JP6044922B2 - Ship hybrid operation system and hybrid operation ship - Google Patents

Description

  The present invention relates to a marine vessel hybrid operation system and a hybrid vessel that can realize an energy saving effect.

The amount of energy used during the operation of a ship changes over time due to changes in operation modes such as cargo handling (loading), marine vessel maneuvering, normal voyage, port maneuvering, cargo handling (unloading), and load fluctuations of external forces such as wind waves. Yes. The fluctuation of the energy usage due to the change of the operation mode is relatively qualitative, but the fluctuation of the energy usage due to the change of the load of the external force such as the wind fluctuates non-qualitatively in a relatively short time.
Improvement of energy efficiency during ship operation is referred to as energy saving (hereinafter referred to as “energy saving” as appropriate). ) Many efforts have been made in the past (for example, Patent Documents 1 to 6) because it greatly contributes to the reduction of GHG (greenhouse gas) emissions.

  Patent Document 1 discloses that a main engine, a clutch coupled to the main engine and connected to and disconnected from the main engine for the purpose of enabling emergency evacuation even when the main engine is inoperable, and a clutch A propeller shaft and a propeller that are directly connected to the output shaft, and a rotor that is directly connected to the power transmission shaft is provided in the middle of the power transmission shaft, and a shaft drive generator that performs power generation, idling, or power assistance is provided. A ship propulsion device is described in which the shaft-driven generator is connected to a power central interconnection panel connected to another power supply device.

  In Patent Document 2, the thrust of the electric propulsion unit is reduced at the time of entering the port for the purpose of operating the auxiliary motor for driving the auxiliary generator in an efficient region from the time of arrival of the ship to the time of berthing. When the power consumption becomes below the threshold when propelling the power storage device, the control circuit charges the power storage device from the auxiliary generator, and when the start command of the start switch is received during the charging operation, the power storage device is discharged. A marine energy system is described that supplies bow power to its discharge power.

  In Patent Document 3, a counterweight flywheel and a rotational speed detector are installed on the output shaft of an electric motor for the purpose of saving power effectively during ship travel, and the power output terminal of the AC generator is connected to a battery. A power saving structure of an electric ship connected to the unit is described.

  Patent Document 4 discloses a structure in which a power bank configured to store additional electrical energy supplied by a generator is connected to a main switch board on a marine ship for the purpose of improving load response characteristics in the marine ship. Is described.

  In Patent Document 5, in consideration of various disturbances, for the purpose of automatically performing operation management for performing scheduled operations, a planned operation pattern creation unit, an actual operation pattern creation unit, and a ship operation A vessel operation management device configured to include an operation time evaluation unit that selects an operation pattern that satisfies a first criterion regarding time and an operation energy evaluation unit that selects an operation pattern that satisfies a second criterion related to vessel operation energy is described. Has been.

In Patent Document 6, AC power generated when an AC motor that drives a propeller for propulsion of a ship is driven as a generator under the influence of deceleration or current during navigation is converted into DC power. By storing in the capacitor, the DC power taken out from the capacitor is converted back to AC power and supplied to the AC motor for propulsion of the ship, or it can be used for onboard power demand equipment, There is described a marine electric propulsion device which can obtain a significant energy saving effect as a whole.
As described above, this document describes, as a marine electric propulsion device, an optimal state of a ship by comprehensively performing control of output in a prime mover and control of power storage in a capacitor based on predicted meteorological conditions and actual operation values. The optimum operational control system is described that controls the motor and the capacitor based on information from the weather and sea state prediction electronic data receiver and the operational database.

JP 2004-359112 A JP 2010-116701 A Utility Model Registration No. 3150541 Special table 2010-537890 JP 2001-291200 A JP 2008-24187 A

