Operation Control System for Electric Propulsion Ship Using Heterogeneous Dual Batteries and Control Method Thereof

Abstract

The present invention comprises: a first battery unit (11) having high output characteristics and a second battery unit (12) having high energy characteristics; an inverter unit (20) connected to each of the first and second battery units (11, 12); a motor unit (30) connected to the inverter unit (20); a propulsion unit (50) connected to the motor unit (30) by a shaft; a central control unit (60) equipped with an operation control unit that determines the operation path and operation status of the ship and the output change rate (△P / △t) per unit time of the motor unit (30), and an output distribution unit (63) that, according to the determination of the operation control unit, connects either of the first or second battery units (11, 12) to the inverter unit (20) to serve as the output source of the ship, or temporarily connects both of them in parallel with the inverter unit (20) for load transfer or load switching. The present invention provides an operation control system for an electric propulsion vessel using a heterogeneous dual battery and an operation control method thereof, comprising: a control panel unit (70) provided in the wheelhouse of a vessel, each having a panel (71) for displaying operation information of a central control unit (60), a plurality of operation buttons (72) and an input means (73), each connected to the central control unit (60).

Description

Technology Field

[0001] The present invention relates to an operation control system for an electric propulsion vessel and a control method thereof, and more specifically, to an operation control system for an electric propulsion vessel using heterogeneous dual batteries and a control method thereof that can operate the vessel in the most suitable state according to each of the operation route and operation conditions while stably guaranteeing the safety and lifespan of the battery, as well as prevent the phenomenon of the vessel's power supply being cut off during the switching process of the battery section, and furthermore, in cases where switching between battery sections is impossible, can appropriately reduce the energy required for operation to prevent the problem of the vessel's propulsion function being lost. Background Technology

[0002] Generally, ships have used internal combustion engines as their primary propulsion system to generate power by burning fossil fuels such as heavy oil or diesel oil. However, ships based on such internal combustion engine propulsion have been identified as a major cause of marine and air pollution, as they emit large amounts of sulfur oxides, nitrogen oxides, as well as carbon dioxide and fine dust during operation.

[0003] Therefore, the International Maritime Organization has recently been implementing strict environmental regulations to significantly reduce greenhouse gas emissions from ships in the near future, and Korea has also designated major ports as sulfur oxide emission control areas, restricting the sulfur content of fuel oil to below a certain level when ships enter, leave, or berth in these areas and ports.

[0004] Electric propulsion vessels, which generate thrust by driving motors solely with electricity stored in batteries, are being proposed as a means to overcome these realities. Electric propulsion vessels have the advantage of producing zero emissions during operation, as well as maximizing operational efficiency through high energy conversion efficiency and excellent control responsiveness.

[0005] A general example of an electric propulsion vessel currently being proposed is Korean registered patent No. 10-1864570. This technology is a method in which a management device (140) including a control unit, as shown in FIG. 7, detects the charge status of the battery (130) and the operation status of the vessel in real time, and based on this, supplies power to the motor (120) and drives the propulsion unit (110).

[0006] The reason the battery (130) is configured to be separated into a main battery (131) and an auxiliary battery (132) is to maintain stable operation of the vessel in preparation for cases where the remaining amount of the main battery approaches the minimum remaining amount or is completely discharged. Among technologies for operating batteries in a similar manner, there is Korean Registered Patent No. 10-2477554, which is shown in FIG. 8.

[0007] Looking at FIG. 8, this technology differs from the aforementioned technology in that it has a configuration in which a fuel cell (321, 322) connected to a fuel tank (200) is separately provided and the first and second batteries (311, 312) each have equivalent capacities, but it is the same in that the control unit compares the charge levels of the first and second batteries (311, 312) and supplies power to one of the motors (510, 520) to propel the ship.

[0008] In other words, the power sources for electric propulsion vessels proposed so far are characterized by being composed of a combination of a main battery and a supporting battery, or a combination of two main batteries with equal capacity. Through this, methods are proposed in which the two batteries share power, or in the event of a problem with a specific battery, the vessel can be operated using another battery or emergency situations can be resolved.

[0009] However, when examining the general operation of a ship, power requirements vary depending on the operating conditions because there is a mix of situations requiring a stable, low-output power supply for extended periods, such as when cruising on the open ocean, as well as situations requiring a high-output power supply for short periods, such as during rough seas or acceleration.

[0010] However, as mentioned above, conventional electric propulsion vessels had limitations in properly handling situations such as port entry / exit or rough seas, as they primarily consisted of high-energy batteries and controlled their power supply without considering dynamic situations requiring actual high output, such as port entry / exit and rough seas operation, or static situations requiring high energy, respectively.

[0011] To overcome these limitations, the power source must be designed based on high-output batteries; however, this not only leads to the problem of oversizing due to an excessive increase in the capacity of the batteries themselves that must be installed on the vessel, but also simultaneously entails the issue of increased system construction costs resulting from excessive battery placement.

