KR20230152498A - Hybrid ship and power management method thereof - Google Patents

Abstract

A hybrid ship and electric power operation method are disclosed. The hybrid ship includes a hull disposed on the water; One or more wind sails provided on the hull; A shaft generator that is coupled to the propulsion shaft connecting the main engine and the propeller and generates power using the rotational force of the propulsion shaft or adds rotational force to the propulsion shaft; and a battery unit in which power generated by the shaft generator is stored.

Description

Hybrid ship and power management method {Hybrid ship and power management method there}

The present invention relates to a hybrid ship and electric power operation method.

Environmental regulations on ship emissions are gradually being strengthened, with the International Maritime Organization implementing regulations to significantly strengthen the upper limit of sulfur content in ship fuel oil to 0.5% starting in January 2020.

In order to respond to strengthened environmental regulations, measures such as installing exhaust gas purification devices on ships, switching to expensive low-sulfur fuel, or replacing propulsion systems with LNG fuel are being considered.

In addition, as another countermeasure, hybrid ships that reduce the use of fossil fuels are also being proposed.

In general, hybrid ships produce power using the main engine for additional propulsion power that drives the propeller through the propulsion shaft, and the rotational force of the propulsion shaft (shaft) in PTO (Power Take Out) mode, and PTI (Power Take In) mode. In this mode, it includes a shaft generator that assists the driving of the propeller by applying rotational force to the propulsion shaft. In addition, a turbine generator that produces power by using waste heat from the main engine as the working fluid of the turbine may be further included.

The power produced by the shaft generator can be stored in a battery and used to drive the shaft generator to apply rotational force to the propulsion shaft.

However, in the case of hybrid ships, there is an advantage in producing power or providing additional propulsion using the provided shaft generator. However, from the perspective of efficient ship operation, techniques for operating the shaft generator, optimal power production, and utilization of the produced power There are limitations in presenting it effectively.

The matters described in the technical background section of this invention are for understanding the background of the invention, and cannot be assumed to be prior art already known to those skilled in the art in the field to which this technology belongs.

Korean Patent Publication No. 10-2020-0048260

The present invention is a hybrid ship that enables eco-friendly and stable use of stored power by producing in advance using a shaft generator while the ship is sailing and storing it in the battery to be supplied to power consumers operating in areas where environmental regulations are applied. and to provide a power operation method.

The present invention provides a hybrid ship and power operation method that allows a shaft generator to produce power under optimal fuel consumption conditions by additionally securing propulsion power from wind while the main engine is driven to satisfy optimal load conditions. It is for.

The present invention is a hybrid ship and power system that enables efficient power production and optimal energy use by adjusting the amount of power charged in the battery according to the power load rate so that the generator engine that supplies power to the ship can be operated at an optimal fuel consumption rate. It is intended to provide an operation method.

Other objects of the present invention may be easily understood through the following description.

According to one aspect of the present invention, a hull disposed on the water; One or more wind sails provided on the hull; A shaft generator that is coupled to the propulsion shaft connecting the main engine and the propeller and generates power using the rotational force of the propulsion shaft or adds rotational force to the propulsion shaft; And a battery unit that stores the power generated by the shaft generator, wherein the main engine is operated under optimal load conditions and the sum of the first propulsion force generated by the wind applied to the wind sail is added to the second propulsion force. When the operating speed of the hull according to the above exceeds the predetermined designated ship speed, the shaft system generator generates power with the rotational force of the propulsion shaft as much as the excess propulsion force that causes the operating speed to exceed the designated ship speed and stores it in the battery unit. A hybrid ship whose operation is controlled by a control unit is provided.

The hybrid ship includes a basic information collection unit that collects basic information about the wind direction and the operating direction of the hull at each point in time when the hull is sailing; And with reference to the basic information, it may further include an attitude adjustment unit that adjusts the attitude of the wind sail so that the second propulsion force is relatively maximum.

If there is a designated load to be operated at a specific time, the control unit stores and maintains in the battery unit more than the designated load to be supplied to the designated load at least at the time when the designated load is operated according to a pre-designated charging capacity management standard. The operation of the shaft generator can be controlled. Here, the shaft generator starts producing power to be stored in the battery unit at a time prior to the start of operation of the designated load, less the time required for charging for power equivalent to the designated capacity of the user to be stored in the battery unit. It can be controlled to do so.

