KR102242213B1 - navigation control system and ship having the same - Google Patents

Abstract

The present invention relates to a navigation control system and a ship including the same, comprising: a wind power propulsion unit installed on a ship having a rudder and generating propulsion using wind power; A route management unit calculating an error in which the vessel deviates from a target route during operation based on external force information; And a thrust control unit that calculates a control variable of the rudder to eliminate the error, wherein the thrust control unit calculates a control variable of the wind power propulsion unit based on the control variable of the rudder and the drift angle of the ship. It is done.

Description

Navigation control system and ship having the same

The present invention relates to a navigation control system and a ship including the same.

A ship is a means of transport that navigates the ocean carrying a large amount of minerals, crude oil, natural gas, or thousands of containers, etc., and is made of steel, and it is made of steel and is suspended on the water surface by buoyancy, and the thrust generated through the rotation of the propeller is controlled. Go through.

These ships generate thrust by driving engines or gas turbines.At this time, the engine uses oil fuel such as heavy oil (HFO) or diesel (MDO, MGO) to move the piston, and the crankshaft rotates by the reciprocating motion of the piston. In addition, the shaft connected to the crankshaft rotates to drive the propeller, while the gas turbine burns oil fuel with compressed air and generates power by rotating the turbine blades through the temperature/pressure of the combustion air. Use the method of delivery.

However, in recent years, gas fuels such as liquefied natural gas (LNG) or liquefied petroleum gas (LPG) are used to drive engines or turbines to solve the problem of environmental damage caused by exhaust when oil fuel is used. Fuel propulsion is being used. In particular, since LNG is a clean fuel and reserves are more abundant than petroleum, the method of using LNG as gas fuel is applied to other ships such as container ships in addition to LNG carriers.

Furthermore, the use of solar power and wind power as natural energy that does not generate any exhaust is also attracting attention. In particular, in the case of wind power, the structure is simple and the maintenance cost is low in that it is possible to simply convert the wind power into propulsion by installing facilities such as a sail on the deck.

In addition, unlike sails that are generally known in recent years, a rotor facility (for example, a magnus rotor) that can convert wind power into a propulsion in a desired direction while rotating directly using power has been mounted on a solid ship. Such a rotor facility is composed of a stator fixed to the deck and a rotor that is provided in the form of a cylinder so as to surround the surface and the upper surface of the stator, and the rotation speed or direction is adjusted.

Unlike sails, such a rotor facility has recently undergone a lot of research and development in that it can process wind power with a desired propulsion force. However, the rotor facility is in the form of a large column with a diameter of several meters and a height of several tens. A number of problems remain.

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is to provide a navigation control system capable of implementing optimal navigation by appropriately controlling a wind propulsion device utilizing wind power, and a ship including the same. To provide.

A navigation control system according to an aspect of the present invention includes: a wind power propulsion unit installed on a ship having a rudder and generating propulsion using wind power; A route management unit calculating an error in which the vessel deviates from a target route during operation based on external force information; And a thrust control unit that calculates a control variable of the rudder to eliminate the error, wherein the thrust control unit calculates a control variable of the wind power propulsion unit based on the control variable of the rudder and the drift angle of the ship. It is done.

Specifically, the external force information may be an ocean current force acting on the ship by wind and sea water acting on an upper portion of the sea level in the ship.

Specifically, the thrust control unit may include a drift angle calculation unit that calculates a drift angle generated by adjusting the rudder by using a gyro sensor and satellite reception data provided on the ship; And a thrust adjusting unit for calculating a correction control variable of the rudder for offsetting the drift angle and a control variable of the wind power propulsion unit.

Specifically, the wind power propulsion unit may include a stator fixed to the deck of the ship, and a rotor that rotates based on the stator to convert wind power into propulsion.

A ship according to an aspect of the present invention is characterized in that it has the navigation control system.