Each of the inventions described in Patent Documents 1 to 4 corresponds to optimization of engine output according to the situation that the ship is currently encountering, and load fluctuations of external force such as wind and waves. That is, these are based on the idea of efficiently storing power in the power storage means and using the stored energy when the energy is insufficient.
The invention described in Patent Document 5 is intended to automate the operation management of a scheduled ship, and does not particularly contribute to the improvement of ship operation efficiency.
The invention described in Patent Document 6 controls to operate a ship in an optimum state and make a regular port entry. However, since this document is mainly based on regular ships that enter the port on a regular basis, the operation database is also based on the actual operation values, and what energy is necessary for cargo handling, for example, after the ship has entered the port. Not considered.
Thus, in the past, energy efficiency has not been optimized in consideration of the energy supply-demand balance of the entire voyage. In particular, no attempt has been made to optimize the energy efficiency of the entire voyage assuming an irregular ship.
Therefore, the present invention optimizes the energy supply / demand balance of the entire voyage including the energy supply / demand at the time of cargo handling, for example, after the ship reaches the destination, thereby enabling an energy saving effect even for irregular ships. It aims to provide a hybrid operation system and a hybrid operation ship.

Vessel hybrid navigation system of the present invention described in claim 1 includes a main engine, a power generation means, a storage means for storing electric power generated by the power generating means, driven by power output from said power storage means An energy balance plan including energy consumption in cargo handling after berthing based on an operating state and an operation plan of the main engine, and an auxiliary drive means for propelling the main engine and a hull driven by the auxiliary drive means And the charging from the power generation means to the power storage means and the discharge from the power storage means to the auxiliary drive means based on the energy balance plan, and the power necessary for cargo handling after berthing remains As described above, the power storage control means for controlling the discharge to the auxiliary drive means is provided.
The power storage control means charges and discharges the power storage means on the basis of the energy balance plan designed in consideration of the entire operation plan for one voyage, so that the energy efficiency of the whole voyage can be optimized. . Here, the “operation plan” refers to a plan based not only on the maneuvering in the port and the normal voyage after leaving the port, but also on the energy consumption after the berth when the ship arrives at the destination. For example, in a so-called irregular ship that transports resources, cement, and the like, an operation plan is made by the planning means in consideration of the energy required for unloading after the ship reaches the destination.
In addition, it is not necessary to operate the engine after berth and generate electricity required for cargo handling by the generator by controlling the discharge to the auxiliary drive means so that the power storage control means leaves the power necessary for cargo handling after berthing. The total amount can be reduced or a relatively small capacity generator can be installed, and the hull weight and engine space can be saved.
Further, the propulsion means can also serve as means for transmitting the driving force to the water by the main engine and the auxiliary drive means.

According to a second aspect of the present invention, there is provided a marine hybrid operation system according to the present invention, wherein a main engine, propulsion means for propelling a hull driven by the main engine, power generation means, and power storage for storing electric power generated by the power generation means. Means, auxiliary driving means driven by the electric power output from the power storage means, auxiliary propulsion means for generating power for auxiliary propulsion of the hull by the auxiliary driving means, operating state and operation of the main engine Planning means for drafting an energy balance plan including energy consumption in cargo handling after berthing based on the plan; charging from the power generation means to the power storage means based on the energy balance plan; and from the power storage means to the auxiliary drive means And storage control means for controlling the discharge to the auxiliary drive means so as to control the discharge of the auxiliary drive means and leave the power necessary for the cargo handling after berthing. The features.
The power storage control means charges and discharges the power storage means on the basis of the energy balance plan designed in consideration of the entire operation plan for one voyage, so that the energy efficiency of the whole voyage can be optimized. .
In addition, it is not necessary to operate the engine after berth and generate electricity required for cargo handling by the generator by controlling the discharge to the auxiliary drive means so that the power storage control means leaves the power necessary for cargo handling after berthing. The total amount can be reduced or a relatively small capacity generator can be installed, and the hull weight and engine space can be saved.

According to a third aspect of the present invention, in the hybrid operation system for a ship according to the first or second aspect , the planning means further formulates the energy balance plan in consideration of sea conditions and weather. And
With the above configuration, the external force exerted on the main engine by the planning means can be accurately estimated based on sea conditions and weather.

The present invention is defined in claim 4, in marine hybrid navigation system as recited in one of claims 1 to 3, wherein the power generating means, and configured to be driven by the main engine, before Symbol power storage control means, when the output of the main engine is within the output range of the Jo Tokoro, stored excess power to the power storage unit, when the output of the main engine is the predetermined output range, the storage means The auxiliary driving means is controlled to discharge.
By operating the main engine in a predetermined output range, energy efficiency can be improved.

