JP2023037810A - Power distribution system for vessel and vessel - Google Patents

Abstract

To provide a power distribution system capable of efficiently charging a power source unit in a vessel having a plurality of power sources including an engine and a motor.SOLUTION: A power distribution system 7 for a vessel is used in a vessel having a plurality of power sources including an engine 31 and a motor 32 as power sources used for propulsion of a hull and includes: a main power source unit 71; an auxiliary power source unit 72; a power receiving unit 73; and a switching unit 74. The main power source unit 71 is mounted on the hull and supplies power to the motor 32. The auxiliary power source unit 72 is mounted on the hull and configured to be chargeable. The power receiving unit 73 receives supply of power from an external power source Ps1 existing outside the hull. The switching unit 74 switches a power supply source to the auxiliary power source unit 72 between the main power source unit 71 and the power receiving unit 73.SELECTED DRAWING: Figure 6

Description

FIELD OF THE DISCLOSURE The present disclosure relates to marine power distribution systems and marine vessels for use in marine vessels having multiple power sources, including engines and motors.

As a related technology, there is a ship equipped with a hybrid system that is equipped with an engine and a motor (electric equipment) and has multiple propulsion modes (driving modes) including navigation by the engine, navigation by the engine and the motor, and navigation by the motor. known (see, for example, Patent Document 1). A ship according to the related art further includes a power transmission unit interposed between a plurality of power sources including an engine and a motor, and a propeller, so that the propeller can be driven by both the engine and the motor. Here, the hybrid system is configured to be able to switch the propulsion mode by switching the clutch included in the power transmission section.

In the ship according to the related art, by operating the operation lever and adjusting the operation position, the hull is switched between forward, neutral, and reverse, and the driving force (rotation speed) of the engine or the driving force (rotation speed) of the motor ) is adjusted.

JP-A-2004-255972

As in the above-mentioned related art, in a ship equipped with an engine and a motor as a power source, charging of an auxiliary power supply unit (starter battery) used for driving the starter of the engine is performed by a generator ( alternator). In this case, when the ratio of cruising by the motor increases, the auxiliary power supply unit is not charged due to the engine stopping, so the remaining capacity (SOC: State Of Charge) of the auxiliary power supply unit decreases, and the auxiliary power supply unit There is a possibility that the drive of electric loads such as a starter may be hindered.

An object of the present disclosure is to provide a marine power distribution system and a marine vessel capable of efficiently charging a power supply in a marine vessel having multiple power sources including an engine and a motor.

A marine power distribution system according to an aspect of the present disclosure is used in a marine vessel having a plurality of power sources including an engine and a motor as power sources used for propulsion of the hull. and a switching unit. The main power supply unit is mounted on the hull and supplies power to the motor. The auxiliary power supply unit is mounted on the hull and configured to be rechargeable. The power receiving unit is supplied with power from an external power source located outside the hull. The switching unit switches a source of power supply to the auxiliary power unit between the main power unit and the power receiving unit.

A marine power distribution system according to an aspect of the present disclosure is used in a marine vessel having a plurality of power sources including an engine and a motor as power sources used for propulsion of the hull, and includes a main power supply section and a drive circuit. The main power supply unit is mounted on the hull and supplies power to the motor. The drive circuit charges the main power supply section with the regenerated current of the motor. The drive circuit controls the charging current of the main power supply unit based on the voltage rise value of the main power supply unit estimated from the deviation between the target value and the actual measurement value of the charging current of the main power supply unit.

A ship according to an aspect of the present disclosure includes the ship power distribution system and the ship body.

ADVANTAGE OF THE INVENTION According to this invention, the power distribution system for ships and the ship which can charge a power supply part efficiently can be provided in the ship which has several power sources containing an engine and a motor.

FIG. 1 is an external view showing a schematic configuration of a ship according to Embodiment 1. FIG. FIG. 2 is a block diagram showing a schematic configuration of the ship according to Embodiment 1. FIG. FIG. 3 is a schematic diagram of a drive unit for a ship according to Embodiment 1. FIG. 4A and 4B are schematic diagrams showing the states of the drive unit in the motor propulsion mode and the engine propulsion mode of the ship according to Embodiment 1. FIG. 5 is a schematic diagram showing the state of the drive unit in the hybrid propulsion mode of the ship according to Embodiment 1. FIG. FIG. 6 is a schematic diagram of a marine power distribution system according to Embodiment 1. FIG. FIG. 7 is a schematic diagram showing a state in which the power receiving unit is selected as a power supply source for the auxiliary power unit in the marine power distribution system according to the first embodiment. FIG. 8 is a schematic diagram showing a state in which the main power supply section is selected as a power supply source for the auxiliary power supply section in the marine power distribution system according to the first embodiment. FIG. 9 is a transition diagram of control states of the relays of the marine power distribution system according to the first embodiment. 10 is a block diagram showing an example of a control system of a drive circuit for charging a main power supply section in the drive circuit using regenerated current of the motor in the marine power distribution system according to the first embodiment; FIG. .

Embodiments of the present disclosure will be described below with reference to the accompanying drawings. The following embodiments are examples that embody the present disclosure, and are not intended to limit the technical scope of the present disclosure.

(Embodiment 1)
[1] Overall Configuration First, the overall configuration of a ship 10 according to this embodiment will be described with reference to FIGS. 1 and 2. FIG.

The ship 10 is a mobile object that navigates (sailes) on water such as the sea, lake, or river. In this embodiment, as an example, the vessel 10 is a "pleasure boat" which is a small vessel mainly used for sports or recreation on the sea. In addition, in the present embodiment, the ship 10 is configured to operate according to the operation (including remote control) of a person (operator), and is particularly of a manned type on which the person who is the operator can board. and

A ship 10 includes a hull 1 , a ship power distribution system 7 , and a ship control system 2 , as shown in FIG. 1 . The hull 1 includes a drive unit 3 that generates power, an output section 4 that outputs a propulsive force for propelling the hull 1, and an operation device 5 that receives an operation by a person (operator). In addition to this, the hull 1 is further provided with various inboard facilities and the like including a rudder mechanism, a display device, a communication device, lighting equipment, and the like.

The drive unit 3 has an engine 31 as a first power source, a motor 32 as a second power source, and a power transmission section 33, as shown in FIG. The output unit 4 includes a propeller in this embodiment, receives the power generated by the drive unit 3, and rotates the propeller about a rotating shaft (propeller shaft), thereby propelling the hull 1 forward or backward. output force.

A plurality of power sources including a first power source (engine 31) and a second power source (motor 32) each generate power (mechanical energy) used to propel the hull 1 . These power sources have different output characteristics, and at least different maximum outputs (maximum rotation speed and maximum torque). In this embodiment, the plurality of power sources are different types of power sources with completely different methods, types, and the like. In short, the ship 10 according to this embodiment includes a hybrid drive unit 3 having a plurality of types of power sources.