The hybrid ship may further include a generator engine unit comprised of generator engines that produce power to be supplied to power consumers within the hull. Here, the control unit controls the operation of the generator engines and the battery unit to supply power to the power demander according to a pre-designated optimal power operation standard, and the optimal power operation standard is a predetermined increase in the load required by the power demander. Whenever the efficiency operation unit value is reached, the generator engines are controlled to start operation one by one to produce power, and the operation of the generator engine that has started operation is controlled to continuously handle the load equal to the efficiency operation unit value specified as the optimal load condition. , for loads that fall below the efficiency operation unit value, the power stored in the battery unit is set to be supplied to the power demander, and if the power demander to which power is to be supplied is not the designated load, the use destination of the power stored in the battery unit is designated. It can be set to be supplied within the power amount range excluding capacity.

According to another aspect of the present invention, there is a computer program stored in a computer-readable medium for performing a power operation method of a hybrid ship, wherein the computer program causes the computer to perform the following steps, the steps comprising: Adjusting and controlling the attitude of the wind sail so that the propulsion force generated by the wind applied to the wind sail is relatively maximized, with reference to basic information collected about the wind direction and direction at each point in which the hybrid ship operates; And if the sailing speed of the hull according to the combined thrust generated by the main engine operating under optimal load conditions and the thrust generated by the wind applied to the wind sail exceeds the predetermined designated ship speed, the sailing speed is It includes the step of controlling the operation of the shaft generator to generate power with the rotational force of the propulsion shaft as much as the excess propulsion force exceeding the designated line speed and storing it in the battery unit, but there is a power demand source pre-designated as a designated load to be operated at a specific point in time. Then, the operation of the shaft generator is controlled so that power equal to or higher than the designated capacity to be supplied to the specified load is stored and maintained in the battery unit at least at the time when the specified load is operated according to a pre-designated charging capacity management standard, and the shaft generator is Stored in a computer-readable medium that is controlled to start producing power at a time prior to the start of driving of the designated load, before the time required to deduct the charging time for storing the power equivalent to the designated capacity in the battery unit. A computer program is provided.

Other aspects, features and advantages in addition to those described above will become apparent from the following drawings, claims and detailed description of the invention.

According to an embodiment of the present invention, the power to be supplied to power consumers to be operated in areas where environmental regulations are applied can be produced in advance using a shaft generator while the ship is sailing and stored in the battery, thereby enabling eco-friendly and stable use of stored power. It has the effect of making it possible.

In addition, by securing additional propulsion power from wind while the main engine is driven to meet optimal load conditions, there is an effect of enabling the shaft generator to produce power under optimal fuel consumption conditions.

In addition, the amount of power charged in the battery is adjusted according to the power load rate so that the generator engine that supplies power to the ship can be operated at an optimal fuel consumption rate, thereby enabling efficient power production and optimal energy use.

1 is a diagram schematically showing a power operation system provided in a hybrid ship according to an embodiment of the present invention.
Figures 2 and 3 are diagrams for explaining a power operation technique in a hybrid ship according to an embodiment of the present invention.
4 to 6 are flowcharts showing a power operation method of a power operation system provided in a hybrid ship according to an embodiment of the present invention.

Since the present invention can make various changes and have various embodiments, specific embodiments will be illustrated in the drawings and described in detail in the detailed description. However, this is not intended to limit the present invention to specific embodiments, and should be understood to include all changes, equivalents, and substitutes included in the spirit and technical scope of the present invention.

Figure 1 is a diagram schematically showing a power operation system provided in a hybrid ship according to an embodiment of the present invention, and Figures 2 and 3 illustrate a power operation technique in a hybrid ship according to an embodiment of the present invention. This is a drawing for

Referring to FIG. 1, the power operation system provided in the hybrid ship 110 includes a basic information collection unit 120, an attitude adjustment unit 125, a main engine 130, a shaft generator 145, a battery unit 150, It may include a generator engine unit 155 and a control unit 160.

