JP2025028560A - MOBILE BODY CONTROL DEVICE, MOBILE BODY ... CONTROL METHOD, AND PROGRAM - Google Patents

Abstract

To provide a control device that is able to prevent step-out of a magnetic geared motor mounted on a moving body.SOLUTION: A control device for a moving body comprises: a switching unit configured to switch between a manual mode in which an operator manually sets a torque limit value and an automatic mode in which the torque limit value is automatically set; a manual setting unit configured to set the torque limit value to a value specified by the operator when switching to the manual mode is performed; an automatic setting unit configured to set the torque limit value, based on at least one of load torque transmitted from the propulsion device to the magnetic geared motor and measurement data indicating a state of the moving body, when switching to the automatic mode is performed; and a limiter configured to limit, with the torque limit value, a torque command for adjusting electric torque of the magnetic geared motor, based on a difference between a rotation speed command for specifying a rotation speed of the propulsion device and measurement data of the rotation speed of the propulsion device.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to a control device for a moving body, a moving body, a control method for a moving body, and a program.

Moving bodies such as ships and vehicles are equipped with propulsion systems that allow the bodies to move in any direction and at any speed (see, for example, Patent Document 1).

In recent years, the propulsion systems of moving bodies such as ships and vehicles have been increasingly electrified. For example, in the case of ships, electric motors offer greater freedom in layout compared to existing diesel engines and steam turbines, and combining them with storage batteries is expected to improve efficiency and reliability.

To use an electric motor, it is necessary to use a mechanical reducer in conjunction with it, or to use an electric motor specially designed to have a low rated speed, in order to match the rotation speed to the range required by the propulsion unit. However, using a mechanical reducer in conjunction with it has disadvantages such as the generation of vibration and noise, and the need for regular maintenance. In addition, when using a low-speed electric motor with a low rated speed, the size (diameter) of the motor increases in order to increase the number of poles, which has the disadvantage that it is difficult to install it on a moving body with limited installation space.

For this reason, it has been considered to use a magnetic geared motor as an electric motor. A magnetic geared motor has a magnetic gear section consisting of a high-speed rotor and a low-speed rotor. The high-speed rotor and the low-speed rotor transmit torque without contact using a magnetic spring. This magnetic spring causes the low-speed rotor to rotate synchronously with the high-speed rotor at a specified reduction ratio. In other words, a magnetic geared motor can adjust the rotation speed to match the propulsion unit without a mechanical reducer. Furthermore, since a magnetic geared motor can output the rotation speed required by the propulsion unit without having to make the diameter as large as that of a general electric motor (for example, a synchronous motor), it can also be applied to moving bodies with limited installation space.

JP 2022-99788 A

On the other hand, if a magnetic geared motor experiences an overload due to foreign matter getting caught in it, or a sudden reversal operation such as a ship crashing or astern, and torque that exceeds the maximum transmission torque of the magnetic spring is generated in the magnetic gear section, the high-speed rotor and low-speed rotor may lose synchronization, causing the loss of torque transmission function. The loss of synchronization is resolved naturally when the input energy is cut off, but during the period until the loss is resolved, an alternating torque is generated whose amplitude is the maximum transmission torque and whose frequency is proportional to the electrical speed difference between the high-speed rotor and low-speed rotor. This alternating torque may excite the natural vibration mode of the rotating shaft system of the magnetic geared motor. If the natural vibration mode is excited, noise may be generated from the rotating shaft system, and even damage may occur to the rotating shaft and surrounding equipment.

One way to prevent loss of synchronization is to increase the maximum transmission torque. This is an essential and reliable method, but in order to increase the maximum transmission torque, it is necessary to increase the amount of magnets in the magnetic gear section. This leads to increases in size, weight, and cost of the magnetic geared motor, reducing its advantages over mechanical reducers and low-speed large-diameter electric motors.

The object of the present disclosure is to provide a control device for a moving body, a moving body, a control method for a moving body, and a program that can suppress loss of synchronism of a magnetic geared motor mounted on the moving body.

According to one aspect of the present disclosure, the control device for a moving body is a control device for a moving body having a propeller driven by a magnetic geared motor, and includes: a switching unit that switches between a manual mode in which an operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor, and an auto mode in which the torque limit value is automatically set; a manual setting unit that sets the torque limit value to a value designated by the operator when switched to the manual mode; an automatic setting unit that sets the torque limit value based on at least one of the load torque transmitted from the propeller to the magnetic geared motor and measurement data representing the state of the moving body when switched to the auto mode; and a limiter that limits, by the torque limit value, a torque command that adjusts the electric torque of the magnetic geared motor based on the difference between a rotation speed command that designates the rotation speed of the propeller and measurement data of the rotation speed of the propeller.

According to one aspect of the present disclosure, the control device for a moving body is a control device for a moving body having a propeller driven by a magnetic geared motor, and includes: a switching unit that switches between a manual mode in which an operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor, and an auto mode in which the torque limit value is automatically set; a manual setting unit that sets the torque limit value to a value specified by the operator when the manual mode is selected; an automatic setting unit that sets the torque limit value based on at least one of the load torque transmitted from the propeller to the magnetic geared motor and measurement data that represents the state of the moving body when the auto mode is selected; a limit value calculation unit that calculates a limit value that limits at least one of a rotation speed command that specifies the rotation speed of the propeller and a steering angle command that specifies the steering angle of the moving body based on the torque limit value; and a limiter that limits at least one of the rotation speed command and the steering angle command by the limit value.

According to one aspect of the present disclosure, a moving body includes a magnetic geared motor having a low-speed rotor and a high-speed rotor, a propulsion device that is rotationally driven by the magnetic geared motor, a steering gear that changes the direction of travel, and a control device according to the above-mentioned aspect.

According to one aspect of the present disclosure, a method for controlling a moving body is a method for controlling a moving body having a propeller driven by a magnetic geared motor, and includes the steps of: switching between a manual mode in which an operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor, and an auto mode in which the torque limit value is automatically set; setting the torque limit value to a value designated by the operator when the manual mode is selected; setting the torque limit value based on at least one of the load torque transmitted from the propeller to the magnetic geared motor and measurement data that represents the state of the moving body when the auto mode is selected; and limiting, by the torque limit value, a torque command that adjusts the electric torque of the magnetic geared motor based on the difference between a rotation speed command that designates the rotation speed of the propeller and the measurement data of the rotation speed of the propeller.

According to one aspect of the present disclosure, the program causes a control device for a moving body having a propeller driven by a magnetic geared motor to execute the steps of: switching between a manual mode in which an operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor, and an auto mode in which the torque limit value is automatically set; setting the torque limit value to a value designated by the operator when the mode is switched to the manual mode; setting the torque limit value based on at least one of the load torque transmitted from the propeller to the magnetic geared motor and measurement data representing the state of the moving body when the mode is switched to the auto mode; and limiting, by the torque limit value, a torque command that adjusts the electric torque of the magnetic geared motor based on the difference between a rotation speed command that designates the rotation speed of the propeller and the measurement data of the rotation speed of the propeller.

According to the above aspect, it is possible to prevent loss of synchronization of the magnetic geared motor mounted on the moving body.