According to a fifth aspect of the present invention, there is provided the marine hybrid operation system according to the fourth aspect , further comprising output detection means for detecting an operating state of the main engine, wherein the power storage control means Charging and discharging are controlled based on the detection result. With the above configuration, the power storage control unit can control charging and discharging using the detection result of the operating state of the main engine detected by the output detection unit.

According to a sixth aspect of the present invention, in the marine hybrid operation system according to the fourth or fifth aspect , the operation of the main engine is stopped within the predetermined output range.
With the above configuration, it is possible to prevent the main engine from operating in an area where the energy efficiency is poor.

The present invention according to claim 7, in marine hybrid navigation system of claim 6, stop of the operation of the main engine is characterized in that made in the vicinity of the harbor.
With the above configuration, problems such as exhaust gas and noise caused by operation in the port of the main engine can be solved .

The present invention described in 請 Motomeko 8, in marine hybrid navigation system according to claims 1 to one of the claims 7, said generating means also serves as the driving motor of the said auxiliary driving means Features.
With the above configuration, the power generation means and the drive motor can be shared.

According to a ninth aspect of the present invention, in the marine hybrid operation system according to one of the first to eighth aspects, two types of power storage means or two power storage means are provided as the power storage means. It is characterized by that.
With the above configuration, power storage units having different properties can be used in combination. If two power storage units are provided, charging and discharging can be performed separately.

According to a tenth aspect of the present invention, there is provided the marine hybrid operation system according to the ninth aspect , wherein the two kinds of power storage means are a storage battery and a capacitor.
With the above configuration, power can be stored in an appropriate power storage unit according to the magnitude and time of the generated power, and power can be supplied from an appropriate power storage unit according to the required power level and time.

The present invention described in claim 11 is the marine hybrid operation system according to claim 10 , wherein the storage control means controls the discharge of the storage battery and the capacitor according to the magnitude of the change in power load. Features.
With the above configuration, electric power can be supplied from an appropriate power storage unit according to the use of electric power according to the magnitude of load change of electric power used in the ship. Furthermore, for example, if electric power is supplied to the auxiliary drive means, load fluctuations of the main engine can be suppressed, and engine efficiency can be improved.

According to a twelfth aspect of the present invention, in the marine hybrid operation system according to the fifth aspect , a variable pitch propeller is used as the propulsion unit, and the output detection unit detects a rotation speed and a pitch angle of the variable pitch propeller. The power storage control unit controls charging and discharging based on a detection result of the output detection unit .
As described above, if the variable pitch propeller and the power storage control means work together, that is, they are controlled so as to be related to each other, the driving of the propulsion means by the main engine and the charge / discharge by the power storage control means are related. Can be controlled.

A hybrid operating ship according to a thirteenth aspect of the present invention is equipped with the marine hybrid operating system according to any one of the first to twelfth aspects.

Since the hybrid operation system of the present invention can optimize the energy efficiency of one voyage as a whole, it is possible to realize a high energy saving effect by the whole optimization. In particular, the energy balance plan including energy consumption in cargo handling after berthing based on the driving state and the operation plan is formulated by the planning means, and charging and discharging of the power storage means are controlled, so that it can be applied to irregular ships. .
In addition, the planning means can accurately plan an energy balance plan in consideration of sea conditions and weather.
If the main engine is operated in a predetermined output range with good energy efficiency, the energy saving effect can be further improved. When the main engine is operated within a predetermined output range and has surplus power, surplus power is stored in the power storage means, discharged from the power storage means outside the predetermined output range, and driven by the auxiliary drive means. It becomes possible to return to a predetermined output range with good efficiency or to operate in the vicinity of a predetermined predetermined output range.
A configuration in which the detection result of the output of the main engine is used for control by the power storage control means, a configuration in which the operation of the main engine is stopped within a predetermined output range, and a configuration in which the operation of the main engine is stopped near the port This is also effective for more efficient operation of the main engine and solution of exhaust gas and noise problems in the port.
Controlling the discharge to the auxiliary drive means to leave the power necessary for cargo handling after berthing so that it is not necessary to operate the engine after berthing will improve the energy saving effect and eliminate problems due to engine operation at the port. Is also effective.
According to the configuration in which the propulsion unit is driven by the main engine and the auxiliary drive unit, and the configuration in which the power generation unit and the drive motor are shared, the configuration of the hybrid operation system can be simplified.
According to the configuration in which power storage means having different properties are used in combination, charging and discharging can be performed using appropriate power storage means. For example, if a storage battery and a capacitor are used in combination as the power storage means, an appropriate power storage means can be used according to the magnitude of power and the power per hour. In addition, by controlling the discharge according to the change in the power load, it is possible to supply power from an appropriate power storage unit according to the application and further improve the energy saving effect.
If control is performed so that the variable pitch propeller and the power storage control means work together, that is, the output detection means detects the rotation speed and pitch angle of the variable pitch propeller, and the power storage control means charges based on the detection result of the output detection means. If the discharge is controlled, the driving of the propulsion means by the main engine and the power storage control can be adjusted to further improve the energy saving effect. Furthermore, if the auxiliary driving means and the power storage control means are controlled to work together, the load fluctuation of the main engine can be suppressed, the engine efficiency can be improved, and the energy saving effect can be further improved.
Since the hybrid operating ship of the present invention is equipped with the marine hybrid system of the present invention, the same effect as the marine hybrid system described above can be obtained.

