JP2023092029A - Ship control device, control method, and control program - Google Patents

Abstract

To provide a technology capable of suppressing deterioration of fuel consumption of a ship by suppressing fluctuation of a load of a main machine by a new method.SOLUTION: A control device for a ship 1 of the present invention comprises: a main machine 21; a shaft generator 22; an acquisition unit that acquires current rotational speed of the main machine 21 and target rotational speed of the main machine 21; a calculation unit that calculates required propeller torque that is output torque that is required by a propeller 23 of the ship 1 so that the rotational speed of the main machine 21 becomes the target rotational speed, based on the current rotational speed and the target rotational speed; and a control unit that controls the shaft generator 22 based on time-varying amount of the current requested propeller torque.SELECTED DRAWING: Figure 1

Description

The present invention relates to a ship control device, control method, and control program.

For example, Patent Literature 1 describes a technique for supplying electric power to the propulsive force of a ship and an onboard electric load. In the technique of Patent Document 1, based on the change amount per unit time (time change amount) of the current rotation speed of the propeller and motor, so as to suppress the load fluctuation of the main engine and suppress the deterioration of the fuel consumption of the ship. The power generation amount and propulsion of the shaft generator are controlled.

Japanese Patent Application Laid-Open No. 2010-116070

SUMMARY OF THE INVENTION An object of the present invention is to propose a technique for suppressing deterioration of the fuel consumption of a ship by suppressing fluctuations in the load of the main engine by a method different from that of Patent Document 1.

In order to solve the above problems, a ship control device according to one aspect of the present invention includes a main engine for generating a propulsive force for propulsion of the ship, and a main engine connected to an output shaft of the main engine, and configured to rotate the output shaft. and a function of generating torque for propulsion of the ship by outputting torque from the power supplied via the inboard busbar. an acquisition unit for acquiring a current rotation speed of the main engine and a target rotation speed of the main engine; and a rotation speed of the main engine based on the current rotation speed and the target rotation speed. a calculation unit that calculates a required propeller torque, which is the output torque required in the propeller of the ship in order to make the Prepare.

A ship control method according to one aspect of the present invention includes a main engine for generating propulsive force for propulsion of the ship, a main engine connected to an output shaft of the main engine, a main engine output shaft connected to the output shaft, and a Selectively performs a function of generating electric power supplied to the inboard busbar by rotation and a function of generating propulsion force for propulsion of the ship by outputting torque from the electric power supplied via the inboard busbar. a shaft generator, comprising: obtaining a current rotation speed of the main engine and a target rotation speed of the main engine; and based on the current rotation speed and the target rotation speed, calculating a required propeller torque, which is an output torque required in the propeller of the ship in order to make the rotation speed of the main engine equal to the target rotation speed, and and controlling the shaft generator.

A ship control program according to one aspect of the present invention includes a main engine for generating a propulsion force for propulsion of the ship, and an output shaft of the main engine which is coupled to rotate the output shaft to supply electric power to an inboard busbar. and a function of generating a propulsive force for propulsion of the ship by outputting torque from electric power supplied via the inboard busbar. A control program for the ship, comprising a step of obtaining a current rotation speed of the main engine and a target rotation speed of the main engine in a computer; and a rotation speed of the main engine based on the current rotation speed and the target rotation speed. calculating a required propeller torque, which is the output torque required in the propeller of the ship in order to achieve the target rotational speed; and controlling the shaft generator based on the amount of change over time of the current required propeller torque A ship control program for executing steps and

In addition, any combination of the above, and the mutual replacement of the components and expressions of the present invention between methods, devices, programs, temporary or non-temporary storage media recording programs, systems, etc. It is effective as an aspect of the present invention.

ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to suppress the deterioration of the fuel consumption of a ship by suppressing the fluctuation|variation of the load of a main engine by a new method.

It is a block diagram showing roughly the ship of a 1st embodiment. 3 is a functional block diagram of an ECU of the first embodiment; FIG. 4 is a flowchart illustrating processing of an ECU according to the first embodiment; 7 is a flowchart illustrating processing for calculating an increase in output torque of a shaft generator; 7 is a flowchart illustrating processing for calculating an increase in the amount of power generated by the shaft generator; It is a block diagram which shows the ship of 2nd Embodiment roughly. It is a functional block diagram of ECU of 2nd Embodiment. 9 is a flow chart showing processing of an ECU according to the second embodiment; FIG. 4 is a diagram for explaining a method of determining the amount of discharge of a battery; FIG. 4 is a diagram for explaining a method of determining the amount of charge of a battery;

In the following embodiments and modified examples, the same or equivalent constituent elements and members are denoted by the same reference numerals, and duplication of description will be omitted as appropriate. In addition, the dimensions of the members in each drawing are appropriately enlarged or reduced for easy understanding. Also, in each drawing, some of the members that are not important for explaining the embodiments are omitted.

1st Embodiment FIG. 1 : is a block diagram which shows roughly the ship 1 of 1st Embodiment. The ship 1 includes a telegraph 10 , a propulsion generator 20 , an auxiliary machine 30 , an AC grid 40 and an ECU (electronic control unit) 100 . The propulsive force generator 20 includes a main engine 21 , a shaft generator 22 and a propeller 23 . The AC grid 40 includes an AC distribution board 41 , an inverter/converter 42 and an inverter 43 . Inverter/converter 42 , auxiliary machine 30 , AC grid 40 and onboard load 80 are connected via onboard bus 60 .