1 is a diagram showing an overall configuration of a moving body according to a first embodiment; FIG. 2 is a block diagram showing a functional configuration of a control device according to the first embodiment. FIG. 2 is a schematic diagram of a magnetic gear unit according to the first embodiment. FIG. 2 is a block diagram showing a control example of the control device according to the first embodiment. 5A and 5B are diagrams for explaining a function of a switching unit according to the first embodiment. FIG. 4 is a block diagram showing an example of processing in an auto mode according to the first embodiment. FIG. 11 is a block diagram showing an example of a process in an auto mode according to the second embodiment; FIG. 11 is a block diagram showing a functional configuration of a control device according to a third embodiment. FIG. 13 is a block diagram showing a control example of a control device according to a third embodiment. FIG. 13 is a first diagram showing the configuration of a magnetic geared motor according to a fourth embodiment. FIG. 13 is a second diagram showing the configuration of the magnetic geared motor according to the fourth embodiment. 13A to 13C are diagrams illustrating the effects of the magnetic geared motor according to the fourth embodiment. FIG. 13 is a third diagram showing the configuration of the magnetic geared motor according to the fourth embodiment.

First Embodiment
Hereinafter, the embodiments will be described in detail with reference to the drawings.

(Overall configuration of the vehicle)
FIG. 1 is a diagram showing the overall configuration of a moving body according to the first embodiment.
The moving body 1 is, for example, a ship. In other embodiments, the moving body 1 may be an airplane, an automobile, a railroad car, etc. As shown in Fig. 1, the moving body 1 includes a main body 3, a propulsion system 4, a steering system 5, an operation unit 10, and a control device 2.

The main body 3 is the body (hull, aircraft body, vehicle body) of the moving object 1. In addition, a plurality of sensors 31 are provided in each part of the main body 3. Each sensor 31 detects the speed of the moving object 1 (main body 3),
Attitude angles (roll angle, pitch angle, yaw angle), acceleration (up/down, left/right, forward/backward acceleration), etc. are measured.

The propulsion system 4 is a mechanism that provides thrust to the moving body 1 (main body 3). The propulsion system 4 has an inverter control device 40, an inverter 41, a magnetic geared motor 42, a rotating shaft 43, a thruster 44, a current sensor 45, and a rotation angle sensor 46.

The inverter 41 supplies power to the magnetic geared motor 42 according to the commands (voltage and current commands) of the inverter control device 40.

The magnetic geared motor 42 has a magnetic gear section 42A consisting of a high-speed rotor HSR and a low-speed rotor PPR. When current supplied from the inverter 41 flows through the stator windings (not shown), the high-speed rotor HSR rotates due to the magnetomotive force of the windings. The electric torque (motor torque) applied to the high-speed rotor HSR is transmitted to the low-speed rotor PPR via a magnetic spring. This causes the low-speed rotor PPR to rotate in synchronization with the high-speed rotor HSR at a predetermined reduction ratio.

The rotating shaft 43 is the output shaft of the magnetic geared motor 42 and connects the low-speed rotor PPR and the propeller 44 via the joint JT.

The propulsion device 44 is rotated by the torque transmitted from the magnetic geared motor 42, and provides thrust to the moving body 1 (main body 3). The propulsion device 44 is, for example, a propeller. In other embodiments, the propulsion device 44 may be a wheel of an automobile or a railroad vehicle.

A current sensor 45 is provided on the power line connecting the inverter 41 and the magnetic geared motor 42. The current sensor 45 measures the current (motor current) supplied from the inverter 41 to the magnetic geared motor 42. The magnetic geared motor 42 is also provided with a rotation angle sensor 46. The rotation angle sensor 46 includes a high-speed side rotation angle sensor 46A that measures the rotation angle and rotation speed of the high-speed rotor HSR, and a low-speed side rotation angle sensor 46B that measures the rotation angle and rotation speed of the low-speed rotor PPR (rotating shaft 43).

The inverter control device 40 feedback controls the voltage and current applied by the inverter 41 to the magnetic geared motor 42 based on measurement data such as the motor current and the rotation speed of the rotating shaft 43 so that the torque of the magnetic geared motor 42 matches the torque command requested by the control device 2 described below.

The steering system 5 has a steering gear 51 that can change the direction of travel of the moving body 1 (main body 3).

The operation unit 10 accepts inputs such as operation commands from the operator.

The control device 2 controls the propulsion system 4 and steering system 5 based on operation commands from the operator. In this embodiment, in particular, the state of the moving body 1 and meteorological and sea conditions are monitored, and the torque of the magnetic geared motor 42 of the propulsion system 4 is adjusted to suppress loss of synchronism. Note that the control of the steering system 5 (such as the calculation of the rudder angle command) is the same as in the prior art, so a detailed description is omitted.

(Functional configuration of the control device)
FIG. 2 is a block diagram showing the functional configuration of the control device.
As shown in FIG. 2, the control device 2 includes a processor 20, a memory 21, a storage 22, and a communication interface 23.

The processor 20 operates according to a predetermined program to perform the functions of a control unit 201, a switching unit 202, a manual setting unit 203, an automatic setting unit 204, an estimation unit 205, and a limiter 206.

The control unit 201 performs feedback control to adjust the electric torque (motor torque) of the magnetic geared motor 42 based on the difference between the measurement data of the rotation speed of the propulsion unit 44 (rotating shaft 43) and the rotation speed command.

The switching unit 202 switches the setting mode of the torque limit value that limits the electric torque of the magnetic geared motor 42. The setting modes include a manual mode in which the operator manually sets the torque limit value, and an auto mode in which the torque limit value is automatically set.

When the manual mode is switched to, the manual setting unit 203 sets the torque limit value to a value specified by the operator.

When switched to auto mode, the automatic setting unit 204 sets the torque limit value based on at least one of the load torque transmitted from the propulsion unit 44 to the magnetic geared motor 42 and the measurement data representing the state of the moving body 1.

The estimation unit 205 estimates the load torque based on state variables including measurement data representing the state of the moving body 1.

The limiter 206 outputs a final torque command to the inverter control device 40, which is the torque limit value calculated by the control unit 201 and limited by the torque limit value set by the manual setting unit 203 or the automatic setting unit 204.

The predetermined program executed by the processor 20 is stored in a computer-readable recording medium. A computer-readable recording medium refers to a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, etc. The computer program may be distributed to a computer via a communication line, and the computer that receives the program may execute the program. Furthermore, the program may be for realizing part of the above-mentioned functions. Furthermore, the program may be a so-called difference file (difference program) that can realize the above-mentioned functions in combination with a program already recorded in the computer system.

Memory 21 has memory space necessary for the operation of processor 20.

Storage 22 is a so-called auxiliary storage device, such as a hard disk drive (HDD) or a solid state drive (SSD). Storage 22 stores data that each part of processor 20 acquires, generates, and references during processing.

The communication interface 23 transmits and receives signals (operation commands, measurement data, etc.) between each device.

(Control device processing)
Next, a detailed description will be given of the processing of the control device 2. The control device 2 according to this embodiment reduces the torsional torque generated in the magnetic gear portion 42A instead of increasing the maximum transmission torque of the magnetic geared motor 42. By reducing the torsional torque, step-out is suppressed without increasing the size of the magnetic geared motor 42.