The block diagram which shows the outline of the hybrid operation system of the ship of the 1st Embodiment of this invention Explanatory drawing explaining how to determine the optimal route A graph showing an example of changes in the output of the ship's main engine during one voyage In the marine hybrid operation system of FIG. 1, a graph explaining a case where the planning means further considers sea conditions and weather The block diagram which shows the outline of the hybrid operation system of the ship of the 2nd Embodiment of this invention.

The present invention, for example, estimates the energy supply / demand balance of an entire voyage that is considered to be relatively long, including the energy demand after arriving at a destination such as cargo handling, and develops an energy balance plan. This is a hybrid navigation system for ships. Further, when an optimum energy balance plan is prepared for each voyage, energy efficiency can be further improved by taking into consideration the influence of external forces on the ship using weather / sea state prediction data.
As described above, the present invention achieves a great energy saving effect by considering the energy supply and demand balance of the entire voyage, thereby optimizing the entire energy consumed in the entire voyage.

(First embodiment)
FIG. 2 is an explanatory diagram for explaining a method for determining an optimum route. As shown in the figure, when making an operation plan for cargo transportation by ship, it is important to secure an operation schedule and avoid the responsibility caused by delay. In other words, the purpose is to respond to “no delay” requests from shippers. For this reason, it has been the actual situation of conventional operations to select the shortest route while keeping the navigation speed constant based on the uncertainty of weather and sea conditions. As a result, a situation occurs where the ship reaches the destination with a margin and the ship waits for offshore.
Therefore, it is also possible to secure a schedule for scheduled operations and reduce fuel consumption by establishing an optimal navigation plan (optimal route, optimal ship speed) based on weather and sea state prediction information.
However, conventionally, in the voyage from the starting point to the destination, local energy efficiency has only been optimized on the spot.

FIG. 3 is a graph showing an example of a change in the output of the main engine of the ship in one voyage, and shows an example of an irregular ship carrying cement. In the example shown in the figure, one voyage is composed of cargo handling (loading), harbor maneuvering, normal voyage, harbor maneuvering, and cargo handling (unloading).
Loading is generally performed using land facilities. For this reason, it is not necessary to obtain a large output from the main engine for loading. On the other hand, unloading is generally performed using ship-side equipment. In the example of the non-regular ship carrying cement shown in FIG. 3, it is necessary to obtain a very large output at the first stage of unloading.

  However, as described above, conventionally, in the operation plan, the energy supply / demand balance of the entire voyage has not been optimized in consideration of the energy consumed by the ship at the starting point and the destination. The inventor of the present invention creates an energy balance plan in consideration of energy consumed at the time of anchoring, which has not been considered in the past, that is, in addition to the energy required for maneuvering in a port and normal voyage, We have found that energy efficiency can be realized by improving the energy efficiency of the entire voyage by formulating an energy balance plan that also takes into account the energy consumed during operation and performing power storage control based on this plan.

