CN105301963B - A kind of thrust optimizing distribution method based on ship power management system - Google Patents

A kind of thrust optimizing distribution method based on ship power management system Download PDF

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CN105301963B
CN105301963B CN201510790162.4A CN201510790162A CN105301963B CN 105301963 B CN105301963 B CN 105301963B CN 201510790162 A CN201510790162 A CN 201510790162A CN 105301963 B CN105301963 B CN 105301963B
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thrust
power
ship
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propeller
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CN105301963A (en
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袁伟
齐亮
苏贞
陈红卫
俞孟蕻
李彦
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Jiangsu Daqo Kai Fan Electric Co Ltd
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Jiangsu University of Science and Technology
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Abstract

本发明公开了一种基于船舶功率管理系统的推力优化分配方法,控制器获得当前需要分配的合力和合力距,然后采用基本推力分配法对给定推力进行推力优化分配,并将优化结果送给功率管理系统进行分析判断,如不满足电网要求则进行二次推力优化分配;功率管理系统根据二次分配后的推力大小,调节全船电网。本发明采用推进器偏置的推力优化分配方法调节推进器功率,从而调节全船电网,该方法简单有效,有效地改善了船舶电网质量和防止了电网断电,提高了船舶的安全性,并减少主机磨损和能耗。

The invention discloses a thrust optimization distribution method based on a ship power management system. The controller obtains the resultant force and the resultant force distance that need to be distributed currently, and then adopts the basic thrust distribution method to optimize the thrust distribution for the given thrust, and sends the optimization result to the The power management system analyzes and judges, and if it does not meet the requirements of the power grid, optimizes the secondary thrust distribution; the power management system adjusts the entire ship's power grid according to the thrust after the secondary distribution. The present invention adopts the propeller offset thrust optimization distribution method to adjust the power of the propeller, thereby adjusting the power grid of the whole ship. Reduce host wear and energy consumption.

Description

一种基于船舶功率管理系统的推力优化分配方法A Thrust Optimal Allocation Method Based on Ship Power Management System

技术领域technical field

本发明涉及的是一种动力定位船推力分配方法,具体地说是一种基于船舶功率管理系统的推力优化分配方法。The invention relates to a thrust distribution method for a dynamic positioning ship, in particular to a thrust optimization distribution method based on a ship power management system.

背景技术Background technique

21世纪是海洋经济时代,随着海洋产业的高速兴起,动力定位系统对于海洋钻井平台、起重铺管船、布缆船、平台供应船等海洋工程船舶\平台来说,已成为其海上作业特别是深海作业时必不可少的支持系统,是我国加快海洋资源开发不可缺少的海洋工程装备。The 21st century is the era of marine economy. With the rapid rise of the marine industry, the dynamic positioning system has become an important part of offshore operations for offshore engineering ships\platforms such as offshore drilling platforms, lifting pipe-laying ships, cable-laying ships, and platform supply ships. In particular, it is an indispensable support system for deep sea operations, and it is an indispensable marine engineering equipment for my country to accelerate the development of marine resources.

船舶动力定位系统是指不借助锚泊,而利用自身推进装置有效地产生反作用力和力矩去抵抗风浪流和其它外力对船舶的作用,使船舶保持在设定位置和艏向,或使船舶精确地跟踪给定轨迹的系统。动力定位系统由滤波器、控制器、推力优化分配组成;滤波器剔除传感器得到高频信息后给控制器,控制器根据位置和艏向偏差,计算出需要恢复到设定位置和艏向的力和力矩,推力优化分配根据控制器计算出的力和力矩,优化出船舶上各个推进器的推力,然后得到各个推进器的控制指令,使船舶恢复到设定的位置和艏向。The dynamic positioning system of a ship refers to the use of its own propulsion device to effectively generate reaction forces and moments to resist the effects of wind, waves, currents and other external forces on the ship without anchoring, so that the ship can be kept at the set position and heading, or the ship can be accurately positioned. A system that tracks a given trajectory. The dynamic positioning system is composed of a filter, a controller, and thrust optimization distribution; the filter eliminates the high-frequency information from the sensor and sends it to the controller, and the controller calculates the force required to return to the set position and heading according to the position and heading deviation And moment, thrust optimization distribution According to the force and moment calculated by the controller, the thrust of each propeller on the ship is optimized, and then the control command of each propeller is obtained, so that the ship returns to the set position and heading.