FIG. 3 is a schematic diagram of the magnetic gear unit according to the first embodiment.
When the magnetic gear portion 42A is represented by a simplified model as shown in Fig. 3, the torsional torque generated in the magnetic gear portion 42A can be reduced by controlling the electric torque generated by applying a current to the stator winding (not shown) of the magnetic gear motor 42 or the torque of the thruster 44 in accordance with the load torque. From Fig. 4, the following equations (1) to (4) are established.

In equation (1), _θe is the torsion angle (electrical angle) indicating the difference in rotation angle between the high-speed rotor HSR and the low-speed rotor PPR, and _ωe is the torsion angular velocity (electrical angle) indicating the difference in rotation speed. _θe and _ωe in equation (1) are obtained from equation (2). p _h , θ ₀ , and _ω0 in equation (2) are the number of pole pairs, rotation angle (mechanical angle), and angular velocity (mechanical angle) of the high-speed rotor HSR, respectively. n _s , θ ₁ , and ω ₁ in equation (2) are the number of pole pieces, rotation angle (mechanical angle), and angular velocity (mechanical angle) of the low-speed rotor PPR, respectively.

The second term on the right side of equation (3) is the torque (magnetic spring torque) of the magnetic gear portion 42A, and its maximum value is the maximum transmission torque _Tmax . _Jr and _Tr in equation (3) are obtained from equation (4). _J0 in equation (4) is the moment of inertia of the high speed rotor HSR, _J1 is the moment of inertia of the low speed rotor PPR, _T0 is the electric torque, and _T1 is the load torque. Therefore, when the first term _Tr on the right side of equation (3) exceeds the maximum transmission torque _Tmax , a stable operating point disappears, resulting in loss of synchronization.

If losses are ignored, in a steady state, the first and second terms on the right side of equation (3) are balanced, and the left side is 0, i.e., the rotational speed difference is 0, and the high speed rotor HSR and the low speed rotor PPR rotate in perfect synchronization. If the load torque _T1 increases by _ΔT1 from this state, T _r increases from equation (3), the balance of equation (3) is lost, the left side ≠ 0, and the rotation angle difference θ _e changes. At this time, suppose that the electric torque _T0 is changed by _ΔT0 shown in the following equation (5) at exactly the same timing as the change in the load torque _T1 .

In this case, the change in _Tr becomes zero, and no electrical difference in rotation angle or rotation speed occurs between the high speed rotor HSR and the low speed rotor PPR, and the maximum transmission torque _Tmax is not exceeded. Therefore, step-out can be suppressed without increasing the number of magnets to provide a margin for the maximum transmission torque.

However, in reality, it is not possible to know exactly when and what load will act, and it is not possible to control the electric torque with zero delay.

A simple and reliable method is to reduce (or limit) the electric torque before an overload occurs. However, if the electric torque is always kept reduced (limited), the output torque of the magnetic geared motor 42 will decrease, and it will take time for the mobile unit 1 to move (navigate). For this reason, the amount by which the electric torque is reduced (limited) and the duration of this reduction must be appropriately adjusted.

Therefore, the control device 2 according to this embodiment performs processing to limit the electric torque in the manual setting unit 203 or the automatic setting unit 204.

FIG. 4 is a block diagram showing a control example of the control device according to the first embodiment.
The control process of the control device 2 will be described in detail with reference to FIG.

First, as shown in FIG. 4, the switching unit 202 switches the setting mode to manual mode or auto mode.

FIG. 5 is a diagram for explaining the function of the switching unit according to the first embodiment.
5, the switching unit 202 switches the setting mode to the manual mode when any one of the conditions M1 to M3 is satisfied, and switches the setting mode to the auto mode when all of the conditions A1 to A3 are satisfied.

The setting mode switching conditions M1 to M3 and A1 to A3 are as follows.
(M1) When the operator performs an operation to select the manual mode via the operation unit 10.
(M2) When the reliability of the measurement data is insufficient.
(M3) When environmental conditions are predicted to be poor.
(A1) When the operator performs an operation to select the auto mode via the operation unit 10.
(A2) When the measurement data is sufficiently reliable.
(A3) When environmental conditions are predicted to be good.

For conditions M1 and A1, the operator switches the setting mode depending on, for example, the operation plan of the mobile unit 1. For example, if it is known in advance that severe driving such as crash astern or sharp turns will be performed during sea trials (i.e., overloading of the magnetic geared motor 42 will occur), the operator selects the manual mode (condition M1). On the other hand, if it is known in advance that such severe driving will not be performed, the operator selects the auto mode (condition A1).

The measurement data for conditions M2 and A2 are measurement data of the rotation speed of the propulsion device 44 (rotating shaft 43) used by the automatic setting unit 204 to set the torque limit value, and measurement data of the speed, attitude angle, acceleration, etc. of the moving body 1 (main body unit 3) measured by the sensor 31. For example, if any of the sensors fails or a data transmission abnormality occurs, the reliability of the measurement data is determined to be insufficient (condition M2). On the other hand, if all sensors are operating normally or no data transmission abnormality occurs, the reliability of the measurement data is determined to be sufficient (condition A2).

The environmental conditions of conditions M3 and A3 include information indicating whether meteorological conditions such as wind and rain, and ocean conditions such as waves, are good or bad. The control device 2 acquires the current and future environmental conditions (good/bad) along the travel path of the moving body 1 from the operation unit 10 or an external server (not shown). The environmental conditions may include predicted values such as wind speed, rainfall, and wave height, and the switching unit 202 may determine whether the environmental conditions are good or bad based on whether any of these predicted values exceed a threshold value.

In other words, the manual mode is set when it is difficult for the estimator 205 to estimate the load torque, such as in stormy weather, and the judgment of an experienced operator is important. The auto mode is set when the weather and sea conditions are calm, such as in fine weather, and the load torque can be estimated relatively accurately. In order to minimize the travel time (navigation time) of the mobile unit 1 and maximize fuel efficiency, it is necessary to finely adjust the torque limit value. Therefore, when conditions A2 to A3 are met, it is desirable to set the auto mode and adjust the torque limit value according to the condition of the mobile unit 1, etc.

When the setting mode is manual mode, the manual setting unit 203 sets the value input by the operator via the operation unit 10 as the torque limit value.

FIG. 6 is a block diagram showing an example of processing in the auto mode according to the first embodiment.
When the setting mode is the auto mode, the automatic setting unit 204 sets the torque limit value according to the torque determination logic shown in Fig. 6. In the auto mode, attention is focused on factors that increase the load torque, and the state of those factors is determined from measurement data measured by sensors, operation commands, etc.

The automatic setting unit 204 determines the first torque limit value according to the state (measurement data) of the mobile body 1 by referring to the first limit value information D1, which defines a predetermined relationship between the measurement data indicating the state of the mobile body 1 and the torque limit value. The measurement data indicating the state of the mobile body is, for example, the attitude angle of the main body 3 of the mobile body 1 measured by the sensor 31. If the mobile body 1 is a ship, the hull motion (pitching) may become large in rough weather, and the thruster 44 (propeller) installed at the rear of the hull may be temporarily exposed above the water surface and spin freely (propeller racing). In such a case, the load torque varies greatly depending on whether the propeller is exposed or not, which may cause the magnetic geared motor 42 to lose synchronism.