98% of the GHG generated in the ship life cycle (construction, operation, scrap) is emitted during operation. For this reason, energy saving in the operation of the ship is extremely effective in suppressing GHG.
For example, as shown by a broken line in FIG. 3, an energy balance plan is prepared in which energy required for unloading is stored while maintaining a low output, and the energy stored at the time of unloading is used, and based on this energy balance plan. Power supply and demand. In this way, energy balance can be realized by optimizing the energy supply / demand balance of the entire voyage.
This energy saving by optimizing the energy supply / demand balance of the entire voyage, as shown in Fig. 3, generates a large output that exceeds the specified output range used for normal voyages for cargo handling (unloading) at the destination. It is especially effective when it is necessary to make it.

  FIG. 1 is a block diagram showing an outline of a marine hybrid operation system of the present embodiment. As shown in the figure, the marine hybrid operation system 100 of this embodiment includes a main engine 1, a propeller (propulsion means) 2, a power generation means / auxiliary drive means 3, a power storage means (storage battery) 4, and a power storage means (capacitor) 5. , Planning means 6, power storage control means 7, meteorological sea state information acquisition device 8, operation plan input device 9, hull motion measurement device 10 and output detection means 11.

In the present embodiment, a case where an engine is used as the main engine 1 will be described. However, the main engine 1 is not limited to an engine. For example, a driving force may be generated using only electric energy, such as a pod propulsion device.
The propeller 2 is a propulsion unit that propels the hull 12 driven by the main engine 1. In the present embodiment, the propeller 2 is configured to be driven by the power generation unit / auxiliary drive unit 3 in addition to the main engine 1. Further, as the propeller 2, a variable pitch propeller that can change the pitch of its blades may be used.

  The power generation means / auxiliary drive means 3 generates power for generating electric power stored in the power storage means 4 and the power storage means 5 and power for assisting propulsion of the hull 12 by the power stored in the power storage means 4 and the power storage means 5. Thus, it also functions as auxiliary driving means (motor) for driving the propeller 2.

The power generation means / auxiliary drive means 3 is provided directly on the shaft of the propeller 2. As a result, energy loss can be eliminated and energy can be extracted directly from the shaft of the propeller 2. For this reason, energy efficiency improves compared with the shaft generator which meshes and rotates a gear with the shaft of the conventional propeller 2.
Further, the power generation means / auxiliary drive means 3 is provided on the shaft of the propeller 2 on the bow side (right side in FIG. 1) of the main engine 1. That is, the main engine 1 is located between the power generation means / auxiliary drive means 3 and the propeller 2. In a ship, it is necessary to extract the shaft of the propeller 2 from the hull 12 for inspection once every several years. However, by providing the power generation means / auxiliary drive means 3 at the above-described position, the shaft from the propeller 2 is removed. Easy to remove. Thereby, it can respond easily also to the axial extraction of the propeller 2 required in the case of ship inspection.

The power generation means / auxiliary drive means 3 is driven by the main engine 1. The operation of the main engine 1 is performed within a predetermined output range, and the operation is stopped below the predetermined output range. The operation of the main engine is preferably stopped near the port.
Here, the “predetermined output range” refers to an output range in which the energy efficiency of the main engine 1 is good. Usually, the main engine 1 “predetermined output range” is about 40% to 85% of the maximum output. The term “near the port” refers to a range where problems such as exhaust gas and noise occur in the port by operating the main engine. Specifically, it means the range within 20 captains from the berth berth.

  Both the power storage means 4 and the power storage means 5 store the power generated by the power generation means / auxiliary drive means 3. In the present embodiment, the power storage means 4 is constituted by a battery, and the power storage means 5 is constituted by a capacitor. Thus, the marine hybrid operation system 100 of this embodiment includes two types of power storage means, specifically, a storage battery (battery) and a capacitor.

  The drafting means 6 drafts an energy balance plan based on the operation state of the main engine 1 and the overall plan for one voyage. For example, a central processing unit (CPU) can be used. The drafting means 6 drafts an energy balance plan in consideration of information on wind, waves, and ocean currents on the route, based on the overall sailing plan input from the sailing plan input device 9. The route itself is determined based on the method used in the past, but in addition to the energy consumed in the determined route, the energy consumed after the berth when the ship arrives at the destination is considered. By formulating an energy balance plan, the energy consumed by the entire voyage can be reduced. For example, a keyboard or the like can be used as the operation plan input device 9 that inputs the plan for the entire voyage to the planning means 6.

