TWM513842U - Dynamical system for boats and ships - Google Patents

Abstract

This invention provides a dynamical system for boats and ships. It is able to adjust the ratio of the energy output under some important conditions such as the commands, tide data, time, hydrologic data, location data or the weather data thereby optimizing the energy efficiency of boats and ships.

Description

Ship power system

A ship power system designed for ships, especially a ship power system that can be freely switched between a good-going strategy and an adversity strategy to achieve optimal energy utilization.

Since the advent of dual-power systems such as oil-electric hybrids, the power control of energy distribution has become very important, and many related inventions related to dual-power or hybrid power control have sprung up.

However, most of the inventions that have been seen so far belong to the use of land-based vehicles. A small number of people directly apply the entire power control method of the land-based vehicle to the ship, but in addition to not allowing the ship to have the best power control, indirect The ground also caused unnecessary waste of energy.

Generally, the power control system of the land-based vehicle is mainly due to the design of the ship. The personnel-related operation of the power is similar to that of the land-mounted vehicle. The same is the control of the vehicle through the clutch and the throttle, but actually the land and water need The environmental factors considered are quite different. Generally, the vehicles on the ground may face the need for different power control. Usually the load of the vehicle itself (such as the load), the influence of gravity on the ups and downs, and the braking time. Friction, etc.; but the situation encountered on the water can be described as very different from the land.

In the case of water, the impact of the load on the ship itself is not very large compared to the land, mainly because the water will generate buoyancy on the ship and other vehicles; The resistance of the land is not comparable to that of the water. Generally, the resistance of the road loader will increase linearly with the speed of the vehicle; if the water is carried by the ship, it will increase exponentially, and the dynamic control strategies of the two will respond. There is essentially a considerable gap in the problem solved.

In addition, the weather and hydrological changes on the water tend to be more dramatic and changeable than the land. The power control strategy used by the land-based vehicles alone cannot perfectly adapt to the situation on the water.

Even if the land uploading device uses the concept of similar fuzzy rules to improve this problem, after all, in the case of different environmental encounters, it is very difficult to apply to the situation on the water. Although the motivational decision strategy is a broad concept. However, there is currently no power control strategy designed specifically for water uploaders.

To solve the problems mentioned in the prior art, the present invention provides a marine power system. The utility model comprises a power generation engine, a plurality of chargers, a plurality of batteries, a frequency converter, a motor, a controller and an operation module.

The plurality of chargers are connected to the power generation engine, the plurality of batteries are connected to the plurality of chargers, and the frequency converter comprises a rectifier, and the frequency converter is respectively connected to the plurality of batteries and the power generation engine, the motor and the motor The frequency converter is connected, and the controller is respectively connected to the power generation engine, the plurality of batteries and the frequency converter, and the operation module is connected to the controller.

10‧‧‧Ship Power System

100‧‧‧ Controller

101‧‧‧ Computing Module

200‧‧‧ display module

201‧‧‧Carriage

300‧‧‧Power Generation Engine

400‧‧‧Battery Management System

401‧‧‧Battery

401’‧‧‧Battery

500‧‧‧Inverter

501‧‧‧Rectifier

600‧‧‧Charger

700‧‧‧Motor

800‧‧‧DC/DC converter

900‧‧‧Monitoring module

P1‧‧‧ first period

P2‧‧‧Second period

P3‧‧‧ third period

P4‧‧‧ fourth period

PB‧‧‧Battery output power

PE‧‧‧ engine output power

PE2‧‧‧ engine output power

C‧‧‧Charging power

Starting point of S‧‧

E‧‧‧End

R1‧‧‧ first route

R2‧‧‧Second route

(A)~(C)‧‧‧ steps

(I)~(IV)‧‧‧Steps

Figure 1 (a) is the control flow chart of the natural strategy of the ship's power control strategy.

Figure 1 (b) is the power distribution map of the natural strategy of the ship's power control strategy.

Figure 1 (c) is the control flow chart of the adversity strategy of the ship's power control strategy.

Figure 1 (d) is the power distribution map of the adversity strategy of the ship's power control strategy.

Figure 2 is a flow chart of the power control method of the present invention.

