsion controller PC1 compares the speed command value N given from the speed command device VNR with the speed execution value n1 of the first group of propulsion motors M11 and M12 fed back from the speed detector N1, and the deviation is zero. A speed adjustment calculation unit ASR1 for obtaining a torque command value τ1 for the first group of propulsion motors M11 and M12 is provided. The propulsion control device PC1 is further provided with a current calculation unit IS1, and calculates a current command value IMS1 for the first group of propulsion motors M11 and M12 corresponding to the torque command value τ1 given from the speed adjustment calculation unit ASR1. Ask for. The current calculation unit IS1 further distributes the current command value IMS1 into two propulsion motors constituting the first group to form current command values IMS11 and IMS12 for the individual propulsion motors, respectively, and the inverter INV11. , INV12 is provided to current adjusters ACR11 and ACR12 provided. In the current adjusters ACR11 and ACR12, the current command values IMS11 and IMS12 and the propulsion motor drive currents Im11 and Im12 supplied to the propulsion motors M11 and M12 from the inverters INV11 and INV12 detected by the current detectors CT11 and CT12, respectively. And the inverter drive signals S11 and S12 whose deviation is zero are obtained and given to the inverters INV11 and INV12 as drive signals, respectively.

  The control system on the second group of propulsion motors M21 and M22 is configured in the same manner as the control system of the first group of propulsion motors, and includes a speed adjustment calculation unit ASR2 and a current calculation unit IS2. The speed adjustment calculation unit ASR2 compares the speed command value N given from the speed commander VRN with the actual speed value n2 of the propulsion motors M21 and M22 detected by the speed detector N2, and the deviation becomes zero. A torque command value τ2 is obtained. The current calculation unit IS2 obtains current command values IMS21 and IM22 for the individual propulsion motors M21 and M22 corresponding to the torque command value τ2 given from the speed adjustment calculation unit ASR2, and corresponds to the second group of inverters INV21 and INV22, respectively. Is provided to the current adjusting units ACR21 and ACR22 provided. The current adjusting units ACR21 and ACR22 are respectively supplied to the propulsion motors M21 and M22 from the current command values IMS21 and IMS22 given from the current calculation unit IS2 and the inverters INV21 and INV22 detected by the current detectors CT21 and CT22. By comparing the drive currents Im21 and Im22 with each other, inverter drive signals S21 and S22 whose deviations are zero are obtained and given to the inverters INV21 and INV22 as drive signals, respectively.

  The inverters INV11, INV12, INV21, and INV22 that drive the propulsion motors M11, M12, M21, and M22 are controlled by the propulsion control devices PC1 and PC2 as described above, whereby the propulsion machines are driven by the four propulsion motors M11 to M22. P can be driven at the command speed N set in the speed commander VRN.

  In FIG. 1, NL1 and NL2 are speed limiters for limiting a speed command given from the speed command device VRN, and IL11, IL12, IL21, and IL22 are given from the current calculation units IS1 and IS2 to the current adjustment units ACR11 to ACR22. It is a current limiter that limits the current command to be generated. Further, SH1 and SH2 are current detectors that detect currents IL1 and IL2 of the power supply paths PL1 and PL2, respectively. SH11 to SH22 are current detectors that detect currents Im11 to Im22 supplied to the inverters INV11 to INV22, and Vm1. , Vm2 are voltage detectors for detecting the voltages VD1, VD2 of the feed paths PL1, PL2, respectively.

  Next, the operation of the electric propulsion apparatus configured as described above will be described with reference to FIG.

  FIG. 2 is a characteristic diagram showing the output torque characteristics with respect to the number of propulsion motors and the speed of the propulsion device. The horizontal axis indicates the speed as a percentage (%) with respect to the rated speed, and the vertical axis similarly indicates the output torque τ. Expressed as a percentage (%) of the rating.

  Since the propulsion unit P drives the fluid, the output torque of the propulsion motor that drives the propulsion unit P has a characteristic that changes in proportion to the square of the speed (number of rotations). Characteristic line a is an output characteristic for four units when driving four propulsion motors M11 to M22, characteristic line b is an output characteristic of three units during operation, and characteristic line d is a unit during operation of four units. The output characteristics of the two units, and the characteristic line f indicate the output characteristics of one of the four units in operation.

  In the case of controlling the number of propulsion motors operated by the propulsion device, in FIG. 2, the total output of the four propulsion motors is A point, the total output of the three unit operation is B point, and the total output of the two unit operation is D point. The output of single-unit operation is operated with point F as the upper limit.