Additionally, one or more wind sails 115 may be placed on the deck or living quarters of the hybrid ship 110.

Each wind sail 115 may include a sail body 116 and a driving unit 117 for rotating the sail body 116 or adjusting the inclination angle of the sail body 116. Here, the sail body 116 may be made of a rigid body material whose shape and size do not change due to wind.

The basic information collection unit 120 collects basic information such as environmental information, operation information, power generation information, and fuel consumption information at each point in time when the hybrid ship 110 operates.

The basic information collected by the basic information collection unit 120 may be stored in a storage unit (not shown), and the collected basic information may be used to control the attitude of the wind sail 115, as will be described later. .

The environmental information collected by the basic information collection unit 120 may be, for example, one or more of weather information, wind speed and direction information applied to the hybrid ship 110, and vibration information generated in the hybrid ship 110. You can. The basic information collection unit 120 may include one or more sensor devices to collect environmental information, and marine weather information may be collected from, for example, one or more weather information providing organizations.

The navigation information collected by the basic information collection unit 120 may include information about the navigation speed (vessel speed), navigation direction, etc. of the hybrid ship 110. Navigation information may be provided, for example, from a navigation control system provided on a hybrid ship.

The power generation information collected by the basic information collection unit 120 is information about the shaft generator 145 producing power using the rotational force of the propulsion shaft 135, and the produced power being charged to the battery unit 150. It may be information measured by, for example, a charge meter provided in the battery unit 150.

Fuel consumption information collected by the basic information collection unit 120 may be information about the amount of fuel used when operating the main engine 130 for operation of the hybrid ship 110. In addition, the basic information collection unit 120 may further collect information about the amount of fuel used to operate the generator engine to supply power to power demand sources within the hybrid ship 110 as fuel consumption information. Fuel consumption information may be, for example, information measured by a measuring device provided in a fuel supply device provided in the hybrid ship 110. Here, the main engine 130 is a main engine that adds propulsion to the ship to enable the operation of the hybrid ship 110, and the propeller 140 connected to the propulsion shaft 135 rotates by driving the main engine 130. and the ship is propelled.

The attitude adjustment unit 103 adjusts the attitude of the wind sail 115 to correspond to the basic information currently collected by the basic information collection unit 120 under the control of the control unit 160. For example, the attitude adjustment unit 125 recognizes the wind speed and direction of the wind applied to the hybrid ship 110 with reference to the collected environmental information, and determines the operating speed and direction of the hybrid ship 110 with reference to the collected navigation information. By recognizing the direction of navigation, the attitude of the wind sail 115 can be adjusted.

Assuming that the hybrid ship 110 is controlled to operate while maintaining the same ship speed, the control unit 160 controls the main engine 130 to maintain operation under optimal load conditions, and the propulsion force due to the wind is added or the wind The operation of the attitude adjustment unit 125 is controlled so that the attitude of the wind sail 115 is adjusted to reduce wind resistance.

For example, if a tailwind (tailwind) blows based on the direction of travel of the hybrid ship 110, the attitude adjustment unit 125 can adjust the attitude of the wind sail 115 to receive the maximum wind, and the headwind (front wind) can be adjusted. ) If it is blowing, the attitude adjustment unit 125 will be able to adjust the attitude of the wind sail 115 to receive the minimum wind. For example, the posture adjusting unit 125 may horizontally rotate (axially rotate) the sail body 116 by an arbitrary angle to receive minimal wind, or may adjust the posture so that the sail body 116 lies on the floor.

Power is produced (PTO mode) or rotational force is added (PTI mode) to the propulsion shaft 135 connecting the main engine 130 and the propeller 140 to transmit the driving force generated by the main engine 130 to the propeller 140. A shaft generator 145 is mounted so as to do so. The shaft generator 145 can perform the functions of an alternator and a motor.

The control unit 160 controls the main engine 130 to continuously operate under optimal load conditions and, with reference to the basic information collected by the basic information collection unit 120, propeller ( If the operating speed of the hybrid ship 110 according to the combined propulsion force of the rotational propulsion of 140) and the propulsion due to the wind added by the wind sail 115 exceeds the predetermined designated ship speed, the hybrid ship is operated at the designated ship speed. The operation of the shaft generator 145 can be controlled so that the shaft generator 145 produces power by using excess propulsion force so that (110) can operate. The power produced by the shaft generator 145 is stored in the battery unit 150.