Figure 3 (a) is a flow chart of the method for planning the route of the ship.

Fig. 3(b) is a schematic diagram showing an example of the route planning method of the present ship.

Figure 4 is a schematic view showing the structure of a ship power system used in the present creation.

In order to understand the technical features and practical functions of the present invention, and to implement according to the contents of the specification, the following further describes the preferred embodiment as shown in the following figure: Please refer to FIG. 1(a)~1 at the same time. (d) and Figure 4, Figure 1 (a) is the flow chart of the control strategy of the ship's power control strategy; Figure 1 (b) is the power distribution map of the ship's power control strategy and the good strategy; Figure 1 (c) It is the control flow chart of the adversity strategy of the ship's power control strategy; Figure 1(d) is the power distribution map of the ship's power control strategy adversity strategy; Figure 4 is the ship structure diagram used in this creation. Referring to FIG. 4, as shown in FIG. 4, the structure of the marine power system 10 used in the embodiment includes a power generation engine 300, a plurality of chargers 600, a battery management system 400, a frequency converter 500, a motor 700, and a controller. 100, a DC/DC converter 800 (DC/DC Converter), a plurality of monitoring modules 900, and a computing module 101.

The plurality of chargers 600 are connected to the power generation engine 300. The battery management system includes a plurality of batteries 401, and the plurality of batteries 401 are connected to the plurality of chargers 600. The frequency converter 500 includes a rectifier 501, and the The frequency converter 500 is respectively connected to the plurality of batteries 401 and the power generation engine 300, a plurality of monitoring modules 900 are connected to the controller 100, and the motor 700 is connected to the frequency converter 500. In addition, the plurality of chargers 600 are connected. And the plurality of batteries 401 are connected to the battery 401' through a DC/DC converter, and the plurality of batteries are connected Unlike 401, battery 401' is a lead acid battery.

The power generated by the power generation engine 300 is converted into direct current by the rectifier 501 in the frequency converter 500, and is supplied with the power of the motor 700 together with the direct current power supplied from the plurality of batteries 401 or the battery 401'; the monitoring module 900 may be a gyroscope, A pressure gauge, a wind speed and direction meter, a hygrometer, a water flu detector or a combination thereof may also be a hydrological measurement system having functions such as sounding, side sweeping, shallow sectioning, etc., which can provide the best power control strategy for the controller 100 to give the ship. Switching the reference to the controller 100 for alerting the current ship to the outside world; and the controller 100 is respectively connected to the power generation engine 300, the plurality of batteries 401, and the frequency converter 500, the operation module 101 and the The controller 100 is connected. In addition, the vehicle 201 is connected to the controller 100. In the embodiment, the battery management system 400 is used to control the charging state of the plurality of batteries 401. In addition, circuit protection can be added according to user requirements. The components commonly used for charging such as boards are not limited to this creation.

In the marine power system 10, the computing module 101 is an industrial computer, a single chip or a combination thereof, and the controller 100 is a programmable logic controller (PLC) and a microcontroller (Microcontroller Unit, MCU). Or a combination thereof, and the plurality of batteries 401 may be selected from a lithium ion battery, a lithium polymer battery, a lithium iron phosphate battery or a combination thereof, and may be designed according to the requirements of the marine power system 10; and the computing module 101 is further connected to the display module. 200 is connected. The display module 200 can be a touch screen of an LCD or an LED to display various software and hardware states, routes, GPS positioning data or other more important parameters of the current ship power system 10.

In addition, if the water uploading device using the marine power system 10 is a cruise ship or a sightseeing boat or the like, the plurality of batteries 401 may be connected to a plurality of payloads, and the Hotel load is a power consumption on the ship. Supplies, such as cranes, pumps, Dynamic positioning systems, remotely operated vehicles (ROV), microwave ovens, air conditioners, refrigerators, Ice storage and other supplies that need to consume electricity, this creation is not limited to this.

Then, the above-mentioned marine power system 10 is applied to the embodiment shown in FIG. 1(a) to FIG. 1(d), that is, the ship power control strategy; the ship power control strategy includes two major modes, namely, the good-going strategy and the adversity The policy selects the first navigation mode according to the first state of charge and the state of the second state of charge.