  That is, the output (torque) of one of the four propulsion motors is controlled with the F point (25% output) as the upper limit, so if four propulsion motors are operated, the output is 25% × 4 = 1000. %, Operation at point A where the speed is 100%, and operation at point C where the output is 25% × 3 = 75% and the speed is √75% = 86.6% when operating three propulsion motors It becomes. When two propulsion motors are operated, the output is 25% × 2 = 50% and the speed is √50% = 70.7%, and the operation is performed at point E. With one propulsion motor, the output is 25 %, The speed is √25% = 50%.

  As described above, when the number of units driven among the four propulsion motors is controlled according to the operation speed, when the drive is stopped, the propulsion motor is stopped together with the inverter that drives the drive motor, so that the operation is efficiently performed. Will be able to do.

  In addition, if it is possible to control the speed of the propulsion unit by controlling the number of operating units of the plurality of propulsion motors in this way, when a failure occurs in the propulsion motor or the inverter that controls the propulsion motor or in the two power sources By controlling the number of propulsion motors in response to a failure, the operation can be continued without stopping the propulsion unit with a healthy propulsion motor, inverter and power source. The reliability of operation can be improved.

  Selection of the propulsion motor to be operated corresponding to the number of propulsion motors M11 to M22 is performed by the operation selector OS, and the operation number selection operation can be performed automatically or manually by switching the operation command device COS.

  In the propulsion control devices PC1 and PC2 that control the propulsion motors M11 to M22, not only the propulsion motors M11 to M22 and the inverters INV11 to INV22 are controlled, but their operation states are monitored, and operation is possible according to the respective states. Is generated and is provided to the operation selector OS. For example, the driving propriety signals FL11 to FL22 indicate “1” if the propulsion motor or the inverter can be normally operated, and indicate “0” if the driving is not possible.

  The operation selector OS is further given a command speed N set thereto from the speed command device VRN, and selects the propulsion motor to be operated so that the number of units according to the command speed N is selected, and the inverter Selection signals IV11-IV22 for INV11-INV22 are generated and applied to propulsion control devices PC1, PC2 and inverters INV11-INV22. The inverters INV11 to INV22 can be operated when the selection signals IV11 to IV22 are given, and stop the operation when the selection signals IV11 to IV22 are stopped.

  In such a propulsion motor control system, propulsion control devices PC1 and PC2 are driven by propulsion motors M11 to M22 through speed adjustment calculation units ASR1 and ASR2, current calculation units IS1 and IS2, and current adjustment units ACR1 and ACR2. The inverters INV11 to INV22 are controlled so that the speed of the machine P becomes the command speed N set in the speed command device VRN.

  Here, as described above, the upper limit of the torque of each propulsion motor is limited to a torque of 25% with respect to point F in FIG. 2, that is, the total 100% output torque of the four propulsion motors. In addition, the speed by the number of operating motors of propulsion motors is as follows: NA = 100% speed in 4 units operation, NC = 86.6% speed in 3 units operation, 70.7% speed in 2 units operation, 50 in 1 unit operation. % Speed is the upper limit.

  In order to limit the speed of the propulsion motor, the propulsion control devices PC1 and PC2 are 100% to 50% as described above according to the operation selection signals IV11, IV12, IV21, and IV22 given from the operation selector OS. Speed command limit signals NL1 and NL2 up to the speed are applied to speed command limiters LS1 and LS2.

  The propulsion control devices PC1 and PC2 further form current limit signals IL11 to IL22 according to the number of propulsion motors operated, and supply them to the current limiters LC11 to LC22 provided at the inputs of the current adjustment units ACR11 to ACR22, respectively. Current limitation of the inverter INV11 / propulsion motor M11 to inverter INV22 / propulsion motor M22 is performed.

  Further, the operation selector OS gives the inverter operation signals IV11 to IV22 to the inverters INV11 to INV22 that drive the propulsion motors selected for operation according to the number of operations, respectively, to operate the inverters selected for operation. The operation of the inverter that was not selected is stopped, and the number of propulsion motors is selectively controlled.

  When manual operation is commanded by the operation switching device COS, the number of operating motors and the propulsion motors to be operated are manually set as shown in FIG. 3, and when automatic operation is commanded, the speed command device VRN In accordance with the speed command value N, the operation selector OS automatically selects the operation motor in the operation mode set in advance according to FIG. In FIG. 3, the circles in the corresponding columns of the propulsion motors M11 to M22 indicate operation, and the non-marks indicate stop.