In this way, when it is known that a particular state of the moving body 1 affects the fluctuation of the load torque, first limit value information D1 is prepared that defines the relationship between the particular state of the moving body 1 (the pitch angle in the above example) and the torque limit value that is the maximum electric torque that does not cause step-out (the electric torque that becomes the step-out limit). The first limit value information D1 may be a table created based on a database of simulations, model tests, actual measurement data of the moving body 1 itself or other similar moving bodies, or it may be a mathematical model constructed based on a database. The automatic setting unit 204 uses the first limit value information D1 to determine the first torque limit value according to the pitch angle of the main body unit 3, which changes from moment to moment.

The model of the magnetic gear unit 42A in FIG. 3 also shows that step-out can occur not only due to a sudden change in load torque, but also due to a sudden change in electric torque. For example, a crash astern operation can cause a sudden change in electric torque, resulting in step-out. In other words, operation commands related to maneuvering the ship (such as rotation speed commands to the propulsion system 4 and rudder angle commands to the steering system 5) and actual values (such as the rotation speed of the low-speed rotor PPR and measurement data on attitude and acceleration) are also considered to be effective in determining the torque limit value. Therefore, the first limit value information D1 may define the relationship between these operation commands and actual values and the torque limit value.

Furthermore, the automatic setting unit 204 may set the torque limit value based on the load torque estimated from various states of the moving body 1 and operation commands. First, the estimation unit 205 estimates the load torque, for example, as follows. With reference to the schematic diagram of the magnetic gear unit 42A in FIG. 3 and the above equations (1) to (4), the propulsion system 4 driven by the magnetic geared motor 42 is modeled as follows. Here, an extremely simplified model is used for ease of understanding. Also, it is assumed here that the moving body 1 is a ship and the propeller 44 is a propeller.

In equations (6) to (9), Q _motor0 is the electric torque of the magnetic geared motor 42, Q _motor1 is the output torque (magnetic spring torque) of the magnetic geared motor, Q _p is the load torque (propeller torque), τ _e is the response time constant of the electric torque, and Q _motor0 ^* is the command value of the electric torque (torque command). In equation (10), u _p represents the inflow speed of the propeller as a linear function of time t, and when expressed as a homogeneous differential equation, it becomes equations (11) to (12). From these equations, the load torque Qp is expressed by the model of equation (13). In equation (13), C ₁ , C ₂ , and C ₃ are coefficients determined by the characteristics of the propeller.

Furthermore, the state variable x of moving body 1 is set as shown in equation (14).

The load torque is estimated as shown in equation (15) using the state variable x^, which is estimated every moment using the method described below.

To construct the estimation algorithm, the state equation is given by equation (16).

The continuous state equation in equation (16) above is discretized with a calculation period of ΔT. For example, when approximating it using the forward Euler method, it becomes a discrete state equation as shown in equation (17) below.

Here, k is the calculation step. Next, we define the signals that can be observed (measured). For example, if only the angular velocities of the high-speed rotor HSR and the low-speed rotor PPR can be measured, the observation equation is as shown in the following equation (18). H is a function that converts state variables into observation variables.

The state variables are estimated using the state equation in equation (17) and the observation equation in equation (18). For example, in this embodiment, the state variables are estimated using an unscented Kalman filter (UKF). Note that in other embodiments, other methods may be used to estimate the state variables. State estimation using the unscented Kalman filter involves three steps: "1. Sigma point calculation step," "2. Prediction step," and "3. Update step." These steps are explained in order below.

1. Sigma point calculation step Sigma points are calculated using state variables. Note that in the first calculation step, state variables with initial values set are used. If the dimension of the state variables is n, 2n+1 sigma points are set for each state variable. Note that in this example, n=6. A method for setting sigma points is shown below for a state variable (e.g., x ₁ [k]) at a certain calculation point k. The symbol [k] indicating the calculation point is omitted to make the formula easier to read.

The weighting coefficient W for calculating the average value of the sigma points is calculated using the following formulas (19) to (22). α, β, and κ are parameters, and it is generally considered best to set them as 0≦α≦1, κ=3-n, and β=2. α is a parameter that adjusts the dispersion of the sigma points (the distance from the average value), and the larger it is, the greater the dispersion.

As in equations (23) and (24), one of the sigma points (X ₀ ) is set to the weighted average value μ.

The remaining 2n sigma points are calculated using the average value μ calculated above and the following equations (25) to (27).

Taking all state variables into account, the set of sigma points can be expressed as a matrix as shown in the following equation (28). As mentioned above, in this example, n = 6.

The subscript i=0, . . . , 2n of the element X _i,j in equation (28) is the number of the sigma point, and j=1, .

2. Prediction step: Unscented transformation of the sigma points is performed using the following formula (29). The transformed set is expressed as a matrix as formula (30).

X and Y are (2n+1) x n matrices. The mean value x and the covariance matrix P are calculated using the following equations (31) to (34).

Q in equation (34) is a model of process noise.

3. Update step: Transform the sigma points into the observation space using the observation equations.

In equation (35), the subscript i = 0, ..., 2n is the number of the sigma point, j = 1, ..., n is the number of the state variable, and k = 1, ..., l is the number of the observation point. l is the number of the observation points. Furthermore, from equations (36) to (38), the average value μ _Z and the covariance matrix P _Z of the sigma points transferred to the observation space are calculated. R in equation (38) is an l x l matrix, and is the model (covariance matrix) of the observation noise.

In equations (35) to (38), the subscripts i = 0, ..., 2n are the sigma point numbers, j = 1, ..., n are the state variable numbers, and k = 1, ..., l are the observation point numbers. Also, l is the number of observation points. Equations

In addition, the residual y of the observed value z=[ω _{0, meas} ω _{1, meas} ] ^T is calculated using equation (39).

Next, calculate the Kalman gain K using the following equations (40) to (41).

The calculated Kalman gain is used to update the estimated state variables using the following equation (42).

The calculated Kalman gain is then used to update the covariance matrix using the following equation (43).

The estimation unit 205 repeats the above-mentioned "2. prediction step" and "3. update step". That is, in the prediction step, a prior distribution _X̂k of the state at the current time k is predicted from the state estimate Xk _-1 at the previous time (calculation step) k-1. In addition, in the update step, a residual y of a value z obtained by transferring the predicted prior distribution _X̂t to the observation space is obtained, and a posterior distribution _X̂k +Ky is obtained by updating the estimate of the state variable at the current time k based on this residual y. The estimation unit 205 thus obtains the estimate x^ of the state variable, and momentarily calculates the estimate Qp^ of the load torque using the above equation (15).

Next, the automatic setting unit 204 determines the second torque limit value based on the load torque estimate value Qp^ at the current time. For example, the automatic setting unit 204 prepares second limit value information D2 that defines the relationship between the load torque and the torque limit value that is the maximum electric torque that does not cause step-out (electric torque that is the step-out limit). The second limit value information D2 may be a table created based on a database of simulations, model tests, actual measurement data of the mobile body 1 itself or other similar mobile bodies, or it may be a mathematical model constructed based on a database. The automatic setting unit 204 determines the second torque limit value according to the estimated load torque based on the second limit value information D2.

The automatic setting unit 204 also uses the selector 204A to select the smaller of the first and second torque limit values, and sets this as the final torque limit value.