The navigation control system according to the present invention and a ship including the same may have a wind propulsion device such as a rotor and control the operation of the wind propulsion device according to the environment, thereby innovatively improving the sailing efficiency of the ship.

1 is a conceptual diagram of a ship according to an embodiment of the present invention.
2 is a conceptual diagram of a navigation control system according to an embodiment of the present invention.
3 is a detailed conceptual diagram of a navigation control system according to an embodiment of the present invention.
4 is a control flow chart of the navigation control system according to an embodiment of the present invention.
5 is a conceptual diagram of a ship according to an embodiment of the present invention.
6 is a view for explaining the wind power propulsion unit 100 of the navigation control system according to an embodiment of the present invention.
7 is a conceptual diagram of the navigation of a ship according to an embodiment of the present invention.

Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments associated with the accompanying drawings. In adding reference numerals to elements of each drawing in the present specification, it should be noted that, even though they are indicated on different drawings, only the same elements are to have the same number as possible. In addition, in describing the present invention, when it is determined that a detailed description of a related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a conceptual diagram of a ship according to an embodiment of the present invention.

1 is a comparative example for explaining a case in which the navigation control system of the present invention is not used, but it is noted that the content shown in FIG. 1 is also included in the present invention and does not constitute a prior art.

Referring to FIG. 1, the ship 1 encounters disturbances such as currents, currents, and winds in the course of its operation. In this case, the actual path of the ship 1 may deviate from the traveling path formed by the propulsion device (propeller, rudder (R), etc.) provided by the ship 1.

As an example, as shown in the drawings, when a side wind and a side-rear sea current act on the ship 1, the ship 1 generates a ship speed in the lateral direction in addition to the rear ship speed by a propeller.

Therefore, the ship's path to move in a direction away from the heading angle occurs, and the inconsistency between the bow angle and the moving path of the ship 1 is called the drift angle. .

When such a drift angle occurs, since the ship 1 deviates from the intended route, the rudder R or the like is adjusted to return to the destination route in order to meet the operation schedule and the like.

That is, if the direction of the target route and the moving route of the ship 1 are inconsistent, the rudder R is used to control the route. The use of such a rudder (R) turns the vessel (1) in the direction of the destination route, and at the same time, the drift angle is additionally generated as shown in the center of Fig. 1 by the lateral load acting on the rudder (R). do.

Therefore, when reaching the destination route, the ship (1) uses the rudder (R) in the opposite direction to offset the force and moment in order to solve the heading force and drift angle caused by the use of the existing rudder (R) in order to match the direction of the travel path. You will implement the control you want to do. For this reason, the path that the ship 1 travels is inevitably to have an error compared to the target path while fluctuating in a zigzag left and right as shown on the right side of FIG. 1 when compared with the target path.

This route error eventually leads to problems such as a schedule problem of the ship 1, a decrease in engine operation efficiency of the ship 1, and a decrease in fuel economy due to acceleration, which is disadvantageous from the viewpoint of OPEX.

The present invention can eliminate the drift angle by controlling the wind power propulsion unit 100 other than the basic propulsion device in order to solve this problem. It will be described in detail below.

FIG. 2 is a conceptual diagram of a navigation control system according to an embodiment of the present invention, FIG. 3 is a detailed conceptual diagram of a navigation control system according to an embodiment of the present invention, and FIG. 4 is a navigation control system according to an embodiment of the present invention. This is the control flow chart of the system.

In addition, Figure 5 is a conceptual diagram of the navigation of a ship according to an embodiment of the present invention, Figure 6 is a view for explaining the wind power propulsion unit 100 of the navigation control system according to an embodiment of the present invention, Figure 7 is the present invention It is a conceptual diagram of the navigation of a ship according to an embodiment of.

The present invention may include a ship 1 equipped with a navigation control system 10 described below, in which case the ship 1 includes a merchant ship or a drill ship, or other offshore structures that self-navigation toward a specific destination. I can.

