JP5737969B2 - Ship power control method and ship power control system - Google Patents

Description

  The present invention relates to a ship power control method and a ship power control system.

  For example, in Patent Document 1, in a residential area of a ship, the demand power of kitchens and laundry facilities, which are living facilities, is monitored, the power usage status of the load is displayed, and control is performed so that the usage status of the appropriate load is achieved. A demand power monitoring apparatus for kitchens and laundry facilities is described.

Japanese Utility Model Publication No. 61-43732

  However, in addition to hull service accessories such as kitchens and laundry facilities, loading of other load devices is increasing and electric power is consumed. On the other hand, since ships cannot be supplied with electric power from the outside during navigation, they generate electricity on their own. In order to respond to fluctuations in power consumption, power consumption of the ship fluctuates according to the operating state when power is supplied to the thruster device that gives the lateral thrust necessary for temporary berthing and voyage during voyage. The capacity of the generator is set according to the maximum power consumption of the thruster that is temporarily used. This contributes to an increase in shipbuilding costs. If there is no allowance for the capacity of the generator, the demand power may exceed the power generated by the generator.

  The present invention solves the above-described problems, and provides a ship power control method and a ship power control system that can reduce the possibility that demand power exceeds the generated power of a generator even when power is supplied to a thruster device. For the purpose.

In order to achieve the above-described object, a power control method for a ship according to the present invention includes a generator, a plurality of load devices that consume power including an air conditioner, and a thruster device that imparts lateral thrust to the ship. A power control method for a ship having a step of measuring power supplied to the generator, a step of measuring power consumption of the load device, current position information of the ship, a ship speed signal, and the thruster device Predicting the operation of the thruster device based on one or more of an operation signal and a drive preparation signal for the thruster device, and using the power consumption information of the load device before the operation of the thruster device as an initial reference, the thruster Performing a calculation for estimating total power consumption of the plurality of load devices including power consumption of the thruster device during operation of the device; and estimating the plurality of load devices. If the total consumed electric power exceeds the total power generation of the generator, the thruster the ship rip such that the total power consumption is within the total generation of the generator of the load device during the operation of the And a step of suppressing the operation of the air conditioner during berthing .

  For this reason, even if it supplies with power to a thruster apparatus, a possibility that demand power may exceed the generated power of a generator can be reduced. Ships are required to reduce fuel consumption against the background of global environmental protection or rising fuel oil prices. Therefore, according to the power control method for a ship of the present invention, the ship can be operated so that the fuel consumption of the ship can be reduced according to the operating state of the ship. In addition, if the ship is of the same type on the same regular route, it is possible to mount a generator with a reduced rated output by reducing the surplus capacity of the generator generated by the shipowner's operation method in the construction of the next service vessel. Here, suppressing the operation of the air conditioner includes changing the temperature setting of the air conditioner and stopping the air conditioner. The air conditioner is often installed in each crew room and cabin, and is several hundreds in a regular route ship. For this reason, it becomes possible to supplement the power supply to the thruster device by suppressing the operation of the air conditioner in the regular route ship.

  As a desirable aspect of the present invention, the ship power control method according to the present invention is such that the load factor of each generator among the plurality of generators during operation of the thruster device is 65% or more and less than 100%. It is preferable to transmit a control signal for suppressing power consumption of the apparatus to the air conditioner. Thereby, the generator of a ship becomes a low fuel consumption driving | operation.

  As a desirable mode of the present invention, the ship power control method according to the present invention is a regular route ship that operates a regular route that repeats the operation state classification of the vessel as anchored, departed, sailed, ported, and anchored as one voyage. It is preferable that the power consumption data of the apparatus is acquired and the power consumption data of the air conditioner is simultaneously displayed for each voyage together with the classification of the operation state. Thereby, the influence by the number of passengers and the influence by seasonal variation can be grasped.

Ship power control system of the present invention to achieve the above object, a plurality of load devices that consumes power including a thruster to provide a lateral thrust to the ship, and air conditioning system, and the generator, the generator Supply power measuring means for measuring the power supplied to the machine, power consumption measuring means for measuring the power consumption of the load device, and connected to the generator to supply the power supplied from the generator to the load device A power distribution means; and a control device for controlling the power supply measurement means and the power consumption measurement means, wherein the control device is a current position information of the ship, a ship speed signal, an operation signal to the thruster device, on the basis of any one or more of the driving preparation signal thruster to predict the operation of the thruster, the initial reference power consumption information of the power consumption measuring means before the operation of the thruster Te, the thruster of performs an operation for estimating the total power consumption of the plurality of load devices including the power consumption of the thruster during operation, the plurality of load devices estimated the total power consumption is the generator If more than the total amount of power generated, the total power consumption of the load device controls the air conditioning system to fit within the total generation before Symbol onset electric machine during operation of the thruster, the total power consumption of the load device you suppress.

  ADVANTAGE OF THE INVENTION According to this invention, even if it supplies with electric power to a thruster apparatus, a possibility that demand electric power may exceed the electric power generated by a generator can be reduced. As a result, a maximum of 15% of the power demand can be reduced, and the ship can be operated with low fuel consumption. In addition, if the ship is of the same type on the same regular route, it is possible to mount a generator with a reduced rated output by reducing the surplus capacity of the generator generated by the shipowner's operation method in the construction of the next service vessel.

  As a desirable mode of the present invention, in the ship power control system of the present invention, the load device includes a filtering device with a heater, and the total power consumption of the load device including the power consumption during operation of the thruster device is the plurality of the load devices. It is preferable to control the air conditioner and the filtering device with a heater so as to be within the total power generation amount of the generator. Thereby, the number of rooms where the air conditioner should be stopped can be reduced.

  As a desirable aspect of the present invention, in the ship power control system of the present invention, the control device is any one or more of the current position information of the ship, a ship speed signal, an operation signal to the thruster device, and a drive preparation signal of the thruster device. It is preferable to predict the operation of the thruster device based on the above. As a result, it is possible to reduce the possibility that the demand power exceeds the power generated by the generator even if power is supplied to the thruster device.

  According to the ship power control method and ship power control system of the present invention, it is possible to reduce the possibility that the demand power exceeds the power generated by the generator even when power is supplied to the thruster device.

FIG. 1 is a configuration diagram of a ship power monitoring system according to the first embodiment. FIG. 2 is a schematic diagram for explaining the thruster device. 3 is a cross-sectional view taken along the line III-III in FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. FIG. 5 is an explanatory diagram showing a load device classification database for each generator and load classification. FIG. 6 is an explanatory diagram of power measurement by the power measurement unit and the power monitor. FIG. 7 is a schematic diagram showing the control device. FIG. 8 is a flowchart showing the procedure of the power monitoring method according to the present embodiment. FIG. 9 is an explanatory diagram for explaining the classification of operation states. FIG. 10 is an explanatory diagram illustrating the relationship between the generator operating status and the operational status classification. FIG. 11 is an explanatory diagram illustrating an example of a power measurement database. FIG. 12 is an explanatory diagram illustrating an example of a display screen that displays, in time series, power consumption data output for each voyage together with the classification of the operation state. FIG. 13 is a flowchart illustrating a procedure of the ship power control method according to the first embodiment. FIG. 14 is a flowchart for explaining the air conditioning suppression mode step in detail. 15-1 is explanatory drawing for demonstrating the effect area | region of the energy saving by ship electric power control. 15-2 is explanatory drawing for demonstrating the display of the air-conditioning power consumption by ship electric power control. FIG. 16 is an explanatory diagram for explaining an example of the operation status of the generator controlled by the ship power control method according to the first embodiment. FIG. 17 is a configuration diagram of a ship power control system according to the second embodiment.