The optimal load condition of the main engine 130 may be set to, for example, 70% of the full load operated with the best fuel efficiency (g/kW). The control unit 160 may recognize whether the main engine 130 satisfies the optimal load condition by referring to fuel consumption information collected by the basic information collection unit 120, measurement information of the RPM sensor, etc.

The main engine 130 is operated under optimal load conditions to generate propulsion, and propulsion is added by the wind sail 115, so that, for example, the operating speed of the hybrid ship 110 is set to 25 knots and the specified ship speed is set to 25 knots. When exceeding 20 knots, the control unit 160 causes the shaft generator 145 to produce power (PTO mode) using an additional propulsion force of 5 knots to store power in the battery unit 150, through which The hybrid ship 110 can be operated at a designated ship speed of 20 knots.

In contrast, the main engine 130 is operated under optimal load conditions to generate propulsion, and propulsion is added by the wind sail 115, but for example, the operating speed of the hybrid ship 110 is set to 15 knots. When the specified ship speed is less than 20 knots, the control unit 160 controls the operation of the attitude adjustment unit 125 so that the sail body 116 is in an attitude that minimizes the influence of the wind.

If the designated ship speed is still lowered even by adjusting the attitude of the sail body 116, the control unit 160 uses the power stored in the battery unit 150 to ensure that the main engine 130 can be continuously operated under optimal load conditions. By applying rotational force to the propulsion shaft 135 (PTI mode) by applying it to the shaft generator 145, the hybrid ship 110 can be operated at a designated ship speed.

The power stored in the battery unit 150 by the power generation operation of the shaft generator 145 is supplied to power demand sources (e.g., cooling load, engine room fan load, HVAC load, lighting load, etc.) provided in the hybrid ship 110. It can be.

In addition, the hybrid ship 110 is provided with a generator engine unit 155 to produce power to be used by power consumers. The generator engine unit 155 may include a plurality of generator engines that consume fuel to generate power.

As described above, the control unit 160 can control the operations of the basic information collection unit 120, the attitude adjustment unit 125, the main engine 130, and the shaft generator 145.

Additionally, the control unit 160 may further control the operation of each generator engine provided in the battery unit 150 and the generator engine unit 155 to supply power to power demand sources. In addition, the control unit 160 controls the main engine ( 130), the operation of the shaft generator 145 and the attitude adjustment unit 125 can be controlled.

Specifically, the power required to operate the hybrid ship 110 can be calculated, measured, and adjusted according to the operating situation. For example, in the hybrid ship 110, major power operation situations may be general navigation situations, terminal (pier) unloading work situations, terminal entry/departure situations, and waiting situations at the terminal. In this power operation situation, the power charging capacity of the battery unit 150 may be determined by the capacity at which the power stored in the battery unit 150 can be supplied to power consumers.

As illustrated in Figure 2, for example, a power demand source to be operated at a specific time is designated by the manager of the hybrid ship 110, such as a thruster load to be operated when the ship enters and departs the port (i.e., a designated load ( 170a, see FIG. 2), the control unit 160 calculates the usage-specified capacity, which is the amount of power to be supplied to the designated load 170a at that point in time, and stores power in the battery unit 150 as much as the usage-specified capacity. Calculate the charging time.

For example, a plurality of designated loads may be designated, the operation period of each designated load may be designated to be different from or overlap with each other, and correspondingly, the designated capacity for use at each point in time may be set differently.

Thereafter, the control unit 160 adjusts the attitude of the sail body 116 while the main engine 130 is operating under optimal load conditions so that the propulsion force generated by the hybrid ship 110 is greater than or equal to a predetermined sailing speed, The shaft generator 145 generates power using propulsion exceeding the designated speed at which the hybrid ship 110 will operate and stores it in the battery unit 150.

At this time, the control unit 160 determines the starting time for the shaft generator 145 to produce power in the remaining sailing time until the hybrid ship 110 reaches the destination (or the starting time of operation of the designated load 170a). You can specify a time earlier than the time required to deduct the required time.