2 to 7, the navigation control system 10 according to an embodiment of the present invention includes a wind power propulsion unit 100, a route management unit 200, and a thrust control unit 300.

The wind power propulsion unit 100 is installed on a ship 1 having a rudder R and generates a propulsion force using wind power. The propeller and rudder (R) provided in the ship 1 may be a basic propulsion device, and the wind power propulsion unit 100 included in this embodiment may be an auxiliary propulsion device.

The wind power propulsion unit 100 may implement the propulsion of the ship 1 by using wind power such as wind applied to the ship 1. At this time, the wind power propulsion unit 100 may be a sail, a Magnus rotor, etc., and hereinafter, it is assumed that the wind power propulsion unit 100 is a Magnus rotor capable of relatively freely converting the wind into a propulsion force in a desired direction. This will be explained.

The wind power propulsion unit 100 may include a stator (stator) fixed to the deck of the ship 1 and a rotor (rotor, rotor) that rotates based on the stator and converts wind power into propulsion.

That is, the wind power propulsion unit 100 implements active control to rotate the cylindrical rotor based on the center of the stator installed on the deck, so that the wind force applied to the ship 1 can be converted into a propulsion force in a certain direction and utilized.

Details of the conversion of wind power into propulsion by the wind power propulsion unit 100 composed of a stator and a rotor are already widely known in relation to the Magnus rotor developed by companies such as Norsepower, and thus detailed descriptions thereof will be omitted.

As shown in FIG. 4, the route management unit 200 may manage a destination route determined between the departure point and the destination point based on the schedule of the ship 1, and there may be at least one destination route.

In addition, the route management unit 200 calculates an error in which the vessel 1 deviates from the target route during operation based on the external force information as shown in FIG. 4. In this case, the error calculated by the route management unit 200 may be a drift angle.

As described above, the drift angle is caused by a phenomenon in which the bow angle is distorted compared to the angle toward the destination route due to the disturbance applied to the vessel (1), and that when returning the vessel (1) to the destination route using the basic propulsion device. It may be something that occurs.

The external force information used when the route management unit 200 calculates the drift angle as an error may be the current force acting on the ship 1 by wind and sea water acting on the upper part of the sea level in the ship 1, and the like. (1) It can cover all the forces of the external environment that can generate a drift angle in the ship (1) in the course of its operation.

The thrust control unit 300 controls the distribution of thrust to the basic propulsion device and the auxiliary propulsion device, as shown in FIG. Specifically, the thrust control unit 300 may calculate a control variable of the rudder R in order to resolve the error in relation to an error in which the ship 1 deviates from the target route by an external force. The control variable of the rudder R may mean a rudder angle for returning the ship 1 to the target route.

However, when the control variable of the rudder (R) is calculated by the thrust control unit (300), and the ship (1) controls the rudder (R) according to the control variable, the ship (1) will eventually return to the destination route. As shown in 1, additional drift angles may occur due to the turnaround.

To prevent this, the thrust control unit 300 of the present embodiment may calculate a control variable of the wind power propulsion unit 100 in addition to calculating the control variable for the rudder R.

The control variable of the wind power propulsion unit 100 may be a variable for offsetting the occurrence of a drift angle due to the turn of the ship 1 when adjusting the rudder R according to a control variable or the like. Therefore, this embodiment controls the rudder R according to the control variable when the ship 1 deviates from the target route, and the wind power propulsion unit 100 is used to suppress the occurrence of an additional drift angle due to the control of the rudder R. It is controlled according to the control variable, and furthermore, when the drift angle suppression control using the wind power propulsion unit 100 is controlled, the control variable of the rudder R can be modified and calculated to reduce the rotation head.

Specifically, the thrust control unit 300 includes a drift angle calculation unit 310 and a thrust adjustment unit 320 when referring to FIG. 3. The drift angle calculation unit 310 may calculate a drift angle generated by the basic propulsion device using a gyro sensor and satellite reception data provided on the ship 1.