  When one switch S1 or S2 of the two power supply paths PL1 and PL2 is turned off and operation is performed in one system, the signal a1 or a2 indicating the off state from the contact Sa1 or Sa2 that detects the operation state of the switch S1 or S2 Is applied to the propulsion control device PC1 or PC2, and the speed command limit signal NL1 or NL2 applied to the speed limiter LS1 or LS2 is set to 70.7% speed to limit the speed.

  As a result, regardless of the number of propulsion motors operated, the speed of the propulsion machine is operated with the upper limit being limited to 70.7% speed. At this time, if the number of propulsion motors is set to two, the driving efficiency increases.

  Next, details of the control operation will be described for each specific failure example in the electric propulsion apparatus of the present invention.

  (1) In case of failure of the propulsion motor

  In this case, when a failure occurs in the propulsion motor or the inverter that drives the propulsion motor, the control of the propulsion motor is stopped by stopping the operation of the faulty inverter itself or the inverter that drives the faulty propulsion motor. .

  When the propulsion control device PC1 or PC2 detects a failure detection signal sent from any of the failure detection devices (not shown) attached to the inverters INV11 to INV22 or the propulsion motors M11 to M22, it corresponds to the inverter or propulsion motor that will fail in the future. The operation enable / disable signals FL11 to FL22 are disabled and sent to the operation selector OS.

  For example, if one inverter INV22 fails during operation of four units, the operation enable / disable signal FL22 of the inverter INV22 becomes impossible to operate, and therefore the operation pattern shown as operation number 21 in FIG. Is selected, the selection signal IV22 to the inverter INV22 is turned off, the operation of the inverter INV22 is stopped, and the driving of the propulsion motor M22 is stopped. Operation enable / disable signals FL11 to FL21 to the other inverters INV11 to INV22 remain operable. Accordingly, since the three propulsion motors M11 to M21 are operated, the speed limit signals NL1 and NL2 whose limit value is 86.8% of the upper limit speed of the propulsion control devices PC1 and PC2 are limited to the limiter LS1. , Send to LS2 to perform speed limit control.

  When a failure occurs in the propulsion motor M11 during operation with the operation pattern of operation number 21 in FIG. 3 with three propulsion motors, the operation is selected if the inverter INV22 and the propulsion motor M22 are returned to the operable state. The device OS selects the operation pattern of operation number 24, disables the operation enable / disable signal FL11 to the inverter INV11, stops the driving of the propulsion motor M11, and continues the operation with the remaining three inverters and the propulsion motor. To do.

  In this case, any one of operation patterns 31 to 35 can be selected, and the operation can be continued by switching to the two-unit operation.

  If one unit fails during operation of two units, an operation pattern that can be operated is selected from the operation patterns of operation numbers 31 to 36 by the operation selector OS according to the operation status, and the operation of the propulsion device is continued. .

  When a failure occurs during the operation of one unit, the operation is continued by switching from the operation patterns of operation numbers 41 to 44 in FIG. For example, when the propulsion motor M11 is operated by one unit and this breaks down, if the propulsion motor M12 is in an operable state, the operation pattern of the operation number 42 is selected and the operation is switched to the propulsion motor M12. To continue driving.

  (2) In case of failure of the power supply system

  If one of the two power sources PS1 or PS2 fails and cannot supply power, the power supply switch S1 or S2 of the power supply path PL1 or PL2 that has become unable to supply power is turned off to supply power only from the healthy power supply. And drive. When the power supply switches S1 and S2 are turned off due to a power failure and the power supply is stopped, signals a1 and a2 indicating the off states of the power supply switches S1 and S2 are applied to the propulsion control devices PC1 and PC2 from the operation state detection contacts Sa1 and Sa2.

  When the signals a1 and a2 indicating the off state are received, the propulsion control devices PC1 and PC2 reduce the power supply power to 50% of the total, and accordingly, the speed limit given to the speed limiters LS1 and LS2 The commands NL1 and NL are set to 70.7% speed, and the propulsion device drive speed is limited to operate. Further, at this time, the propulsion control devices PC1 and PC2 obtain the upper limit of the current supplied to each inverter and the propulsion motor so that the power supply current from the power supply that continues power supply does not exceed its current capacity, Current limit values IL11 to IL22 corresponding to this are given to the current limiters LC11 to LC22, and the inverters INV11 to INV22 and the propulsion motors M11 to M22 are operated so as not to exceed the limit current.