由于采用全电力推进方式的船舶无需传统机械推进方式的轴系,具有布局灵活性等优点;可根据船舶的航速变化、排水量变化、船上电力负荷的变化而任意调整发电机组的运行数量,具有高效、节能等较好的经济性。目前,全电力推进方式已成为海洋工程船特别是装备动力定位系统的船舶的标准推进方式。Since the ship adopting the all-electric propulsion method does not need the shafting of the traditional mechanical propulsion method, it has the advantages of layout flexibility; the number of operating generator sets can be adjusted arbitrarily according to the change of the ship's speed, displacement and power load on the ship, which has high efficiency. , energy saving and other good economy. At present, the all-electric propulsion method has become the standard propulsion method for offshore engineering ships, especially those equipped with dynamic positioning systems.

动力定位船上除了占全船较大功率的推进器负载以外,还有波浪补偿器、起重机、绞车、泵、钻井系统等其他负载,由于推进负载波动和船上其他负载设备的重大负载跳变对整个船舶电力系统造成较大的冲击,会影响整个船舶电网的频率和电压的变化,从而会加大发电机组的磨损和能耗,甚至会造成全船电力系统停电故障。现有的推力分配方法只是根据DP(dynamic positioning,动力定位)控制器或Joystick(操纵杆)控制器给出的合力和力距计算出最优的各个推进器的转速或螺距、方位角或舵角指令,而没有考虑到推进器负载调节和其它负载功率突变对整个船舶电网频率和电压的影响、对发电机组的能效和磨损的影响。In addition to the thruster loads that account for the larger power of the ship, there are other loads such as heave compensators, cranes, winches, pumps, drilling systems, etc. on a dynamic positioning ship. The large impact caused by the ship's power system will affect the frequency and voltage changes of the entire ship's power grid, which will increase the wear and energy consumption of the generator set, and even cause the entire ship's power system to fail. The existing thrust distribution method only calculates the optimal speed or pitch, azimuth or rudder of each propeller according to the resultant force and force distance given by the DP (dynamic positioning) controller or the Joystick (joystick) controller. Angle command, without taking into account the impact of thruster load regulation and other sudden changes in load power on the frequency and voltage of the entire ship's grid, and the impact on the energy efficiency and wear of the generator set.

申请号为201210177475.9,名称为“一种基于推力分配管理的动力定位船推力分配方法”的发明专利,发明了一种船舶动力定位系统推力分配方法,但是该发明只是一种经过推力分配计算得到各个推进器推力的方法。申请号为201210177458.5,名称为“基于在线可用功率的动力定位船推进器负载限制方法”的发明专利,发明了一种基于在线可用功率的动力定位船推进器负载限制方法,通过电站在线得到每个推进器的限载因子,控制推进器防止其过载,而没有考虑到船上其它大功率负载和电站的动态特性对电网的影响。The application number is 201210177475.9, and the invention patent titled "A Dynamic Positioning Ship Thrust Distribution Method Based on Thrust Distribution Management" has invented a ship dynamic positioning system thrust distribution method, but the invention is only a method obtained through thrust distribution calculation The method of propeller thrust. The application number is 201210177458.5, and the invention patent titled "Dynamic Positioning Ship Thruster Load Limiting Method Based on Online Available Power" has invented a dynamic positioning ship propeller load limiting method based on online available power. The load limiting factor of the propeller controls the propeller to prevent its overload, but does not take into account the influence of other high-power loads on board and the dynamic characteristics of the power station on the power grid.

发明内容Contents of the invention

发明目的:本发明旨在提供一种基于船舶功率管理系统,能够在船舶遭受其他负载和环境突变的情况下,在线根据船舶其他负载的变化率,采用推进器偏置的二次推力优化分配方法动态调节推进器的推力,从而调节整船电力系统,使整船电网频率和电压在适当范围内波动,防止船舶电力系统断电故障,提高船舶海上作业的安全性,减少船舶推进系统的磨损和能耗。Purpose of the invention: The present invention aims to provide a system based on ship power management, which can adopt a propeller biased secondary thrust optimization distribution method based on the rate of change of other loads on the ship when the ship is subjected to other loads and sudden changes in the environment Dynamically adjust the thrust of the propeller, thereby adjusting the entire ship's power system, so that the frequency and voltage of the entire ship's power grid fluctuate within an appropriate range, prevent the power failure of the ship's power system, improve the safety of the ship's offshore operations, and reduce the wear and tear of the ship's propulsion system. energy consumption.