  During the voyage, the planning means 6 obtains information on the sea state and the weather from the meteorological sea state information acquisition device 8, estimates the external force acting on the main engine 1 from these, and updates the energy balance plan. As the weather and sea information acquired by the weather and sea information acquisition device 8, for example, information published every 3 hours can be used. When this information is used, the energy balance plan planned by the planning means 6 is updated as needed based on the new weather sea state information acquired by the weather sea state information acquisition device 8.

Further, the planning unit 6 formulates and updates an energy balance plan based on the hull motion measured by the hull motion measuring device 10. By considering the hull motion, the accuracy of estimating the external force acting on the main engine 1 is improved.
Since the planning means 6 is configured and functions as described above, the energy efficiency of the entire voyage can be optimized even if it is an irregular ship.

  FIG. 4 is a graph for explaining a case where the planning means 6 further considers sea conditions and weather in the marine hybrid operation system of FIG. This figure shows a normal voyage (see Fig. 3) where sea conditions and weather must be considered. As shown in the figure, the water speed, which is the speed of the ship with respect to the sea, and the ground speed, which is the speed with respect to the land, are affected by an external force applied to the main engine 1 via the hull 12. Therefore, the planning unit 6 updates the energy balance plan as needed in consideration of the influence of this external force, and improves the accuracy of the energy balance plan.

The power storage control means 7 is based on the energy balance plan by the planning means 6, the power storage from the power generation means / auxiliary drive means 3 to the power storage means 4, the power storage means 5, and the power storage means 4, the power storage means 5 to the power generation means / auxiliary drive means. 3 is controlled.
When the output of the main engine 1 falls within a predetermined output range, the power storage control unit 7 of the present embodiment uses the energy exceeding the output required for driving the propeller 2 to store surplus power and / or power storage unit 4 and / or power storage. Store in means 5. Further, when the output of the main engine 1 is out of a predetermined output range, the power storage means 4 and / or the power storage means 5 discharges to the power generation means / auxiliary drive means 3. However, even if the output of the main engine 1 is within a predetermined output range, if there is no energy (remaining power) exceeding the output required for driving the propeller 2, the power storage is not performed.

Hereinafter, charging and discharging of the power storage unit 4 and the power storage unit 5 by the power storage control unit 7 will be described in more detail with reference to FIG. The figure shows a case where the lower limit of the predetermined output range of the main engine 1 is 1850 KW (see the alternate long and short dash line).
When the output of the main engine 1 becomes greater than 1850 KW (within a predetermined output range) (X1, 3 to 5), the power storage control means 7 uses the energy exceeding the output required for driving the propeller 2 to generate surplus power. The electricity is stored in the electricity storage means 4 and / or the electricity storage means 5. However, in this case as well, when the target speed cannot be realized due to the influence of external force, all the output of the main engine 1 is used for driving the propeller 2 and power is not stored. When the output of the main engine 1 is less than 1850 KW (X2), the operation of the main engine 1 is stopped and the power of the power storage means 4 and / or the power storage means 5 is used to generate power and auxiliary drive means 3. To drive the propeller 2. Thereby, the energy required later can be stored in the power storage means 4 and the power storage means 5 based on the energy balance plan while operating the main engine 1 in a range where the energy efficiency is good.

The marine hybrid operation system 100 further includes output detection means 11 for detecting the operating state of the main engine 1. As the output detection means 11, for example, means for detecting the consumption of fuel supplied to the main engine 1 and the rotational speed of the propeller 2 can be used.
Further, when a variable pitch propeller is used as the propeller 2, means for detecting the rotation speed and the pitch angle can be used. In this case, the power storage control unit 7 controls charging and discharging of the power storage unit 4 and the power storage unit 5 in cooperation with the control of the variable pitch propeller. In addition, the output meter which directly measures the output of the main engine 1 such as a shaft horsepower meter can be used instead of the above.
The power storage control means 7 uses the detection result of the output detection means 11 in order to control charging and discharging of the power storage means 4 and the power storage means 5.

