KR20160037329A - A velocity control method for sailing a hybrid eletric vessel in a zero emission zone - Google Patents

Abstract

The present invention relates to a method for controlling a speed of a hybrid electric vessel in a zero emission zone optimally controlling the speed of the hybrid electric vessel through an internal power control of a system to allow the vessel to reach a destination within a predetermined time while being the vessel enters in the zero emission zone. The method for controlling the speed of the hybrid vessel in the zero emission zone includes: (a) a step of calculating and comparing a current speed of the vessel and a speed required for the vessel to reach the destination within a target time; (b) a step of estimating a current load condition if the current speed is slower than the required speed and determining whether the current load condition is a normal sailing condition or not; (c) a step of determining whether the current load condition is a large load condition or not if the current load condition is not the normal sailing condition; (d) a step of determining whether the vessel is able to reach the destination within the target time through a predetermining speed change if the current load condition is not the large load condition; (e) a step of changing the vessel speed by estimating a speed to enable the vessel to reach the destination within a shortest delay time if the predetermined speed change is not able to make the vessel reach the destination within the target time; and (f) a step of estimating a device or a compartment of a normal system using power which is able to stop its operation if the current load condition is the large load condition. According to this, the method for controlling the speed of the hybrid vessel in the zero emission zone is capable of estimating an arrival time based on current internal and external load conditions of the vessel by measuring only a temperature with a temperature sensor equipped in a humidity sensor for humidity compensation and properly performing a speed control mode according to a situation, thereby maximizing the possibility that the vessel is able to reach the destination on schedule in the zero emission zone by the proper vessel speed control according to the situation.

Description

TECHNICAL FIELD [0001] The present invention relates to a hybrid control method for controlling a speed of a hybrid electric ship in a zero emission zone,

The present invention relates to a hybrid electric vehicle in a zero emission zone that optimally controls the speed of a hybrid electric vehicle through power control inside a system in order to arrive at a destination within a predetermined time in a state where the ship enters a zero- Speed control method.

As global warming by air pollution progresses rapidly, various countermeasures are being made to improve warming. In particular, countermeasures to control the generation of carbon dioxide, which causes air pollution, are being regulated in ships operating in the sea.

As one of the above countermeasures, vessels operating in certain offshore seas are prohibited from using diesel generators, and the regulated coastal zone is called the zero emission zone. 1 shows a zero emission zone set in the offshore sea.

Hybrid electric ship is a ship manufactured to be able to operate using electricity besides fossil raw materials such as petroleum. The hybrid electric vessel is charged by a charger, which is an external electric supply device, at the port in the zero emission zone, but charges the battery using power generated by the electric generator inside the vessel outside the zero emission zone.

On the other hand, the charged vessel passes through the zero emission zone to move from the charged place to the destination and can not use the diesel engine while passing through the zero emission zone.

Therefore, the hybrid electric ship should always judge in real time whether or not it can arrive at the destination within the predetermined arrival time in the zero emission area, and control the operation so that the charged battery only passes through the zero emission zone. That is, the hybrid electric ship can only use limited power (i.e., charged battery power). Therefore, the speed of the ship should be appropriately controlled in conjunction with power consumption and efficiency. The arrival of the vessel within the specified time through the speed control of such an appropriate vessel should be set as the upper goal of the ship navigation control.

Conventional ship control technology is mainly a technique for controlling the operation from one point to another, and does not provide any detailed control of the speed of the ship for the navigation control for passing through a specific area with a limited amount of battery [Patent Literatures 1 and 2].

Therefore, it is urgent to develop a speed control method of a hybrid electric ship having a navigation characteristic with the highest goal of passing through a zero emission zone with a limited amount of battery.

Accordingly, the present applicant measures the average voltage, the average voltage, and the distance to the destination of the charged battery to predict whether or not the current battery can pass through the zero emission area in real time, A navigation control method in a zero emission zone of a hybrid electric ship selecting an appropriate operation mode has been proposed [Patent Document 3].

However, the above-mentioned conventional patent application does not track the detailed consumption power such as consumed power of each part of a ship as a speed control method using an average voltage of a battery. In addition, the above-mentioned conventional patent application is aimed at passing through the zero emission zone, and does not suggest a speed control method of a ship for arriving within a target time.