For example, if the torque limit value suddenly increases, the electric torque may become excessive, which may cause step-out. For this reason, when the torque limit value selected by the selector 204A increases from the previous value (is on the higher side), the automatic setting unit 204 limits the amount or rate of change of the torque limit value per time by the rate limiting unit 204B.

The automatic setting unit 204 repeatedly performs the process shown in FIG. 6 from time to time to set an appropriate torque limit value according to the state of the moving body 1.

Returning to FIG. 4, the control unit 201 calculates the torque command for the magnetic geared motor 42 based on the difference between the measurement data of the rotation speed of the propulsion unit 44 and the rotation speed command issued by the operation unit 10.

The limiter 206 determines a final torque command by limiting the torque limit value calculated by the control unit 201 with the torque limit value. In manual mode, the torque limit value set by the manual setting unit 203 is given to the limiter 206, and in auto mode, the torque limit value set by the automatic setting unit 204 is given to the limiter 206. The final torque command is output to the inverter control device 40. The inverter control device 40 adjusts the voltage and current of the inverter 41 so that the electric torque of the magnetic geared motor 42 matches the final torque command.

The control device 2 repeatedly executes the processes shown in Figures 4 and 6 while the mobile body 1 is operating.

In the above example, to simplify the explanation, the load model was estimated only considering a model that represents a state in which the propeller is completely submerged. In reality, a large load torque will act from the propeller when the propeller is exposed above the water surface (propeller racing) and then submerged again. Such movements are considered to be strongly correlated with hull movements such as the inclination and up-down movement (heave) of the hull. Therefore, the estimation unit 205 may estimate the load torque by adding measurement data (attitude angle, acceleration, etc.) related to the hull movement of the hull to the above-mentioned state equation (17) and observation equation (18). Furthermore, load fluctuations caused by the propeller may occur not only when propeller racing, but also when the rudder is turned to make a sharp turn. In other words, operation commands related to maneuvering (rotation speed commands to the propulsion system 4, rudder angle commands to the steering system 5, etc.) and actual values (measurement data of the rotation speed, attitude, and acceleration of the low-speed rotor PPR) are also considered to be effective in determining the torque limit value. Therefore, the estimation unit 205 may estimate the load torque by adding these operation commands and actual values to the above-mentioned state equation (17) and observation equation (18). This can improve the estimation accuracy of the load torque.

In addition, FIG. 6 shows an example in which the automatic setting unit 204 selects the smaller of the first torque limit value and the second torque limit value using the selector 204A, but this is not limited to this. In other embodiments, the automatic setting unit 204 may determine only the first torque limit value or only the second torque limit value as the torque limit value. In this case, the selector 204A is omitted.

(Action, Effect)
As described above, the control device 2 of the moving body 1 in this embodiment is equipped with a switching unit 202 that switches between a manual mode in which the operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor 42, and an auto mode in which the torque limit value is automatically set, a manual setting unit 203 that sets the torque limit value to a value specified by the operator when switched to the manual mode, and an automatic setting unit 204 that sets the torque limit value in accordance with the load torque transmitted from the propulsion unit 44 to the magnetic geared motor 42 or the state of the moving body 1 when switched to the auto mode.

In this way, in manual mode, the control device 2 allows the operator to adjust the torque limit value according to the situation and suppress step-out of the magnetic geared motor 42. On the other hand, in auto mode, the control device 2 can operate the magnetic geared motor 42 at maximum efficiency while suppressing step-out by finely adjusting the electric torque according to the load torque and the state of the moving body 1. This makes it possible to minimize the travel time of the moving body 1 and maximize fuel efficiency.

The automatic setting unit 204 also refers to first limit value information D1, which defines a predetermined relationship between the state of the moving body 1 and the torque limit value, and sets the first torque limit value according to the state of the moving body 1 as the torque limit value.

For example, if the moving body 1 is a ship and propeller racing occurs due to a change in the state (tilt) of the hull, the load torque on the magnetic geared motor 42 may fluctuate significantly. By setting a torque limit value according to the state of the moving body 1 as described above, the control device 2 can appropriately adjust the electric torque according to the fluctuation in the load torque caused by the change in the state of the moving body 1, thereby suppressing loss of synchronization.

The control device 2 further includes an estimation unit 205 that estimates the load torque based on state variables including measurement data representing the state of the moving body 1. The automatic setting unit 204 references second limit value information D2 that predetermines the relationship between the load torque and the torque limit value, and sets the second torque limit value according to the estimated load torque as the torque limit value.

In this way, the control device 2 can estimate the load torque applied to the magnetic geared motor 42 from moment to moment, and appropriately adjust the electric torque in accordance with fluctuations in the load torque, thereby suppressing loss of synchronization.

The automatic setting unit 204 also determines a first torque limit value and a second torque limit value, and sets the smaller of these values as the torque limit value.

For example, when the moving body 1 is not tilted and propeller racing is not occurring, the state of the moving body 1 is stable, so the first torque limit value may be a value that relaxes the restriction on the electric torque. On the other hand, when the load torque is increasing due to acceleration or turning of the moving body 1, the second torque limit value may be a value that further restricts the electric torque. Even in such a case, the control device 2 can adjust the electric torque to the safe side by setting the smaller value as the final torque limit value. This makes it possible to more reliably suppress loss of synchronization.

Second Embodiment
Next, a second embodiment will be described with reference to Fig. 7. Components common to the above-mentioned embodiment are given the same reference numerals and detailed description will be omitted.

In the first embodiment, in the auto mode, the estimation unit 205 of the control device 2 determines an estimated value Qp^ of the current load torque. In contrast, the estimation unit 205 in this embodiment predicts the behavior of the future load torque and electric torque (motor torque) a certain number of steps ahead using a model M.

FIG. 7 is a block diagram showing an example of a process in the auto mode according to the second embodiment.
Specifically, as shown in FIG. 7, the estimation unit 205 performs a process of estimating future load torque and electric torque using a model M, instead of the process of the first embodiment (FIG. 6). The model M receives measurement data for several past steps as an input x, and outputs estimated values y of future load torque and electric torque. The measurement data includes measurement data such as an attitude angle and acceleration representing the inclination and sway of the moving body 1 (main body 3), and a rotation angle and a rotation speed of each rotor. The model M may be, for example, an auto-regressive (AR) model such as a radial base function (RBF)-ARX model. In another embodiment, the model M may be a learning model learned from past measurement data.

In addition, instead of the processing of the first embodiment (FIG. 6), the automatic setting unit 204 performs processing to set the torque limit value so as to limit the current electric torque for a certain period of time based on the predicted future load torque and electric torque. For example, as shown in FIG. 7, the automatic setting unit 204 performs a simulation of out-of-step using the predicted future load torque and electric torque as input, and when it is predicted that out-of-step will occur in the future, determines the torque limit value (second torque limit value) based on the estimated load torque and second limit value information D2. The method of determining the second torque limit value is the same as in the first embodiment. Also, the automatic setting unit 204 may limit the amount of change or rate of change of the torque limit value per time only when the torque limit value is on the increasing side by the rate limiting unit 204B, as in the first embodiment.