  DESCRIPTION OF EMBODIMENTS Embodiments (embodiments) for carrying out the present invention will be described in detail with reference to the drawings. The present invention is not limited by the contents described in the following embodiments. The constituent elements described below include those that can be easily assumed by those skilled in the art and those that are substantially the same. Furthermore, the constituent elements described below can be appropriately combined.

(Embodiment 1)
FIG. 1 is a configuration diagram of a ship power control system according to the first embodiment. The ship power control system 1 includes a generator group 10, a switchboard 20, a load device 30, power measuring units 41 to 49, power monitors 51 to 59, a control device 80, a ship speed measuring means 71, a main engine. Measuring means 72.

  The generator group 10 shown in FIG. 1 has a generator 11, a generator 12, and a generator 13. The generator 11, the generator 12, and the generator 13 are, for example, diesel generator engines. When the generator 11, the generator 12, and the generator 13 are of the same type, maintenance is facilitated by the learning of the workers. In addition, it is preferable that the generator 11, the generator 12, and the generator 13 be of the same type because an alternative operation can be performed when one of the generators fails. The generator group 10 can adjust the power generation amount by stopping one or more generators of the generator group 10 according to the demand power of the load device 30. The generator group 10 may be provided with a diesel generator engine called a shaft generator mainly for feeding power to the thruster device 31.

  The distribution board 20 is a power distribution unit that distributes the received power from the power receiving systems P1, P2, and P3 to the power distribution systems p1, p2, p3, p4, p5, and p6. The switchboard 20 is a power switching control device that shuts off for power transformation, power input, switching, control, or work safety. The distribution board 20 is connected to the generators 11, 12, and 13 through power receiving systems P 1, P 2, and P 3. In addition, the distribution board 20 is connected to the load device 30 via the distribution systems p1, p2, p3, p4, p5, and p6.

  The load device 30 includes a thruster device 31, an engine auxiliary device 32, a deck auxiliary device 33, a cargo handling device 34, a lighting device 35, and a hull service auxiliary device 36. The load device 30 shown in FIG. 1 is an example, and may include other types of load devices.

  The thruster device 31 is a device that applies a lateral thrust to the ship. The thruster device 31 will be described with reference to FIGS. FIG. 2 is a schematic diagram for explaining the thruster device. 3 is a cross-sectional view taken along the line III-III in FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG.

  As shown in FIG. 2, the hull 100 of the ship includes a main engine 39 that is a main propulsion power source of the ship, a propeller 111 that is connected to the main engine 39 and transmits the propulsion power, and a rudder that controls the direction of the hull 100. 110, ducts 101 and 102, a bow raster device 31a, and a stance raster device 31b. As shown in FIGS. 3 and 4, the ducts 101 and 102 penetrate both sides of the hull 100, and include a bow thruster device 31 a and a stance thruster device 31 b. The bow thruster device 31 a can apply a lateral thrust to the bow of the hull 100 by the rotation of the propeller 111. Further, the stance thruster device 31 b can apply a lateral thrust to the stern of the hull 100 by the rotation of the propeller 111.

  Here, the thruster device 31 shown in FIG. 1 is a device including one or both of the bow thruster device 31a and the stance raster device 31b shown in FIG. For example, the propeller 111 and the rudder 110 can be used to operate the ship while omitting the stance thruster device 31b. By using the thruster device 31, the ship can shorten the time required for leaving or berthing at the time of leaving or entering the port without a tugboat. As a result, the ship having the thruster device 31 is loaded with passengers, passenger cars, cargo, etc., and is used for a regular route ship that operates a regular route that repeats the operation state classification of berthing, departure, navigation, entry, and berthing as one voyage. Is suitable.

  The engine auxiliary machine 32, the deck auxiliary machine 33, the cargo handling apparatus 34, the lighting device 35, and the hull service auxiliary machine 36 will be described with reference to FIG. FIG. 5 is an explanatory diagram showing a load device classification database for each generator and load classification. The engine auxiliary machine 32 is an auxiliary machine for the main engine 39 and the generator group 10, and includes a main cooling seawater pump, an engine room air supply ventilator, a generator room air supply ventilator and the like shown in FIG. The deck auxiliary machine 33 is a hydraulic pump unit or the like, and is a device used for work on the deck. The cargo handling device 34 includes a device that can adjust the inclination or water level of a ship such as a trimming pump and a heel pump, or a transformer for supplying power to a cold car. The lighting device 35 includes a transformer for general lighting, a transformer for kitchen equipment, and the like.

  As shown in FIGS. 1 and 5, the hull service auxiliary machine 36 includes, for example, a plurality of air conditioning compressors 371 to 37X, a plurality of air conditioners 381 to 38X, and a plurality of filtrations with heaters, as shown in FIG. Devices 391-39X. The plurality of air conditioning compressors 371 to 37X and the plurality of air conditioning apparatuses 381 to 38X function as an air conditioning system (air conditioning system). The filtering devices 391 to 39X with a heater are devices for heating and filtering a bath in a ship. The above-described air conditioning compressor, air conditioner, or filtering device with a heater may be singular. In addition, the air conditioner is often installed in each crew room and cabin, and is several hundreds in a regular route ship.

  The power measurement units 41 to 49 and the power monitors 51 to 54 are devices that measure power. As shown in FIG. 1, power measurement units 41 to 43 are attached to the power receiving systems P1, P2, and P3, respectively. The voltage input and current input from the power measurement units 41 to 43 are transmitted to the power monitors 51 to 53 through signal lines, respectively. The power measurement units 41 to 43 and the power monitors 51 to 53 function as supply power measurement means for measuring the supply power of the generators 11, 12, and 13.

  In addition, power measurement units 44 to 49 are attached to the power distribution systems p1, p2, p3, p4, p5, and p6, respectively. The power measurement units 44 to 49 are connected to the power monitors 54 to 59 via signal lines. The power measuring units 44 to 49 and the power monitors 54 to 59 function as power consumption measuring means for measuring the power consumption of any of the load devices 30 shown in FIG. The power measurement units 44 to 49 shown in FIG. 1 are connected to the power monitors 54 to 59 via signal lines in parallel, but are measured together with channel information for each power measurement unit that can determine which power measurement unit data. As long as data can be sent to one power monitor, the power monitors 54 to 59 may be connected in series.

  FIG. 6 is an explanatory diagram of power measurement by the power measurement unit and the power monitor. FIG. 6 is an explanatory diagram of a current transformer. The power measurement unit 41 and the power monitor 51 will be representatively described with reference to FIGS. 5 and 6, and the description of the power measurement units 42 to 49 and the power monitors 52 to 54 is the same as that of the power measurement unit 41 and the power monitor 51. It is omitted because it is an element.