  The power storage control unit 7 controls the discharge of the power storage unit 4 and the power storage unit 5 in accordance with a change in power load. Here, “power load change” refers to a change in the amount of power stored in the power storage means 4 and the power storage means 5 per unit time. For example, when the change in the amount of power used per unit time is small, the power storage means (storage battery) 4 suitable for long-time power supply is used, and when the change in the amount of power used per unit time is large, the time is short. Control is performed so that electric power is supplied from power storage means (capacitor) 5 suitable for supplying large electric power.

For power load changes with relatively short time intervals, if there is a surplus capacity for power generation, the main engine 1 is used as an energy supply source to generate power by the power generation means / auxiliary drive means 3, and the generated power is stored. A power storage means (capacitor) 5 is used as a device for this purpose. And when electric power is required, electric power is supplied from the electrical storage means (capacitor) 5.
For power load changes with relatively long time intervals, if there is a surplus capacity for power generation, the main engine 1 is used as an energy supply source to generate power by the power generation means / auxiliary drive means 3, and the generated power The storage means (storage battery) 4 is used as a device for storing the battery. And when electric power is required, electric power is supplied from the electrical storage means (storage battery) 4.
In this way, the power storage means (capacitor) 5 corresponds to a large change in power load, and the power storage means 4 (storage battery) corresponds to a small power load change. Here, as the electrical storage means 4, a lithium secondary battery is mentioned, for example.

The power storage control means 7 controls the discharge to the power generation means / auxiliary drive means 3 so as to leave the power necessary for cargo handling after berthing. For this reason, it is not necessary to operate the main engine 1 or the power generation engine only for the purpose of obtaining energy required for cargo handling (unloading). As shown in FIG. 3, cargo handling requires a large amount of energy in a short time interval. For this reason, conventionally, electric power generated by the power generation means / auxiliary drive means 3 by operating the main engine 1 or the power generation engine for cargo handling has been used.
Therefore, the marine hybrid operation system 100 according to the present embodiment uses the power stored in the power storage means 4 and the power storage means 5 during the voyage based on the energy balance plan planned by the planning means 6 for cargo handling after berthing. I do. Thereby, surplus energy before berthing can be used effectively. Therefore, the energy efficiency of one voyage as a whole can be optimized and energy saving can be realized.

  In the present embodiment, it is assumed that the ship's hybrid operation system 100 is applied to an irregular ship using oil, iron, cement, or the like. For this reason, discharge to the power generation means / auxiliary drive means 3 is controlled to leave electric power necessary for cargo handling after berthing. However, this is an example for one embodiment. For example, when it is used as a so-called hotel use necessary for the occupant's residence, the planning means 6 controls the discharge to the power generation means / auxiliary drive means 3 so as to leave the power used in the ship after berthing. Thereby, energy efficiency as a whole for one voyage can be optimized and energy saving can be realized.

  Moreover, if the power for driving the propeller 2 by the power generation means / auxiliary drive means 3 which is necessary for the ship maneuvering in the harbor at the time of re-departure (see FIG. 2) is also left, the main engine 1 is No need to drive. For this reason, the problem of noise and exhaust gas in the harbor can be solved.

(Second Embodiment)
A second embodiment of the present invention will be described below based on FIG. As shown in FIG. 5, the marine hybrid operation system 200 of this embodiment includes auxiliary drive means 20 that drives a propeller 22 different from the propeller 2 driven by the main engine 1. For this reason, the power generation means / auxiliary drive means 3 includes the power generation means 23 and the auxiliary drive means 20. In these configurations, the ship's hybrid operation system 200 is different from the ship's hybrid operation system 100. Members having the same function are denoted by the same reference numerals in FIG. 5, and description thereof is omitted in this embodiment.

The auxiliary drive means 20 drives a propeller 22 different from the propeller 2. The propeller 22 is provided such that its rotation axis faces the ship side direction of the hull 12. Therefore, the propeller 2 can be driven by the auxiliary drive means 20 and the ship can be moved in the lateral direction. The auxiliary drive means 20 drives the propeller (Stance raster) 22 using the electric power of the power storage means 4 and the power storage means 5, and is controlled by the power storage control means 7. The auxiliary driving means 20 and the propeller 22 can be constituted by, for example, a bow raster although not shown in the drawing.
The power generation means 23 has the power generation function of the power generation means / auxiliary drive means 3.