The subsequent processing of the control device 2 is the same as in the first embodiment. That is, the control unit 201 outputs a final torque command, which is the calculated torque command limited by the torque limit value set by the automatic setting unit 204, to the inverter control device 40. The inverter control device 40 adjusts the voltage and current of the inverter 41 so that the electric torque of the magnetic geared motor 42 matches the final torque command.

In this way, the control device 2 according to this embodiment limits the electric torque in advance when a loss of synchronism is predicted in the future. In this way, the control device 2 can more reliably suppress loss of synchronism of the magnetic geared motor 42.

Third Embodiment
Next, a third embodiment will be described with reference to Figures 8 and 9. Components common to the above-mentioned embodiment are given the same reference numerals and detailed description will be omitted.

FIG. 8 is a block diagram showing a functional configuration of a control device according to the third embodiment.
FIG. 9 is a block diagram showing a control example of the control device according to the third embodiment.
In the above embodiment, an example has been described in which the control device 2 limits the electric torque (motor torque) of the magnetic geared motor 42 in order to suppress loss of synchronism of the magnetic geared motor 42. In contrast, the control device 2 according to the present embodiment suppresses loss of synchronism of the magnetic geared motor 42 by controlling the load torque by limiting at least one of the rudder angle of the steering system 5 and the rotation speed of the propeller 44.

Specifically, as shown in Figs. 8 and 9, the control device 2 according to this embodiment further includes a limit value calculation unit 207. The limit value calculation unit 207 calculates a rotation speed limit value and a steering angle limit value that limit the rotation speed command and the steering angle command based on the torque limit value set by the manual setting unit 203 or the automatic setting unit 204. The limit value calculation unit 207 may also calculate the rotation speed limit value and the steering angle limit value using the load torque estimate value estimated by the estimation unit 205 according to the first or second embodiment, or the future load torque and electric torque estimate values estimated by the estimation unit 205 according to the second embodiment.

As shown in FIG. 9, the limiter 206 has a first limiter 206A and a second limiter 206B. The first limiter 206A limits the steering angle command specified by the operation unit 10 with the steering angle limit value calculated by the limit value calculation unit 207. The final steering angle command corrected by the first limiter 206A is output to the steering gear 51. The second limiter 206B limits the rotation speed command specified by the operation unit 10 with the rotation speed limit value calculated by the limit value calculation unit 207. The final rotation speed command corrected by the second limiter 206B is output to the control unit 201. The control unit 201 performs feedback control based on the difference between the final rotation speed command and the rotation speed of the propeller 44, and generates a torque command to be output to the inverter control device 40.

Note that, although the example in FIG. 9 shows an example in which the limit value calculation unit 207 calculates both the rotation speed limit value and the steering angle limit value, this is not limited to this. In other embodiments, the limit value calculation unit 207 may calculate only the rotation speed limit value. In this case, the first limiter 206A may be omitted. Furthermore, in still other embodiments, the limit value calculation unit 207 may calculate only the steering angle limit value. In this case, the second limiter 206B may be omitted.

In order to prevent the magnetic geared motor 42 from losing synchronism, it is effective to limit not only the electric torque (motor torque) but also the load torque. Therefore, as described above, the control device 2 according to this embodiment limits the load torque by limiting the rudder angle of the steering system 5 and the rotation speed of the propeller 44 instead of the electric torque of the magnetic geared motor 42. For example, if the moving body 1 is a ship, when propeller racing or the like occurs, the rotation speed command of the propeller (propeller 44) can be forcibly reduced to reduce the load torque acting from the propeller on the magnetic geared motor 42 when the propeller is submerged again. Therefore, loss of synchronism can be more reliably avoided.

Fourth Embodiment
Next, a fourth embodiment will be described with reference to Figures 10 to 13. Components common to the above-mentioned embodiments are given the same reference numerals and detailed description thereof will be omitted.

FIG. 10 is a first diagram showing the configuration of a magnetic geared motor according to the fourth embodiment.
As shown in FIG. 10, the magnetic geared motor 42 may further include a torque limiting mechanism 42B provided between the magnetic geared motor 42 and the propeller 44.

The torque limiting mechanism 42B is a so-called torque limiter, such as a torque limiter that uses frictional force (such as a clutch) or a torque limiter that uses a spring restoring force. The torque limiting mechanism 42B transmits torque while causing the low-speed rotor PPR and the propeller 44 to slide. In other words, the torque limiting mechanism 42B limits the torque transmitted between the low-speed rotor PPR and the propeller 44 so as not to exceed the maximum transmission torque of the magnetic gear section 42A.

FIG. 11 is a second diagram showing the configuration of the magnetic geared motor according to the fourth embodiment.
11, the joint JT connecting the rotating shaft 43 and the thruster 44 may be an elastic joint. The rigidity of the elastic joint JT is set to be lower than the magnetic torsional rigidity of the magnetic geared motor 42. By providing the elastic joint JT with damping against axial torsion, the change in the load torque input to the low-speed rotor PPR of the magnetic geared motor 42 can be buffered, and loss of synchronism can be more reliably suppressed.

FIG. 12 is a diagram showing the effect of the magnetic geared motor according to the fourth embodiment.
The graph in FIG. 12 shows the simulation results when an overload (load torque of 120% of the maximum transmission torque) is applied. For example, the maximum transmission torque is 1 pu. Case 0 shows the simulation results of a configuration (conventional technology) that does not have either the torque limiting mechanism 42B or the elastic coupling JT, Case 1 shows the simulation results of a configuration that has the torque limiting mechanism 42B of FIG. 10, and Case 2 shows the simulation results of a configuration that has the torque limiting mechanism 42B of FIG. 11 and the elastic coupling JT. According to the upper graph of Case 0, an overload occurs at a certain time, and the load torque is input as it is to the low-speed rotor PPR. As a result, as shown in the middle graph of Case 0, the rotation speeds of the high-speed rotor and the low-speed rotor are not synchronized, and step-out occurs. Also, according to the lower graph of Case 0, it can be seen that an alternating torque is generated due to step-out. On the other hand, in both Case 1 and Case 2, as shown in the upper graph, the load torque input to the low-speed rotor PPR is limited by the torque limiting mechanism 42B and the elastic coupling JT. This causes slippage between the low-speed rotor PPR and the thruster 44, so that the rotational speeds of the high-speed rotor HSR and the low-speed rotor PPR do not deviate significantly as in Case 0, as shown in the middle graph, and a synchronized state can be maintained. In other words, step-out can be suppressed in Case 1 and Case 2. Also, as shown in the lower graphs of Case 1 and Case 2, the fluctuation in the magnetic spring torque is significantly suppressed compared to Case 0.

FIG. 13 is a third diagram showing the configuration of the magnetic geared motor according to the fourth embodiment.
The magnetic geared motor 42 may have a flywheel 42C instead of or in addition to the torque limiting mechanism 42B. Fig. 13 shows an example in which the magnetic geared motor 42 has both the torque limiting mechanism 42B and the flywheel 42C. The flywheel 42C, together with the elastic couplings JT1 and JT2 arranged on both sides, constitutes a Tuned Mass Damper (TMD). This allows the flywheel 42C to provide appropriate damping to the torsion angle fluctuations of the low-speed rotor PPR and the high-speed rotor HSR, thereby more reliably suppressing loss of synchronism.