As shown in FIG. 6, the power receiving system P1 is a three-phase three-wire system, and has an R-phase line P1 _r , an S-phase line P1 _s , and a T-phase line P1 _t . The power monitor 51 includes a power measurement circuit 511 and a monitor 512. The power measuring circuit 511 is connected to the power receiving system P1 of the power measuring unit 41 via the fuses F1 and F2 of the power measuring unit 41 so that the voltage of the power receiving system P1 can be detected. The power measuring unit 41 has current transformers CT1 and CT2, and is connected to the power receiving system P1 so that the current of the power receiving system P1 can be detected. The current transformers CT1 and CT2 are current sensors in which a primary coil and a secondary coil are wound around a core of a soft magnetic material such as a nickel iron alloy. In the current transformers CT1 and CT2, the current transformation ratio (CT ratio) is the ratio of the number of turns of the secondary coil to the number of turns of the primary coil. Thereby, the current (primary current) flowing through the power receiving system P1 can be calculated as a value obtained by adding the current transformation ratio (CT ratio) to the current (secondary current) input to the power measurement circuit 511. Instead of the current transformers CT1 and CT2, current measurement may be performed using a current sensor such as a Hall sensor.

As described above, based on the signal from the power measurement unit 41, the power measurement circuit 511 uses the voltage effective value instantaneous value V1 (line voltage between the R phase line P1 _{r and the} S phase line P1 _s ), voltage as voltage data. The effective value V2 (line voltage between S phase line P1 _{s and} T phase line P1 _t ) is acquired. The power measurement circuit 511, (line current R phase line P1 _r) instantaneous value I1 of the current effective value as the current data to obtain the (line current T phase line P1 _t) instantaneous value I2 of the current effective value.

  The monitor 512 of the power monitor 51 is a device having a communication function and capable of transmitting measurement data based on voltage data and current data together with channel information and measurement time data for each power measurement unit to the control device 80. Direct voltage data and current data may be sent to the control device 80 as measurement data based on the voltage data and current data. Further, the power monitor 51 has an arithmetic device and a storage device inside, and as the measurement data, each of the instantaneous value for each of the active power, reactive power, apparent power, execution voltage and current for each phase, and power factor, The maximum value and the minimum value are calculated by an arithmetic device and are primarily stored in a RAM (Random Access Memory) or the like of the storage device. As a result, the power monitor 51 may send the primarily stored measurement data to the control device 80.

  Next, the ship speed measuring means 71 shown in FIG. 1 acquires the current position information of the ship by, for example, a global positioning system (GPS), and acquires speed data as a ground ship speed. Alternatively, the flow of water flowing through the bottom of the hull 100 is detected by an electromagnetic log, and speed data is acquired as the speed of the watercraft. Alternatively, speed data is acquired from an acoustic log. The boat speed measuring means 71 is connected to the control device 80 via a signal line capable of serial communication such as RS422, for example.

  Next, the main engine measuring means 72 shown in FIG. 1 acquires rotation speed data of the main engine 39 shown in FIG. 2 by using, for example, an encoder. The main engine measuring means 72 is connected to the control device 80 via a signal line capable of serial communication such as RS422, for example.

  The control device 80 includes a generator group 10 having a plurality of generators 11, 12, 13, a load device such as a switchboard 20, a hull service auxiliary machine 36, power monitors 51 to 54, a ship speed measuring means 71, a main engine measuring means. 72 and the like. FIG. 7 is a schematic diagram showing the control device. The control device 80 shown in FIG. 7 includes an input processing circuit 81, an input port 82, a processing unit 90, a storage unit 94, an output port 83, an output processing circuit 84, a display device 85, and a keyboard if necessary. And the like. The processing unit 90 includes, for example, a CPU (Central Processing Unit) 91, a RAM (Random Access Memory) 92, and a ROM (Read Only Memory) 93.

  The processing unit 90, the storage unit 94, and the input port 82 and the output port 83 are connected via a bus 87, a bus 88, and a bus 89. By the bus 87, the bus 88, and the bus 89, the CPU 91 of the processing unit 90 is configured to exchange control data with the storage unit 94, the input port 82, and the output port 83 and to issue commands to one side. The

  An input processing circuit 81 is connected to the input port 82. The input processing circuit 81 is connected with measurement data is from the electrical converter 22. The measurement data is is converted into a signal that can be used by the processing unit 90 by a noise filter, an A / D converter, or the like provided in the input processing circuit 81, and then sent to the processing unit 90 via the input port 82. Thereby, the processing unit 90 can acquire necessary information.

  An output processing circuit 84 is connected to the output port 83. The output processing circuit 84 is connected to a display device 85 and an external output terminal. The output processing circuit 84 includes a display device control circuit, a control signal circuit such as a switchboard, a signal amplification circuit, and the like. The output processing circuit 84 outputs the power consumption data calculated by the processing unit 90 as a display signal to be displayed on the display device 85 or outputs it as an instruction signal id to be transmitted to the switchboard 20. As the display device 85, for example, a liquid crystal display panel, a CRT (Cathode Ray Tube), or the like can be used.

  The storage unit 94 stores a computer program including an operation procedure of the ship power control system 1. Here, the storage unit 94 can be configured by a volatile memory such as a RAM, a nonvolatile memory such as a flash memory, a hard disk drive, or a combination thereof. Here, the RAM 92 or the storage unit 94 is a storage unit.

  The computer program may execute an operation procedure of the ship power control system 1 in combination with a computer program already recorded in the processing unit 90. Moreover, this control apparatus 80 may perform the operation | movement procedure of the ship power control system 1 using a dedicated hardware instead of a computer program.

  The operation procedure of the ship power control system 1 can also be realized by executing a prepared program on a computer system such as a personal computer, a workstation, or a plant control computer. The program is recorded on a computer-readable recording medium such as a recording device such as a hard disk, a flexible disk (FD), a ROM, a CD-ROM, an MO, a DVD, or a flash memory, and is read from the recording medium by the computer. Can also be implemented. Here, the “computer system” includes an OS and hardware such as peripheral devices.

  In addition, the “computer-readable recording medium” dynamically stores the program for a short time, such as a communication line when the program is transmitted via a network such as the Internet or a communication line network such as a telephone line. What is held, and what holds a program for a certain period of time, such as volatile memory inside a computer system serving as a server or client in that case, are included. Further, the program may be for realizing a part of the above-described functions, and may be capable of realizing the above-described functions in combination with a program already recorded in the computer system. .

  The control device 80 stores the load device category database 121 for each generator and load category shown in FIG. The control device 80 reads the load device classification database 121 for each generator and load classification from the RAM 92 or the storage unit 94 into the work area of the RAM 92, and supplies power measurement means for each channel information (ChNo.) For each power measurement unit. And the measurement data from the power consumption measuring means can be associated and stored in the RAM 92 or the storage unit 94.