The adversity strategy selects a second navigation mode according to the first state of charge, the second state of charge, a third state of charge, and a threshold. In this embodiment, the first state of charge, the second state of charge, and a third state of charge are the state of charge (SOC) of the plurality of batteries 401; the threshold is the traction power of the motor 700.

In this embodiment, the first state of charge is higher than the third state of charge, and the third state of charge is higher than the state of the second state of charge, which is sequentially set to 80%, 50%, and 20%. The goodwill strategy and the adversity strategy can be switched to each other. When the required power of the ship exceeds a threshold of 25 kilowatts (ie, the power of the traction motor 700) and maintained for the first time, the strategy is switched to the adversity strategy, and the adversity strategy is maintained for the second time. , automatically switch to the good policy.

Therefore, Figure 1(a)~1(b) contain the information of the control flow and its power allocation under the good-going strategy; while Figures 1(c)~1(d) contain the control flow and its dynamic allocation under the adversity strategy. According to the information, the four drawings constitute the complete structure of the ship power control strategy of the present embodiment, which will be described later.

Under normal circumstances, the ship's power system 10 will automatically implement the ship's power control strategy based on the good-going strategy, which is the situation described in Figure 1(a) and Figure 1(b). The power operation is mainly distributed, wherein the switching between the first charging mode and the first electric driving mode is based on the state of charge (SOC) of the plurality of batteries 401. According to the first power state 80% and the second power state 20%, the first navigation mode is selected, and the first charging mode and the first power driving mode are included.

In summary, when the state of the plurality of batteries 401 reaches or is greater than 80% of the first state of charge, switching to the first electric drive mode; and when the state of charge reaches or falls below 20% of the second state of charge, switching to the first A charging mode.

The above operation mode can be explained by the first interval P1 and the second interval P2 in FIG. 1(b). First, when the state of the plurality of batteries 401 drops to 20%, the first interval P1 is entered, and the engine will be The power generation engine 300 is turned on (in this embodiment, the power generation engine 300). Therefore, when the power generation engine 300 is turned on, that is, enters the first charging mode, the power generated by the power generation engine 300 exceeds the threshold of the motor traction power of the motor 700 (this implementation) For example, the 25 kW portion will charge a plurality of batteries 401 or batteries 401' through a plurality of chargers 600; until a plurality of batteries 401 have a state of charge greater than 80%, the first power in the second interval P2 is entered. The drive mode pushes the motor 700 to operate.

The state of charge of the plurality of batteries 401 may be a total power state or an average power state, and the user's needs are set according to the requirements of the user, and the creation is not limited thereto.

In the marine power system 10 of the present embodiment, a plurality of batteries 401 are used as the main power source, and the battery 401' of the lead-acid battery is used as a backup or emergency power source to improve the safety of the marine power system 10.

Therefore, in the case of understanding FIG. 1(b), the control strategy and process of the fairness strategy of the present embodiment shown in FIG. 1(a); firstly, the ship power system 10 is activated, and the strategy of entering the good times is first. Check whether the traction power required by the motor 700 to propel the ship continues to be less than the threshold of 25 kilowatts and maintain the first time. The first time described in this embodiment is 1 minute, and the judgment criterion can utilize the driver's pedaling depth for the throttle. Time, etc., measured by a pressure sensor or wafer, This creation is not limited to this; if the required traction power of the ship continues to be above the threshold of 25 kW and maintained for 1 minute, it will switch directly to the adversity strategy, otherwise it will enter the first electric drive mode (ie the second interval P2). ).

When the marine power system 10 enters the first electric drive mode, generally the battery 700 is directly supplied with the energy of the motor 700, and the output traction power is between 0 and 50 kW; when the plurality of batteries 401 are faulty or have problems The lead-acid battery, that is, the battery 401' can be activated as a backup or emergency power source to maintain the normal operation of the ship.

In the case of the first electric drive mode, the controller 100 periodically checks the state of charge of the plurality of batteries 401 or the battery 401', and the interval of the inspection time can be designed by the ship designer or the manufacturer according to different ship requirements. Therefore, when the controller 100 detects that the battery state of the plurality of batteries 401 or the battery 401' is continuously greater than 20% of the second state of charge, the controller 100 continuously circulates as shown in FIG. 1(a). Whether the driver's traction power for driving the ship still falls below the threshold of 25 kW and maintains for more than 1 minute. If not, it will not switch to the adversity strategy and continue to operate in the first electric drive mode.