技术方案:一种基于船舶功率管理系统的推力优化分配方法,包括如下步骤:Technical solution: a thrust optimization allocation method based on a ship power management system, including the following steps:

A)推力分配单元从DP控制器或Joystick控制器获得当前需要分配的合力和合力距;A) The thrust distribution unit obtains the resultant force and resultant distance that need to be distributed currently from the DP controller or the Joystick controller;

B)用基本推力分配方法对所述合力和合力矩进行推力优化分配,并将优化计算出的推进器的推力和最小推进功率发送给功率管理系统;B) using the basic thrust distribution method to optimize the thrust distribution of the resultant force and the resultant moment, and send the thrust and the minimum propulsion power of the propeller calculated by optimization to the power management system;

C)功率管理系统根据此刻其它负载的重载请求、当前推进器消耗功率、全船总的剩余功率、船舶电网运行状况、所需的最小推进功率进行分析,判断当前所需消耗功率是否在电网的频率、电压波动范围内之内及经济效益是否最优,如满足上述条件,推力分配单元把用基本推力分配方法优化计算出的各推进器指令发送给各个推进器;如果不满足则使用功率调节推力分配方法进行二次分配;C) The power management system analyzes according to the heavy load request of other loads at the moment, the current propeller power consumption, the total remaining power of the whole ship, the operation status of the ship power grid, and the minimum required propulsion power, and judges whether the current required power consumption is in the power grid The frequency and voltage fluctuation range and whether the economic benefits are optimal, if the above conditions are met, the thrust allocation unit sends the thruster instructions optimized and calculated by the basic thrust allocation method to each thruster; if not satisfied, use the power Adjust the thrust distribution method for secondary distribution;

D)推力分配单元根据功率管理系统给定的推进系统最大允许功率、其它负载功率变化、当前推进器消耗功率,选择推进器偏置功率,采用功率调节推力分配方法进行二次推力优化分配,并将分配后各推进器推力值发送给功率管理系统;D) The thrust distribution unit selects the bias power of the propeller according to the maximum allowable power of the propulsion system given by the power management system, other load power changes, and the current power consumption of the propeller, and uses the power adjustment thrust distribution method to optimize the secondary thrust distribution, and Send the assigned thrust value of each thruster to the power management system;

E)功率管理系统根据推力分配单元中功率调节推力分配方法二次分配后的推力大小,控制电网中的柴油机启停、调节柴油机转速、主断路器状态、发电机状态以及推进器状态,从而调节全船电网电压、频率,防止全船电网断电。E) The power management system controls the start and stop of diesel engines in the power grid, adjusts the speed of diesel engines, the status of main circuit breakers, the status of generators and the status of propellers according to the thrust size after the secondary distribution of the power adjustment thrust distribution method in the thrust distribution unit, thereby adjusting The voltage and frequency of the whole ship's power grid to prevent the power outage of the whole ship's power grid.

优选的,步骤D)中所述功率调节推力分配方法以最小功率、推力、推进器功率变化率与其它负载功率变化率之差和推力误差为推力分配目的,以推力平衡、功率约束、推进器动态推力范围为约束条件,采用拉格朗日优化方法进行优化,采用的推力分配模型为:Preferably, the power adjustment thrust allocation method described in step D) uses the minimum power, thrust, the difference between the propeller power change rate and other load power change rates and thrust error as the thrust allocation purpose, and uses thrust balance, power constraint, propeller The dynamic thrust range is a constraint condition, and the Lagrangian optimization method is used for optimization, and the thrust distribution model adopted is:

st.B(a)Kf=τd+sst.B(a)Kf=τ d +s

Pmax≥PcK|f|3/2≥Pmin+Pbias P max ≥P c K|f| 3/2 ≥P min +P bias

f-≤f≤f+ f - ≤ f ≤ f +

其中,Pc为功率关系向量,K为推力系数矩阵,f为推进器的推力,Ψ为权值矩阵,Θ为功率差变化率因子,为推进器功率变化率,为其它负载功率变化率,Q为权值矩阵,s为松弛因子保证推力分配有解,B(a)Kf为推力方程,τd为合力及合力矩,Pmax为当前推进器最大可用功率,Pmin为当前推进器最小可用功率,Pbias为推进器偏置功率值,f-为推进器当前推力下限,f+为推进器当前推力上限。Among them, P c is the power relationship vector, K is the thrust coefficient matrix, f is the thrust of the thruster, Ψ is the weight matrix, Θ is the power difference change rate factor, is the propeller power change rate, is the change rate of other load power, Q is the weight matrix, s is the relaxation factor to ensure that the thrust distribution has a solution, B(a)Kf is the thrust equation, τ d is the resultant force and moment, P max is the maximum available power of the current propeller, P min is the minimum available power of the current thruster, P bias is the bias power value of the thruster, f - is the lower limit of the current thrust of the thruster, and f + is the upper limit of the current thrust of the thruster.