  Next, a procedure for the power monitoring operation of the ship power control system 1 will be described with reference to FIGS. 1, 2, and 8 to 10. FIG. 8 is a flowchart showing the procedure of the power monitoring method according to the present embodiment. FIG. 9 is an explanatory diagram for explaining the classification of operation states. FIG. 10 is an explanatory diagram for explaining the completed relationship between the generator operating status and the operational status classification. Hereinafter, the procedure for the power monitoring operation of the ship power control system 1 will be described with reference to the flowchart shown in FIG.

  As shown in FIG. 8, the control device 80 of the ship power control system 1 simultaneously performs a generator operating state grasping step (step S10), a total load power consumption grasping step (step S20), and a ship speed grasping step (step S30). A control signal is sent to the power monitors 51 to 54 and the ship speed measuring means 71 so as to be executed.

  Here, in the generator operating state grasping step (step S10), the power measurement units 41, 42, and 43 measure the supply power supplied by the generators 11, 12, and 13. The measurement data is stored in the RAM 92 or the storage unit 94 of the control device 80 via the power monitors 51, 52, 53.

  For example, the control device 80 supplies power from the power supply measuring means for each generator for each channel information (ChNo.) For each power measurement unit in the load device classification database 121 for each generator and load classification shown in FIG. It is possible to calculate by adding the measurement data.

  In the total load power consumption grasping step (step S20), the total power consumption supplied from the switchboard 20 and consumed by the load device 30 is measured by the power measurement units 44, 45, 46, 47, 48, and 49. The measurement data is stored in the RAM 92 or the storage unit 94 of the control device 80 via the power monitor 54.

  The control device 80 calculates the total power consumption supplied from the switchboard 20 and consumed by the load device 30, for example, channel information (ChNo) for each power measurement unit in the load device classification database 121 for each generator and load category shown in FIG. .) Each time, it can be calculated by adding the measurement data from the power consumption measuring means.

  In the ship speed grasping step (step S30), the ship speed measuring means 71 measures speed data. The measurement data is stored in the RAM 92 or the storage unit 94 of the control device 80. In the boat speed grasping step (step S30), it is preferable to measure the rotational speed data of the main engine 39 by the main engine measuring means 72.

  The control device 80 executes an operation state determination step (step S31) for determining the operation state of the ship. The control device 80 serves as an operation state determination unit for the ship that determines the operation state classification. In this embodiment, as shown in FIG. 9, the operation state is classified into four categories, for example, berthing, departure, navigation, and entry. These divisions of the operational state are examples, and may be divided in more detail.

  When the speed data V is 0 or near 0, the control device 80 outputs the berthing classification. When the speed data V is equal to or lower than the maximum port speed and the speed increase per unit time is detected, the control device 80 outputs the port departure classification. Moreover, the control apparatus 80 outputs the classification of navigation, when the speed data V are more than a predetermined threshold speed by navigation. When the speed data V detects a speed reduction per predetermined unit time, the control device 80 outputs a port entry classification.

  The controller 80 may determine the operational state classification based on the speed data V and the rotation speed data R of the main engine 39. When the speed data V is 0 or near 0 and the rotation speed data R of the main engine 39 is 0 or near 0, the control device 80 outputs the berthing classification. When the speed data V is less than or equal to the maximum port speed and a speed increase per unit time is detected, and when the rotational speed data R of the main engine 39 is greater than or equal to the predetermined rotational speed, the control device 80 The category of is output. Further, the control device 80 outputs a navigation classification when the speed data V is equal to or higher than a predetermined threshold speed during navigation and when the rotational speed data R of the main engine 39 during navigation is within a predetermined range. When the speed data V detects a speed reduction per unit time and falls below a predetermined number of revolutions R of the main engine 39 in the navigation section, the control device 80 outputs the port entry section. To do.

  Next, as shown in FIG. 8, the control device 80 of the ship power control system 1 performs the load total power consumption grasping step (step S20) together with the operation state classification determined in the operation state determining step (step S31). A database storage step (step for storing the received power consumption signal and the supply power signal received in the generator operating state grasping step (step S10) in the RAM 92 or the storage unit 94 as a storage means as a power measurement database. S40) is executed.

  The control device 80 can arrange the operation state divisions in time series on the horizontal axis of FIG. 9 and display them on the display device 85. In FIG. 9, the data W of the total power consumption is displayed together with the operation state classification. As can be seen from FIG. 9, it can be seen that the data W of the total power consumption increases in the classification of departure and entry. It is considered that this is because the thruster device 31 that gives the lateral thrust to the ship is operating in the departure and entry divisions, and the total power consumption is increasing.

  In FIG. 10, the data X of the total supply power is displayed together with the operation state classification. The total supply power X is an added value of the supply power X1 of the generator 11, the supply power X2 of the generator 12, and the supply power X3 of the generator 13. The supply power amount of the supply power X1 of the generator 11, the supply power X2 of the generator 12, and the supply power X3 of the generator 13 can be adjusted by changing the number of operating units according to the load. In FIG. 10, for example, the supplied power X1 and the supplied power X2 generate the supplied power evenly at the time of navigation. Moreover, the generator 13 supplies the supply electric power X3 in the classification of leaving or entering a port.

  In addition, the supplied power X is increased or decreased so that the total power consumption in the departure and entry divisions can be satisfied. As shown in FIG. 10, the total supply power X generates the supply power X1 of the generator 11 and the supply power X2 of the generator 12 so that the supply power X3 of the generator 13 becomes equal, The total supply power X can also be increased or decreased. The total supply power X is constant between the supply power X1 of the generator 11 and the supply power X2 of the generator 12, and according to the increase / decrease (operation) of the supply power with the supply power X3 of the generator 13 The total power supply X may also be increased or decreased.

  In the power monitoring method of the present embodiment, there is a ship power monitoring method for a ship having a plurality of generators, a plurality of auxiliary machines that consume power, and a thruster device that imparts lateral thrust to the ship, A generator operating status grasping step for receiving signals of operating states of a plurality of generators, a load total power consumption grasping step for receiving signals of total power consumption of the auxiliary equipment and the thruster device, and a signal of the speed of the ship The ship speed grasping step for receiving the ship, the ship speed grasping step, the operation state determining step for determining the operation state of the ship, and the operation state determination determined by the operation state determining step, and the load total power consumption grasping A storage step of storing in a database the signal of the total power consumption received by the step and the signal of the supply power received by the generator operating state grasping step; It has.

  Thereby, the relationship between the operational state of the ship, the supplied power, and the consumed power becomes clear, and the ship can be operated so that the fuel consumption of the ship can be reduced according to the operational state of the ship. For example, in order to increase the operation efficiency of the generator, it is desirable to supply the power of the generator not only in the residential area but also to the thruster apparatus directly related to the operation of the power in the ship. The thruster device that gives the lateral thrust to the ship is operating in the departure and entry divisions, so that even if the total power consumption suddenly increases, the generator will be able to satisfy the total consumption power in the departure and entry divisions. The total supply power in the group 10 can be grasped. As a result, the power supply to the thruster device can reduce the possibility that the demand power temporarily exceeds the power generated by the generator.