The telegraph 10 is placed, for example, on a bridge and supplies the ECU 100 with a propulsive force command value.

The main engine 21 generates propulsive force for propulsion of the ship 1 by rotationally driving the propeller 23 via the output shaft 21a. The main machine 21 can be an internal combustion engine, for example a diesel engine. An output shaft 21 a of the main engine 21 is connected to a shaft generator 22 and a propeller 23 . The main engine 21 is driven at a rotational speed according to the propulsive force command value from the telegraph 10 . Note that the telegraph 10 may be capable of inputting a command based on ship speed (ship speed over ground or speed over water), and the propulsive force command value may be a value indicating the rotation speed required to achieve the ship speed.

The shaft generator 22 functions as a generator that generates power to be supplied to the inboard busbar 60 by the rotation of the output shaft 21a of the main engine 21, and outputs torque from the power supplied via the inboard busbar 60, thereby powering the ship. a function as an electric motor that generates propulsive force for propulsion of No. 1, and can be selectively executed. The shaft generator 22 is arranged between the main engine 21 and the propeller 23 on the output shaft 21 a of the main engine 21 . Electric power generated by shaft generator 22 is supplied to AC grid 40 via inverter/converter 42 . The rotational driving force of the shaft generator 22 is transmitted to the propeller 23 via the output shaft 21a of the main engine 21, thereby obtaining a propulsive force for the ship 1. As shown in FIG.

Auxiliary machine 30 generates electric power that is used within ship 1 . Auxiliary machine 30 includes an auxiliary machine engine (not shown) and an auxiliary machine generator (not shown) that is driven by the auxiliary machine engine to generate electric power to be supplied to inboard bus 60 . Auxiliary machine 30 is, for example, a diesel generator composed of a diesel engine and an auxiliary generator. The rotational driving force generated by the diesel engine of the accessory 30 is converted into electric power by the accessory generator.

Electric power generated by the auxiliary machine 30 is supplied to the AC switchboard 41 of the AC grid 40 via the onboard bus 60 . Electric power generated by the shaft generator 22 is supplied to the AC switchboard 41 via the inverter/converter 42 . The AC switchboard 41 distributes the supplied electric power and supplies it to the onboard load 80 via the inverter 43 . Inboard loads 80 include lighting equipment, air conditioning equipment, navigation equipment, electric pumps, main engine 21, shaft generator 22, auxiliary equipment 30, AC grid 40, ECU 100, etc. installed in ship 1, and inboard bus 60 in ship 1. Includes loads from any equipment that receives power and consumes power through

The ECU 100 includes an integrated control ECU 101 , a main ECU 102 , an auxiliary ECU 103 and a power control ECU 104 . The main engine ECU 102 and the auxiliary engine ECU 103 control the main engine 21 and the auxiliary engine 30, respectively. The power control ECU 104 controls power supply and demand in the ship by controlling the AC switchboard 41 , the inverter/converter 42 and the inverter 43 of the AC grid 40 . The integrated control ECU 101 is superior to the main engine ECU 102, the auxiliary engine ECU 103, and the power control ECU 104, and optimally and integratedly controls them. The ECU 100 may integrally include an integrated control ECU 101, a main ECU 102, an auxiliary ECU 103, and a power control ECU 104 in one device, or may include these ECUs separately in separate devices. good too. The ECU 100 of this embodiment is an example of a control device for the ship 1 .

The rotation speed sensor 71 is attached to the output shaft 21 a of the main engine 21 and measures the rotation speed of the main engine 21 . A rotation speed signal measured by the rotation speed sensor 71 is supplied to the ECU 100 . The power consumption sensor 72 is provided between the inverter 43 and the inboard load 80 and measures the current power consumption in the ship 1 . The power consumption here is the power consumed by the onboard load 80 , that is, the power consumed by the equipment that receives power supply via the onboard bus 60 in the ship 1 . A power consumption signal measured by the power consumption sensor 72 is supplied to the ECU 100 .

FIG. 2 is a functional block diagram of the ECU 100. As shown in FIG. Each functional block shown in each figure including FIG. 2 can be realized by electronic elements and mechanical parts such as a CPU of a computer in terms of hardware, and realized by computer programs etc. in terms of software. Now, let's draw the functional blocks realized by their cooperation. Therefore, those skilled in the art will understand that these functional blocks can be implemented in various ways by combining hardware and software.

The ECU 100 includes an acquisition section 110 , a calculation section 120 , a control section 130 and a storage section 140 . Acquisition unit 110 includes rotational speed acquisition unit 111 and power consumption acquisition unit 112 .

The rotation speed acquisition unit 111 acquires the current rotation speed of the main engine 21 and the target rotation speed of the main engine 21 . The current rotation speed of the main engine 21 is acquired from the measured value of the rotation speed sensor 71, for example. The target rotation speed of the main engine 21 is acquired based on the propulsive force command value input from the telegraph 10, for example. The power consumption acquisition unit 112 acquires the current power consumption in the ship 1 . The current power consumption in the ship 1 is obtained from the measured value of the power consumption sensor 72, for example.