有益效果:Beneficial effect:

1、本发明采用的推进器偏置方法,使推进器之间产生互反作用推力,同时不改变全船所有推进器产生的合力和合力距,弥补了柴油机涡轮增压系统响应慢的缺点,提高整船电力系统对突变负载的快速响应;该方法通过功率管理系统调节全船电网,使用最少的发电机在线,避免柴油机长时间在远小于额定功率的情况下运行,提高燃油效率,降低了排放,减少了推进单元的磨损,推进器偏置所带来的经济效益远大于偏置增加的能耗。1. The thruster biasing method adopted in the present invention enables the thrusters to produce mutual thrusts without changing the resultant force and resultant force distance produced by all propellers of the whole ship, which makes up for the shortcoming of the slow response of the diesel engine turbocharging system and improves The whole ship's power system responds quickly to sudden load changes; this method adjusts the whole ship's power grid through the power management system, uses the least number of generators online, avoids diesel engines running at a power far below the rated power for a long time, improves fuel efficiency, and reduces emissions , which reduces the wear and tear of the propulsion unit, and the economic benefits brought by the propeller bias are far greater than the energy consumption increased by the bias.

2、本发明基于船舶功率管理系统采用推进器偏置的方法进行推力优化分配,动态调节推进器功率,从而调节整船的功率,使全船电力系统可以承受其它负载突变、某个发电机故障、电力系统部分回路短路故障,防止了全船电力系统断电,提高了船舶的安全性。2. Based on the ship power management system, the present invention adopts the propeller bias method to optimize the distribution of thrust and dynamically adjust the power of the propeller, thereby adjusting the power of the whole ship, so that the power system of the whole ship can withstand other sudden load changes and a certain generator failure. 1. Partial loop short-circuit failure of the power system prevents power failure of the whole ship's power system and improves the safety of the ship.

附图说明Description of drawings

图1为本发明应用于海洋工程船动力定位系统和电站系统的控制结构图;Fig. 1 is the control structure diagram that the present invention is applied to the dynamic positioning system of the ocean engineering ship and the power station system;

图2为海洋工程船电力系统结构图。Figure 2 is a structural diagram of the power system of an ocean engineering ship.

具体实施方式Detailed ways

下面结合附图对本发明做更详细的描述。The present invention will be described in more detail below in conjunction with the accompanying drawings.

如图1所示,海洋工程船动力定位系统和电站系统控制系统中包括:功率管理系统、电站、船舶推进器、其它负载、DP控制器或Joystick控制器、推力分配单元,推力分配单元包括基本推力分配单元和功率调节推力分配单元,其中基本推力分配单元使用基本推力分配方法,功率调节推力分配单元使用功率调节推力分配方法。As shown in Figure 1, the dynamic positioning system of an ocean engineering vessel and the power station system control system include: power management system, power station, ship propeller, other loads, DP controller or Joystick controller, thrust distribution unit, and the thrust distribution unit includes basic The thrust distribution unit and the power adjustment thrust distribution unit, wherein the basic thrust distribution unit uses the basic thrust distribution method, and the power adjustment thrust distribution unit uses the power adjustment thrust distribution method.

本发明一种基于船舶功率管理系统的推力优化分配方法,包括如下步骤:A thrust optimization distribution method based on a ship power management system of the present invention comprises the following steps:

1.DP控制器或Joystick控制器根据船舶反馈回来的位置及艏向信号与设定值之差,计算出此刻船舶纵荡、横荡和艏摇方向的合力及合力矩τd,并将τd送给推力分配单元。1. The DP controller or Joystick controller calculates the resultant force and resultant moment τ d of the ship’s surge, sway and yaw directions according to the difference between the ship’s feedback position and heading signal and the set value, and calculates τ d to the thrust distribution unit.

2.基本推力分配单元用基本推力分配方法对给定的τd进行推力优化分配,将优化计算出的结果:各个船舶推进器的推力f发送给功率管理系统,所需的最小推进功率Pmin送给功率管理系统;基本推力分配方法以最小功率和推力误差为推力分配目的,以推力平衡和船舶推进器机械特性为约束条件,采用拉格朗日优化方法进行优化,采用的推力分配模型为:2. The basic thrust allocation unit uses the basic thrust allocation method to optimize the thrust allocation for the given τ d , and sends the optimized calculation results: the thrust f of each ship propeller to the power management system, and the required minimum propulsion power P min It is sent to the power management system; the basic thrust allocation method takes the minimum power and thrust error as the thrust allocation purpose, takes the thrust balance and the mechanical characteristics of the ship propeller as constraints, and adopts the Lagrangian optimization method for optimization. The thrust allocation model adopted is :

st.B(a)Kf=τd+s (2)st.B(a)Kf=τ d +s (2)

f-≤f≤f+ (3)f - ≤ f ≤ f + (3)