When power is stored in the battery unit 150 as the designated capacity by the power production of the shaft generator 145, the control unit 160 supplies power to operate other loads 170b other than the designated load 170a. The shaft generator 145 can be operated to allow more power to be stored in the battery unit 150 as free capacity for use, or to terminate the production of power.

As described above, the driving power of the power demand source placed on the hybrid ship 110 may be supplied from one or more of the battery unit 150 and the generator engine, and in this case, the control unit 160 corresponds to the pre-specified optimal power operation standard. The operation of the generator engine unit 155 and the battery unit 150 can be controlled to do so.

The optimal power operation standard can be set based on the characteristics of the generator engine, where the fuel consumption rate varies depending on the size of the load factor. For example, the optimal load condition for the generator engine to operate at the best fuel efficiency (g/kW) may be set to 90%, and as the load becomes larger or smaller than the optimal load condition, fuel efficiency worsens and the fuel consumption rate gradually increases. there is.

Therefore, as shown in FIG. 3, the optimal power operation standard is to ensure that the generator engine is additionally started whenever the load increases to reach the efficiency operation unit value at which the generator engine can be operated with optimal efficiency, but when the operation is started, In order for the generator engine to continue to operate at an optimal fuel consumption rate corresponding to the efficiency operation unit value, the additional power required (i.e., the required power less than the efficiency operation unit value) is supplied to the power demand source by the power stored in the battery unit 150. It can be set to be.

That is, the power source operating unit 105 starts the generator engine according to pre-designated optimal power operation standards if the load has not yet increased to the efficiency operation unit value according to the optimal load condition at which the generator engine can be operated with optimal efficiency. Instead, the operation of the battery unit 150 is controlled so that the power stored in the battery unit 150 is supplied to power consumers.

Thereafter, when the load increases further and reaches the efficiency operation unit value, the control unit 160 starts the first generator engine to handle the load corresponding to the efficiency operation unit value. Thereafter, even if the load increases additionally, in order to ensure that the first generator engine can still handle only the load of the efficiency operation unit value under optimal load conditions, the additional power required until the next efficiency operation unit value is reached is provided by the battery unit 150. Controls the stored power to be supplied to power consumers.

Here, the control unit 160 determines to what level the load has increased and whether the increased load rate satisfies the efficiency operation unit value, for example, the information measured by the power measurement device and the discharge current value of the battery unit 150. It can be recognized by referring to the following.

For example, in a conventional structure equipped with only generator engines, one generator engine is driven (100g/kW fuel consumption rate) to handle a load rate of 90%, which is the efficiency operation unit value, as the optimal load condition, and the load rate is 10%. If the load increases further, one additional generator engine is driven and each of the two generator engines is controlled to handle a load rate of 50%. In this case, fuel efficiency is rather reduced, and each generator engine operates at a fuel consumption rate of 130 g/kW even though each generator engine handles a 50% load factor. Therefore, as the two generator engines were operated at a fuel consumption rate of 260 g/kW, there was a problem of worsening fuel efficiency.

In comparison, the power operation system according to this embodiment operates one generator engine (100 g/kW fuel consumption rate) under the optimal load condition, which is the efficiency operation unit value, and when the load rate increases by 10%, the increased 10% The generator engine can still be driven at an optimal fuel consumption rate by ensuring that the required power according to the load rate is supplied from the power stored in the battery unit 150.

In this case, the control unit 160 supplies only the power corresponding to the free use capacity to the power demander, excluding the power corresponding to the capacity designated by the user, from the amount of power charged in the battery unit 150, according to pre-designated charging capacity management standards. may be limited (see Figure 2).

However, if the remaining sailing time of the hybrid ship 110 to the destination (or the starting point of operation of the designated load 170a) is greater than the charging time, the control unit 160 determines that the remaining sailing time will match the charging time. Until then, the operation of the battery unit 150 may be controlled so that the power stored in the battery unit 150 can be supplied to power consumers without restrictions on the capacity designated for use. Of course, the control unit 160 operates the shaft generator 145, the attitude adjustment unit 125, etc. so that power is produced by the shaft generator 145 and stored in the battery unit 150 from the point where the remaining sailing time matches the charging time. will control the operation of

As described above, the hybrid ship 110 according to this embodiment produces power in advance using the shaft generator 145 while operating the power to be supplied to the designated load 170a to be operated in an area where environmental regulations are applied, and the battery unit By allowing storage at (150), it has the feature of being environmentally friendly and enabling stable use of stored power.