The calculator 120 calculates the required propeller torque based on the current rotational speed and the target rotational speed. The required propeller torque is the output torque required in the propeller to bring the current rotational speed of the main engine 21 to the target rotational speed. The calculation unit 120 of the present embodiment calculates the required propeller torque in PID control based on comparison between the current rotation speed and the target rotation speed, for example.

The control unit 130 controls the main machine 21 , the auxiliary machine 30 and the AC grid 40 . Also, the control unit 130 controls the shaft generator 22 through integrated control of the main machine 21 , the auxiliary machine 30 and the AC grid 40 .

Here, when the main engine 21 is operated at a constant rotational speed based on the propulsive force command value from the telegraph 10, when the ship 1 receives a large disturbance (waves, currents, wind, etc.), the required propeller torque is fluctuate greatly. In this case, the distance traveled by the vessel per unit of fuel will decrease, or the amount of fuel consumed per unit of distance will increase. That is, the fuel consumption in the main engine 21 deteriorates. In order to suppress the deterioration of fuel consumption due to the influence of this disturbance, the control unit 130 of the present embodiment controls the shaft generator 22 so as to reduce the amount of change over time of the current required propeller torque of the main engine 21. Executes peak shaving that suppresses fluctuations in the required propeller torque. In peak shaving, when the required propeller torque increases or decreases due to the influence of disturbance, for example, the output torque of the shaft generator 22 is increased or decreased so as to keep the required propeller torque of the main engine 21 constant. This control will be described later.

The storage unit 140 stores various programs, threshold values, and the like. The storage unit 140 also stores the required propeller torque in chronological order.

FIG. 3 is a flowchart showing processing S100 of the ECU 100 of the first embodiment. In this flowchart, the main engine 21 is in an operating state, the shaft generator 22 is in an idle state, and the main engine 21 generates the propulsion force of the ship. An example will be described in which the ship 1 receives a disturbance while the ship 1 is in the water.

In step S<b>101 , the acquisition unit 110 acquires the current rotational speed Ne of the main engine 21 , the target rotational speed, and the current power consumption Pd of the ship 1 . The acquisition unit 110 supplies the acquired current rotation speed Ne, target rotation speed, and current power consumption Pd to the calculation unit 120 .

In step S102, the calculator 120 calculates the current required propeller torque based on the current rotational speed Ne and the target rotational speed. The calculated required propeller torque is stored in the storage unit 140 .

In step S103, the calculation unit 120 calculates the time variation ΔTp of the current required propeller torque based on the time-series data of the required propeller torque. Here, the amount of change over time in the current required propeller torque is, for example, the amount of change over time in the required propeller torque in an instantaneous minute period of the order of msec.

In step S104, calculation unit 120 determines whether or not the calculated amount of change over time ΔTp is greater than positive threshold ΔT1. This positive threshold value ΔT1 is set, for example, to take a larger value when the current rotation speed Ne of the main engine 21 is relatively high than when it is relatively low. For example, the positive threshold ΔT1 may be set to increase linearly or non-linearly as the current rotation speed Ne increases, or may be set to increase stepwise as the current rotation speed Ne increases. may If the time variation ΔTp is greater than the positive threshold ΔT1 (Y in S104), the process S100 proceeds to step S105.

In step S105, the calculation unit 120 calculates an amount ΔTsi by which the output torque of the shaft generator 22 is increased (hereinafter referred to as an “output torque increase amount”). Here, the amount of increase in the output torque of the shaft generator 22 is determined with the output torque corresponding to the power amount (Pgm−Pd) corresponding to the surplus power that the accessory 30 can further supply as the upper limit. Here, Pgm is the maximum power generation amount of the auxiliary machine 30, and in this embodiment, it is the electric power amount obtained by subtracting a predetermined power generation margin from the power generation amount that can be output by the auxiliary machine 30, which is determined by the specifications of the auxiliary machine 30. . The power generation margin is set in advance by taking into consideration the type of ship, equipment specifications, operation mode, etc., and the range of sudden fluctuations in power consumption. The processing S105 for calculating the amount of increase in the output torque of the shaft generator 22 will be described with reference to FIG.

At step S121, the calculator 120 calculates a provisional value ΔTsi1=ΔTp−ΔT1 of the increase in the output torque of the shaft generator 22. FIG.

At step S122, the calculator 120 determines whether or not the provisional value ΔTsi1 of the increase in the output torque of the shaft generator 22 is greater than K1(Pgm-Pd)+Ts'. Here, K1 is a coefficient for converting electric energy into output torque. Also, Ts' is the output torque of the shaft generator 22 assumed when peak shaving is not considered. For example, when the propulsion force of the ship is generated only by the output torque of the main engine 21 during normal operation, the output torque of the shaft generator 22 is 0, so Ts'=0. Further, for example, when the output torque of the shaft generator 22 is used to generate the propulsion force of the ship, such as when the ship is maneuvered at a low speed such as in a harbor, the output torque of the shaft generator 22 at that time is Ts'.

If ΔTsi1 is greater than K1(Pgm-Pd)+Ts' (Y in S122), step S105 proceeds to step S123. At step S123, the calculator 120 determines the increase amount ΔTsi of the output torque of the shaft generator 22 as K1(Pgm−Pd)+Ts′.