[Patent Document 1] Korean Published Patent Application No. 10-2001-0099489 (published on November 11, 2001) [Patent Document 2] Korean Published Patent Application No. 10-2010-0016840 (published on February 16, 2010) [Patent Literature 3] Korean Patent Application No. 10-2013-0120837 (filed October 10, 2013, privately)

SUMMARY OF THE INVENTION The object of the present invention is to solve the above-mentioned problems, and it is an object of the present invention to provide a battery management system and a battery management method, in which data on consumed power and power efficiency for each part and data (or database) The present invention provides a method of controlling the speed of a hybrid electric ship in a zero emission zone in which it is possible to predict whether or not the vehicle can pass through an emission region and control an appropriate ship speed according to each situation.

The present invention relates to a method of controlling a speed of a hybrid electric ship in a zero emission zone, the method comprising the steps of: (a) obtaining a current speed of a ship and a required speed for reaching a destination within a target time, step; (b) estimating a current load condition if the operating speed is less than the requested speed, and determining whether the current operating condition is within a normal operating condition; (c) determining whether the current load condition is a large load condition if the current load condition is not within the general operating condition; (d) if the current load condition is not the large load condition, Determining whether or not it is possible to arrive within a predetermined time; (e) changing the speed of the ship by estimating a speed at which it can arrive at a minimum delay time if it is impossible to arrive within a target time through a constant speed change; And (f) if the current load condition is a heavy load condition, suspending and stopping a stopable device or part in the general power use system.

Further, the present invention is a method for controlling the speed of a hybrid electric ship in a zero emission zone, wherein in the step (b), the power efficiency and power consumption rate of a ship converter, an inverter, And the load condition at the current ship speed is estimated using the measured power efficiency and power consumption rate.

Further, the present invention is a method for controlling the speed of a hybrid electric ship in a zero emission zone, wherein the general operating condition is a load condition determined by a power efficiency and a power consumption rate of the ship with respect to a speed, .

Further, the present invention is a method for controlling the speed of a hybrid electric ship in a zero emission zone, wherein the large load condition is a load condition determined by power efficiency, power consumption rate, .

Further, the present invention is a method for controlling the speed of a hybrid electric ship in a zero emission zone, wherein in the step (e), an estimated speed corresponding to a power efficiency and a power consumption rate of the ship is calculated using database- The current power efficiency and the power consumption rate of the ship are measured to estimate the speed.

Further, the present invention is a method for controlling the speed of a hybrid electric vehicle in a zero emission zone, wherein, in the step (f), a device or parts constituting the general system for power use are given priority, Thereby stopping low-level equipment or parts.

(G) if it is determined that the entire system is normal after stopping the system estimated in the step (f), the method further comprises the steps of: and performing a step of changing the speed of the ship by estimating a speed at which the ship can arrive at the minimum delay time of the step (e).

In addition, the present invention is a method for controlling the speed of a hybrid electric vehicle in a zero emission zone, comprising the steps of: (h) stopping the system estimated at the step (f) , And preparing for emergency power generation of the diesel generator.

As described above, according to the method for controlling the speed of the hybrid electric ship in the zero emission zone according to the present invention, the arrival time due to the internal and external load conditions of the present ship is estimated and the speed control mode is appropriately performed according to each situation As a result, it is possible to maximize the possibility of operating on time based on the arrival criterion in the emission zone as an appropriate speed control of the ship in accordance with each situation.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a view showing an example of an emissive zone in an air pollution freezer used in the present invention. FIG.
2 is a block diagram showing a configuration of a hybrid electric ship according to an embodiment of the present invention;
3 is a flowchart illustrating a method of controlling a speed of a hybrid electric ship in a zero emission zone according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to the drawings.

In the description of the present invention, the same parts are denoted by the same reference numerals, and repetitive description thereof will be omitted.

First, the configuration of a hybrid electric ship for carrying out the present invention will be described with reference to Fig.

2, the hybrid electric ship according to the present invention includes a propulsion electric motor 10, a motor drive inverter 20, a battery pack 30, a diesel generator 40, a DC / DC converter 51, an AC / DC converter 52 as shown in Fig. In addition, it may further comprise a power management system (ES-PMS)

The propulsion motor (10) is an electric motor for driving the propeller of the ship, and generates a rotational power capable of directly operating the ship. The motor drive inverter 20 generates an output for driving the propulsion motor 10 by electric power supplied from the diesel generator 40 or the battery pack 30.

The DC / DC converter 31 is a converter for converting the DC power of the battery pack 30 into a DC power suitable for the motor drive inverter 20. The AC / DC converter 52 converts the AC power of the diesel generator 40 DC converter.