In this embodiment, as an example, the first power source is an engine (internal combustion engine) 31 that generates power by burning fuel, and the second power source is a motor that generates power by receiving electric power (electrical energy). (electric motor) 32; More specifically, the engine 31 is a diesel engine driven by light oil, and the motor 32 is an AC motor driven by AC power.

The engine 31 and the motor 32 are individually driven to generate power. Therefore, the plurality of power sources are, for example, a state in which only the engine 31 of the engine 31 and the motor 32 is driven, a state in which only the motor 32 is driven, a state in which both the engine 31 and the motor 32 are driven, and the like. can be switched. Here, the power generated by the engine 31 and the power generated by the motor 32 are combined in the power transmission section 33 and the combined power is supplied to the output section 4 . Therefore, for example, by combining the power of the engine 31, which is an engine, with the power of the motor 32, which is a motor, the motor 32 can assist the engine 31 and drive the output unit 4 with greater power. be.

The power transmission section 33 is provided between the plurality of power sources (the engine 31 and the motor 32) and the output section 4. As shown in FIG. The power transmission section 33 has a function of receiving power generated by a plurality of power sources and transmitting the power to the output section 4 . Here, the power transmission section 33 synthesizes power from a plurality of power sources (engine 31 and motor 32 ) and outputs the synthesized power to the output section 4 .

Further, the power transmission unit 33 has a function of switching whether or not to transmit power from each of the plurality of power sources (the engine 31 and the motor 32) to the output unit 4, that is, switching between a "transmission state" and a "cutoff state". have. A “transmission state” as used in the present disclosure is a state in which each power source (engine 31 or motor 32 ) and the output section 4 are mechanically connected and power is transmitted from each power source to the output section 4 . When each power source (the engine 31 or the motor 32) is driven while the power transmission section 33 is in the transmission state, the output section 4 is driven by the power generated by each power source. A “disconnected state” as used in the present disclosure is a state in which each power source (engine 31 or motor 32 ) and the output section 4 are mechanically disconnected and power is not transmitted from each power source to the output section 4 . Even if each power source (engine 31 or motor 32) is driven when the power transmission unit 33 is in the cut-off state, the power generated by each power source is not transmitted to the output unit 4, so the output unit 4 is not driven.

The drive unit 3 will be described in detail in the section "[2] Configuration of drive unit".

The ship control system 2 is mainly composed of a computer system having one or more processors such as a CPU (Central Processing Unit) and one or more memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory). process (information processing). One or more memories in the ship control system 2 record a program (ship control program) for causing one or more processors to execute a control method for the ship 10 . In this embodiment, as an example, the ship control system 2 is a computer system mounted on the hull 1 .

The ship control system 2 controls at least the drive unit 3 . In other words, the ship control system 2 controls, for example, the drive status of each of the engine 31 and the motor 32 and the status of the power transmission section 33 (transmission status/disconnection status, etc.).

In this embodiment, the ship control system 2 is electrically connected to the operation device 5 and controls the drive unit 3 and the like according to operation signals from the operation device 5 . For example, the ship control system 2 can move the ship 1 forward or backward by controlling the drive unit 3 according to the operation signal from the operation device 5 to rotate the propeller of the output section 4 . Further, the ship control system 2 controls the output (rotation speed or torque) of the engine 31 or the motor 32 to adjust the rotation speed of the propeller of the output unit 4, thereby adjusting the movement speed (ship speed) of the hull 1. It is possible to

Also, the ship control system 2 can switch between a plurality of propulsion modes. The “propulsion mode” referred to in the present disclosure is a mode in which the power source used for propelling the hull 1 is different among the plurality of power sources (the engine 31 and the motor 32). That is, the ship control system 2 can switch between a plurality of propulsion modes by switching which of the plurality of power sources is used for propelling the hull 1 .

As an example in this embodiment, the plurality of propulsion modes includes three propulsion modes: a hybrid propulsion mode, a motor propulsion mode, and an engine propulsion mode. The hybrid propulsion mode is a propulsion mode in which both the engine 31 (first power source) and the motor 32 (second power source) are used to propel the hull 1 . The motor propulsion mode is a propulsion mode in which only the motor 32 of the engine 31 and the motor 32 is used to propel the hull 1 . The engine propulsion mode is a propulsion mode in which only the engine 31 of the engine 31 and the motor 32 is used for propulsion of the hull 1 .

The ship control system 2 includes a mode switching processing section 21, an engine control section 22, and a motor control section 23, as shown in FIG. The vessel control system 2 is configured to be able to communicate with devices provided in each part of the hull 1 . In other words, at least the operation device 5, the engine 31, the driving circuit 351 (see FIG. 3) that drives the motor 32, and the like are connected to the ship control system 2 so as to be able to communicate with each other. Thereby, the ship control system 2 can control the drive unit 3 according to the operation signal from the operation device 5, for example. Here, the ship control system 2 may exchange various types of information (electrical signals) directly with each device, or indirectly through a repeater or the like.

The mode switching processing unit 21 executes processing for switching the propulsion mode of the ship 10 . In this embodiment, the mode switching processing unit 21 selects one of the hybrid propulsion mode, the motor propulsion mode, and the engine propulsion mode according to the operation of the operation device 5 by a person (operator). As an example, the operation device 5 has a mode selection switch, and when one of the hybrid propulsion mode, the motor propulsion mode, and the engine propulsion mode is selected by the mode selection switch, the propulsion mode is switched to the relevant propulsion mode. .

The engine control unit 22 controls the engine 31 as the first power source. Specifically, the engine control unit 22 controls fuel injection for driving the engine 31, opening and closing of exhaust valves, and the like. Thereby, the engine control unit 22 can control the engine 31 so as to adjust the output (mainly the rotation speed) of the engine 31 to an arbitrary value.

The motor control unit 23 controls a motor 32 as a second power source. Specifically, the motor control unit 23 controls a driving circuit 351 (see FIG. 3) for driving the motor 32 and the like. Thereby, the motor control section 23 can control the motor 32 so as to adjust the output (mainly the rotation speed and torque) of the motor 32 to an arbitrary value. Especially in the present embodiment, the motor control unit 23 can perform two types of control of the motor 32, that is, rotational speed control (rotational speed control) and torque control. In rotation speed control, the motor control unit 23 sets a target rotation speed of the motor 32 and controls the rotation speed of the motor 32 so as to approach the target rotation speed. In torque control, the motor control unit 23 sets a target torque of the motor 32 and controls the torque of the motor 32 so as to approach the target torque.

The ship control system 2 also controls the ship power distribution system 7 . In this embodiment, the ship control system 2 is an integrated controller that controls the entire ship 1, and is composed of, for example, an electronic control unit (ECU). However, the ship control system 2 may be provided separately from the integrated controller.