If ΔTsi1 is not greater than K1(Pgm-Pd)+Ts' (N in S122), step S105 proceeds to step S124. At step S124, the calculation unit 120 determines the increase amount ΔTsi of the output torque of the shaft generator 22 to be ΔTp−ΔT1.

After step S123 or S124, step S105 ends. After step S105, the process S100 proceeds to step S106.

Returning to FIG. 3, the calculation unit 120 calculates the increase amount ΔTmi of the output torque of the main engine 21 in step S106. Here, the amount of increase ΔTmi (=ΔTp−ΔTsi) is determined so as to increase the output torque of the main engine 21 by the amount of increase ΔTsi in the output torque of the shaft generator 22 from the time change amount ΔTp of the required propeller torque. be done.

The calculation unit 120 supplies the calculation results in steps S105 and S106 to the control unit 130, and step S106 ends. After step S106, process S100 proceeds to step S110. Step S110 will be described later, and when returning to step S104, if the time change amount ΔTp is not larger than the positive threshold value ΔT1 (N in S104), the process S100 proceeds to step S107.

Returning to FIG. 3, in step S107, the calculator 120 determines whether the calculated amount of change over time ΔTp is smaller than the negative threshold ΔT2. If the time variation ΔTp is greater than the negative threshold ΔT2 (Y in S107), the process S100 proceeds to step S108.

In step S108, the calculation unit 120 calculates ΔPsi by which the amount of power generated by the shaft generator 22 is increased (hereinafter referred to as “increase in power generation amount”). Here, the power generation amount of the shaft generator 22 is increased with the power generation amount of the auxiliary machine 30, which can be reduced due to the decrease in the required propeller torque, being the upper limit. The processing S108 for calculating the amount of increase in the amount of power generated by the shaft generator 22 will be described with reference to FIG.

At step S141, the calculation unit 120 calculates a provisional value ΔPsi1=(ΔTp−ΔT2)*Ne*ηsg/C of the amount of increase in the amount of power generated by the shaft generator 22 . Here, ηsg is the power generation efficiency of the shaft generator 22 and is set based on the specifications of the shaft generator 22 . C is a constant.

At step S142, the calculation unit 120 determines whether or not the provisional value ΔPsi1 of the amount of increase in the amount of power generated by the shaft generator 22 is smaller than PDmin−Pd+Ps′. Here, PDmin is the minimum power generation amount of the auxiliary machine 30 that can be generated without stopping the auxiliary machine 30, and Ps' is the power generation amount of the shaft generator 22 when peak shaving is not considered.

If ΔPsi1 is smaller than PDmin−Pd+Ps′ (Y in S143), step S108 proceeds to step S144. At step S144, the calculation unit 120 determines the increase amount ΔPsi of the power generation amount of the shaft generator 22 to be PDmin−Pd+Ps′.

If ΔPsi1 is not smaller than PDmin-Pd+Ps' (N in S143), step S108 proceeds to step S145. At step S145, the calculator 120 determines the increase amount ΔPsi of the power generation amount of the shaft generator 22 to be (ΔTp−ΔT2)*Ne*ηsg/C.

After step S144 or S145, step S108 ends. After step S108, the process S100 proceeds to step S109.

In step S109, the calculation unit 120 calculates ΔTmd by which the output torque of the main engine 21 is reduced (hereinafter referred to as "output torque reduction amount"). Here, the output torque decrease amount ΔTmd (= ΔTp−ΔTs ) is determined.

The calculation unit 120 supplies the calculation results in steps S108 and S109 to the control unit 130, and step S109 ends. After step S109, the process S100 proceeds to step S110.

At step S110, the control unit 130 controls the main engine 21 and the shaft generator 22 based on the supplied calculation result. For example, when the output torque increase amount ΔTsi of the shaft generator 22 and the output torque increase amount ΔTmi of the main engine 21 are supplied via steps S105 and S106, the control unit 130 controls the power generation amount of the auxiliary machine 30. As a result, the amount of power supplied from the auxiliary machine 30 to the shaft generator 22 is controlled to increase the output torque of the shaft generator 22 by ΔTsi, and the output torque of the main machine 21 is increased by increasing the amount of fuel supplied to the main machine 21. ΔTmi is increased. For example, when the amount of increase ΔPsi in the power generation amount of the shaft generator 22 and the amount of decrease ΔTmd in the output torque of the main engine 21 are supplied via steps S108 and S109, the control unit 130 controls the rotational driving force of the main engine 21 to the shaft. It is transmitted to the generator 22 to increase the amount of power generated by the shaft generator 22 by ΔPsi, and the output torque of the main engine 21 is reduced by ΔTmd through the supply of rotational driving force to the shaft generator 22 and the decrease in the amount of fuel supplied to the main engine 21. Let

After step S110, the process S100 ends.

Returning to step S107, if the time variation ΔTp is not greater than the negative threshold ΔT2 (N in S107), the process S100 proceeds to step S111.

In step S111, the control unit 130 controls the main engine 21 so as to increase or decrease the output torque of the main engine 21 by the time change amount ΔTp of the required torque. Here, when the amount of change over time ΔTp of the required torque is a positive value, the output torque of the main engine 21 is increased by the amount of change over time ΔTp of the required torque, and the amount of change over time ΔTp of the required torque is a negative value. In this case, the output torque of the main engine 21 is reduced by the time variation ΔTp of the required torque.