  In the power monitoring method for ships on a regular route that operates a regular route that repeats the berth, departure, navigation, entry, and berth as one voyage, engine auxiliary equipment, hull service auxiliary equipment, deck auxiliary equipment, cargo handling equipment, thruster equipment The total power consumption data of any one or more load devices of the lighting device is acquired, and the total power consumption data is displayed in time series together with the operation state classification. The total power consumption on the regular route can be grasped, and the ship can be operated so that the fuel consumption of the ship can be reduced according to the operational state of the ship. In addition, if the ship has the same regular route, it is possible to install a generator with a reduced rated output by reducing the surplus capacity of the generator generated by the shipowner's operation method in the construction of the next service vessel.

  FIG. 11 is an explanatory diagram illustrating an example of a power measurement database. The power measurement database 122 shown in FIG. 11 is data output for each voyage. The ship power control system 1 of Embodiment 1 is connected to the generator group 10 and has a switchboard 20 serving as a distribution means for supplying the power supplied from the generator group 10 to the load device 30, and the generator group 10. Power measurement units 41 to 43 and power monitors 51 to 53 which are supply power measurement means for measuring the supply power of power, power measurement units 44 to 49 which are power consumption measurement means for measuring power consumption of the load device 30, and power The operation state determination unit includes a monitor 54, a ship operation state determination unit that determines a classification of the operation state in the processing unit 90 of the control device 80, and a RAM 92 or a storage unit 94 that is a storage unit that stores data. The power consumption data measured by the power supply measuring means and the power consumption measuring means are measured in association with the operational status classification determined by the means. Stored as power measurement database 122 in the storage unit power consumption of the data. As shown in FIG. 9 or 10, the control device 80 of the ship power control system 1 according to the present embodiment arranges the operation states in time series and stores the total power consumption or the total supply power output for each voyage to be stored. A display screen for displaying the data may be displayed on the display device 85. Alternatively, the data of the total power consumption and the total supply power may be displayed on the display device 85 as a superimposed display screen with the operation state sections arranged in time series.

  FIG. 12 is an explanatory diagram illustrating an example of a display screen that displays, in time series, power consumption data output for each voyage together with the classification of the operation state. The total power consumption data displayed on the display screen 123 is the sum of the power consumption data individually consumed by the load device 30. That is, the total power consumption data is the sum of the load devices that are operating in any one or more of the engine auxiliary machine 32, the hull service auxiliary machine 36, the deck auxiliary machine 33, the cargo handling device 34, the thruster device 31, and the lighting device 35. It becomes some total power consumption data. In the display screen 123 shown in FIG. 12 that is output from the control device 80 to the display device 85, total power consumption data for seven voyages is displayed in time series with one voyage as a voyage K. In FIG. 12, the total power consumption increases as the vertical axis goes upward. FIG. 12 shows the passage of time (date and time) with the horizontal axis pointing to the right, and sailing K including sailing 1, sailing 2, sailing 3, sailing 4, sailing 5, sailing 6, and sailing 7 for 7 sailings is displayed. Has been. In the processing unit 90, the control device 80 calculates the average of the total power consumption peaks in the departure or entry classification, and outputs the calculation result to the display device 85. As a result, the ship operator can grasp the PL value of the total power consumption average PL, which is the average of the total power consumption peaks in the category of departure or entry, and also grasp the occurrence of the power consumption peak Pk exceeding the PL value. Can do. As described above, the ship power control system 1 of the first embodiment includes a display device that displays the power consumption data for each voyage of the ship in time series. The power consumption data is the total power consumption data of the sum consumed by the load device. As a result, it is possible to grasp the fuel consumption for each voyage of the ship and to keep the operation low in fuel consumption.

  FIG. 13 is a flowchart showing the procedure of the ship power control method according to the first embodiment. Here, before execution of the procedure of the ship power control method, the air conditioning system operates as an air conditioning automatic control mode in which autonomous control is performed so as to sense the indoor environment temperature and set a predetermined temperature. .

  Since the thruster device 31 that gives the lateral thrust to the ship is operating in the departure and entry divisions and the total power consumption increases, the power supply X3 supplied by the generator 13 in the departure and entry divisions of FIG. Moreover, the control apparatus 80 performs the generator additional operation step (step S51) which increases the generator in operation. After the additional operation, any of the generators 11, 12, and 13 may transmit a drive preparation signal for the thruster device 31 to the control device 80. As will be described later, since the ship power control method of the present embodiment can be executed so as to reduce the total power consumption, the total supply with the supply power X1 of the generator 11 and the supply power X2 of the generator 12 is performed. If the amount of electric power can be covered, the generator additional operation step (step S51) can be omitted.

  Next, the control device 80 executes a drive prediction step (step S52) of the thruster device that predicts the drive timing of the thruster device 31. The control device 80 obtains the current position information (positioning information) of the ship and predicts the driving of the thruster device 31 by the above-described global positioning system (GPS). Alternatively, the control device 80 uses the one or more pieces of information such as positioning information, ship speed signal (low speed signal at the time of berthing and berthing), operation signal to the thruster device 31, drive preparation signal of the thruster device 31, etc. Predict driving.

  Next, the control device 80 uses the power consumption information of the power consumption measuring means before the operation of the thruster device 31 as an initial reference, and the power consumption of the thruster device 31 during the operation of the thruster device 31 and a plurality of other operating devices. A calculation for estimating the sum of the power consumption of the load device 30 is performed, and the total power consumption of the plurality of load devices 30 including the power consumption of the thruster device 31 is estimated. Next, the control device 80 performs a demand power estimation step (step S53) for estimating demand power whether or not the total power consumption of the load device 30 during operation of the thruster device 31 falls within the total power generation amount of the plurality of generators. Run. In the present embodiment, since the power measurement database is stored in the RAM 92 or the storage unit 94 that is a storage unit, the control device 80 refers to the power measurement database and, for example, determines the PL value or the power consumption peak Pk described above. You may read to RAM92 and you may estimate as the total power consumption (total demand power) of the load apparatus 30 at the time of operation of the thruster apparatus 31. FIG.

  The power consumption information of the power consumption measuring means before the operation of the thruster device 31 is used as an initial reference for load equipment such as engine auxiliary equipment 32, deck auxiliary equipment 33, cargo handling equipment 34, lighting equipment 35, and hull service auxiliary equipment 36. Is operating at different timings, which are assumed to fluctuate due to factors such as seasonal fluctuations, freight loaded, number of passengers, number of cold cars, and the like. The power consumption before the operation of the thruster device 31 can be based on the information of the total power consumption in the navigation category if the thruster device 31 is operating in the port entry category. If the thruster device 31 is in operation at the departure port, the generator additional operation step (step S51) described above is executed, and a predetermined number of generators 11, 12, 13 are operated to supply power. May be received by the control device 80, and the total power consumption at that time may be obtained from the power consumption measuring means as an initial reference.

  Next, when the sum of the power consumption of the load devices during operation of the thruster device falls within the total power generation amount of the plurality of generators (step S53, No), the control device 80 drives the thruster device to drive the thruster device. (Step S55) is executed.

  Next, when it is determined that the sum of the power consumption of the load devices during operation of the thruster device does not fall within the total power generation amount of the plurality of generators (step S53, Yes), the control device 80 80 performs the air-conditioning suppression mode step (step S54) which controls an air-conditioning apparatus so that it may become air-conditioning suppression mode.