When the controller 100 detects that the battery state 401 is less than 20% of the second state of charge, the ship power system 10 switches to the first charging mode of operation, and in the case of the first charging mode, the power generation engine The power output from the 300 to the motor 700 is between 0 and 25 kilowatts, and the portion of the power generation engine 300 that outputs a threshold value exceeding 25 kilowatts of traction power is charged through the charger 600 for a plurality of batteries 401 or batteries 401'.

In the case that the first charging mode is operated, the controller 100 still periodically checks the battery state of the plurality of batteries 401 or the battery 401', and switches back to the first state once the power state is no longer less than 80% of the first state of charge. Electric drive mode; vice versa in the first charge mode Under the condition that the state of charge is less than 80% and the traction power output from the power generation engine 300 to the motor 700 is maintained at the threshold of 25 kilowatts or more for 1 minute, it will directly switch to the adversity strategy, otherwise it will continue to operate in the first charging mode.

Next, as shown in FIG. 1(c) and FIG. 1(d), when switching from the forward strategy to the adversity strategy, the power control strategy of the ship power system 10 is mainly based on the two figures. In summary, under the adversity strategy, the same as the good-before strategy, the second navigation mode, such as the second charging mode, the extended-range power mode, and the second electric drive mode, is switched between a plurality of batteries 401 or batteries. Whether the state of charge of 401' and the energy generated by power generation engine 300 exceed a threshold value is operational. When the traction power of the motor 700 required for the advancement of the ship is lower than the threshold, the mode is switched to the second charging mode; when the threshold is exceeded, it is detected whether the state of the electric quantity is less than 50% of the third state of charge, and if it is greater than 50% of the third state of charge, the switch is switched. To the second electric drive mode, if the state of charge is less than 50% of the third state of charge, check whether the state of charge is higher than 20% of the second state; if it is higher than 20% of the state of charge, switch to the extended mode And the battery state of the plurality of batteries 401 or the battery 401' is lower than the second state of charge by 20%, then switches to the second charging mode, and then runs until the plurality of batteries 401 or the battery 401' has a state of charge greater than the first state of charge 80. %.

The power control allocation of the above-mentioned adversity strategy operation is shown in Figure 1(d). First, the third interval is the aforementioned extended-range power mode. In this mode, the engine output power PE generated by the power generation engine 300 alone is insufficient to provide The stable motor of the motor 700 draws power and maintains the ship at a constant speed. Therefore, it is necessary to provide the battery output power PB to the motor 700 by a plurality of batteries 401 or 401' to support the ship forward, usually in this case, the current countercurrent, The adversity environment such as headwind or walrus is enabled, and a plurality of batteries 401 or 401' are also fully activated under a certain state of charge.

In the extended range power mode, the power generated by the power generation engine 300 is alternating current, and the power generated by the plurality of batteries 401 or the battery 401' is direct current. In this embodiment, the means for combining the two currents into the motor 700 is transmitted through the frequency converter 500. The rectifier 501 is converted to direct current, and is provided by supplying the power of the motor 700 together with the direct current from the plurality of batteries 401 or the battery 401'.

The operating state of the fourth interval P4 refers to the second charging mode under the adversity strategy. Under this mode, the power generation engine 300 maintains a power operation of a threshold of 25 kilowatts, and the 25 kilowatts is split into two by the regulation of the frequency converter 500. The parts are the engine output power PE2 and the charging power C; the part of the engine output power PE2 is used to provide the power of the motor 700 to maintain the constant speed of the ship, and the part of the charging power C is replaced by the plurality of batteries 401 or the battery 401. 'Charging.

After summarizing the principles of the adversity strategy, as shown in Figure 1(c), Figure 1(c) shows a more detailed control flow under the adversity strategy. At the same time as entering the adversity strategy, the controller 100 will first start the timer to calculate a second time, which is set to 15 minutes in this embodiment, and then determine whether the required power is greater than the threshold of 25 kilowatts, and if so, further check the plural Whether the battery 401 or the battery 401' has a state of charge lower than 50%, and vice versa, switches to the second charging mode (ie, the fourth interval P4).