The operating device 5 is a user interface that accepts the operation of a person (operator), and is arranged, for example, in the cockpit of the hull 1 where the operator boards. The operation device 5 receives, for example, various operations by the operator and outputs electrical signals (operation signals) corresponding to the operations to the ship control system 2 . In this embodiment, as an example, the operating device 5 includes an operating section 51 (see FIG. 2) made up of a rotatable operating lever. The operation device 5 includes a detection unit such as an encoder that detects the position (rotational angle) of the operation unit 51, detects the operation amount of the operation unit 51 from the position of the operation unit 51, and outputs an operation signal representing the operation amount. Output. Also, the operation device 5 may further include a plurality of mechanical switches, a touch panel, an operation dial, and the like.

The marine power distribution system 7 is a system for supplying electric power to a motor 32, an onboard load L1 (see FIG. 6) including various onboard facilities, etc., a starter 36 (see FIG. 6) for starting the engine 31, and the like. is. "Electric power" as used in this disclosure includes both AC power and DC power. The marine power distribution system 7 includes a main power supply section 71 and an auxiliary power supply section 72, as shown in FIG. The main power supply unit 71 supplies electric power for driving at least the motor 32 as a power source. On the other hand, the auxiliary power supply unit 72 supplies power to at least the starter 36 and the like.

The main power supply unit 71 is composed of, for example, a large-capacity secondary battery (storage battery) such as a lithium ion battery. The auxiliary power supply unit 72 is composed of, for example, a secondary battery (storage battery) such as a lead-acid battery. Thus, the marine power distribution system 7 includes two types of rechargeable power supply units (batteries). It is a large-capacity and high-output power supply unit. The ship power distribution system 7 will be described in detail in the section "[3] Ship power distribution system configuration".

A display device, a communication device, and the like are also arranged in the cockpit. A display device is a user interface for outputting various information to a person (operator). The display device is, for example, electrically connected to the ship control system 2 and displays various screens according to display control signals from the ship control system 2 . The communication device is configured to be able to communicate with another system (including a server, etc.) outside the hull 1, and can exchange data with the other system.

[2] Configuration of Drive Unit Next, the configuration of the drive unit 3 will be described in more detail with reference to FIGS. 3 to 5. FIG.

The drive unit 3 has a plurality of power sources (the engine 31 and the motor 32) and the power transmission section 33 as described above. In addition, the drive unit 3 further includes an actuator 34, a drive circuit 351, and the like, as shown in FIG. In FIG. 3 and the like, electrical connections such as between the drive circuit 351 and the main power supply section 71 are indicated by dashed lines.

In this embodiment, the engine 31 is a diesel engine and has a combustion chamber partitioned by cylinders or the like, and fuel (light oil) is burned in the combustion chamber to reciprocate the piston. The engine 31 is provided with a crankshaft as an output shaft that rotates by receiving the reciprocating motion of the piston, and the crankshaft is connected to the power transmission section 33 . As a result, power from the engine 31 is input to the power transmission portion 33 through the crankshaft.

In this embodiment, the motor 32 is an AC motor and is driven by AC power (AC voltage) supplied from a drive circuit 351 made up of an inverter circuit. The drive circuit 351 is electrically connected to the main power supply section 71 , converts the DC voltage output from the main power supply section 71 into an AC voltage, and supplies the AC voltage to the motor 32 to drive the motor 32 . The output shaft of the motor 32 is connected to the power transmission section 33, and the power from the motor 32 is input to the power transmission section 33 through the output shaft.

Furthermore, in this embodiment, the drive circuit 351 is a bi-directional inverter circuit, and has a function of not only converting a DC voltage into an AC voltage, but also converting an AC voltage into a DC voltage. Therefore, the drive circuit 351 not only converts the DC voltage output from the main power supply unit 71 to AC voltage and outputs it to the motor 32, but also converts the AC voltage output from the motor 32 to DC voltage and converts it to the main power supply. It is also possible to output to the unit 71 . In other words, in the drive unit 3 according to the present embodiment, by using the motor 32 as a generator, electric energy (AC power) generated when the motor 32 rotates due to an external force is used to generate a main current in the drive circuit 351 . It is possible to charge the power supply unit 71 . In this manner, the drive circuit 351 also functions as a charging circuit that charges the main power supply section 71 with the regenerated current of the motor 32 . Therefore, the drive circuit 351 is included in the components of the marine power distribution system 7 .

In this embodiment, the power transmission section 33 includes a first clutch 331, a second clutch 332, a first gear 333, a second gear 334, a third gear 335 and a fourth gear 336, as shown in FIG. there is Although the configuration of the power transmission unit 33 is shown in a simplified manner in FIG. .

The first clutch 331 is inserted between the output shaft (crankshaft) of the engine 31 and the output section 4 . That is, the first clutch 331 is positioned in the middle of the power transmission path from the engine 31 to the output section 4 . The first clutch 331 has an input-side rotating body 331A and an output-side rotating body 331B. The input-side rotating body 331A and the output-side rotating body 331B are connected (transmission state) and disconnected (disconnected state). and can be switched.

The input side rotor 331A is connected to the output shaft (crankshaft) of the engine 31, and the output side rotor 331B is connected to the output section 4. As shown in FIG. As a result, the input-side rotor 331A receives the power generated by the engine 31 and rotates. When the first clutch 331 is in the transmitting state, the power of the engine 31 is transmitted to the output section 4 via the first clutch 331, and when the first clutch 331 is in the disengaging state, the power of the engine 31 is transmitted to the first clutch. It is cut off by the clutch 331 and is not transmitted to the output section 4 .

The first clutch 331 is, for example, a hydraulic clutch such as a wet multi-plate clutch, and is switched between a transmission state and a cut-off state by supplying hydraulic oil from a hydraulic circuit including a hydraulic pump. Switching between the transmission state and the cut-off state of the first clutch 331 is performed by, for example, controlling an electromagnetic valve of the hydraulic circuit by the ship control system 2 . That is, the ship control system 2 directly or indirectly controls the first clutch 331 to switch the first clutch 331 between the transmission state and the disengagement state.

The first gear 333 is connected to the input side rotor 331A of the first clutch 331 and rotates as the input side rotor 331A rotates. The second gear 334 is provided so as to mesh with the first gear 333 and rotates together with the first gear 333 . The third gear 335 is connected to the output-side rotor 331B of the first clutch 331 and rotates as the output-side rotor 331B rotates. The fourth gear 336 is provided so as to mesh with the third gear 335 and rotates together with the third gear 335 .