  FIG. 14 is a flowchart for explaining in detail the air conditioning suppression mode step (step S54). As shown in FIG. 14, the control device 80 executes a power shortage calculating step (step S61) for calculating a power shortage. Alternatively, if the power shortage amount is known in the above-described demand power estimation step (step S53), it is only necessary to read the power shortage amount into the work area of the RAM 92.

  Next, a set temperature change determination step (step S62) is performed to determine whether or not the power consumption reduction by changing the air conditioning set temperature can compensate for the shortage of power. When the power consumption reduction by changing the set temperature of the air conditioning can compensate for the shortage of power (step S62, Yes), the set temperature changing step (step S67) is executed. If it is determined that the reduction in power consumption by changing the set temperature of the air conditioning cannot compensate for the shortage of power (No in step S62), the step of determining the number of air-conditioning stopped rooms for determining the number of rooms for stopping the air-conditioning apparatus (step) S63) is executed.

  In the air conditioning stop room number determination step (step S63), the number of rooms in which the air conditioner that can compensate for the shortage of power is to be stopped is determined. Here, on the assumption that the set temperature of the air conditioner that is operating so that the air conditioner operates as much as possible, the control device 80 determines the number of rooms in which the air conditioner is stopped. In order to reduce the number of rooms in which the air conditioner should be stopped, the control device 80 may stop the filtering devices 391 to 39X with heaters or change the heater temperature setting to reduce power consumption. In this case, the control unit 80 stops the air conditioner that compensates for the shortage of power after the heater filtration devices 391 to 39X are stopped or the heater temperature setting is changed and the reduced power consumption is added. Determine the number.

  Next, the control device 80 executes an all-room air conditioning stop determination step (step S64) for determining whether to stop all-room air conditioning. When determining that the air conditioning in all rooms is stopped (step S64, Yes), the control device 80 executes an air conditioning control signal transmission step (step 68) for transmitting a stop signal to all the air conditioning devices. The control device 80 transmits a stop control signal to the entire air conditioning system. Alternatively, the control device 80 transmits a stop control signal to the switchboard 20. The switchboard 20 receives the stop control signal and cuts off the power supply to the entire air conditioning system or the hull service auxiliary equipment 36.

  When it is determined that it is not necessary to stop air conditioning in all rooms (step S64, No), the control device 80 executes an air conditioning stop room determining step (step S65) for determining a room in which air conditioning is to be stopped. In the air conditioning stop room determination step (step S65), the control device 80 reads the predetermined priority order of the air conditioning stop into the work area of the RAM 92, and determines the room and the number of rooms where the air conditioning is stopped. For example, the priority order for stopping the air conditioning is determined such that the air conditioner in the crew room is stopped first and the air conditioner in the passenger cabin operates as much as possible. If the air conditioner in the crew cabin is stopped, but the power is insufficient, the control device 80 can stop the air conditioner in the cabin.

  After the air conditioning stop room determination step (step S65), the control device 80 executes a set temperature change determination step (step S66) for determining a change in the set temperature of the air conditioner that does not stop. When determining that it is not necessary to change the set temperature of the air conditioner that does not stop (step S66, No), the control device 80 executes an air conditioning control signal transmission step (step 68) that transmits a stop signal to the air conditioner to be stopped.

  When determining that it is necessary to change the set temperature of the air conditioner that does not stop (step S66, Yes), the control device 80 executes the set temperature changing step (step S67). In the set temperature changing step (step S67), the control device 80 generates a set temperature control signal. For example, if heating is set, the power consumption of the air conditioner can be reduced by lowering the set temperature. Or if it is a setting of cooling, power consumption can be reduced if the preset temperature of an air conditioner is raised.

  After executing the set temperature changing step (step S67), the control device 80 transmits a stop signal to the air conditioner to be stopped and transmits an air conditioner control signal transmitting step (step 68) to the air conditioner that does not stop. ).

  The air conditioner 381 to air conditioner 38X shown in FIG. 1 receives the control signal transmitted from the control device 80 through the signal line, and executes the air conditioning suppression mode step (step S54) for stopping or changing the temperature. The air conditioning suppression mode step (step S54) is executed, and then the control device 80 executes a thruster device driving step (step S55) for driving the thruster device. In addition, the control apparatus 80 transmits a control signal also to the filtering apparatus 391-39X with a heater, when stopping the filtering apparatus 391-39X with a heater or changing heater temperature setting. Upon receiving the control signal, the filtering devices with heater 391 to 39X stop or change the temperature of the heater.

  In the thruster device driving step (step S55), the thruster device 31 shown in FIG. 2 is driven. The thruster device 31 applies a lateral thrust to the hull 100 and leaves or berths. The total power consumption data W is increased in the departure and entry divisions shown in FIG. 9, but in the departure and entry divisions, the thruster device standby period ST of about 15 minutes is required until the thruster device 31 is actually driven. There is a thruster operating period SM of several minutes (for example, 5 minutes) for leaving or berthing. Since the total consumption amount in the load device other than the thruster device in the thruster device standby period ST can be grasped, this total consumption amount is set as the above-mentioned initial reference. Therefore, if the air-conditioning suppression mode step (step S54) is executed during the thruster standby period of the departure and entry classification, the risk of power shortage can be reduced. Further, it is preferable that the air conditioning suppression mode step (step S54) is executed immediately before the execution of the thruster device driving step (step S55), for example, several minutes before, because the influence of the air conditioning stop can be reduced.

  After the thruster device working period ends, the control device 80 executes a thruster device stop step (step S56) for stopping the thruster device 31. If the thruster device 31 stops, there is a margin in power, so the control device 80 transmits a control signal to the air conditioners 381 to 38X, and the air conditioners 381 to 38X return to the automatic control mode described above. Automatic control mode step (step S57). The control device 80 executes the automatic control mode step automatic control mode step (step S57) by a timer setting for returning to the automatic control mode after a predetermined time (for example, 20 minutes) after the start of the air conditioning suppression mode step (step S54). May be. In addition, the control apparatus 80 transmits a control signal also to the filtration apparatus 391-39X with a heater, when the filtration apparatus 391-39X with a heater is stopped or the heater temperature setting was changed. Upon receiving the control signal, the filtering devices 391 to 39X with heater start operation or change the temperature of the heater.

  15-1 is explanatory drawing for demonstrating the effect area | region of the energy saving by ship electric power control. FIG. 15A displays the data W of the total power consumption together with the operation state classification, as in FIG. 9. In FIG. 15A, the air conditioning differential power data Ws obtained by subtracting the air conditioning power consumed by the air conditioning system including the air conditioner 381 to the air conditioner 38X from the total power consumption data W is displayed together with the total power consumption data W. Yes. In FIG. 15A, the power difference Ps between the total power consumption data W and the air conditioning differential power data Ws at the top where the total power consumption data W is increasing in the port departure and entry divisions is the total power consumption. It has been found that the amount of power at the top where the data W is increasing is 15%. For this reason, according to the ship power control method according to the first embodiment, the total power consumption increases in the thruster apparatus operation period in which the thruster apparatus 31 that gives the lateral thrust to the ship is operating in the departure and entry divisions. In order to suppress this, it can be found that the effect of suppressing the air conditioning power is high.