After step S111, the process S100 ends.

As described above, in this embodiment, the shaft generator 22 is controlled based on the amount of change over time in the current required propeller torque. According to this configuration, it becomes easier to set the control parameters of the main machine 21 . For example, when the main engine 21 is a diesel engine as in the present embodiment, the phenomenon in which the excess air ratio decreases due to a sudden increase in the load of the main engine 21 and the fuel consumption deteriorates is not the rotational speed of the main engine 21 but the required propeller of the main engine 21. This is because it is defined by torque. Further, for example, even if the main engine 21 is a gas engine, in a real machine test that quantifies the transient misfire risk when the fuel injection amount is increased rapidly while the rotation speed of the main engine 21 is constant, the rotation speed This is because it is defined by how far the required propeller torque can be operated without misfiring.

In the present embodiment, the control unit 130 controls when the amount of change over time in the required propeller torque is greater than the positive threshold or smaller than the negative threshold, that is, the magnitude of the amount of change over time in the required propeller torque is greater than the threshold. In this case, the shaft generator 22 is controlled so that the amount of time change in the required propeller torque becomes small. According to this configuration, it is possible to suppress the change in the required propeller torque of the main engine 21 even when the ship receives a disturbance, so it is possible to suppress the deterioration of the fuel consumption of the main engine 21 .

In the present embodiment, when the amount of time change in the required propeller torque is greater than the positive threshold, the control unit 130 is based on the difference Pgm-Pd between the maximum power generation amount Pgm that can be output by the accessory 30 and the power consumption Pd. The power generation amount of the shaft generator 22 is decreased with the power amount as the upper limit. According to this configuration, even if the required propeller torque greatly increases due to disturbance of the ship, the auxiliary machine 30 can appropriately supply electric power to the inboard load 80, thereby improving the fuel consumption of the auxiliary machine 30. , the shaft generator 22 can be used to efficiently obtain a propulsive force. When the amount of time change in the required propeller torque is larger than the positive threshold, the control unit 130 increases the output torque of the shaft generator 22 with the upper limit of the output torque corresponding to the amount of electric power based on the difference Pgm-Pd. may Further, it is not limited to the case where the amount of change in the required propeller torque with time is larger than the positive threshold. The amount may be decreased or the output torque of the shaft generator 22 may be increased.

In this embodiment, when the amount of change over time in the required propeller torque is greater than the positive threshold, the control unit 130 subtracts the increase amount ΔTsi of the output torque of the shaft generator 22 from the amount of change over time in the required propeller torque. , to increase the output torque of the main engine 21 . According to this configuration, when the required propeller torque greatly increases due to disturbance of the vessel, the output torque of the main engine 21 can be appropriately increased so as to compensate for the amount of change in the required propeller torque over time. Deterioration can be effectively suppressed. As described above, when the output torque of the shaft generator 22 is increased with the upper limit of the output torque corresponding to the amount of electric power based on the difference Pgm-Pd, the control unit 130 controls the output of the shaft generator 22. The output torque of the main engine 21 may be increased by the amount of torque increase. Further, the output torque of the main engine 21 is not limited to when the amount of change over time of the required propeller torque is larger than the positive threshold, for example, when the amount of change over time of the required propeller torque is larger than a positive value, as described above. may be increased.

In the present embodiment, when the amount of change over time in the required propeller torque is smaller than the negative threshold, the control unit 130 determines the minimum power generation amount Pdmin of the auxiliary machine 30 that can be generated without stopping the auxiliary machine 30 and the power consumption Pd. The amount of power generated by the shaft generator 22 is increased with the upper limit of the power amount based on the difference between . According to this configuration, even if the required propeller torque is greatly reduced due to the disturbance of the ship, excessive power supply to the inboard load 80 by the auxiliary machine 30 is suppressed, thereby suppressing deterioration of the fuel consumption of the auxiliary machine 30. In addition, the shaft generator 22 can be used to efficiently obtain propulsive force. Note that the control unit 130 may reduce the output torque of the shaft generator 22 with the output torque corresponding to the electric energy based on the difference as the upper limit. In addition, it is not limited to the case where the amount of change in the required propeller torque with time is smaller than the negative threshold. The amount may be increased or the output torque of the shaft generator 22 may be decreased.

In this embodiment, when the amount of change in the required propeller torque over time is smaller than the negative threshold, the control unit 130 controls the amount of change in the required propeller torque over time to generate torque corresponding to the amount of increase in the amount of power generated by the shaft generator 22. is subtracted, the output torque of the main engine 21 is reduced. According to this configuration, when the required propeller torque greatly decreases due to disturbance of the ship, the output torque of the main engine 21 can be appropriately reduced so as to compensate for the amount of change in the required propeller torque over time. Deterioration can be effectively suppressed. When the control unit 130 reduces the output torque of the shaft generator 22 with the upper limit of the output torque corresponding to the amount of electric power based on the difference, the decrease amount of the output torque of the shaft generator 22 is subtracted. The output torque of the main engine 21 may be reduced for a minute, and the time variation of the required propeller torque is not limited to a case where the amount of change with time is smaller than the negative threshold value, for example, the amount of change with time of the required propeller torque is smaller than a negative value. case, the output torque of the main engine 21 may be reduced as described above.