The second clutch 332 is inserted between the output shaft of the motor 32 and the second gear 334 and the fourth gear 336 . That is, the second clutch 332 is positioned in the middle of the power transmission path from the motor 32 to the output section 4 . The second clutch 332 has a motor-side rotating body 332C and mating rotating bodies 332A and 332B. The motor-side rotating body 332C and the mating rotating bodies 332A and 332B are connected (transmitting state) and disconnected. (blocking state) and switching is possible.

In this embodiment, a first mating rotating body 332A and a second mating rotating body 332B are provided as the mating rotating bodies 332A and 332B. The second clutch 332 has a first transmission state in which the motor-side rotor 332C is connected to the first mating rotor 332A, and a second transmission state in which the motor-side rotor 332C is connected to the second mating rotor 332B. It is possible to switch between a blocked state in which the motor-side rotating body 332C is separated from both the first mating rotating body 332A and the second mating rotating body 332B.

The motor-side rotor 332C is connected to the output shaft of the motor 32 . The first mating rotating body 332 A is connected to the second gear 334 , and the second mating rotating body 332 B is connected to the fourth gear 336 . As a result, the motor-side rotor 332C receives the power generated by the motor 32 and rotates. When the second clutch 332 is in the first transmission state, the power of the motor 32 is transmitted to the input side rotor 331A of the first clutch 331 via the second clutch 332, the second gear 334 and the first gear 333. be. At this time, if the first clutch 331 is in the transmission state, the power of the motor 32 is combined with the power of the engine 31 and transmitted to the output section 4 via the first clutch 331 . Also, if the second clutch 332 is in the second transmission state, the power of the motor 32 is transmitted to the output section 4 via the second clutch 332 , the fourth gear 336 and the third gear 335 . On the other hand, if the second clutch 332 is in the disengaged state, the power of the motor 32 is disengaged by the second clutch 332 and is not transmitted to the output section 4 .

The second clutch 332 is, for example, a meshing clutch such as a dog clutch. Switching of the second clutch 332 between the first transmission state, the second transmission state, and the cut-off state is performed by moving the motor-side rotor 332C by the actuator 34, which is a shifter. The actuator 34 moves the motor-side rotating body 332C to a position where it fits into the first mating rotating body 332A, thereby engaging the second clutch 332 with the motor-side rotating body 332C and the first mating rotating body 332A. 1 Set to transmission state. Further, the actuator 34 moves the motor-side rotating body 332C to a position where it is inserted into the second mating rotating body 332B, thereby moving the second clutch 332 so that the motor-side rotating body 332C and the second mating rotating body 332B are engaged. A second transmission state of engagement is established. The actuator 34 disengages the second clutch 332 by moving the motor-side rotating body 332C to a position where it does not fit into either the first mating rotating body 332A or the second mating rotating body 332B.

Switching of the second clutch 332 among the first transmission state, the second transmission state, and the cut-off state is performed by controlling the electric actuator 34 by the vessel control system 2, for example. That is, the ship control system 2 directly or indirectly controls the second clutch 332 to switch the second clutch 332 between the transmission state (first transmission state or second transmission state) and the disengagement state.

According to the drive unit 3 configured as described above, the ship control system 2 controls the first clutch 331 and the second clutch 332 to switch a plurality of propulsion modes as illustrated in FIGS. It is possible. 4 and 5 schematically show the state of the drive unit 3 in each propulsion mode, and the illustration of the drive circuit 351 and the like is omitted. In FIGS. 4 and 5, the power transmitted from the engine 31 and the motor 32 to the output unit 4 is indicated by (thick line) dashed arrows.

The upper part of FIG. 4 shows a motor propulsion mode in which only the motor 32 of the engine 31 and the motor 32 is used to propel the hull 1 . In the motor propulsion mode, the vessel control system 2 controls the first clutch 331 to the disengaged state and controls the second clutch 332 to the second transmission state. Furthermore, in the motor propulsion mode, the ship control system 2 stops the engine 31 and controls the drive circuit 351 so that the electric power from the main power supply section 71 drives the motor 32 . As a result, as shown in FIG. 4, the power generated by the motor 32 is transmitted to the output section 4 via the second clutch 332, the fourth gear 336 and the third gear 335, and rotates the propeller of the output section 4. , the propulsion force of the hull 1 can be generated.

The lower part of FIG. 4 shows an engine propulsion mode in which only the engine 31 of the engine 31 and the motor 32 is used for propulsion of the hull 1 . In the engine propulsion mode, the vessel control system 2 controls the first clutch 331 to the transmission state and controls the second clutch 332 to the disengagement state. Furthermore, in the engine propulsion mode, the vessel control system 2 controls the drive circuit 351 to drive the engine 31 and stop the motor 32 . As a result, as shown in FIG. 4, the power generated by the engine 31 is transmitted to the output section 4 via the first clutch 331, rotates the propeller of the output section 4, and generates propulsion force for the hull 1. be able to.

The upper part of FIG. 5 shows a “hybrid propulsion mode (low speed)” suitable for “low speed” navigation among the hybrid propulsion modes in which both the engine 31 and the motor 32 are used to propel the hull 1 . In this hybrid propulsion mode (low speed), the vessel control system 2 controls the first clutch 331 to the transmission state and controls the second clutch 332 to the second transmission state. Furthermore, in the hybrid propulsion mode (low speed), the vessel control system 2 drives the engine 31 and controls the drive circuit 351 so that the electric power from the main power supply section 71 drives the motor 32 . Accordingly, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the output section 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the second clutch 332, the fourth gear 336 and the It is transmitted to the output section 4 via the third gear 335 . As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output section 4 and generate the propulsion force for the hull 1 .

The lower part of FIG. 5 shows a “hybrid propulsion mode (high speed)” suitable for “high speed” navigation among hybrid propulsion modes in which both the engine 31 and the motor 32 are used to propel the hull 1 . In this hybrid propulsion mode (high speed), the vessel control system 2 controls the first clutch 331 to the transmission state and controls the second clutch 332 to the first transmission state. Furthermore, in the hybrid propulsion mode (high speed), the vessel control system 2 drives the engine 31 and controls the drive circuit 351 so that the electric power from the main power supply section 71 drives the motor 32 . As a result, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the output section 4 via the first clutch 331, and the power generated by the motor 32 is transferred to the second clutch 332, the second gear 334, and the second gear 334. It is transmitted to the output section 4 via the first gear 333 and the first clutch 331 . As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output section 4 and generate the propulsion force for the hull 1 .

Further, in the motor propulsion mode shown in the upper part of FIG. 4 , when the hull 1 is sailing, the rotational force of the propeller of the output unit 4 is supplied to the main power supply unit 71 as regenerative energy to charge the main power supply unit 71 . is also possible (charging mode). In this case, the rotational force of the output section 4 is transmitted to the motor 32 via the third gear 335, the fourth gear 336 and the second clutch 332, and by rotating the output shaft of the motor 32, the motor 32 generates alternating current. generate electricity. The AC power generated by the motor 32 is used for charging the main power supply section 71 by a drive circuit 351 consisting of a bi-directional inverter circuit.