After checking whether the battery state of the plurality of batteries 401 or the battery 401' is lower than 50% of the third state of charge, if the state of charge is higher than the state of the third state of charge by 50%, switching to the second electric drive mode, that is, the motor 700 The traction power is all supplied by a plurality of batteries 401 or 401', and it is checked regularly whether the required traction power of the motor 700 continues to be greater than 25 kW; if the state of charge is less than 50% of the third state of charge, whether the state of the check is higher than the state of charge The second state of charge is 20%, and if so, switching to the extended range power mode (eg, the third interval P3), after switching to the extended range power mode, the controller 100 also periodically checks whether the output of the power generation engine 300 continues to exceed 25 kW. .

In the above control strategy, if the state of charge is lower than the second state of charge by 20%, the operation is switched to the second charging mode, and when the second charging mode is maintained, the plurality of batteries 401 or the battery 401' are periodically checked. The power state is still 80% lower than the first state of charge. If the power generation engine 300 does not output the traction power (outputs 0 kilowatts due to the need to maintain a high voltage), if it continues to be lower than the first state of charge 80%, then return The process steps to initially check whether the traction power required for the motor 700 continues to exceed 25 kW.

In addition, when the manufacturer or designer of the marine power system 10 is designing and manufacturing, the switching between the good policy and the adversity strategy can also be mixed into a benchmark as an additional parameter. The benchmark contains instructional materials, tide data, time data, wind direction data, hydrological data, positioning data, meteorological data or a combination thereof. It is only required for the implementation or the type of ship to be designed. This creation is not limited to this.

In the above example, when the forward strategy is switched to the adversity strategy, the ship designer can consider the conditions that the traction power exceeds the threshold to maintain 1 minute to switch, and can also add the frequency as the command data shows that the throttle pedal is frequent and deep. The hydrological data shows that the countercurrent zone, the upwind zone or the meteorological data show that the maintenance time is shortened to 10 seconds or even shorter during the storm to provide the most appropriate control strategy for the ship, and the relevant command data, tide data, time data, hydrological data. The positioning data, meteorological data or a combination thereof and the sensing elements required thereof may be added to the ship according to requirements, and the creation is not limited thereto.

In addition, regarding the extended range power mode switching in the adversity strategy, if the plurality of batteries 401 are at a low voltage (for example, the state of charge is less than 50% of the third state of charge), the power generation engine 300 has an opportunity to output energy to the motor 700 when the power generation engine 300 At startup, the high voltage generated by the plurality of chargers 600 ensures that the energy required for the operation of the motor 700 can be immediately supplied, thus continuing to maintain adversity The policy operates, but if the state of charge is less than 20% of the second state of charge, then the switch to the good policy operation is forced to charge a plurality of batteries 401; if the plurality of batteries 401 are at a high voltage (for example, the state of charge is greater than the third amount) State 50%), try not to start the power generation engine 300 to avoid idling, resulting in poor fuel efficiency.

When the forced switching to the forward policy occurs as described above, since the necessity of charging a plurality of batteries 401 is necessary, the voltage generated by the power generation engine 300 and the plurality of chargers 600 is kept at the highest state, and the plurality of switches are turned off. Battery 401 is for the discharge circuit of motor 700.

In this case, it means that the external environment (that is, the benchmark) is actually judged as the adversity strategy, but since the state of charge of the plurality of batteries 401 is not allowed to maintain the output power of the adversity strategy, the maximum power of the good-going strategy is The plurality of batteries 401 are charged while retaining a certain power output of the marine power system 10. Therefore, the power generation engine 300 separately supplies energy to the motor 700, while the plurality of chargers 600 and controller 100 must adjust the energy distribution, and charge a plurality of batteries 401 with a power of up to 16 kilowatts at an operating upper limit of 25 kilowatts until When the power status returns to 30% or more, it can return to the general adversity strategy operation.

On the other hand, in the case where a plurality of batteries 401 and 401' fail, the present embodiment has an engine driving mode, and the power generation engine 300 directly supplies energy directly to the motor 700 as a source of emergency power.