On the other hand, the battery pack 30 is charged through the external battery charger 70. Also, when the AC power generated by the diesel generator 40 is supplied to the battery pack 30 through the converters 31 and 32, the battery pack 30 can be charged from the diesel generator 40 as well.

Specifically, the hybrid electric vehicle is charged by an external electric power supply charger or battery charger 70 at a port within the zero emission zone. Further, outside the zero emission zone, the battery or the battery pack 30 can be charged by using the electric power generated by the electric generator or the diesel generator 40 inside the vessel.

The ship power system converter 80 is a system for supplying power necessary for the ship from the battery pack 30 or the diesel generator 40.

In addition, the power management system (ES-PMS) 60 is a system for managing power, and in particular, controls power use of the battery pack 30. [ Therefore, the power management system 60 directly controls the motor drive inverter 20, the DC / DC converter 51, the battery pack 30, and the like.

Specifically, after the battery pack 30 is charged, the hybrid electric vehicle passes through the zero emission zone in order to move from the charged location to a specific destination, and can not use the diesel engine while passing through the zero emission zone.

At this time, the power management system 60 must always perform real-time control in order to observe a predetermined arrival time of the ship in the zero-emission area, and controls the propulsion motor 10 through the motor drive inverter 20. The power management system 60 also collects data such as power consumption, power efficiency, and the like from the inverter 20, the DC / DC converter 51, and the electricity use general system 80, The remaining amount data of the battery is collected and used for judgment for speed control of the ship.

The electrical utility general system 80 includes electrical equipment or components that consume power within the ship.

Meanwhile, the power management system 60 controls the speed of the ship through the propulsion motor 10 with the aim of arriving at a predetermined time, and when the arrival at the destination from the zero emission zone is difficult due to a special condition, 40 is used.

In addition, the power management system 60 constructs and stores data on the electricity use general system 80, and data on the power consumption rate and power efficiency versus ship speed, in a database.

The data for the general use system 30 for electricity use consists of a list of the electrical equipment or parts consuming power within each ship and the data about the required degree of each electrical equipment or parts. That is, priority can be set according to importance such as whether it is an essential device or part or an optional device or part. This is used as a criterion for selecting a device or part to be stopped when the power of a part of the electricity-using general system 30 is stopped under a heavy load condition.

In addition, the power consumption rate and power efficiency data relative to ship speed are data on power consumption and power efficiency required to maintain the speed at a specific ship speed. This data is preliminarily obtained through experiments and is converted into a database. Particularly, it is data on the power consumption and power efficiency required under a normal load condition, that is, a load under a normal condition (or an average condition) under the load condition.

The power consumption and power efficiency data are also made up of the average value and the variation range. If the speed is fixed, the higher the load, the higher the power consumption rate, the power efficiency, and the fluctuation range. Therefore, it is possible to measure or estimate the load of the ship in the present state by measuring the power consumption rate, the power efficiency, or the fluctuation range thereof.

In addition, the power consumption rate and the power efficiency data comparison criterion for determining the large load condition are determined in advance. The large load condition is a condition for judging a state in which the load is extremely high and the fluctuation width is high.

That is, when the load is high, the power consumption rate and the power efficiency or the fluctuation range thereof are increased. Such a state where the consumption rate is extremely high is referred to as a heavy load condition, and a condition for determining such a heavy load condition is a heavy load condition.

Specifically, the ship speed is measured in the actual ship, and at the same time, the power consumption rate and power efficiency data are measured (or collected). Current power consumption and power efficiency data relative to current ship speed correspond to current load condition (state). Contrast the current load condition with the generalized load condition of the database or against the heavy load condition. Therefore, if the current load condition is lower than the normal load condition, the normal load condition (or the normal condition) is determined. If the current load condition is higher than the large load condition, it is judged as a large load condition. If it is not a steady state or a heavy load state, it is determined that the state is a heavy load state.

The central one-to-heavy load condition refers to a case where the ship is overloaded by the ship due to climate and other conditions, and therefore requires more power than usual to advance at normal speed. That is, it is not common to use a high-efficiency power system, and the remaining case is a general operating condition. General operating conditions are set in advance.

In addition, the heavy load condition is an extreme condition, and the load is high and the fluctuation width is too large to predict or estimate. The heavy load state refers to a state in which overloading takes place rather than a normal state (or a normal load state), but a certain degree of prediction or estimation is possible.