In addition, additional propulsion power from wind power can be secured while the main engine 130 is maintained to satisfy optimal load conditions, enabling power production by the shaft generator 145 under optimal fuel consumption conditions. There is also.

In addition, there is a feature that optimal energy use is possible by allowing the generator engine that produces and supplies electric power to the ship to use the charged electric power of the battery unit 150 to operate under optimal load conditions.

4 to 6 are flowcharts showing a power operation method of a power operation system provided in a hybrid ship according to an embodiment of the present invention.

First, FIG. 4 shows a power operation method of the power operation system in which the shaft generator 145 generates power and stores it in the battery unit 150 to meet predetermined charging capacity management standards.

Referring to FIG. 4, in step 410, the control unit 160 sets the user-specified capacity, which is the amount of power to be supplied to the designated load 170a, which is designated as the power demand source to be operated at a specific time among the power demand sources provided in the hybrid ship 110. is calculated, and the charging time required for power equivalent to the designated capacity to be stored in the battery unit 150 is calculated. Here, information on the amount of power required to operate during the average operation time for each power demand source and the amount of charge per unit time may be organized in advance and stored in advance in the storage unit.

In step 420, with the main engine 130 operating at optimal load conditions, the control unit 160 refers to the environmental information and navigation information currently collected by the basic information collection unit 120, and controls the sail body 116. The operation of the attitude adjustment unit 125 is controlled so that the attitude is adjusted to an attitude that adds a relatively maximum propulsion force to the hybrid ship 110 due to the wind.

At this time, the attitude adjustment unit 125 recognizes the wind speed and direction of the wind applied to the hybrid ship 110 with reference to the collected environmental information, and determines the navigation speed and direction of the hybrid ship 110 with reference to the collected navigation information. By recognizing, the attitude of the wind sail 115 can be adjusted.

In step 430, the control unit 160 controls the hybrid ship 110 by the driving force generated by the main engine 130 driven under optimal load conditions and the driving force added by the wind according to the attitude adjustment of the sail body 116. When the navigation speed exceeds the pre-determined ship speed, the shaft generator 145 produces power using additional propulsion force exceeding the designated ship speed and operates the shaft generator 145 so that the generated power is stored in the battery unit 150. control. At this time, the basic information collected by the basic information collection unit 120 may be referenced.

Here, the control unit 160 operates the shaft system generator at a time relatively ahead of the time when the charging time is subtracted from the remaining navigation time until the hybrid ship 110 reaches the destination (or when the designated load 170a starts driving). (145) can be controlled to start power production.

Thereafter, in step 440, the control unit 160 refers to the basic information collected by the basic information collection unit 120 and charges the battery unit 150 with power greater than the usage-specified capacity required to drive the designated load 170a. Determine whether it has been done or not.

If the charging of power that meets the designated capacity of the user is not completed, the process proceeds to step 420 to continue power production by the shaft generator 145.

However, if power exceeding the designated usage capacity is stored in the battery unit 150, in step 450, the control unit 160 operates based on environmental information so that the main engine 130 can be continuously operated while satisfying optimal load conditions. Thus, the operation of the posture adjustment unit 125 is controlled so that the posture of the sail body 116 is adjusted.

That is, in step 450, when power is stored in the battery unit 150 as the designated capacity by the power production of the shaft generator 145, the control unit 160 operates other loads 170b other than the designated load 170a. The operation of the shaft generator 145 may be controlled so that power is further stored in the battery unit 150 as a free capacity for supplying power for . Alternatively, the control unit 160 operates the main engine 130 under optimal load conditions and adjusts the sail body 116 to an appropriate attitude so that the hybrid ship 110 operates at a specified ship speed and terminates power production. The operation of the control unit 125 and the shaft generator 145 can also be controlled.

Next, Figure 5 shows a power operation method of the power operation system in which the shaft generator 145 is driven with the power charged in the battery unit 150 to add rotational force to the propulsion shaft.