Similarly, in the hybrid propulsion mode (high speed) shown in the lower part of FIG. 5, when the hull 1 is sailing or stopping (anchoring), the power generated by the engine 31 can be used to charge the main power supply unit 71. Yes (charging mode). In this case, the ship control system 2 controls the first clutch 331 to be in the disengaged state, so that the power generated by the engine 31 is transmitted to the motor 32 via the first gear 333, the second gear 334 and the second clutch 332. By rotating the output shaft of the motor 32, the motor 32 generates AC power. The AC power generated by the motor 32 is used for charging the main power supply section 71 by a drive circuit 351 consisting of a bi-directional inverter circuit.

Furthermore, although illustration is omitted in FIG. 3 and the like, the drive unit 3 further has a hydraulic circuit for driving the first clutch 331, various sensors, and the like.

[3] Configuration of Marine Power Distribution System Next, the configuration of the marine power distribution system 7 according to the present embodiment will be described with reference to FIGS. 2 and 6 to 9. FIG. The marine power distribution system 7 is a component of the ship 10 and constitutes the ship 10 together with the hull 1 . In other words, the ship 10 according to this embodiment includes the ship power distribution system 7 and the hull 1 . In this embodiment, as an example, the marine power distribution system 7 is mounted on the hull 1 .

The marine power distribution system 7 includes a power receiving section 73 and a switching section 74 in addition to a main power supply section 71 and an auxiliary power supply section 72, as shown in FIG. The main power supply unit 71 is mounted on the hull 1 and supplies power to the motor 32 . The auxiliary power supply unit 72 is mounted on the hull 1 and configured to be rechargeable. The power receiving unit 73 is supplied with power from an external power supply Ps<b>1 existing outside the hull 1 . The switching unit 74 switches the source of power supply to the auxiliary power supply unit 72 between the main power supply unit 71 and the power receiving unit 73 . The “external power source Ps1” referred to in the present disclosure is, for example, a power source that exists outside the hull 1, such as a power system. That is, when the hull 1 is anchored, the power receiving unit 73 can receive power from the external power source Ps1 by connecting the power receiving unit 73 to a land-based external power source Ps1 such as a power system. In this embodiment, as an example, the external power supply Ps1 is an AC power supply that outputs AC power (AC voltage).

According to this configuration, in the ship 10 having the engine 31 and the motor 32 as power sources, the power supply source to the auxiliary power supply unit 72 can be switched between the main power supply unit 71 and the power receiving unit 73 by the switching unit 74. can be done. That is, the marine power distribution system 7 can charge the auxiliary power supply section 72 with power from the main power supply section 71 or the external power supply Ps1 via the power receiving section 73 . Therefore, the auxiliary power supply unit 72 can be charged even when the engine 31 is stopped, such as when the boat is sailing with the motor 32 in the motor propulsion mode, or when the boat is anchored. As a result, there is an advantage that the power supply section (auxiliary power supply section 72) can be efficiently charged in the marine vessel 10 having a plurality of power sources including the engine 31 and the motor 32.

Specifically, as shown in FIG. 6, the marine power distribution system 7 according to the present embodiment includes a main power supply unit 71, an auxiliary power supply unit 72, a power reception unit 73, and a switching unit 74, as well as a drive circuit 351, a first A power conversion unit 751 , a second power conversion unit 752 , a charging circuit 753 and a power supply unit 77 are provided. Further, in this embodiment, the marine power distribution system 7 further includes a first relay 761 , a second relay 762 , a third relay 763 and a fourth relay 764 . FIG. 6 shows the electrical connections except for the dashed lines connecting the engine 31 and the starter 36 or generator 37 . A dashed line connecting the engine 31 and the starter 36 or the generator 37 indicates a mechanical connection relationship.

In this embodiment, as described above, the main power supply section 71 includes a lithium ion battery, and the auxiliary power supply section 72 includes a lead-acid battery. That is, both the main power supply unit 71 and the auxiliary power supply unit 72 are rechargeable secondary batteries (storage batteries). The main power supply section 71 has a larger capacity and a larger output than the auxiliary power supply section 72 . Since the main power supply unit 71 that supplies power to the motor 32 used for propulsion of the hull 1 includes a large-capacity and high-output lithium-ion battery, the output of the motor 32 can be sufficiently secured. On the other hand, the use of a lead-acid battery, which is more excellent in low temperature specification than the lithium ion battery, as the auxiliary power supply unit 72 facilitates the starting of the engine 31 by the starter 36 in a low temperature environment.

The main power supply unit 71 also includes a battery management system (BMS), and the battery management system manages information such as the cell voltage of the lithium ion battery and the measured value of the charging current. The main power supply unit 71 periodically (for example, every few seconds) transmits information such as the cell voltage managed by the battery management and the measured value of the charging current to the ship control system 2 .

The power receiving unit 73 is a terminal block that electrically connects to the external power supply Ps1 in a detachable manner. That is, when a person (user) connects the external power source Ps1 to the power receiving unit 73 with a cable, the power receiving unit 73 receives power supply from the external power source Ps1. The switching unit 74 is a changeover switch having a first contact 741 and a second contact 742 that switch in conjunction with each other. The first contact 741 and the second contact 742 switch the connection state between the primary side of the switching section 74 (main power supply section 71 side) and the secondary side of the switching section 74 (auxiliary power supply section 72 side). In this embodiment, the switching unit 74 is manually switched according to the operation of a person (user).

The first power converter 751 is an AC/DC converter that converts AC power (AC voltage) into DC power (DC voltage). The second power converter 752 is a DC/AC converter that converts DC power (AC voltage) into DC power (DC voltage). The charging circuit 753 is a circuit that converts AC power (AC voltage) into DC power (DC voltage) and supplies charging current to the main power supply unit 71 . The power supply unit 77 is a portion that supplies power to the onboard load L1 provided in the hull 1, and includes a distribution board, a wiring device (outlet), and the like. Each of the first relay 761, the second relay 762, the third relay 763, and the fourth relay 764 is an electromagnetic relay, and opens and closes (turns on/off) contacts according to control signals.

Here, the drive circuit 351 , the first power converter 751 , the second power converter 752 , the charging circuit 753 , the first relay 761 , the second relay 762 , the third relay 763 and the fourth relay 764 are the ship control system 2 controlled by For example, the ship control system 2 outputs a control signal to each of the first relay 761, the second relay 762, the third relay 763, and the fourth relay 764, thereby individually opening and closing each relay.