其中,Pc为功率关系向量,K为推力系数矩阵,f为推进器的推力,Q为权值矩阵,s为松弛因子保证推力分配有解,B(a)Kf为推力方程,τd为合力及合力矩,f-为推进器当前推力下限,f+为推进器当前推力上限。Among them, P c is the power relationship vector, K is the thrust coefficient matrix, f is the thrust of the thruster, Q is the weight matrix, s is the relaxation factor to ensure that the thrust distribution has a solution, B(a)Kf is the thrust equation, τ d is Resultant force and resultant moment, f - is the lower limit of the current thrust of the propeller, and f + is the upper limit of the current thrust of the propeller.

3.功率管理系统根据此刻其它负载的重载请求、当前船舶推进器消耗功率Pprev、全船总的剩余功率、船舶电网运行状况、所需的最小推进功率Pmin进行分析,判断当前所需消耗功率是否在电网的频率、电压波动范围内之内及柴油机能耗等经济效益是否最优,如满足上述条件,推力分配单元把基本推力分配方法优化计算出的各船舶推进器推力f转换成对应的船舶推进器转速和方位角控制指令发送给各个船舶推进器;如果不满足使用功率调节推力分配方法对给定τd进行二次分配。3. The power management system analyzes according to the heavy load request of other loads at the moment, the current ship propeller power consumption P prev , the total remaining power of the ship, the operation status of the ship power grid, and the required minimum propulsion power P min to judge the current required power. Whether the power consumption is within the frequency and voltage fluctuation range of the power grid and whether the economic benefits such as diesel engine energy consumption are optimal. If the above conditions are met, the thrust distribution unit converts the thrust f of each ship propeller calculated by the optimal calculation of the basic thrust distribution method into The corresponding ship propeller speed and azimuth angle control commands are sent to each ship propeller; if not satisfied, use the power adjustment thrust distribution method to perform secondary distribution on the given τ d .

4.推力分配单元根据功率管理系统给定的推进系统最大允许功率Pmax、其它负载功率变化Pff、当前船舶推进器消耗功率Pprev,选择恰当的船舶推进器偏置功率值Pbias,采用功率调节推力分配方法在给定条件下进行二次推力优化分配,功率调节推力分配方法以最小功率、推力、船舶推进器功率变化率与其它负载功率变化率之差和推力误差为推力分配目的,以推力平衡、功率约束、船舶推进器机械特性为约束条件,采用拉格朗日优化方法进行优化,采用的推力分配模型为:4. The thrust distribution unit selects the appropriate ship propeller bias power value P bias according to the maximum allowable power P max of the propulsion system given by the power management system, other load power changes P ff , and current ship propeller consumption power P prev , using The power adjustment thrust allocation method performs the secondary thrust optimal allocation under given conditions. The power adjustment thrust allocation method uses the minimum power, thrust, the difference between the ship propeller power change rate and other load power change rates, and thrust error as the thrust allocation purpose. Taking the thrust balance, power constraint, and ship propeller mechanical characteristics as constraints, the Lagrangian optimization method is used for optimization, and the thrust distribution model adopted is:

st.B(a)Kf=τd+s (5)st.B(a)Kf=τ d +s (5)

Pmax≥PcK|f|3/2≥Pmin+Pbias (6)P max ≥P c K|f| 3/2 ≥P min +P bias (6)

f-≤f≤f+ (7)f - ≤ f ≤ f + (7)

式(4)为优化的目标函数,第一项为对船舶推进器功率,第二项是对船舶推进器推力,第三项是对船舶推进器功率变化与其它负载功率变化之差,第四项是对给定推力τd与分配之后的推力B(a)Kf误差。Equation (4) is the optimized objective function, the first item is the propeller power of the ship, the second item is the thrust of the ship propeller, the third item is the difference between the power change of the ship propeller and other load power changes, and the fourth The term is the error for a given thrust τd and the thrust B(a)Kf after distribution.

式(5)是给定针对目标函数(4)的第一个等式约束,是要求分配后和给定值τd相等。Equation (5) is given the first equality constraint for the objective function (4), which requires that after allocation be equal to the given value τ d .

式(6)是对船舶推进器功率的约束,要求船舶推进器的功率大于所需的最小推进功率Pmin与船舶推进器偏置功率Pbias之和,小于给定的推进系统最大允许功率PmaxEquation (6) is the constraint on the propeller power of the ship, which requires the power of the propeller to be greater than the sum of the required minimum propulsion power P min and the bias power P bias of the ship propeller, and less than the maximum allowable power P of the given propulsion system max .