Referring to FIG. 5, in step 510, with the main engine 130 operating while satisfying the optimal load conditions, the sail body ( The operation of the attitude adjustment unit 125 is controlled so that the attitude of the vessel 116 is adjusted to an attitude that adds relatively maximum propulsion force to the hybrid ship 110 due to the wind.

For example, if a tailwind (tailwind) blows based on the direction of travel of the hybrid ship 110, the attitude adjustment unit 125 can adjust the attitude of the wind sail 115 to receive the maximum wind, and the headwind (front wind) can be adjusted. ) If it is blowing, the attitude adjustment unit 125 will be able to adjust the attitude of the wind sail 115 to receive the minimum wind.

In step 520, the control unit 160 refers to the navigation information collected by the basic information collection unit 120 and determines whether the navigation speed of the hybrid ship 110 is less than or equal to a predetermined designated vessel speed.

If the vessel operates above the designated speed, proceed to step 510. At this time, if the vessel operates at a specified ship speed or higher, the shaft generator 145 may be controlled by the control unit 160 to produce power, as previously described with reference to FIG. 4 .

However, if it operates below the designated ship speed, in step 520, the control unit 160 operates the battery unit ( The shaft generator 145 is driven with the power stored in 150 to control the operation of the shaft generator 145 to add rotational force to the propulsion shaft 135.

At this time, according to the pre-designated charging capacity management standard, the control unit 160 excludes the power corresponding to the usage-specified capacity among the amount of power charged in the battery unit 150, and only controls the shaft generator 145 to the amount of power corresponding to the free use capacity. It can be restricted to be used for driving. However, if the remaining sailing time until the hybrid ship 110 reaches the destination (or the starting point of operation of the designated load 170a) is greater than the charging time, the control unit 160 determines that the remaining sailing time is the charging time. Until it matches, all power stored in the battery unit 150 may be allowed to be used without restrictions on the designated capacity.

Next, FIG. 6 shows a power operation method of a power operation system in which one or more of the battery unit 150 and the generator engine supplies power to a power demand source according to a predetermined optimal power operation standard.

Referring to FIG. 6, in step 610, the control unit 160 provided in the power operation system of the hybrid ship 110 operates the generator engine unit 155 and the battery unit 150 according to predetermined optimal power operation standards. For control purposes, it is determined whether the remaining load required for driving the power consumer defined as the other load 170b satisfies a predetermined efficiency operation unit value.

Here, the optimal power operation standard may be set based on the characteristics of the generator engine, where the fuel consumption rate varies depending on the size of the load factor, for example. In other words, the optimal power operation standard is that when the load required by the power demand increases and reaches the efficiency operation unit value according to the optimal load conditions at which the generator engine can be operated with optimal efficiency, the generator engine is newly started and the efficiency operation unit value is reached. It can be set to continuously handle the load, and the remaining load that falls below the efficiency operation unit value can be covered with the power stored in the battery unit 150.

If the load increases to exceed the efficiency operation unit value and the generator engine is newly started, if the load decreases again below the efficiency operation unit value, the generator engine may be controlled to end operation. In this case, the power charged in the battery unit 150 will be supplied to the power demand source instead of the generator engine.

If the remaining load does not satisfy the efficiency operation unit value as a result of the determination in step 610, in step 620, the control unit 160 supplies the power stored in the battery unit 150 to power demanders according to the remaining load according to the optimal power operation standard. Control the operation of the battery unit 150 as much as possible.

At this time, in order to stably secure the power to be supplied to the designated load 170a, the control unit 160 loads other loads within the range of the amount of power corresponding to the free use capacity among the amount of power charged in the battery unit 150 according to the charging capacity management standard. It may be limited to supply power to (170b). However, if the remaining navigation time until the hybrid ship 110 reaches the destination (or the start of operation of the designated load 170a) is greater than the charging time, and there is time to recharge the power as the designated capacity of the user, , the control unit 160 may allow all power stored in the battery unit 150 to be used without limitation on the capacity designated for use until the remaining navigation time matches the charging time.