The marine power distribution system 7 according to the present embodiment, as shown in FIG. Adopt a circuit configuration that can charge Further, the marine power distribution system 7 has a circuit capable of supplying not only the electric power from the main power supply unit 71 but also the electric power (regenerative current) generated by the motor 32 upon receiving the power generated by the engine 31 to the onboard load L1. Adopt configuration. Furthermore, the marine power distribution system 7 connects the power receiving unit 73 to the external power supply Ps1 during a long-term berth or the like, thereby supplying power for charging the main power supply unit 71 and the auxiliary power supply unit 72 from the external power supply Ps1. , a circuit configuration capable of supplying power to the onboard load L1.

Specifically, the main power supply section 71 is connected to the driving circuit 351 via a first relay 761 and a second relay 762 . A motor 32 is connected to the drive circuit 351 . A connection point between the first relay 761 and the second relay 762 is connected to the primary side of the switching section 74 via the third relay 763 and the second power conversion section 752 . Furthermore, the connection point between the first relay 761 and the second relay 762 is connected to the primary side of the switching section 74 via the fourth relay 764 and the charging circuit 753 . A power receiving unit 73 is further connected to the primary side of the switching unit 74 .

Auxiliary power source 72 is connected to starter 36 for starting engine 31 . Furthermore, a generator 37 (alternator) driven by the power generated by the engine 31 is connected to the auxiliary power supply section 72 . Also, the auxiliary power supply unit 72 is connected to the secondary side of the switching unit 74 via the first power conversion unit 751 . A power supply unit 77 is further connected to the primary side of the switching unit 74 .

The marine power distribution system 7 configured as described above switches the power supply source to the auxiliary power supply unit 72 by switching the switching unit 74, as shown in FIGS. 73 can be alternatively selected. In FIGS. 7 and 8, the flow of electric power (electrical energy) is schematically represented by (bold) dashed arrows.

FIG. 7 shows a state in which the power receiving unit 73 is selected as the source of power supply to the auxiliary power unit 72 . In FIG. 7 , the switching unit 74 connects the power receiving unit 73 to the secondary side at the first contact 741 and connects the charging circuit 753 to the secondary side at the second contact 742 . In this state, power from the external power supply Ps1 is supplied to the auxiliary power supply unit 72 via the power receiving unit 73, the first contact 741, and the first power conversion unit 751, thereby charging the auxiliary power supply unit 72. Since the power from the external power supply Ps1 is AC power, the first power conversion section 751 converts the AC power into DC power and supplies it to the auxiliary power supply section 72 . Furthermore, the power from the external power supply Ps1 is supplied to the main power supply unit 71 via the power receiving unit 73, the first contact 741, the second contact 742, the charging circuit 753, the fourth relay 764, and the first relay 761. , the main power supply unit 71 is charged. Since the power from the external power supply Ps1 is AC power, the charging circuit 753 converts the AC power into DC power and supplies it to the main power supply section 71 . Further, power (AC power) can be supplied from the power supply unit 77 to the onboard load L1 by supplying the power from the external power supply Ps1 to the power supply unit 77 via the power receiving unit 73 and the first contact 741. Become.

FIG. 8 shows a state in which the main power supply section 71 is selected as the power supply source for the auxiliary power supply section 72 . In FIG. 8, the switching unit 74 connects the second power conversion unit 752 to the secondary side at the first contact 741 and opens the second contact 742 . In this state, power from the main power supply unit 71 is supplied to the auxiliary power supply unit 72 via the first relay 761, the third relay 763, the second power conversion unit 752, the first contact 741, and the first power conversion unit 751. As a result, the auxiliary power supply unit 72 is charged. Although the power from the main power supply unit 71 is DC power, it is converted into AC power by the second power conversion unit 752 , so the first power conversion unit 751 converts the AC power into DC power, supply to Furthermore, the power from the main power supply unit 71 is supplied to the power supply unit 77 via the first relay 761, the third relay 763, the second power conversion unit 752, and the first contact 741, so that the power supply unit 77 , power (AC power) can be supplied to the onboard load L1. Furthermore, the electric power from the main power supply unit 71 is supplied to the motor 32 via the first relay 761, the second relay 762, and the driving circuit 351, so that the motor 32 can be driven.

Further, in the state of FIG. 8, when a propulsion mode (engine propulsion mode or hybrid propulsion mode) using the engine 31 for propulsion of the hull 1 is selected, the power of the engine 31 is used to generate power by the generator 37. , the power from the generator 37 can also be used to charge the auxiliary power supply unit 72 .

By the way, the switching of the switching unit 74 is preferably performed according to the state of the ship 10 . That is, as shown in FIG. 7, the selection of the power receiving unit 73 as the source of power supply to the auxiliary power supply unit 72 is effective only when the ship 10 is at anchor and is connected to the external power supply Ps1. Therefore, during navigation of the ship 10, the switching unit 74 is used in a state in which the source of power supply to the auxiliary power supply unit 72 is switched to the main power supply unit 71 as shown in FIG.

As described above, the marine power distribution system 7 further includes the first power converter 751 that converts AC power into DC power, and the second power converter 752 that converts DC power into AC power. The auxiliary power supply section 72 is electrically connected to the switching section 74 via the first power conversion section 751 . The main power supply section 71 is electrically connected to the switching section 74 via the second power conversion section 752 . As a result, the first power converter 751, which is an AC/DC converter, can be shared between the state of FIG. 7 and the state of FIG.

In addition, the marine power distribution system 7 further includes a power supply section 77 that supplies electric power to the onboard load L<b>1 provided on the ship body 1 . The switching unit 74 switches the source of power supply to the power supply unit 77 between the main power supply unit 71 and the power receiving unit 73 . As a result, power can be supplied from the main power supply section 71 or the external power supply Ps1 to the onboard load L1 via the power supply section 77 .

The propulsion mode of the ship 10 includes a motor propulsion mode in which the motor 32 is used to propel the hull 1 and an engine propulsion mode in which the engine 31 is used to propel the hull 1 . The auxiliary power supply section 72 is charged with power supplied from the main power supply section 71 in the motor propulsion mode. On the other hand, in the engine propulsion mode, the auxiliary power supply section 72 is charged with electric power supplied from at least one of the main power supply section 71 and the generator 37 driven by the power generated by the engine 31 . As a result, it is possible to effectively utilize the power generated by the engine 31 to charge the auxiliary power supply unit 72 . In this embodiment, the auxiliary power supply unit 72 can be charged with electric power supplied from the generator 37 not only in the engine propulsion mode but also in the hybrid propulsion mode.

By the way, in this embodiment, in order to realize the operation of the marine power distribution system 7, the control states of the first relay 761, the second relay 762, the third relay 763, and the fourth relay 764 are shown in Table 1 below. Four patterns of states (A to D) shown are prepared.