式(7)是对船舶推进器推力变化率的约束,该约束条件考虑了各船舶推进器尺寸、机械特性所决定的船舶推进器最大、最小推力值和推力的最大、最小变化率等因素。Equation (7) is the constraint on the thrust change rate of the ship propeller, which takes into account factors such as the maximum and minimum thrust values and the maximum and minimum change rates of the thrust determined by the propeller size and mechanical characteristics of each ship.

功率调节推力分配方法的目标是使式(4)最小,同时满足式(5)、(6)、(7)约束条件,求出个船舶推进器的推力f,其中τd是DP控制器的控制量、船舶推进器偏置功率Pbias和其它负载功率变化率是功率管理系统的控制量,船舶推进器推力与功率关系向量Pc、推力系数矩阵K、船舶推进器推力动态变化下限值f-、船舶推进器推力动态变化上限值f+是由船舶和船舶推进器物理特性决定的,权值矩阵Ψ和Q、功率差变化率因子Θ是在优化过程中需要调节的参数。The goal of the power adjustment thrust distribution method is to minimize Equation (4) and satisfy the constraints of Equations (5), (6), and (7) to obtain the thrust f of a ship propeller, where τ d is the DP controller Control quantity, ship thruster bias power P bias and other load power change rates is the control quantity of the power management system, the ship propeller thrust and power relationship vector P c , the thrust coefficient matrix K, the lower limit f - of the dynamic change of the ship propeller thrust, and the upper limit f + of the dynamic change of the ship propeller thrust are determined by the Determined by the physical characteristics of the ship propeller, the weight matrix Ψ and Q, and the power difference change rate factor Θ are the parameters that need to be adjusted during the optimization process.

5.功率管理系统根据推力分配单元中功率调节推力分配方法二次分配后的推力f,通过控制电网中的柴油机启停、柴油机转速、主断路器、发电机等设备,从而调节全船电网电压、频率,防止全船电网断电,提高船舶的安全性,并减少主机磨损和能耗。5. The power management system regulates the power grid voltage of the whole ship by controlling the diesel engine start and stop, diesel engine speed, main circuit breaker, generator and other equipment in the power grid according to the thrust f after the secondary distribution of the thrust distribution method in the thrust distribution unit. , frequency, prevent power outage of the whole ship's power grid, improve the safety of the ship, and reduce the wear and tear of the main engine and energy consumption.

结合图2说明功率管理系统如何调节全船电网:Combined with Figure 2 to illustrate how the power management system regulates the entire ship power grid:

功率管理系统可以控制发电机组G1、G2、G3,调节柴油机1、柴油机2、柴油机3的转速,通过主断路器CB1控制发电机1是否并网,通过主断路器CB2控制船舶推进器1是否可用,通过主断路器CB3控制是否连接其它输电网段,通过变频器FC调节推进电机M1的转速,从而调节全船电网电压、频率范围,优化全船电网质量,防止全船电网断电。The power management system can control generator sets G1, G2, G3, adjust the speed of diesel engine 1, diesel engine 2, and diesel engine 3, control whether generator 1 is connected to the grid through main circuit breaker CB1, and control whether ship propeller 1 is available through main circuit breaker CB2 , through the main circuit breaker CB3 to control whether to connect to other transmission network segments, and through the frequency converter FC to adjust the speed of the propulsion motor M1, thereby adjusting the voltage and frequency range of the entire ship’s power grid, optimizing the quality of the entire ship’s power grid, and preventing the power outage of the entire ship’s power grid.

结合表1说明该推力分配方法的效果:Combined with Table 1, the effect of this thrust distribution method is illustrated:

假设图2中发电机组1、2、3都是一样的,每台发电机组能够承受的动态载荷变化率为额定容量的30%,其它负载设备向功率管理系统请求的功率为单台发电机组容量的90%,DP定位需要的推进功率为单台发电机组额定容量的90%,当船舶在进行DP作业时需要完全保证电力系统不断电,设置船舶推进器偏置功率大小为单台发电机组容量的30%。表1为采用推进器偏置的推力分配后全船电力系统运行状况:Assuming that generator sets 1, 2, and 3 in Figure 2 are the same, the dynamic load change rate that each generator set can withstand is 30% of the rated capacity, and the power requested by other load devices from the power management system is the capacity of a single generator set 90% of the propulsion power required for DP positioning is 90% of the rated capacity of a single generator set. When the ship is performing DP operations, it is necessary to completely ensure that the power system is continuously powered. Set the bias power of the ship propeller to the capacity of a single generator set 30% of. Table 1 shows the operation status of the whole ship's power system after the propeller biased thrust distribution is adopted:

表1:Table 1:

从表1中可以看出,不采用船舶推进器偏置功率调节推力分配方法运行两台发电机组不能满足系统要求,需要运行全部3台发电机能防止电网断电;采用船舶推进器偏置功率调节推力分配方法运行2台发电机组能防止电网断电,虽然采用船舶推进器偏置消耗的功率大,但是当运行3台发电机组时其长期运行在30%的负荷,此时发电机组磨损大、能效差、排放差,经济效益远不如运行2台发电机。It can be seen from Table 1 that the system requirements cannot be met by running two generators without using the propeller bias power adjustment thrust distribution method, and all three generators need to be operated to prevent the power grid from being cut off; using the ship propeller bias power adjustment Thrust distribution method running 2 generator sets can prevent the power grid from being cut off. Although the ship propeller bias consumes a lot of power, when running 3 generator sets, it will run at 30% load for a long time. At this time, the generator sets will wear out greatly, Poor energy efficiency, poor emissions, far less economical than running 2 generators.

Claims (2)

1.一种基于船舶功率管理系统的推力优化分配方法,其特征在于,包括如下步骤:1. A thrust optimization distribution method based on ship power management system, is characterized in that, comprises the steps: A)推力分配单元从DP控制器或Joystick控制器获得当前需要分配的合力和合力距;A) The thrust distribution unit obtains the resultant force and resultant distance that need to be distributed currently from the DP controller or the Joystick controller; B)用基本推力分配方法对所述合力和合力矩进行推力优化分配,并将优化计算出的推进器的推力和所需的最小推进功率发送给功率管理系统;B) using the basic thrust allocation method to optimize the thrust distribution of the resultant force and the resultant moment, and send the thrust calculated by optimization and the minimum required propulsion power to the power management system; C)功率管理系统根据此刻其它负载的重载请求、当前推进器消耗功率、全船总的剩余功率、船舶电网运行状况、所需的最小推进功率进行分析,判断当前所需消耗功率是否在电网的频率、电压波动范围内之内及经济效益是否最优,如满足上述条件,推力分配单元把用基本推力分配方法优化计算出的各推进器指令发送给各个推进器;如果不满足则使用功率调节推力分配方法进行二次分配;C) The power management system analyzes according to the heavy load request of other loads at the moment, the current propeller power consumption, the total remaining power of the whole ship, the operation status of the ship power grid, and the minimum required propulsion power, and judges whether the current required power consumption is in the power grid The frequency and voltage fluctuation range and whether the economic benefits are optimal, if the above conditions are met, the thrust allocation unit sends the thruster instructions optimized and calculated by the basic thrust allocation method to each thruster; if not satisfied, use the power Adjust the thrust distribution method for secondary distribution; D)推力分配单元根据功率管理系统给定的推进系统最大允许功率、其它负载功率变化、当前推进器消耗功率,选择推进器偏置功率,采用功率调节推力分配方法进行二次推力优化分配,并将分配后各推进器推力值发送给功率管理系统;D) The thrust distribution unit selects the bias power of the propeller according to the maximum allowable power of the propulsion system given by the power management system, other load power changes, and the current power consumption of the propeller, and uses the power adjustment thrust distribution method to optimize the secondary thrust distribution, and Send the assigned thrust value of each thruster to the power management system; E)功率管理系统根据推力分配单元中功率调节推力分配方法二次分配后的推力大小,控制电网中的柴油机启停、调节柴油机转速、主断路器状态、发电机状态以及推进器状态,从而调节全船电网电压、频率,防止全船电网断电。E) The power management system controls the start and stop of diesel engines in the power grid, adjusts the speed of diesel engines, the status of main circuit breakers, the status of generators and the status of propellers according to the thrust size after the secondary distribution of the power adjustment thrust distribution method in the thrust distribution unit, thereby adjusting The voltage and frequency of the whole ship's power grid to prevent the power outage of the whole ship's power grid. 2.