  In FIG. 15A, the ship power control system 1 according to the first embodiment enters the air-conditioning suppression mode at the same time as leaving the port, and the air-conditioning suppression mode is set at the top where the total power consumption data W increases. Further, in the port entry category, the ship power control system 1 enters the air conditioning suppression mode at the top where the total power consumption data W is increasing, and continues the air conditioning suppression mode until berth. As a result, the control device 80 displays the energy saving effect area E on the regular route that repeats the operation state classification of berthing, departure, navigation, port entry, and berthing as one voyage on the display device 85 with diagonal lines as shown in FIG. The crew can be made aware of the energy saving effect. The control device 80 stores the energy saving effect area E for one voyage in the RAM 92 or the storage unit 94 as storage means, and displays the energy saving effect areas E for a plurality of voyages on the display device 85 in time series. Yes, the crew can be made aware of the energy saving effect. In addition, the control device 80 can store the energy saving effect area E in one voyage in the RAM 92 or the storage unit 94 which is a storage unit, and display the energy saving effect area E in a plurality of voyages on the overlapping display device 85. Yes, the crew may be made aware of the energy saving effect.

  15-2 is explanatory drawing for demonstrating the display of the air-conditioning power consumption by ship electric power control. The control device 80 displays the air-conditioning power amount for each berthing, departure, navigation, entry, and berthing on a regular route that repeats the operation state classification of berthing, departure, navigation, entry, and berthing as one voyage. For each regular route, the power consumption data of the air conditioner is displayed at the same time for each voyage together with the operation state classification. For example, the power consumption amount in the voyage graph C1 of the regular route on November 1 and the power consumption amount in the voyage graph C2 of the same regular route on December 1 are displayed simultaneously for each voyage together with the classification of the operation state. Thereby, the influence by the number of passengers and the influence by seasonal variation can be grasped.

  In the ship power control system 1 according to the first embodiment, the control device 80 is connected to the generators 11, 12, and 13 through signal lines, and the control device 80 can control the generators 11, 12, and 13. is there. In the ship power control system 1 according to the first embodiment, the operation of the air conditioner is suppressed when the ship leaves and berths, and the demand power can be reduced as shown in FIG. , 13 can be reduced. FIG. 16 is an explanatory diagram for explaining an example of the operation status of the generator controlled by the ship power control method according to the first embodiment.

  In the operating state of the generator shown in FIG. 16, the generators 11 and 12 are mainly operated. Here, the generator 13 is in a stopped state, and if the total supply power X exceeds the total power consumption, it is preferable to leave the generator 13 in a stopped state. Since the ship power control system 1 suppresses the operation of the air conditioner when the ship leaves and berths, it suppresses the increase in the total power consumption during the operation period of the thruster device operating in the departure and entry divisions. To do. As a result, compared with the operating status of the generator shown in FIG. 10, in the operating status of the generator shown in FIG. 16, it is possible to reduce the total power supply X during the thruster device operating period operating in the port departure and port entry categories. If the total power supply X can be reduced, the generators 11 and 12 are mainly operated, and the generator 13 can be stopped, so that fuel consumption can be reduced. The generator to be operated and the generator to be stopped are not fixed. For example, the generators 11 and 13 may be operated and the generator 12 may be stopped. The load factor of the generator is preferably 65% or more and less than 100%, and considering the fuel efficiency, the load factor is more preferably 80% or more and less than 100%. For example, if any of the generators 11, 12, and 13 is operating at a load factor of 85%, the fuel efficiency is good and even a sudden load change can be handled only by the operating generator. The reason why the load factor is less than 100% is that it is necessary to reduce the possibility of failure of the generator due to sudden load fluctuations. The load factor of the individual generators operating among the plurality of generators 11, 12, 13 when the control device 80 is operating the thruster 31 is 65% or more and less than 100%, and more preferably, the load factor is 80% or more and 100%. It is preferable to transmit a control signal for suppressing power consumption of the air conditioner 381 to the air conditioner 38X to the air conditioner 381 to the air conditioner 38X so as to be less than%.

  As described above, the power control method for the ship according to the present embodiment includes the generators 11, 12, and 13, the plurality of load devices 30 that consume power including the air conditioners 381 to 38 </ b> X, and the hull 100 of the ship. A power control method for a ship having a thruster device 31 that provides a lateral thrust, and suppresses the operation of the air conditioner 381 to the air conditioner 38X when the ship leaves and berths.

  For this reason, even if it supplies with power to a thruster apparatus, a possibility that demand power may exceed the generated power of a generator can be reduced. Ships are required to reduce fuel consumption against the background of global environmental protection or rising fuel oil prices. Therefore, the ship can be operated so that the fuel consumption of the ship can be reduced according to the operating state of the ship. In addition, if the ship is of the same type on the same regular route, it is possible to mount a generator with a reduced rated output by reducing the surplus capacity of the generator generated by the shipowner's operation method in the construction of the next service vessel. Here, suppressing the operation of the air conditioner includes changing the temperature setting of the air conditioner and stopping the air conditioner. The air conditioner is often installed in each crew room and cabin, and is several hundreds in a regular route ship. For this reason, it becomes possible to supplement the power supply to the thruster device by suppressing the operation of the air conditioner in the regular route ship.

  The ship power control method of the present embodiment is such that the load factor of each operating generator among the plurality of generators 11, 12, 13 when the thruster device 31 is operating is 65% or more and less than 100%. It is preferable to transmit a control signal for suppressing power consumption of the air conditioner 381 to the air conditioner 38X to the air conditioner 381 to the air conditioner 38X. Thereby, the generator of a ship becomes a low fuel consumption driving | operation.

  The ship power control system 1 of the present embodiment includes a plurality of load devices 30 that consume power, including an air conditioner 381 to an air conditioner 38X, and a thruster device 31 that applies a lateral thrust to the hull 100 of the ship, and a plurality of load devices 30 Generators 11, 12, 13, supply power measuring means for measuring the power supplied to the generators 11, 12, 13, power consumption measuring means for measuring the power consumption of the load device 30, and generators 11, 12, 13 And a control panel 80 for controlling the supply power measuring means and the power consumption measuring means, and a power distribution measuring means for supplying power supplied from the generators 11, 12, 13 to the load device 30. Then, the control device 80 predicts the operation of the thruster device 31, and operates the thruster device using the power consumption information of the power consumption measuring means before the operation of the thruster device 31 as an initial reference. The total power consumption of the plurality of load devices 30 including the power consumption of the thruster device 31 is calculated, and the total power consumption of the load device 30 during operation of the thruster device 31 is determined by the plurality of generators 11, 12, 13. The air conditioners 381 to 38X are controlled so as to be within the total power generation amount, and the power consumption of the load device 30 is suppressed.

  Thereby, even if it supplies with power to a thruster apparatus, a possibility that demand power may exceed the generated power of a generator can be reduced. As a result, a maximum of 15% of the power demand can be reduced, and the ship can be operated with low fuel consumption. In addition, if the ship is of the same type on the same regular route, it is possible to mount a generator with a reduced rated output by reducing the surplus capacity of the generator generated by the shipowner's operation method in the construction of the next service vessel.