ここで、「用途」における「停止」は船舶１０の全動作が停止する電源オフの状態を意味し、「溶着チェック」は第１リレー７６１、第２リレー７６２、第３リレー７６３及び第４リレー７６４の接点溶着のチェックを意味する。同様に「航行」はモータ推進モード、エンジン推進モード又はハイブリッド推進モードのいずれかで船舶１０が航行している状態を意味し、「充電」は図７のように外部電源Ｐｓ１からの電力で主電源部７１を充電する状態を意味する。

Here, "stop" in "purpose" means a power-off state in which all operations of the ship 10 are stopped, and "welding check" means the first relay 761, the second relay 762, the third relay 763, and the fourth relay. 764 means checking for contact welding. Similarly, "cruising" means a state in which the vessel 10 is sailing in any of the motor propulsion mode, engine propulsion mode, or hybrid propulsion mode, and "charging" is mainly powered by power from the external power source Ps1 as shown in FIG. It means a state in which the power supply unit 71 is charged.

The ship control system 2 transitions between these four states A to D according to the state transitions shown in FIG. That is, at the time of transition among the three states of the state A in which the ship 10 stops, the state C in which the ship 10 sails, and the state D in which the main power supply unit 71 is charged, state B is basically used to check contact welding. intervenes. Then, the ship control system 2 permits a transition to another state when it is determined that there is no abnormality in the welding check, and issues an error notification or the like when it is determined that there is an abnormality in the welding check. In FIG. 9, a dotted arrow that directly transitions from state C or state D to state A means switching in an emergency.

[4] Charging Control of Main Power Supply Unit Next, charging control of the main power supply unit 71 in the marine power distribution system 7 according to the present embodiment will be described with reference to FIG.

In the marine power distribution system 7 according to the present embodiment, as described above, by using the motor 32 as a generator, electric energy (regenerative current) generated when the motor 32 rotates due to an external force is used to drive the power. It is possible to charge the main power supply section 71 in the circuit 351 . As a means for rotating the motor 32 by an external force, there are a means using the power generated by the engine 31 and a means using the power received by the output section 4 (propeller) when the hull 1 is cruising. In either case, compared to a configuration in which the main power supply unit 71 is charged by a dedicated charger including a DC/DC converter, control responsiveness is poor. It is difficult to charge up to In particular, since the lithium-ion battery has internal resistance, when a large current is applied, the voltage rises due to the internal resistance. Abnormality may be detected. In this embodiment, even when the driving circuit 351 charges the main power supply unit 71 using the regenerated current of the motor 32, the charging is possible to a state close to full charge as much as possible.

As a configuration for this purpose, the marine power distribution system 7 according to the present embodiment is mounted on the hull 1 and includes a main power supply unit 71 that supplies electric power to the motor 32 and a regenerated current from the motor 32 that charges the main power supply unit 71. and a drive circuit 351 . The drive circuit 351 controls the charging current of the main power supply section 71 based on the voltage increase value of the main power supply section 71 estimated from the deviation between the target value and the actual measurement value of the charging current of the main power supply section 71 . That is, since the voltage increase value of the main power supply unit 71 can be estimated from the deviation between the target value and the actual measurement value of the charging current of the main power supply unit 71, the final target value of the charging current is calculated based on the voltage increase value. It is possible to

According to this configuration, the charging current can be controlled in consideration of the voltage rise of the main power supply section 71 due to the charging current, so that the main power supply section 71 can be charged to near full charge while avoiding overcharging. . As a result, there is an advantage that the power supply section (main power supply section 71) can be efficiently charged in the ship 10 having a plurality of power sources including the engine 31 and the motor 32.

FIG. 10 is a block diagram showing an example of a control system of the drive circuit 351 in the ship control system 2 for charging the main power supply unit 71 by the drive circuit 351 using the regenerated current of the motor 32. . That is, as shown in FIG. 10, by inputting the deviation (target value−actual value) between the target value and the actual measurement value of the charging current, the final target value of the charging current of the main power supply unit 71 by the drive circuit 351 is set to output.

Specifically, in the charging current target value calculation block B<b>1 , a charging current map is referenced based on the cell voltage and cell temperature of the main power supply unit 71 to calculate the target value of the charging current. A value obtained by multiplying the difference between the target value and the actual measurement value of the charging current by the gain in the gain block B2 corresponds to the estimated value of the voltage rise value of the main power supply section 71 . In a charging current target value calculation block B3, a charging current map is referred to and a charging current target value is calculated based on a value obtained by adding such a voltage increase value to the cell voltage and the cell temperature. In this manner, the estimated value of the voltage rise value of the main power supply unit 71 is reflected in the target value of the charging current output from the block B3 for calculating the target charging current value.

In the above control, when the charging current actually starts to flow through the main power supply section 71, the deviation decreases, so the estimated voltage rise value gradually decreases and finally becomes zero (0). By controlling in this manner, even if the responsiveness of the control is poor due to, for example, a long communication cycle of the battery management system, it is possible to avoid overcharging of the main power supply unit 71 and charge the battery to near full charge. .

In addition, in the control system in FIG. 10, even if there is an electrical load electrically connected in parallel with the main power supply unit 71 as seen from the drive circuit 351, control (external load cancellation control) is performed to eliminate the influence of the electrical load. . That is, the current compensator B4, which is an integral controller (PID controller), performs integral control so that the charging current matches the target charging current amount. For example, when the second power conversion unit 752 (DC/AC converter) is electrically connected in parallel with the main power supply unit 71 for the drive circuit 351, the electric load (second power conversion unit 752) is compensated for by the current compensator B4. As a result, in the final target value of the charging current of the main power supply unit 71 by the drive circuit 351, the influence of the consumption current of the electric load electrically connected in parallel with the main power supply unit 71 is reduced, and the charging current is fully charged at high speed. The main power supply unit 71 can be charged up to .

As described above, in the present embodiment, the drive circuit 351 controls the main power source based on the voltage rise value of the main power source 71 estimated from the deviation between the target value and the actual measurement value of the charging current of the main power source 71 . It controls the charging current of unit 71 . As a result, the charging current can be controlled in consideration of the voltage increase of the main power supply section 71 due to the charging current, so that the main power supply section 71 can be charged to near full charge while avoiding overcharging.

Further, the marine power distribution system 7 according to the present embodiment compensates for the current consumed by the electric load electrically connected in parallel with the main power supply section 71 with respect to the charging current of the main power supply section 71 by the drive circuit 351. A current compensator B4 is further provided. As a result, the main power supply section 71 can be charged to full charge at high speed while avoiding the influence of current consumption in the electric load electrically connected in parallel with the main power supply section 71 . In the present embodiment, the current compensator B4 is provided as one function of the ship control system 2, but is not limited to this, and is incorporated in one element of the ship power distribution system 7, such as being incorporated in the drive circuit 351, for example. may be

[5] Modifications Modifications of the first embodiment are listed below. Modifications described below can be applied in combination as appropriate.