<Other embodiments>
Although the embodiment has been described in detail above with reference to the drawings, the specific configuration is not limited to the above, and various design changes are possible. That is, in other embodiments, the order of the above-mentioned processes may be changed as appropriate. Also, some of the processes may be executed in parallel.

<Additional Notes>
The mobile body control device, the mobile body, the mobile body control method, and the program described in the above-described embodiments can be understood, for example, as follows.

(1) According to the first aspect, the control device 2 of the moving body 1 is a control device 2 of the moving body 1 having a propeller 44 that is rotationally driven by a magnetic geared motor 42, and includes a switching unit 202 that switches between a manual mode in which an operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor 42 and an auto mode in which the torque limit value is automatically set, a manual setting unit 203 that sets the torque limit value to a value specified by the operator when switched to the manual mode, an automatic setting unit 204 that sets the torque limit value based on at least one of the load torque transmitted from the propeller 33 to the magnetic geared motor 42 and the measurement data representing the state of the moving body 1 when switched to the auto mode, and a limiter 206 that limits the torque command that adjusts the electric torque of the magnetic geared motor 42 based on the difference between a rotation speed command that specifies the rotation speed of the propeller 44 and the measurement data of the rotation speed of the propeller 44, by the torque limit value.

In this way, in manual mode, the control device 2 allows the operator to adjust the torque limit value according to the situation and suppress step-out of the magnetic geared motor 42. On the other hand, in auto mode, the control device 2 can operate the magnetic geared motor 42 at maximum efficiency while suppressing step-out by finely adjusting the electric torque according to the load torque and the state of the moving body 1. This makes it possible to minimize the travel time of the moving body 1 and maximize fuel efficiency.

(2) According to the second aspect, in the control device 2 of the moving body 1 according to the first aspect, the automatic setting unit 204 refers to the first limit value information D1 that predetermines the relationship between the state of the moving body 1 and the torque limit value, and sets the first torque limit value according to the state of the moving body 1 as the torque limit value.

By setting the torque limit value in this way according to the state of the moving body 1, the control device 2 can appropriately adjust the electric torque according to the fluctuations in the load torque that accompany changes in the state of the moving body 1, thereby suppressing loss of synchronization.

(3) According to the third aspect, the control device 2 of the moving body 1 according to the first aspect further includes an estimation unit 205 that estimates the load torque based on state variables including measurement data representing the state of the moving body 1, and the automatic setting unit 204 sets the second torque limit value according to the estimated load torque as the torque limit value by referring to second limit value information D2 that predetermines the relationship between the load torque and the torque limit value.

In this way, the control device 2 can estimate the load torque applied to the magnetic geared motor 42 from moment to moment, and appropriately adjust the electric torque in accordance with fluctuations in the load torque, thereby suppressing loss of synchronization.

(4) According to the fourth aspect, the control device 2 of the moving body 1 according to the first aspect further includes an estimation unit 205 that estimates the load torque based on state variables including measurement data representing the state of the moving body 1, and the automatic setting unit 204 determines a first torque limit value according to the state of the moving body 1 by referring to first limit value information D1 that predetermines the relationship between the state of the moving body 1 and the torque limit value, determines a second torque limit value according to the estimated load torque by referring to second limit value information D2 that predetermines the relationship between the load torque and the torque limit value, and sets the smaller of the first torque limit value and the second torque limit value as the torque limit value.

For example, even if the state of the moving body 1 is stable, the load torque may actually be increasing due to the operating state of the moving body 1. Even in such a case, the control device 2 can adjust the electric torque to the safe side by comparing the first torque limit value determined based on the state of the moving body with the second torque limit value determined based on the estimated load torque and selecting the final torque limit value. This makes it possible to more reliably suppress loss of synchronism.

(5) According to the fifth aspect, in the control device 2 of the moving body 1 according to the third aspect, the estimation unit 205 estimates future load torque and electric torque at a predetermined time ahead based on the state variables, and the automatic setting unit 204 sets the torque limit value based on the estimated future load torque and electric torque.

In this way, the control device 2 can limit the electric torque in advance if a loss of synchronism is predicted in the future. This allows the control device 2 to more reliably suppress loss of synchronism of the magnetic geared motor 42.

(6) According to the sixth aspect, in the control device 2 of the moving body 1 according to the fourth aspect, the estimation unit 205 estimates future load torque and electric torque at a predetermined time ahead based on the state variables, and the automatic setting unit 204 sets the torque limit value based on the estimated future load torque and electric torque.

In this way, the control device 2 can limit the electric torque in advance if a loss of synchronism is predicted in the future. This allows the control device 2 to more reliably suppress loss of synchronism of the magnetic geared motor 42.

(7) According to the seventh aspect, the control device 2 of the moving body 1 is a control device 2 of the moving body 1 having a propeller 44 that is rotationally driven by a magnetic geared motor 42, and includes a switching unit 202 that switches between a manual mode in which an operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor 42 and an auto mode in which the torque limit value is automatically set, a manual setting unit 203 that sets the torque limit value to a value specified by the operator when switched to the manual mode, an automatic setting unit 204 that sets the torque limit value based on at least one of the load torque transmitted from the propeller 44 to the magnetic geared motor 42 and the measurement data representing the state of the moving body 1 when switched to the auto mode, a limit value calculation unit 207 that calculates a limit value that limits at least one of a rotation speed command that specifies the rotation speed of the propeller 44 and a steering angle command that specifies the steering angle of the moving body 1 based on the torque limit value, and a limiter 206 that limits at least one of the rotation speed command and the steering angle command by a limit value.

In this way, the control device 2 can limit the load torque by restricting the rotation speed of the propeller 44. As a result, step-out can be avoided more reliably.

(8) According to the eighth aspect, the moving body 1 includes a magnetic geared motor 42 having a low-speed rotor PPR and a high-speed rotor HSR, a propeller 44 that is rotationally driven by the magnetic geared motor 42, a steering gear 51 that changes the direction of travel, and a control device 2 according to any one of the first to seventh aspects.

(9) According to the ninth aspect, the moving body 1 according to the eighth aspect further includes a torque limiting mechanism 42B provided between the low-speed rotor PPR and the propeller 44, which limits the torque transmitted between the propeller 44 and the low-speed rotor so as not to exceed the maximum transmission torque of the high-speed rotor HSR and the low-speed rotor PPR.

By doing this, the moving body 1 can more reliably prevent the magnetic geared motor 42 from losing synchronization.

(10) According to the tenth aspect, the moving body 1 according to the eighth or ninth aspect further includes a flywheel 42C provided between the low-speed rotor PPR and the propeller 44, which dampens the torsion angle fluctuations of the high-speed rotor HSR and the low-speed rotor PPR.

By doing this, the moving body 1 can provide appropriate damping to the torsion angle fluctuations of the low-speed rotor PPR and the high-speed rotor HSR, thereby more reliably suppressing loss of synchronization.