  The present invention can also be implemented as a hybrid operating ship equipped with the marine hybrid operating system of the above-described embodiment. When implemented as a hybrid ship, the same effects as described for the ship's hybrid operation system can be obtained.

  INDUSTRIAL APPLICABILITY The present invention can be used as a ship's hybrid operation system that realizes energy savings by optimizing the energy supply / demand balance in one whole voyage, as well as for non-regular ships with various transportation targets and routes, as well as regular ships for which these are determined. .

1 main engine 2 propeller (propulsion hand stage)
22 Propeller (auxiliary propulsion means)
3 Power generation means and auxiliary drive means (drive motor)
4 Power storage means (storage battery)
5 Power storage means (capacitor)
6 Planning means 7 Power storage control means 8 Meteorological sea state information acquisition device 9 Operation plan input device 11 Output detection means 12 Hull 20 Auxiliary drive means 23 Power generation means 100, 200 Hybrid operation system for ships

Claims (13)

With the main engine ,
And the power generation means,
Power storage means for storing the power generated by the power generation means;
Auxiliary driving means driven by electric power output from the power storage means;
Propulsion means for propelling a hull driven by the main engine and the auxiliary drive means;
A planning means for formulating an energy balance plan including energy consumption in cargo handling after berthing based on the operating state and operation plan of the main engine;
Based on the energy balance plan, charging from the power generation means to the power storage means and discharging from the power storage means to the auxiliary drive means are controlled, and power to the auxiliary drive means is left so as to leave power necessary for cargo handling after berthing. A marine hybrid operation system comprising a storage control means for controlling the discharge of the ship. With the main engine,
Propulsion means for propelling the hull driven by the main engine;
Power generation means;
Power storage means for storing the power generated by the power generation means;
Auxiliary driving means driven by electric power output from the power storage means;
Auxiliary propulsion means for generating motive power for assisting propulsion of the hull by the auxiliary drive means;
A planning means for formulating an energy balance plan including energy consumption in cargo handling after berthing based on the operating state and operation plan of the main engine;
Based on the energy balance plan, charging from the power generation means to the power storage means and discharging from the power storage means to the auxiliary drive means are controlled, and power to the auxiliary drive means is left so as to leave power necessary for cargo handling after berthing. A marine hybrid operation system comprising a storage control means for controlling the discharge of the ship. 3. The marine hybrid operation system according to claim 1, wherein the planning unit further formulates the energy balance plan in consideration of sea conditions and weather. The power generation means is configured to be driven by the main engine ,
Before SL power storage control means, when the output of the main engine is within the output range of the Jo Tokoro, stored excess power to the power storage unit, when the output of the main engine is the predetermined output range, Vessel hybrid navigation system according to one of claims 1 to 3, characterized in that the control for discharging said auxiliary driving means from said storage means. Further comprising output detection means for detecting the operating state of the main engine,
5. The marine hybrid operation system according to claim 4 , wherein the power storage control unit controls charging and discharging based on a detection result of the output detection unit. 6. The marine hybrid operation system according to claim 4 or 5 , wherein operation of the main engine is stopped within the predetermined output range. 7. The marine hybrid operation system according to claim 6 , wherein the operation of the main engine is stopped near a port. 8. The marine hybrid operation system according to claim 1, wherein the power generation means also serves as a drive motor as the auxiliary drive means. Vessel hybrid navigation system according to one of claims 1 to 8, characterized in that a storage means of two storage means or two lines as said storage means. 10. The marine hybrid operation system according to claim 9 , wherein the two kinds of power storage means are a storage battery and a capacitor. 11. The marine hybrid operation system according to claim 10 , wherein the power storage control unit controls discharge of the storage battery and the capacitor in accordance with a magnitude of a change in power load. A variable pitch propeller is used as the propulsion unit, the output detection unit detects a rotation speed and a pitch angle of the variable pitch propeller, and the power storage control unit controls charging and discharging based on a detection result of the output detection unit . The marine hybrid operation system according to claim 5 . A hybrid operating ship equipped with the ship's hybrid operating system according to any one of claims 1 to 12 .