Modifications of the embodiment will be described below.

In the embodiment, an example of applying the principle of the present invention when performing peak shaving was shown, but the present invention is not limited to this, and the principle of the present invention may be applied to other processing different from peak shaving.

In the embodiment, the case where the shaft generator 22 is idle has been described as an example, but the present invention is not limited to this. It is also applicable when receiving In this case, for example, in step S105, instead of calculating the amount of increase in the output torque of the shaft generator 22, the amount of decrease in the amount of power generated by the shaft generator 22 may be calculated. In this case, in the next step S106, the output torque of the main engine 21 may be increased by the amount obtained by subtracting the torque corresponding to the decrease in the amount of power generated by the shaft generator 22 .

Further, the principle of the present invention can also be applied when the ship receives disturbance while the shaft generator 22 is receiving power from the auxiliary machine 30 and outputting torque. In this case, for example, in step S107, instead of calculating the amount of increase in the amount of power generated by the shaft generator 22, the amount of decrease in the output torque of the shaft generator 22 may be calculated. In this case, in the next step S108, the output torque of the main engine 21 may be reduced by the amount obtained by subtracting the reduction amount of the output torque of the shaft generator 22.

The above-mentioned threshold values, constants, etc. are set in advance in consideration of the fuel consumption performance, transient response, risk of misfire and knocking, etc. of the main engine 21, but while monitoring the actual operating conditions of the main engine 21, You may make it correct|amend or change according to the change of the performance of the main engine 21 by the change of a property.

In the embodiment, the shaft generator 22 is controlled by executing the processes shown in FIGS. 3 to 5, but the present invention is not limited to this. For example, based on output data of a computation model that includes at least the required propeller torque and the power consumption of the ship as input data, and an instruction value of the output torque or power generation amount of the shaft generator 22 as output data, the required propeller of the main engine 21 The shaft generator 22 may be controlled so that the amount of change in torque over time becomes small. This computational model may be, for example, a trained model learned by machine learning using a neural network. In addition, this computational model (learned model) may further include an instruction value for the output torque of the main engine 21 and an instruction value for the power generation amount of the auxiliary machine 30 as output data.

2nd Embodiment Hereinafter, 2nd Embodiment of this invention is described. In the drawings and description of the second embodiment, the same reference numerals are given to the same or equivalent components and members as in the first embodiment. Explanations overlapping with those of the first embodiment will be appropriately omitted, and the explanation will focus on the configuration different from that of the first embodiment.

FIG. 6 is a block diagram schematically showing the ship 1 of the second embodiment. The AC grid of the ship 1 of the second embodiment further comprises a battery 44 and a bi-directional inverter/converter 45 . The battery 44 is, for example, a lead-acid battery, a nickel-hydrogen storage battery, a lithium-ion battery, or the like, which can be repeatedly charged and discharged. Battery 44 is connected to AC distribution board 41 via bi-directional inverter/converter 45 . The battery 44 is attached with an SOC sensor 73 that detects the SOC (state of charge) of the battery 44 . The SOC sensor detects the SOC based on the voltage of the battery 44, for example. The bi-directional inverter/converter 45 has a function of converting an alternating current from the AC switchboard 41 into a direct current and supplying it to the battery 44 when charging the battery 44, and a function of supplying the direct current from the battery 44 when discharging the battery 44. to an alternating current and supply it to the AC switchboard 41 can be selectively executed. The bi-directional inverter/converter 45 is controlled by the power control ECU.

FIG. 7 is a functional block diagram of the ECU 100 of the second embodiment. Acquisition unit 110 of ECU 100 of the second embodiment further includes SOC acquisition unit 113 that acquires the SOC of battery 44 . The SOC acquisition unit 113 acquires the SOC from the SOC sensor 73, for example.

FIG. 8 is a flow chart showing the processing S200 of the ECU of the first embodiment. Steps S201 to S204, S206 to S208, and S210 to S213 in FIG. 8 are basically the same as steps S101 to S111 in FIG. sometimes.

In step S201, the acquisition unit 110 acquires the current rotation speed Ne of the main engine 21, the target rotation speed, the current power consumption Pd in the ship, and the SOC. The acquisition unit 110 supplies the acquired current rotation speed Ne, target rotation speed, current power consumption Pd, and SOC to the calculation unit 120 .

After that, through steps S202 to S204, in step S205, calculation unit 120 calculates discharge amount Pb of battery 44 based on the SOC. A method for determining the discharge amount Pb of the battery 44 will be exemplified using FIG. For example, as shown in FIG. 9, the discharge amount Pb is set to 0 until the SOC of the battery 44 exceeds a predetermined discharge reference value so that the battery 44 is not discharged. The discharge amount Pb is determined so as to proportionally increase the discharge amount.

In step S206, an increase amount ΔTsi of the output torque of the shaft generator 22 is determined with the output torque corresponding to the power amount (Pgm+Pb−Pd) that can be further supplied by the auxiliary device 30 and the battery 44 as an upper limit. The method of calculating the increase amount ΔTsi of the output torque of the shaft generator 22 in the second embodiment is basically the same as the example shown in FIG. Pgm+Pb-Pd). As described above, the amount of decrease in the amount of power generated by the shaft generator 22 may be determined instead of the amount of increase in the output torque of the shaft generator 22 . When power supply is required to increase the output torque of the shaft generator 22, it is preferable to give priority to discharging the battery 44 and to supply power. Thereafter, through steps S207 and S212, the process S200 ends.