To summarize again, the database (DB) is constructed as power consumption and power efficiency of inverters and converters versus ship speed. Speed and power consumption ratio and efficiency in the database (DB), and distinguishes the general condition and the general condition which can completely predict the time to the destination. If a general condition is met, it is judged whether it is a heavy load condition determined to be a very important condition or whether it is out of a general condition or a heavy load condition. The heavy load condition is set as the heavy load condition when the power consumption rate and efficiency are excessively higher than the reference value or exceeding the minimum maintenance consumption rate and efficiency. By using the DB condition, it is determined which mode is in which mode, the power consumption rate and efficiency are used to determine the variation range of the operating speed. When the change width is applied, the system calculates the arrival possibility when the speed is changed with respect to the remaining available power amount, and changes the speed of the ship based on the calculation.

Next, a method for controlling the speed of a hybrid electric ship according to an embodiment of the present invention will be described with reference to FIG. The speed control method of an electric ship according to the present invention is a method performed by the power management system (60).

As shown in FIG. 3, the speed control method according to the present invention is divided into a speed control step of a normal load, a speed control step of a heavy load, and a speed control step of a heavy load after entering a zero emission zone.

First, it is confirmed whether the ship enters the zero emission zone (S11). That is, the speed control method according to the present invention is performed after entering the zero emission zone. When entering the zero emission zone, the hybrid electric ship is charged. After the hybrid electric ship enters the zero emission zone in the charged state, the hybrid electric ship enters a mode of performing speed control for the purpose of arrival of a predetermined time. Therefore, the speed control method for operation in FIG. 3 shows a control method after entering the zero emission zone.

Next, when the ship enters the zero emission zone, the current speed and the required speed for reaching the destination at a predetermined time (or target time) are obtained and compared (S12).

The speed is the speed at which the ship is currently operating. The required speed is the minimum speed at which the vehicle reaches its destination at the target time from its current position. Preferably, the distance from the current position to the destination of the ship (or the distance to be operated) is divided by the difference of the current time from the target time (target time - current time) to obtain the required speed.

If the navigation speed is lower than the required speed, it is determined that the time to the destination is difficult at the current speed. At this time, in order to increase the speed of the ship, the power efficiency and the power consumption rate are respectively checked for the driving electric power components and other electric appliances (that is, inverters, converters, and general power use systems) (S21, S22).

(Or calculates) the power efficiency and power consumption rate (or the variation thereof) by accumulating real-time values for current ship's main inverters, converters, and other key power-consuming core components (power use generic system) in the ship. The main components of the power use general system such as the main power use core parts are preset and reserved.

The load condition at the current ship speed is estimated using the checked power efficiency and the power consumption rate, and the estimated current load condition is compared with the general operating condition (S23). That is, it is judged whether the current load condition is within the normal operating condition or beyond the normal operating condition. At this time, as described above, the general operating condition (or general load condition) is a predetermined load condition.

If the current load condition is within the normal operating conditions, the ship speed is increased (S24). That is, in such a comparison, if the operating condition (or load condition) does not greatly differ from the reference condition in the general operating condition of the ship, the speed is increased at the current speed of the ship. Constant speed refers to an increase in speed internally calculated to arrive within a given arrival time (target arrival time).

Alternatively, if it is determined that the operating condition (or the current load condition) has deviated from the general operating condition of the ship, the measured power efficiency and power consumption rate are applied to the ship's drive inverter 20 and the converter 51, It is determined whether the condition (or load condition) is a heavy load condition that is very difficult to control the speed (S31).

Large load conditions require the ship to use more power than usual to travel at normal speed due to overloading of the ship due to climate and other conditions. Particularly, the state of heavy load condition is a case where a high efficiency power system can not be used, and it is very difficult to predict the load and efficiency because the load on the ship is too large and the instantaneous change amount changes greatly.

If it is determined that the current load condition (or current load condition) is not a large load condition, it is determined whether or not it is possible to reach the target time through a constant speed change (S41). Preferably, . A constant rate change is an increase in the rate calculated to arrive within the target time.

The reference condition of the large load condition is set to be high. That is, the difference in the reference value between the large load condition and the normal load condition (or the general operating condition) is large. At this time, the current load condition deviates from the normal load condition, but it may not be a large load condition. This case is referred to as a heavy load condition (or a heavy load condition).

If it is determined that the vehicle can be reached within the target time, the mode for increasing the speed is entered. That is, the step S24 of increasing the navigation speed is performed.