However, if the remaining load satisfies the efficiency operation unit value as a result of the determination in step 610, in step 620, according to the optimal power operation standard, the control unit 160 controls the generator engine to handle the load equal to the efficiency operation unit value. The operation of the generator engine unit 155 is controlled so that the engine is further driven.

Although the present invention has been described above with reference to embodiments, those skilled in the art can modify the present invention in various ways without departing from the spirit and scope of the present invention as set forth in the claims below. and that it can be changed.

110: Hybrid ship 115: Wind sail
116: sail body 117: driving part
120: Basic information collection unit 125: Attitude adjustment unit
130: main engine 135: propulsion shaft
140: Propeller 145: Shaft generator
150: Battery unit 155: Generator engine unit
160: Control unit 170: Power demand source

Claims (5)

hull;
One or more wind sails provided on the hull;
A shaft generator that is coupled to the propulsion shaft connecting the main engine and the propeller and generates power using the rotational force of the propulsion shaft or adds rotational force to the propulsion shaft; and
It includes a battery unit that stores the power generated by the shaft generator,
If the operating speed of the hull according to the combined propulsion force of the first propulsion force generated by the main engine operating under optimal load conditions and the second propulsion force generated by the wind applied to the wind sail exceeds a predetermined designated ship speed, The shaft system generator is operated by a control unit to produce power with a rotational force of the propulsion shaft equal to the excess propulsion force that causes the navigation speed to exceed the designated ship speed and to store the power in the battery unit. A hybrid ship. According to paragraph 1,
A basic information collection unit that collects basic information about wind direction and navigation direction of the hull at each point in time when the hull is sailing; and
With reference to the basic information, a hybrid ship further comprising an attitude adjustment unit that adjusts the attitude of the wind sail so that the second propulsion force is relatively maximum. According to paragraph 1,
If there is a designated load to be operated at a specific time, the control unit stores and maintains in the battery unit more than the designated load to be supplied to the designated load at least at the time when the designated load is operated according to a pre-designated charging capacity management standard. Control the operation of the shaft generator,
The shaft generator is controlled to start producing power to be stored in the battery unit at a time before the start of operation of the designated load minus the charging time required for the power equivalent to the designated capacity of the user to be stored in the battery unit. A hybrid ship. According to paragraph 3,
It further includes a generator engine unit composed of generator engines that produce power to be supplied to power consumers in the hull,
The control unit controls the operation of the generator engines and the battery unit to supply power to power consumers according to predetermined optimal power operation standards,
The optimal power operation standard is to control the generator engines to start operation one by one to produce power whenever the load required by the power demand increases and reaches a pre-designated efficiency operation unit value, but the generator engines that have started operation are specified under optimal load conditions. The operation is controlled to continuously handle a load equal to the efficiency operation unit value, and for the load less than the efficiency operation unit value, the power stored in the battery unit is set to supply to the power demand source,
When the power demand source to which power is to be supplied is not the designated load, a hybrid ship is set to be supplied within the power amount range excluding the capacity designated for use among the power stored in the battery unit. A computer program stored on a computer-readable medium for performing a method of operating power for a hybrid vessel, the computer program causing the computer to perform the following steps, the steps comprising:
Adjusting and controlling the attitude of the wind sail so that the propulsion force generated by the wind applied to the wind sail is relatively maximized, with reference to basic information collected regarding wind direction and navigation direction at each point in time when the hybrid ship operates; and
If the sailing speed of the hull according to the combined thrust generated by the main engine operating under optimal load conditions and the thrust generated by the wind applied to the wind sail exceeds the predetermined designated ship speed, the sailing speed is It includes the step of controlling the operation of the shaft generator to generate power with the rotational force of the propulsion shaft as much as the excess propulsion force exceeding the specified linear speed and storing it in the battery unit,
If there is a power demand source pre-designated as a designated load to be operated at a specific time, at least at the time when the designated load is operated according to the pre-designated charging capacity management standard, power greater than the designated capacity to be supplied to the designated load is stored and maintained in the battery unit. The operation of the shaft generator is controlled as much as possible,
The shaft generator is controlled to start producing power at a time before the start of operation of the designated load minus the charging time for storing the power as the designated capacity in the battery unit. A computer program stored on any capable medium.