根据权利要求1所述的一种基于船舶功率管理系统的推力优化分配方法,其特征在于,步骤D)中所述功率调节推力分配方法以最小功率、推力、推进器功率变化率与其它负载功率变化率之差和推力误差为推力分配目的,以推力平衡、功率约束、推进器动态推力范围为约束条件,采用拉格朗日优化方法进行优化,采用的推力分配模型为:2. A kind of thrust optimization distribution method based on ship power management system according to claim 1, it is characterized in that, described in step D) the power adjustment thrust distribution method is based on minimum power, thrust, thruster power change rate and other The difference between the load power change rate and the thrust error is the purpose of thrust allocation, and the thrust balance, power constraint, and propeller dynamic thrust range are taken as constraints, and the Lagrangian optimization method is used for optimization. The thrust allocation model adopted is: <mfenced open = "" close = ""> <mtable> <mtr> <mtd> <munder> <mrow> <mi>m</mi> <mi>i</mi> <mi>n</mi> </mrow> <mrow> <mi>f</mi> <mo>,</mo> <mi>s</mi> <mo>,</mo> <msub> <mi>&amp;tau;</mi> <mi>e</mi> </msub> </mrow> </munder> </mtd> <mtd> <mrow> <msub> <mi>P</mi> <mi>c</mi> </msub> <mi>K</mi> <msup> <mrow> <mo>|</mo> <mi>f</mi> <mo>|</mo> </mrow> <mrow> <mn>3</mn> <mo>/</mo> <mn>2</mn> </mrow> </msup> <mo>+</mo> <msup> <mi>&amp;Psi;</mi> <mi>T</mi> </msup> <mi>K</mi> <mi>f</mi> <mi>&amp;Psi;</mi> <mo>+</mo> <mi>&amp;Theta;</mi> <msup> <mrow> <mo>(</mo> <msub> <mover> <mi>P</mi> <mo>&amp;CenterDot;</mo> </mover> <mrow> <mi>t</mi> <mi>h</mi> </mrow> </msub> <mo>-</mo> <msub> <mover> <mi>P</mi> <mo>&amp;CenterDot;</mo> </mover> <mrow> <mi>f</mi> <mi>f</mi> </mrow> </msub> <mo>)</mo> </mrow> <mn>2</mn> </msup> <mo>+</mo> <msup> <mi>Q</mi> <mi>T</mi> </msup> <mi>s</mi> <mi>Q</mi> </mrow> </mtd> </mtr> </mtable> </mfenced> <mfenced open = "" close = ""><mtable><mtr><mtd><munder><mrow><mi>m</mi><mi>i</mi><mi>n</mi></mrow><mrow><mi>f</mi><mo>,</mo><mi>s</mi><mo>,</mo><msub><mi>&amp;tau;</mi><mi>e</mi></msub></mrow></munder></mtd><mtd><mrow><msub><mi>P</mi><mi>c</mi></msub><mi>K</mi><msup><mrow><mo>|</mo><mi>f</mi><mo>|</mo></mrow><mrow><mn>3</mn><mo>/</mo><mn>2</mn></mrow></msup><mo>+</mo><msup><mi>&amp;Psi;</mi><mi>T</mi></msup><mi>K</mi><mi>f</mi><mi>&amp;Psi;</mi><mo>+</mo><mi>&amp;Theta;</mi><msup><mrow><mo>(</mo><msub><mover><mi>P</mi><mo>&amp;CenterDot;</mo></mover><mrow><mi>t</mi><mi>h</mi></mrow></msub><mo>-</mo><msub><mover><mi>P</mi><mo>&amp;CenterDot;</mo></mover><mrow><mi>f</mi><mi>f</mi></mrow></msub><mo>)</mo></mrow><mn>2</mn></msup><mo>+</mo><msup><mi>Q</mi><mi>T</mi></msup><mi>s</mi><mi>Q</mi></mrow></mtd></mtr></mtable></mfenced> st.B(a)Kf=τd+sst.B(a)Kf=τ d +s Pmax≥PcK|f|3/2≥Pmin+Pbias P max ≥P c K|f| 3/2 ≥P min +P bias f-≤f≤f+ f - ≤ f ≤ f + 其中,Pc为功率关系向量,K为推力系数矩阵,f为推进器的推力,Ψ为权值矩阵,Θ为功率差变化率因子,为推进器功率变化率,为其它负载功率变化率,Q为权值矩阵,s为松弛因子保证推力分配有解,B(a)Kf为推力方程,τd为合力及合力矩,Pmax为当前推进器最大可用功率,Pmin为当前推进器最小可用功率,Pbias为推进器偏置功率值,f-为推进器当前推力下限,f+为推进器当前推力上限。Among them, P c is the power relationship vector, K is the thrust coefficient matrix, f is the thrust of the thruster, Ψ is the weight matrix, Θ is the power difference change rate factor, is the propeller power change rate, is the change rate of other load power, Q is the weight matrix, s is the relaxation factor to ensure that the thrust distribution has a solution, B(a)Kf is the thrust equation, τ d is the resultant force and moment, P max is the maximum available power of the current propeller, P min is the minimum available power of the current thruster, P bias is the bias power value of the thruster, f - is the lower limit of the current thrust of the thruster, and f + is the upper limit of the current thrust of the thruster.
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