If it is determined that the vehicle can not be reached within the target time, the inverter 20 and the converter 51 are estimated through the experiment using the pre-configured data to estimate the speed at which the vehicle can arrive at the minimum delay time (S42). That is, the speed (minimum delay time) at which the minimum time can be delayed even if it is later than the speed (required speed) for meeting the arrival target time is estimated.

The data for estimating the arrival rate with the minimum delay time is pre-established in the database (DB). That is, the estimated ship speed data is built in advance in a database in a load state corresponding to a specific load state, that is, a specific power consumption rate, power efficiency, or a fluctuation range thereof. It is built into the database through experiments. Using this, we estimate the speed at which we can arrive.

Then, the speed of the ship is changed at the estimated speed (S43).

In this way, since the speed is estimated for the purpose of arrival in consideration of the delay, in order to minimize the energy consumption, it is checked whether the part of the power use system in the ship can be stopped and stopped. These steps are also performed when the current load condition is determined to be a large load condition.

That is, the power status of the entire power usage system in the ship is checked (S51). Estimates an interruptible system in the entire power usage system, and suspends power supply to the estimated system (S52).

Then, it is checked whether the entire system is normal or abnormal even if the estimated system is interrupted (S53).

When it is confirmed that the ship is operating normally, a step S41 is performed to determine whether it is possible to arrive at the target time through a constant speed change. That is, it is determined whether or not it is possible to reach the target time (S41), and if possible, the navigation speed is increased (S24). If it is impossible, a possible arrival speed is estimated with a minimum delay time (S42), and the speed of the ship is changed at the estimated time (S43).

If it is determined that the entire system of the ship is not in a normal state when the estimated system is interrupted, the emergency power generation of the diesel generator is prepared (S54).

The invention made by the present inventors has been described concretely with reference to the embodiments. However, it is needless to say that the present invention is not limited to the embodiments, and that various changes can be made without departing from the gist of the present invention.

10: Propulsion motor 20: Motor drive inverter
30: Battery pack 40: Diesel generator
51: DC / DC converter 52: AC / DC converter
60: Power management system 70: Battery charger
80: General system of power use

Claims (8)

A method of controlling a speed of a hybrid electric ship in a zero emission zone,
(a) obtaining and comparing a current speed of a ship and a required speed to reach a destination within a target time;
(b) estimating a current load condition if the operating speed is less than the requested speed, and determining whether the current operating condition is within a normal operating condition;
(c) if the current load condition is not within the general operating condition, determining whether the current load condition is a heavy load condition;
(d) if the current load condition is not the heavy load condition, determining whether the current load condition can be reached within a target time through a constant speed change;
(e) changing the speed of the ship by estimating a speed at which it can arrive at a minimum delay time if it is impossible to arrive within a target time through a constant speed change; And
(f) estimating and stopping the stoppable device or part of the power-consuming general system when the current load condition is a heavy load condition, and stopping the hybrid electric vehicle in the zero emission zone .
The method according to claim 1,
In the step (b), the power efficiency and the power consumption rate of the ship's converter, inverter, and power use general system are measured, and the load condition at the current ship speed is estimated using the measured power efficiency and power consumption rate Wherein the velocity of the hybrid electric vehicle is controlled by the control means.
The method according to claim 1,
Wherein the general operating condition is a load condition determined by a power efficiency and a power consumption rate of the ship, and the data is data obtained through experiments in advance.
The method according to claim 1,
Wherein the large load condition is data that is previously stored in a database as a load condition determined by a power efficiency, a power consumption rate, and a fluctuation range of the speed versus speed of the ship.
The method according to claim 1,
Wherein the speed is estimated by measuring the current power efficiency and the power consumption rate of the present ship using the database-based data at an estimated speed corresponding to the power efficiency and power consumption rate of the ship in the step (e) A method for controlling the speed of a hybrid electric ship in a seismic zone.
The method according to claim 1,
In the step (f), the devices or parts constituting the general system for power use are given priority and the devices or parts having lower priority are stopped. Speed control method.
The method of claim 1,
(g) if it is determined that the entire system is normal after stopping the system estimated in the step (f), changing the speed of the ship by estimating a speed that can arrive at the minimum delay time of the step (e) Further comprising the step of controlling the speed of the hybrid electric vehicle in the zero emission zone.
The method of claim 1,
(h) preparing the emergency power generation of the diesel generator when it is determined that the entire system is abnormal after stopping the system estimated in the step (f) A method for controlling the speed of an electric ship.

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