Next, please refer to FIG. 2, which is a flow chart of the power control method of the present invention. As shown in Fig. 2, step (A) is first performed, and the user selects a mode on a ship. In the step (A), the selection mode in the ship power system 10 refers to the driver or the related technical personnel of the ship using the ship power system 10, and is selected according to the navigation demand judgment.

Then step (B) is performed, and the mode is selected as a composite power mode. Especially It is stated that, in the case of this embodiment, the mode in the aforementioned step (A) further includes an engine driving mode. That is to say, in the present embodiment, in addition to the hybrid power mode of the step (B), the electric engine drive mode is included, and the power of the motor 700 is directly supplied by the power generation engine 300 to provide the power of the motor 700, which is an emergency power mode.

Next, in step (C), one of the controllers in the ship determines a power distribution. The controller 100 in the step (C) is judged by the benchmark described in the foregoing ship power control strategy, and the benchmark includes the command data, the tide data, the time data, the wind direction data, the hydrological data, the positioning data, and the meteorological data as described above. Or a combination thereof; and the power allocation includes a good-choice strategy and an adversity strategy.

The judgment of the benchmark basically contains a lot of information, mainly based on the basis of the power control strategy judgement when the ship using the ship power system 10 is actually running on the water. The command data refers to the degree of the driver's pedaling on the throttle, Combination of frequency or the like, operation mode of the vehicle 201, and the like.

Unlike the vehicle on the land, the ship does not have a brake structure such as a general land loader. Therefore, it is significantly different from the land when judging the power distribution according to the command data. In addition, the judgment basis of the command data includes If you step on the throttle for a certain period of time, it can be set by the designer of the ship. This creation is not limited to this. In addition, the detection of the state of the pedaling can also be achieved by a device such as a power output or a pressure time sensor output by the motor.

The tidal data, time data, wind direction data, hydrological data, location data and meteorological data are mainly used to judge the current situation at sea or on the water. The tide data and hydrological data can be obtained through time data, location data and meteorological data. Among them, the most influential effect on the ship using the ship power system 10 is the flow of water and the wind direction. The size of the waves and the design of the ship type.

In summary, the designer of the marine power system 10 may design the datum according to the purpose of the ship and the sea, river or lake that the ship intends to sail or sail, and if the ship is designed to have accommodation entertainment and leisure In the case of a functional ship, the ship load on the ship must also be taken into consideration. For example, when the normal peak power period is about or when to start the crane, water pump, dynamic positioning system, remote control A highly power-hungry load such as a vehicle (remotely operated vehicle, ROV).

Therefore, based on the power allocation judged by the above reference, the controller 100 selects a good or bad strategy.

In view of the above description of the ship power control method for the reference, the description of the comparative example is taken as the judgment of selecting the forward strategy or the adversity strategy; for example, the ship using the ship power system 10 is subject to a large power output due to factors such as monsoon and ocean current. During navigation, the controller 100 can detect from multiple sensors on the ship or communicate with other detection devices such as weather buoys, lighthouses, observatories, weather balloons, or even other ocean-going vessels to determine the current Whether the power distribution is suitable for the adversity strategy, in addition, the driver's control factors such as the pedaling depth and frequency of the throttle on the ship and the operation mode of the car 201 will also be taken into consideration.

Then, please refer to FIG. 3(a) and FIG. 3(o) at the same time. FIG. 3(a) is a flow chart of the route planning method of the present ship; FIG. 3(b) is a schematic diagram of an example of the route planning method of the present ship. In order to make good use of the present embodiment, the present invention further provides a ship route planning method, which first performs step (I), and selects a point and an end point in one of the computing modules in a ship.

Referring to FIG. 3(b), the starting point S and the ending point E described in the step (I) can be set as a specific port or landing location, and the driver can obtain the data from the computing module 101 or the GPS. The coordinates are used in places such as coordinates. This creation is not limited to this. Then, step (II) is executed, and the operation module 101 formulates a plurality of routes. The computing module 101 uses the network data or its built-in database to analyze the route from the start point to the end point or other ships that have sailed according to the setting of the starting point S and the end point E, for example, in FIG. 3(b). The first route R1 and the second route R2 are simulated and displayed on the display module 200 for the driver to select the route to be displayed on the electronic chart by touch or the like.