  (3) Prevention of abnormal drop in power supply voltage

  In particular, the power supplies PS1 and PS2 are necessary in the storage battery operation mode in which power is supplied only from the storage batteries B1 and B2. The power supply voltages Vm1 and Vm2 from the power supplies PS1 and PS2 to the inverters INV11 to INV22, respectively, are voltage detectors VD1. , VD2, and the detected value is given to propulsion control devices PC1 and PC2. The propulsion control devices PC1 and PC2 monitor the supplied power supply voltages Vm1 and Vm2 of the power supplies PS1 and PS2. When this voltage is set inside and reaches the lower limit set voltage VL of the power supply voltage, the lower limit voltage VL Current limit values IL11, IL12, IL21, and IL22 corresponding to the current limiter LC11 to LC22 are obtained, and are operated so that the currents of the inverter and the propulsion motor do not exceed the current limit values. The voltages Vm1 and Vm2 are prevented from being abnormally lowered below the lower limit set voltage VL.

  In the above-described embodiment, an example of an apparatus having four inverters and propulsion motors has been shown. However, in the present invention, six inverters and propulsion motors are provided, or n = 3 or eight n = 4. Then, since the inverter and the propulsion motor are more multiplexed, the reliability of the device can be further improved.

  In the present invention, since the number of operating units of a plurality of inverters and propulsion motors can be controlled to control the speed of the propulsion device, in particular, when operating at a reduced speed by reducing the number of operating units, Since the operation of the inverter is stopped and the driving of the propulsion motor is stopped, the operation efficiency can be improved. In addition, instead of configuring multiple propulsion motors with individual motors, if the primary winding is configured with a multiple winding motor configured by multiplying multiple windings, the overall configuration of the propulsion motor can be reduced in size. can do.

  Further, according to the present invention, in an apparatus having two power sources, a plurality of inverters, and a propulsion motor, when one power source fails during operation and power is supplied from one power source, Responding to the case where the inverter or propulsion motor is stopped due to failure, etc., the operation is limited without limiting the speed or current, so that the electric propulsion device can continue to operate without overspeed, overload, or overcurrent. Therefore, safe navigation of the electric propulsion ship can be ensured.

P: Propulsion machine M11, M12, M21, M22: Propulsion motor INV11, INV12, INV21, INV22: Propulsion motor drive inverter PS1, PS2: Hybrid power supply PL1, PL2: Power supply path PC1, PC2: Propulsion control device ASR1, ASR2: Speed Adjustment calculation part IS1, IS2: Current calculation part ACR1, ACR2: Current adjustment part VRN: Speed command COS: Operation command OS: Operation selector.

Claims (4)

  In an electric propulsion device comprising a power source including a storage battery, a propulsion device that propels a ship, a propulsion motor that drives the propulsion device, and a power converter that drives and controls the propulsion motor, the power supply is provided in two systems, 2n (n is an integer of 2 or more) each of the propulsion motor and the power conversion device are provided, the 2n propulsion motors are arranged on the same drive shaft of the propulsion unit, and the propulsion motors are respectively connected to the electric power. A propulsion control device is provided that is distributed and connected to the two power sources via a conversion device, and controls the power conversion device in accordance with an operation command and an operation status, and this propulsion control device is used to drive the number of operation of the propulsion motors. A propulsion motor control system for an electric propulsion device for a ship, which is switched according to a command and a driving situation.   The output of each propulsion motor is set to 1 / 2n (P / 2n) of the output (torque) P of the entire electric propulsion device, so that the output of each propulsion motor does not always exceed the output P / 2n. 2. The propulsion motor control system for an electric propulsion device for a ship according to claim 1, wherein the control is performed by limiting the current of each of the power conversion devices and the current of each power conversion device.   When a failure occurs in one of the two power sources during operation, power supply from the failed power source is stopped, and power is supplied to the power converter and the propulsion motor during operation only from a healthy power source. 3. The electric power of the ship according to claim 1 or 2, wherein the operation is continued by limiting the speed of the propulsion motor being operated so that the current of the healthy power source does not exceed a specified current. Propulsion motor control system for propulsion devices.   Limiting the speed of the propulsion motor during operation so that the power supply voltage from the power source does not drop below a specified voltage in the storage battery operation mode in which power is supplied to the propulsion motor from only the power storage battery. The propulsion motor control system for an electric propulsion device for a ship according to any one of claims 1 to 3.

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