If the amount of change over time ΔTp is greater than the negative threshold ΔT2 (Y in S208), in step S209, the calculator 120 calculates the charge amount Pc of the battery 44 based on the SOC. A method for determining the charge amount Pc of the battery 44 will be exemplified using FIG. For example, as shown in FIG. 10, the battery 44 is charged with a predetermined amount of charge until the SOC of the battery 44 exceeds a predetermined charge reference value, and after the SOC exceeds the predetermined charge reference value, the battery 44 is charged in proportion to the SOC. The charge amount Pc is determined so as to decrease the charge amount.

In step S210, the amount of increase ΔPsi in the amount of power generated by the shaft generator 22 is determined with the amount of power generated by the auxiliary machine 30, which can be reduced due to the reduction in the required propeller torque, being the upper limit. The method of calculating the increase ΔPsi in the power generation amount of the shaft generator 22 in the second embodiment is basically the same as the example shown in FIG. (PDmin-Pd-Pc+Ps'). As described above, the amount of decrease in the output torque of the shaft generator 22 may be determined instead of the amount of increase ΔPsi in the amount of power generated by the shaft generator 22 . Preferably, the power generated by the shaft generator 22 is preferentially supplied to the battery 44 for charging. After that, the process S200 ends through steps S211 and S212.

In the second embodiment, there is a margin for the power storage/discharge capacity of the battery 44 and the amount of power generated by the shaft generator 22 and the amount of increase/decrease in the output torque. Therefore, since peak shaving can be performed more effectively, deterioration of fuel consumption can be further suppressed.

In the second embodiment, when the amount of change in the required propeller torque over time is greater than the positive threshold, the control unit 130 either reduces the power generation amount of the shaft generator 22 up to the power amount indicated by Pgm+Pb−Pd as the upper limit, or Alternatively, the output torque of the shaft generator 22 is increased with the upper limit of the torque corresponding to the electric energy indicated by Pgm+Pb-Pd. According to this configuration, even when the vessel receives disturbance and the required propeller torque increases greatly, the auxiliary machine 30 and the battery 44 can appropriately supply electric power to the onboard load 80, thereby reducing the fuel consumption of the auxiliary machine 30. While improving, it becomes possible to efficiently obtain propulsive force using the shaft generator 22 . It should be noted that the time variation of the required propeller torque is not limited to being larger than the positive threshold value, and for example, when the time variation of the required propeller torque is larger than a positive value, the power generation of the shaft generator 22 is performed as described above. The amount may be decreased or the output torque of the shaft generator 22 may be increased.

In the second embodiment, the controller 130 increases the amount of power generated by the shaft generator 22 up to the power amount indicated by PDmin-Pd-Pc when the amount of time change in the required propeller torque is smaller than the negative threshold. Alternatively, the output torque of the shaft generator 22 is reduced with the upper limit of the torque corresponding to the electric energy indicated by PDmin-Pd-Pc. According to this configuration, even if the required propeller torque is greatly reduced due to external disturbances to the ship, excessive power supply to the inboard load 80 by the auxiliary equipment 30 and the battery 44 is suppressed, and the fuel consumption of the auxiliary equipment 30 is reduced. It becomes possible to suppress the deterioration, and to obtain propulsive force efficiently by using the shaft generator 22 . In addition, it is not limited to the case where the amount of change in the required propeller torque with time is smaller than the negative threshold. The amount may be increased or the output torque of the shaft generator 22 may be decreased.

As a modification of the second embodiment, when the above-described arithmetic model (learned model) is used to control the shaft generator 22, this model may further include the SOC of the battery 44 as input data, and output data may further include the amount of charge or discharge of the battery 44 as .

Any combination of the above-described embodiments and modifications is also useful as embodiments of the present invention. A new embodiment resulting from the combination has the effects of each of the combined embodiments and modifications.

Among the embodiments disclosed in this specification, those composed of a plurality of objects may be integrated, and conversely, those composed of a single object may be divided into a plurality of objects. be able to. Regardless of whether they are integrated or not, it is sufficient that they are constructed so as to achieve the object of the invention. Among the embodiments disclosed in this specification, those in which a plurality of functions are provided in a distributed manner may be provided by consolidating some or all of the plurality of functions. What is provided as a single function may be provided so that part or all of the plurality of functions are distributed. Regardless of whether the functions are centralized or distributed, it is sufficient that they are configured so as to achieve the objects of the invention.

1 ship, 10 telegraph, 20 propulsion generator, 21 main engine, 22 shaft generator, 23 propeller, 30 auxiliary machine, 40 AC grid, 44 battery, 60 onboard bus, 80 onboard load, 100 ECU, 110 acquisition unit, 111 112 Power consumption acquisition unit 113 SOC acquisition unit 120 Calculation unit 130 Control unit 140 Storage unit.