Assuming that the driver is not satisfied with the proposed multiple routes, the driver can also set his own route according to his needs or environmental conditions (such as season, climate, etc.). For example, in Taiwan, the northeast monsoon is blown in winter in winter; It is the southwest monsoon. Therefore, if it is necessary to sail northward in the winter, it is bound to be a situation against the wind. It is necessary to use the adversity strategy to drive the ship, or set other routes to avoid it. This creation is not limited to this.

Then, step (III) is executed, and the operation module simulates running the foregoing ship power control strategy according to each of the plurality of routes (see FIGS. 1(a) to 1(d)). In the step (III), since the computing module 101 is an industrial computer, a single chip or a combination thereof, the database of the wired or wireless connection, the network cloud database, etc. can be read, for each route proposed. Simulate the dynamic control strategy and distribution of each mode.

The basis of the simulation can be calculated according to the division of each area unit on the electronic chart, and each route is represented by different colors.

Finally, step (IV) is performed, and the computing module selects an optimal route from the plurality of routes and displays it in a display module. Each route displayed by the computing module 101 will display which mode is switched to at different points, and which power distribution is recommended, and finally show how much the total power consumption of the route can be saved. In this embodiment, the selected best route will be indicated by a red eye-catching line, and the remaining routes will be in accordance with the recommended level. Displayed on the display module 200 in the same color, shade or mark.

When the driver selects the sailing route, the computing module 101 guides the driver to navigate in a preset voice or text navigation manner, and judges the power distribution again on the basis of the current point when navigating to the switching point of each mode. And reminding the ship driver who uses the ship power system 10; if the first route R1 shown in FIG. 3(b) of the embodiment is used, it is assumed that the result of the simulation is displayed on the display module 200. In the case of a countercurrent current, the ship's power system 10 is pre-prepared to enter the adversity strategy as the ship sails close to that point. .

The mode conversion, judgment and hardware control described in the present invention can be implemented according to the ship designer's use of relay switches, frequency conversion, etc. according to the requirements of the ship. This embodiment is only used in accordance with the demonstration, and the ship power system 10 is used. The design and setting of the ship structure, in fact, the water uploading device that can use the ship's power control strategy should be included in the scope of this creation.

However, the above is only the preferred embodiment of the present invention. When it is not possible to limit the scope of the creative implementation, the simple equivalent changes and modifications made according to the scope and description of the patent application are still It is within the scope of this creation.

10‧‧‧Ship Power System

100‧‧‧ Controller

101‧‧‧ Computing Module

200‧‧‧ display module

201‧‧‧Carriage

300‧‧‧Power Generation Engine

400‧‧‧Battery Management System

401‧‧‧Battery

401’‧‧‧Battery

500‧‧‧Inverter

501‧‧‧Rectifier

600‧‧‧Charger

700‧‧‧Motor

800‧‧‧DC/DC converter

900‧‧‧Monitoring module

Claims (7)

A marine power system comprising: a power generation engine; a plurality of chargers connected to the power generation engine; a plurality of batteries connected to the plurality of chargers; and a frequency converter comprising a rectifier, the frequency converter and the plurality of inverters respectively The battery is connected to the power generation engine; a motor is connected to the frequency converter; a controller is respectively connected to the power generation engine, the plurality of batteries and the frequency converter; and an operation module is connected to the power controller. The marine power system of claim 1, wherein the plurality of chargers and the plurality of batteries are connected to a lead-acid battery through a DC/DC converter. The marine power system of claim 1, wherein the computing module is an industrial computer, a single wafer, or a combination thereof. The ship power system of claim 1, wherein the computing module is further connected to a display module. The ship power system of claim 1, wherein the plurality of batteries are further connected to a plurality of Hotel loads. The marine power system of claim 1, wherein the power generated by the power generation engine is converted to direct current by the rectifier in the frequency converter, and the motor power is provided together with direct current from the plurality of batteries. The ship power system of claim 1, wherein the controller is further connected to a plurality of monitoring modules.