When the drift angle occurs, the drag of the hull increases, and the inflow flow of the basic propulsion device becomes oblique, which may reduce propeller propulsion efficiency. Therefore, in the present embodiment, in order to first check the drift angle, which is a target to be resolved (minimized), configurations capable of confirming the movement of the vessel 1 such as a gyro sensor may be used.

The thrust adjustment unit 320 may calculate a correction control variable of the rudder R and a control variable of the wind propulsion unit 100 for offsetting the drift angle. For the rudder R, a control variable for returning to the destination route may be calculated first when the ship 1 escapes to the destination route by external force.

However, as described above, when returning the ship 1 to the destination route using only the rudder R, an additional drift angle occurs due to the turn of the ship 1. Therefore, this embodiment is to further reduce the drift angle caused by the turn when controlling according to the control variable of the rudder (R) in the calculation of the control variable of the rudder (R) for returning the ship (1) to the target route. The correction control variable of the rudder R can be calculated.

For reference, in the present invention, the control variable and the correction control variable for the rudder R, and the control variable of the wind power propulsion unit 100 may be calculated in an integrated manner. That is, the control variable of the rudder R and the modified control variable are not separately output, but the control variable of the rudder R is not output as an intermediate variable used for calculating the control variable of the wind propulsion unit 100, and the rudder R It is also possible to output only the modified control variable of ).

Hereinafter, the control of this embodiment will be described in detail with reference to the drawings.

This embodiment is a basic propulsion device and wind power according to the driving conditions (RPM & rotation direction of the rotor, rudder angle, etc.) and wind load (speed, direction, etc.) of the basic propulsion device and the wind power propulsion unit 100 through CFD or model test. The force/moment database of the propulsion unit 100 can be established in advance. For reference, the force/moment polar graph for each wind direction using CFD for the wind power propulsion unit 100 is as shown in FIG. 6.

Such a database may be allocated to a propulsion control unit, and the propulsion control unit may be used to calculate a control variable of the rudder R, a correction control variable, and a control variable of the wind power propulsion unit 100.

The drift angle calculation unit 310 of the propulsion control unit is provided through various devices of the ship 1, such as a gyro sensor (measurement of head angle) and GPS data (check ship's path) installed on the ship 1, as shown in FIG. By collecting and utilizing identifiable information, it is possible to calculate errors such as distance and drift angle compared to the target route.

At this time, the thrust adjustment unit 320 of the propulsion control unit may establish a force/moment control target of the basic propulsion device and wind propulsion unit 100 for offsetting the error.

In addition, the thrust adjustment unit 320 is a basic propulsion device and a wind power propulsion unit so that the control target can be reached by using a thrust distribution algorithm in addition to the database described above so as to minimize the drift angle of the hull and simplify the navigation route. Control variables can be calculated for appropriately distributed control of the operation level or operation state of (100).

As an example, this embodiment is as follows.

In this embodiment, the specifications of the basic propulsion device and the wind power propulsion unit 100 are stored, and the ship speed, current speed, wind speed, wind direction, etc. are input as measurement information.

For example, in the case of 9 knots of ship speed, 1 knots of current (forward direction), and 1.7 knots (lateral direction, stbd action), the drift angle may be calculated as 10deg[=arctan(1.7/(1+9))].

In addition, the wind speed may be 15m/s and the wind direction may be 90deg (port to stbd direction).

In addition, as an example, the wind power propulsion unit 100 may include four rotors, and the positions of each rotor and rudder R based on the center of gravity may be as follows. The following figures can also be interpreted as ratios.

1.Rotor: #1(100m, -20m), #2(100m, 20m), #3(-120m, -20m), #4(-120m, 20m)

2. Rudder: (-170m, 0m)

Under these conditions, the present embodiment calls the operating range of the force/moment of the rudder R and the wind propulsion unit 100 possible under the measurement conditions through the established database.