Claims (11)

a main engine for generating propulsive force for propulsion of the ship;
It is connected to the output shaft of the main engine and has a function of generating electric power to be supplied to the inboard busbar by rotation of the output shaft, and for propulsion of the ship by outputting torque from the electric power supplied through the inboard busbar. a shaft generator capable of selectively performing the function of generating propulsion of
an acquisition unit that acquires the current rotation speed of the main engine and the target rotation speed of the main engine;
a calculation unit for calculating a required propeller torque, which is an output torque required in a propeller of the vessel in order to bring the rotation speed of the main engine to the target rotation speed based on the current rotation speed and the target rotation speed;
a control unit that controls the shaft generator based on the current amount of change in the required propeller torque over time;
A ship control device. The control unit controls the shaft generator so that the time variation of the required propeller torque becomes smaller when the magnitude of the time variation is greater than a threshold.
A ship control device according to claim 1 . an auxiliary machine that supplies the generated power to the inboard bus;
A power consumption acquisition unit that acquires the current power consumption in the ship,
When the amount of change with time is a positive value, the control unit reduces the amount of power generated by the shaft generator with an upper limit set to the amount of power based on the difference between the maximum amount of power that can be output by the accessory and the amount of power consumption. or increase the output torque of the shaft generator with an upper limit of the output torque corresponding to the electric energy based on the difference;
A ship control device according to claim 1 or 2. When the amount of change with time is the positive value, the control unit controls torque equivalent to the amount of decrease in the amount of power generated by the shaft generator from the amount of change with time or the amount of increase in the output torque of the shaft generator. Increase the output torque of the main engine by the amount subtracted from
A ship control device according to claim 3 . an auxiliary machine that supplies the generated power to the inboard bus;
A power consumption acquisition unit that acquires the current power consumption in the ship,
When the amount of change with time is a negative value, the control unit sets the power amount based on the difference between the power consumption amount and the minimum power generation amount of the auxiliary machine that can be generated without stopping the auxiliary machine as an upper limit. increase the power generation amount of the generator, or decrease the output torque of the shaft generator with the output torque corresponding to the power amount based on the difference as the upper limit;
A ship control device according to any one of claims 1 to 4. When the amount of change with time is the negative value, the control unit controls torque equivalent to the amount of increase in the amount of power generated by the shaft generator or the amount of decrease in the output torque of the shaft generator from the amount of change with time. Decrease the output torque of the main engine by the amount subtracted from
A ship control device according to claim 5 . an auxiliary machine that supplies the generated power to the inboard bus;
a battery connected to the inboard bus and configured to be chargeable and dischargeable;
a power consumption acquisition unit that acquires the current power consumption in the ship;
a calculation unit that calculates the discharge amount of the battery based on the SOC of the battery,
When the amount of change over time is greater than a positive value, the control unit
(Maximum power generation amount of the auxiliary machine) + (discharge amount of the battery) - (power consumption amount) Equation (1)
or reduce the output torque of the shaft generator with the upper limit of the torque corresponding to the power amount shown by the above formula (1).
A ship control device according to any one of claims 1 to 6. an auxiliary machine that supplies the generated power to the inboard bus;
a battery connected to the inboard bus and configured to be chargeable and dischargeable;
a power consumption acquisition unit that acquires the current power consumption in the ship;
a calculation unit that calculates the amount of charge of the battery based on the SOC of the battery;
with
Let PDmin be the minimum power generation amount of the accessory that can be generated without stopping the accessory, Pd be the power consumption, and Pc be the charge amount of the battery.
When the amount of change over time is smaller than a negative value, the control unit
PDmin-Pd-Pc formula (2)
or increase the output torque of the shaft generator with the upper limit of the torque corresponding to the power amount shown by the above formula (2).
A ship control device according to any one of claims 1 to 7. A power consumption acquisition unit that acquires the current power consumption in the ship,
The control unit includes a learned model that includes the required propeller torque and the power consumption as input data and an instruction value of the output torque of the shaft generator or an instruction value of the power generation amount of the shaft generator as output data. controlling the shaft generator based on the output data of
A ship control device according to claim 1 . a main engine for generating propulsive force for propulsion of the ship;
It is connected to the output shaft of the main engine and has a function of generating electric power to be supplied to the inboard busbar by rotation of the output shaft, and for propulsion of the ship by outputting torque from the electric power supplied through the inboard busbar. a shaft generator capable of selectively performing the function of generating propulsion of
A control method for the vessel, comprising:
obtaining a current rotation speed of the main engine and a target rotation speed of the main engine;
calculating a required propeller torque, which is an output torque required in a propeller of the vessel in order to bring the rotation speed of the main engine to the target rotation speed based on the current rotation speed and the target rotation speed;
controlling the shaft generator based on the amount of change over time of the current required propeller torque;
A ship control method comprising: a main engine for generating propulsive force for propulsion of the ship;
It is connected to the output shaft of the main engine and has a function of generating electric power to be supplied to the inboard busbar by rotation of the output shaft, and for propulsion of the ship by outputting torque from the electric power supplied through the inboard busbar. a shaft generator capable of selectively performing the function of generating propulsion of
A control program for the ship, comprising:
obtaining a current rotation speed of the main engine and a target rotation speed of the main engine;
calculating a required propeller torque, which is an output torque required in a propeller of the vessel in order to bring the rotation speed of the main engine to the target rotation speed based on the current rotation speed and the target rotation speed;
controlling the shaft generator based on the amount of change over time of the current required propeller torque;
Ship control program for executing

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