  In the ship power control system 1 of the present embodiment, the load device 30 includes filtering devices 391 to 39X with heaters, and the total power consumption of the load device 30 including the power consumption during operation of the thruster device 31 is a plurality of generators. It is preferable to control the air conditioners 381 to 38X and the filtering devices with heaters 391 to 39X so as to be within the total power generation amount of 11, 12, and 13. Thereby, the number of rooms where the air conditioner should be stopped can be reduced.

  In the ship power control system 1 of the present embodiment, the control device 80 is a thruster device based on any one or more of ship current position information, a ship speed signal, an operation signal to the thruster device 31, and a drive preparation signal for the thruster device 31. It is preferable to predict the operation of 31. As a result, it is possible to reduce the possibility that the demand power exceeds the power generated by the generator even if power is supplied to the thruster device.

(Embodiment 2)
FIG. 17 is a configuration diagram of a ship power control system according to the second embodiment. The ship power control system 2 according to the present embodiment has the configuration of the ship power control system 1 described above, and can further control a warning device 75 capable of causing a crew member to perceive a warning and a hull service auxiliary machine 36. The air conditioning centralized control device 77 is characteristic. In the following description, the same components as those described in the first embodiment are denoted by the same reference numerals, and redundant descriptions are omitted. In this embodiment, both the warning device 75 and the air conditioning central control device 77 are provided, but only one of them may be provided.

  The warning device 75 is a device that allows a crew member to perceive a warning by using a display screen of the display device 85, a warning sound, sound output, visual recognition means such as a lamp. The air conditioning centralized control device 77 is a control device having the same configuration as the control device 80 described above, and includes a plurality of air conditioning compressors 371 to 37X, a plurality of air conditioning devices 381 to 38X, and a plurality of filtering devices 391 to heaters. 39X is a device for controlling the hull service auxiliary equipment 36.

  In the ship power control system 2 of the present embodiment, in the air conditioning stop room determination step (step S65) shown in FIG. 14 described above, the room where the air conditioning is stopped is displayed on the display device 85 or the like, and the warning device 75 The air conditioner stop warning is perceived by the crew member by the visual recognition means such as the display screen of the display device 85, warning sound, voice output, and lamp.

  Since the ship power control system 2 of the present embodiment includes the air conditioning central control device 77, the control device 80 transmits an air conditioning control signal to the air conditioning central control device 77 in the air conditioning control signal transmission step (step 68). In accordance with the air conditioning control signal, the air conditioning central control device 77 executes any one of the operations of stopping, setting the temperature, and starting the operations of the plurality of air conditioning compressors 371 to 37X and the plurality of air conditioning devices 381 to 38X that are air conditioning systems. .

  As described above, the ship power control system 2 of the present embodiment can make the crew members aware of energy-saving operation in order to make the crew members perceive a warning. Moreover, since the air conditioning centralized control device 77 is provided, the load on the control device 80 can be distributed.

  As described above, the ship power control method and ship power control system according to the present invention are suitable for ship power control.

DESCRIPTION OF SYMBOLS 1 Ship power control system 10 Generator group 11, 12, 13 Generator 20 Distribution board 30 Load apparatus 31 Thruster apparatus 31a Bow thruster apparatus 31b Stance thruster apparatus 32 Engine auxiliary equipment 33 Deck auxiliary equipment 34 Cargo handling equipment 35 Illumination equipment 36 Hull service auxiliary equipment 39 Main engine 41-49 Electric power measurement unit 51-59 Electric power monitor 71 Ship speed measurement means 72 Main engine measurement means 75 Warning device 77 Air conditioning centralized control device 80 Control device 100 Hull 101, 102 Duct 110 Rudder 111 Propeller

Claims (7)

A power control method for a ship having a generator, a plurality of load devices consuming electric power including an air conditioner, and a thruster device that gives a lateral thrust to the ship,
Measuring the power supplied to the generator;
Measuring power consumption of the load device;
Predicting the operation of the thruster device based on any one or more of the current position information of the ship, a ship speed signal, an operation signal to the thruster device, and a drive preparation signal of the thruster device;
Performing an operation of estimating total power consumption of the plurality of load devices including power consumption of the thruster device during operation of the thruster device, using power consumption information of the load device before operation of the thruster device as an initial reference. When,
When the estimated total power consumption of the plurality of load devices exceeds the total power generation amount of the generator, the total power consumption of the load device during operation of the thruster device falls within the total power generation amount of the generator. wherein the release Bank and berthing at the ship, the power control method for ship and a step of suppressing the operation of the air conditioning system as. Having a plurality of said generators,
When the estimated total power consumption of the plurality of load devices exceeds the total power generation amount of the plurality of generators, the total power consumption of the load devices during operation of the thruster device is the total power generation of the plurality of generators. The ship power control method according to claim 1, further comprising a step of suppressing the operation of the air conditioner when the ship leaves and berths so as to be within an amount. Suppressing control signal the power consumption of the air conditioner as the load factor of each of the generator is less than 100% 65% or more of the generator multiple that put during operation of the thruster to the air conditioning system The power control method for a ship according to claim 2 for transmission. The ship is a regular route ship that operates a regular route that repeats the voyage state classification of berthing, departure, navigation, port entry, berthing as one voyage,
The ship power control method according to any one of claims 1 to 3, wherein power consumption data of the air conditioner is acquired, and the power consumption data of the air conditioner is displayed simultaneously for each voyage together with the classification of the operation state. A plurality of load devices that consume power, including a thruster device that provides lateral thrust to the ship, and an air conditioner;
And the generator,
Supply power measuring means for measuring the supply power of the generator;
Power consumption measuring means for measuring the power consumption of the load device;
A power distribution means connected to the generator and for supplying power supplied from the generator to the load device;
A controller for controlling the power supply measuring means and the power consumption measuring means,
The controller is
Predicting the operation of the thruster device based on any one or more of the current position information of the ship, a ship speed signal, an operation signal to the thruster device, a drive preparation signal of the thruster device,
A calculation for estimating the total power consumption of the plurality of load devices including the power consumption of the thruster device during the operation of the thruster device, using the power consumption information of the power consumption measuring means before the thruster device as an initial reference. Done
If the plurality of estimated the total power consumption of the load device exceeds the total power generation of the generator, the total power generation amount of total power consumption before Symbol onset Electric of the load device during the operation of the thruster wherein controlling the air conditioner, the ship舶電force control systems that suppress the total power consumption of the load device to fit. Having a plurality of said generators,
When the estimated total power consumption of the plurality of load devices exceeds the total power generation amount of the plurality of generators, the total power consumption of the load devices during operation of the thruster device is the total power generation of the plurality of generators. The ship power control system according to claim 5, wherein the air conditioner is controlled so as to be within an amount, and the total power consumption of the load device is suppressed. The load on the equipment includes a heater with a filtration device, the thruster of running time of the load total power consumption the air conditioning system to fit within the total generation amount of the generator multiple devices including the power consumption And the ship electric power control system of Claim 6 which controls the said filtration apparatus with a heater.

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