1.Maximum rotor force based on measured wind speed/wind direction: 1450kN (forward direction), 840kN (lateral direction)

2. Maximum rudder force based on measured ship speed: 2800kN (forward direction), 4000kN (lateral direction)

Thereafter, the present embodiment uses the thrust adjustment unit 320 of the thrust control unit 300, etc., to determine the force/moment value of the total wind power propulsion unit 100 to be generated in order to reach the target route, through a thrust distribution algorithm. The control variable to be optimally distributed can be calculated, and an example of the optimal distribution is as follows.

1.Rotor

#1 (counterclockwise rotation, maximum rpm): -1400kN (forward direction), -840kN (side direction), -112,000 kN-m (moment, -1400x20-840x100)

#2 (clockwise rotation, rpm capable of generating 2/3 of the maximum force): 933 kN (forward direction), 560 kN (lateral direction), 37,333 kN-m (moment)

#3 (clockwise rotation, rpm capable of generating 2/3 of the maximum force): 933 kN (forward direction), 560 kN (lateral direction), -48,533 kN-m (moment)

#4 (clockwise rotation, rpm capable of generating 2/3 of the maximum force): 933 kN (forward direction), 560 kN (lateral direction), -85,867 kN-m (moment)

2. Rudder (5 degrees STBD direction rotation) : -108kN (forward direction), -1,230kN (side direction), 209,000kN-m (moment)

In the end, according to the above control variables, it becomes 1292kN (forward direction), -390kN (forces in the lateral direction and port direction), and ~0kN-m (moment, rotational force 0). Accordingly, in the present embodiment, while maintaining the thrust in the bow direction, the return force is suppressed, and the force in the port direction is generated, thereby suppressing the movement in the stbd direction by the tide.

In conclusion, the present invention can suppress the unnecessary movement of the vessel 1, while maintaining the vessel 1 as much as possible to the target route.

In this way, the present invention minimizes the generation of drift angle and heading force to reduce hull drag, secures propeller efficiency by securing even inflow flow, and finally simplifies the navigation route as shown in FIG. By reducing the time, it is possible to improve operational efficiency.

In addition to the above-described embodiments, the present invention encompasses all embodiments generated by a combination of at least two or more of the above embodiments or a combination of at least one or more of the above embodiments and known techniques.

Although the present invention has been described in detail through specific examples, this is for explaining the present invention in detail, and the present invention is not limited thereto, and those of ordinary skill in the art within the technical scope of the present invention It would be clear that the transformation or improvement is possible.

All simple modifications to changes of the present invention belong to the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

1: Ship R: Rudder
10: navigation control system 100: wind power propulsion unit
200: route management unit 300: thrust control unit
310: drift angle calculation unit 320: thrust adjustment unit

Claims (5)

A wind power propulsion unit installed on a ship having a rudder and generating propulsion using wind power;
A route management unit calculating an error in which the vessel deviates from a target route during operation based on external force information; And
And a thrust control unit that calculates a control variable of the rudder to solve the error,
The thrust control unit,
Calculate the control variable of the wind power propulsion unit based on the control variable of the rudder and the drift angle of the ship,
A drift angle calculation unit that calculates a drift angle generated by rudder adjustment by using a gyro sensor or satellite reception data provided on the ship; And
And a thrust adjustment unit for calculating a correction control variable of the rudder for offsetting the drift angle and a control variable of the wind power propulsion unit. The method of claim 1, wherein the external force information,
A navigation control system, characterized in that it is a sea current force acting on the ship by wind and sea water acting on an upper portion of the sea level in the ship. delete The method of claim 1, wherein the wind power propulsion unit,
A navigation control system comprising a stator fixed to the deck of the ship, and a rotor that rotates based on the stator to convert wind power into propulsion. A ship comprising the navigation control system according to any one of claims 1, 2 and 4.

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