The ship control system 2 in the present disclosure includes a computer system. A computer system is mainly composed of one or more processors and one or more memories as hardware. The functions of the ship control system 2 in the present disclosure are realized by the processor executing a program recorded in the memory of the computer system. The program may be recorded in advance in the memory of the computer system, may be provided through an electric communication line, or may be recorded in a non-temporary recording medium such as a computer system-readable memory card, optical disk, or hard disk drive. may be provided. Moreover, some or all of the functional units included in the ship control system 2 may be configured by electronic circuits.

In addition, it is not an essential configuration of the ship control system 2 that at least part of the functions of the ship control system 2 are integrated in one housing. It may be distributed and provided. Conversely, in Embodiment 1, the functions distributed to multiple devices (eg, the ship control system 2 and the operation device 5) may be integrated into one housing.

Furthermore, at least part of the ship control system 2 is not limited to being mounted on the hull 1 and may be provided separately from the hull 1 . As an example, when the ship control system 2 is embodied by a server device provided separately from the hull 1, communication between the server device and the hull 1 (a communication device thereof) enables the ship 10 to be controlled by the ship control system 2. (Hull 1) can be controlled. At least part of the functions of the ship control system 2 may be realized by a cloud (cloud computing) or the like.

In addition, the vessel 10 is not limited to a pleasure boat, but may be a commercial vessel including a cargo ship and a cargo-passenger vessel, a work vessel including a tugboat and a salvage vessel, a special vessel including a meteorological observation vessel and a training vessel, a fishing vessel, a naval vessel, and the like. may Further, the vessel 10 is not limited to a manned type with an operator on board, but may be an unmanned type vessel that can be remotely controlled by a person (operator) or can be operated autonomously.

Also, the engine 31 is not limited to a diesel engine, and may be, for example, an engine other than a diesel engine. The motor 32 is also not limited to an AC motor, and may be a DC motor, for example. Also, the motor 32 may be driven by electric power supplied from a power generator such as a fuel cell or a solar power generator, for example.

In addition, the ship 10 only needs to have a plurality of power sources including the engine 31 and the motor 32 in the hull 1. For example, in addition to the engine 31 and the motor 32, the ship 10 may have three or more power sources such as a third power source. It may have a power source.

Further, the operation unit 51 is not limited to an operation lever, and may be, for example, a foot-operated operation pedal, touch panel, keyboard, pointing device, or the like. If the operation unit 51 is an operation pedal, the amount of depression is the amount of operation of the operation unit 51 . Furthermore, the operation unit 51 may employ a form of voice input, gesture input, input of an operation signal from another terminal, or the like.

Moreover, it is not essential to switch the propulsion mode according to the switching operation by the user (pilot). For example, the mode switching processing unit 21 of the ship control system 2 automatically switches the propulsion mode according to the current position of the hull 1, the navigation situation of the hull 1 such as the speed of the ship, or the remaining capacity of the main power supply unit 71. may be performed.

Further, the main power supply unit 71 is not limited to a lithium ion battery, and the auxiliary power supply unit 72 is not limited to a lead-acid battery. In the first place, the main power supply unit 71 is not limited to a rechargeable secondary battery, and may be a power generation device such as a fuel cell or a solar power generation device.

Moreover, the switching of the switching unit 74 is not limited to being manually performed by a person (user), and may be performed automatically by a control signal from the ship control system 2, for example. As an example, switching of the switching unit 74 may be performed in conjunction with the third relay 763 .

Moreover, in the hybrid propulsion mode, it is not essential to charge the auxiliary power supply unit 72 with the electric power supplied from the generator 37 . In other words, the power supplied from the generator 37 may charge the auxiliary power supply unit 72 only in the engine propulsion mode.

1 Hull 7 Marine Power Distribution System 10 Ship 31 Engine 32 Motor 37 Generator 71 Main Power Supply Section 72 Auxiliary Power Supply Section 73 Power Receiving Section 74 Switching Section 77 Power Supply Section 351 Drive Circuit 751 First Power Conversion Section 752 Second Power Conversion Section B4 Current compensator L1 Onboard load Ps1 External power supply

Claims (9)

Used in ships with multiple power sources including engines and motors as power sources used for propulsion of the hull,
a main power supply unit mounted on the hull and supplying power to the motor;
a rechargeable auxiliary power supply mounted on the hull;
a power receiving unit that receives electric power from an external power source located outside the hull;
a switching unit that switches a power supply source to the auxiliary power supply unit between the main power supply unit and the power receiving unit;
Marine power distribution system. a first power conversion unit that converts AC power to DC power;
A second power conversion unit that converts DC power to AC power,
The auxiliary power supply unit is electrically connected to the switching unit via the first power conversion unit,
The main power supply unit is electrically connected to the switching unit via the second power conversion unit,
A marine power distribution system according to claim 1 . further comprising a power supply unit that supplies power to an onboard load provided in the hull;
The switching unit switches a source of power supply to the power supply unit between the main power supply unit and the power receiving unit.
The marine power distribution system according to claim 1 or 2. The propulsion mode of the ship includes a motor propulsion mode in which the motor is used to propel the hull and an engine propulsion mode in which the engine is used to propel the hull,
The auxiliary power supply unit
In the motor propulsion mode, it is charged with power supplied from the main power supply unit,
In the engine propulsion mode, the battery is charged with electric power supplied from at least one of the main power supply unit and a generator driven by the power generated by the engine.
A marine power distribution system according to any one of claims 1 to 3. the main power supply includes a lithium ion battery,
The auxiliary power supply includes a lead-acid battery,
A marine power distribution system according to any one of claims 1 to 4. further comprising a drive circuit for charging the main power supply unit with the regenerated current of the motor;
The drive circuit controls the charging current of the main power supply unit based on a voltage rise value of the main power supply unit estimated from a deviation between a target value and an actual measurement value of the charging current of the main power supply unit.
A marine power distribution system according to any one of claims 1 to 5. Further comprising a current compensating unit that compensates for the current consumed by an electrical load electrically connected in parallel with the main power supply unit with respect to the charging current of the main power supply unit by the drive circuit,
7. A marine power distribution system according to claim 6. Used in ships with multiple power sources including engines and motors as power sources used for propulsion of the hull,
a main power supply unit mounted on the hull and supplying power to the motor;
a driving circuit that charges the main power supply unit with the regenerated current of the motor,
The drive circuit controls the charging current of the main power supply unit based on a voltage rise value of the main power supply unit estimated from a deviation between a target value and an actual measurement value of the charging current of the main power supply unit.
Marine power distribution system. A marine power distribution system according to any one of claims 1 to 8;
the hull;
vessel.

Images