(11) According to the first aspect, the control method for the moving body 1 is a control method for the moving body 1 having a propeller 44 that is rotationally driven by a magnetic geared motor 42, and includes the steps of switching between a manual mode in which an operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor 42 and an auto mode in which the torque limit value is automatically set, a step of setting the torque limit value to a value designated by the operator when the manual mode is selected, a step of setting the torque limit value based on at least one of the load torque transmitted from the propeller 33 to the magnetic geared motor 42 and measurement data representing the state of the moving body 1 when the auto mode is selected, and a step of limiting a torque command that adjusts the electric torque of the magnetic geared motor 42 based on the difference between a rotation speed command that specifies the rotation speed of the propeller 44 and the measurement data of the rotation speed of the propeller 44, by the torque limit value.

(12) According to the twelfth aspect, the program causes the control device 2 of the moving body 1 having the propeller 44 driven by the magnetic geared motor 42 to execute the following steps: switching between a manual mode in which an operator manually sets a torque limit value that limits the electric torque of the magnetic geared motor 42, and an auto mode in which the torque limit value is automatically set; setting the torque limit value to a value specified by the operator when the manual mode is selected; setting the torque limit value based on at least one of the load torque transmitted from the propeller 33 to the magnetic geared motor 42 and the measurement data representing the state of the moving body 1 when the auto mode is selected; and limiting the torque command that adjusts the electric torque of the magnetic geared motor 42 based on the difference between a rotation speed command that specifies the rotation speed of the propeller 44 and the measurement data of the rotation speed of the propeller 44, using the torque limit value.

1 Mobile object 2 Control device 20 Processor 201 Control unit 202 Switching unit 203 Manual setting unit 204 Automatic setting unit 204A Selector 204B Rate limiting unit 205 Estimation unit 206 Limiter 206A First limiter 206B Second limiter 207 Limit value calculation unit 21 Memory 22 Storage 23 Communication interface 3 Main body unit 31 Sensor 33 Propulsion unit 4 Propulsion system 40 Inverter control device 41 Inverter 42 Magnetic geared motor 42A Magnetic gear unit 42B Torque limiting mechanism 42C Flywheel HSR High speed rotor PPR Low speed rotor JT, JT1, JT2 Joint (elastic joint)
43 Rotating shaft 44 Propulsion device 45 Current sensor 46 Rotation angle sensor 5 Steering system 51 Steering gear 10 Operation unit

Claims (12)

A control device for a moving body having a propeller that is rotationally driven by a magnetic geared motor,
a switching unit that switches between a manual mode in which an operator manually sets a torque limit value that limits an electric torque of the magnetic geared motor and an auto mode in which the torque limit value is automatically set;
a manual setting unit that sets the torque limit value to a value designated by the operator when the manual mode is switched to;
an automatic setting unit that sets the torque limit value based on at least one of a load torque transmitted from the propulsion unit to the magnetic geared motor and measurement data representing a state of the moving body when the automatic mode is switched to;
a limiter that limits, by the torque limit value, a torque command that adjusts the electric torque of the magnetic geared motor based on a difference between a rotation speed command that specifies a rotation speed of the thruster and measurement data of the rotation speed of the thruster;
A control device for a moving object comprising: the automatic setting unit refers to first limit value information that defines a relationship between a state of the moving body and the torque limit value in advance, and sets a first torque limit value according to the state of the moving body as the torque limit value.
The control device for a moving body according to claim 1 . an estimation unit that estimates the load torque based on a state variable including measurement data representing a state of the moving body;
the automatic setting unit refers to second limit value information that defines a relationship between the load torque and the torque limit value in advance, and sets a second torque limit value corresponding to the estimated load torque as the torque limit value.
The control device for a moving body according to claim 1 . an estimation unit that estimates the load torque based on a state variable including measurement data representing a state of the moving body;
The automatic setting unit is
determining a first torque limit value according to the state of the moving body by referring to first limit value information that defines a relationship between the state of the moving body and the torque limit value in advance;
determining a second torque limit value corresponding to the estimated load torque with reference to second limit value information that defines a relationship between the load torque and the torque limit value in advance;
setting the smaller of the first torque limit value and the second torque limit value as the torque limit value;
The control device for a moving body according to claim 1 . The estimation unit estimates the load torque and the electric torque at a predetermined time ahead based on the state variables,
The automatic setting unit sets the torque limit value based on the estimated future load torque and the estimated future electric torque.
The control device for a moving body according to claim 3. The estimation unit estimates the load torque and the electric torque at a predetermined time ahead based on the state variables,
The automatic setting unit sets the torque limit value based on the estimated future load torque and the estimated future electric torque.
The control device for a moving body according to claim 4. A control device for a moving body having a propeller that is rotationally driven by a magnetic geared motor,
a switching unit that switches between a manual mode in which an operator manually sets a torque limit value that limits an electric torque of the magnetic geared motor and an auto mode in which the torque limit value is automatically set;
a manual setting unit that sets the torque limit value to a value designated by the operator when the manual mode is switched to;
an automatic setting unit that sets the torque limit value based on at least one of a load torque transmitted from the propulsion unit to the magnetic geared motor and measurement data representing a state of the moving body when the automatic mode is switched to;
a limit value calculation unit that calculates a limit value to limit at least one of a rotation speed command that specifies a rotation speed of the propeller and a steering angle command that specifies a steering angle of the moving body based on the torque limit value;
a limiter that limits at least one of the rotation speed command and the steering angle command to the limit value;
A control device for a moving object comprising: a magnetic geared motor having a low speed rotor and a high speed rotor;
A propulsion unit that is rotationally driven by the magnetic geared motor;
A steering gear for changing the direction of travel;
A control device according to any one of claims 1 to 7;
A moving body comprising: a torque limiting mechanism provided between the low-speed rotor and the propeller to limit a torque transmitted between the propeller and the low-speed rotor so as not to exceed a maximum transmission torque of the high-speed rotor and the low-speed rotor;
The moving body according to claim 8. a flywheel provided between the low-speed rotor and the propeller to damp fluctuations in the twist angle of the high-speed rotor and the low-speed rotor;
The moving body according to claim 8. A method for controlling a moving body having a propulsion unit that is rotationally driven by a magnetic geared motor, comprising the steps of:
A step of switching between a manual mode in which an operator manually sets a torque limit value that limits an electric torque of the magnetic geared motor and an auto mode in which the torque limit value is automatically set;
When the manual mode is selected, the torque limit value is set to a value designated by the operator.
setting the torque limit value based on at least one of a load torque transmitted from the propulsion unit to the magnetic gear motor and measurement data representing a state of the moving body when the automatic mode is selected;
a step of limiting, by the torque limit value, a torque command for adjusting an electric torque of the magnetic geared motor based on a difference between a rotation speed command specifying a rotation speed of the propeller and measurement data of the rotation speed of the propeller;
A method for controlling a moving object comprising the steps of: A control device for a moving body having a propeller driven by a magnetic geared motor,
A step of switching between a manual mode in which an operator manually sets a torque limit value that limits an electric torque of the magnetic geared motor and an auto mode in which the torque limit value is automatically set;
When the manual mode is selected, the torque limit value is set to a value designated by the operator.
setting the torque limit value based on at least one of a load torque transmitted from the propulsion unit to the magnetic gear motor and measurement data representing a state of the moving body when the automatic mode is selected;
a step of limiting, by the torque limit value, a torque command for adjusting an electric torque of the magnetic geared motor based on a difference between a rotation speed command specifying a rotation speed of the propeller and measurement data of the rotation speed of the propeller;
A program that executes the following.

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