[0012] To address these issues, numerous hybrid propulsion systems have been proposed that utilize fossil fuel internal combustion engines during dynamic operations requiring high output, such as port entry and exit, and batteries during static operations such as long-distance constant speeds. However, hybrid propulsion systems have inherent limitations that prevent them from fully realizing the advantages of eco-friendly vessels, such as suppressing fine dust generation and reducing greenhouse gas emissions within ports, thus requiring urgent countermeasures. Prior art literature

[0013] Republic of Korea Registered Patent No. 10-1864570 Republic of Korea Registered Patent No. 10-2477554 The problem to be solved

[0014] The present invention is proposed to solve the problems of such conventional technology. The objective of the present invention is to propose a control system and a control method that can extend the safety and lifespan of the battery itself while ensuring stable operation of the vessel by combining heterogeneous high-output batteries and high-energy batteries with different characteristics and applying a battery suitable for the vessel's operating route or weather environment according to each situation. means of solving the problem

[0015] To achieve this objective, the present invention comprises: a first battery unit (11) having high output characteristics and a second battery unit (12) having high energy characteristics; an inverter unit (20) connected to each of the first and second battery units (11, 12); a motor unit (30) connected to the inverter unit (20); a propulsion unit (50) connected to the motor unit (30) by a shaft; a central control unit (60) equipped with an operation control unit that determines the operation path and operation status of the ship and the output change rate (△P / △t) per unit time of the motor unit (30), and an output distribution unit (63) that, according to the determination of the operation control unit, connects either of the first or second battery units (11, 12) to the inverter unit (20) to serve as the output source of the ship, or temporarily connects both of them in parallel with the inverter unit (20) for load transfer or load switching. The control panel unit (70) is provided in the wheelhouse of a ship and is connected to the central control unit (60), and is equipped with a panel (71) for displaying operation information of the central control unit (60), a plurality of operation buttons (72), and an input means (73); wherein the input means (73) of the control panel unit (70) is provided with an operation mode input terminal for selecting either an entry / exit mode requiring high output of the first battery unit (11) or an emergency operation mode, or a normal operation mode requiring high energy of the second battery unit (12); and the operation control unit is composed of an operation mode determination unit (61) for determining a specific operation mode input from the operation mode input terminal, and an operation status determination unit (62) for measuring the output change rate per unit time of the motor unit (30) and the power and temperature information of the first and second battery units in real time when a normal operation mode is input from the operation mode input terminal.The technical feature is that the central control unit (60) is provided with a control switching unit (64) that switches the control path of the output distribution unit (63) from the first battery unit (11) to the second battery unit (12) or from the second battery unit (12) to the first battery unit (11) according to the judgment of the operation status judgment unit (62), and an operation state control unit (66) that prevents power cutoff of the ship by reducing the output per unit time of the motor unit (30) to a certain level or lower when the control path of the output distribution unit (63) is not switched from the first battery unit (11) to the second battery unit (12) or from the second battery unit (12) to the first battery unit (11).

[0016] delete

[0017] delete

[0018] delete

[0019] The central control unit (60) may be provided with an update learning unit (67) that stores and learns information related to the operation of the ship, the output change rate of the motor unit (30) related thereto, and power status information and temperature information for each of the first and second battery units (11, 12).

[0020] The above-mentioned vessel is equipped with a plurality of weather sensors (81), GPS (82), and a communication device (83) and is connected to an information and communication unit (60); the central control unit (60) may be provided with a self-diagnosis unit (65) that determines whether the vessel can be operated based on power information and temperature information of each of the first and second battery units (11, 12) and information transmitted from the information and communication unit.

[0021] Another technical feature of the present invention is a method for controlling the operation of a ship using a system comprising a battery unit, an inverter unit connected to the battery unit, a motor unit connected to the inverter unit, a central control unit, and a control panel unit connected to the central control unit, comprising: a ship operation path determination step (S10); an operation mode input step (S20) for selecting one of an entry / exit mode, a normal operation mode, or an emergency operation mode provided in the control panel unit for the identified operation path; a step (S30) in which an operation mode determination unit of the central control unit determines the input operation mode; and a battery unit connection step (SBO) in which an output distribution unit of the central control unit intervenes according to the determined operation mode, wherein if the input operation mode is either an entry / exit mode or an emergency operation mode, a first battery unit having high output characteristics is connected to the inverter unit to take over the output of the motor unit, and if the input operation mode is a normal operation mode, a second battery unit having high energy characteristics is connected to the inverter unit to take over the output of the motor unit. The method includes a step (S60) of operating a vessel using either a first battery unit or a second battery unit connected to an inverter unit as the dedicated output source; wherein, while the first battery unit is connected to a motor unit and the vessel is operating in either an entry / exit mode or an emergency operation mode, the rate of change in output per unit time of the motor unit is measured in real time, and if the power state of the first battery unit exceeds a preset threshold, a parallel connection step (SBA1) follows in which the second battery unit is temporarily connected in parallel with the inverter unit while the first battery unit maintains its status as the dedicated output source of the vessel, thereby improving the power state of the first battery unit through the second battery unit and preventing the interruption of the vessel's power supply; and if the power state of the first battery unit is not improved even after a certain period of time has elapsed following the parallel connection step (SBA1), a switching step (S51) follows in which the connection between the first battery unit and the inverter unit is released and the control path is switched so that the second battery unit operates as the dedicated output source of the vessel.

[0022] delete

[0023] delete

[0024] At this time, if the above switching step (S51) is not performed normally, it may lead to a first battery unit protection step (S52) in which the first battery unit is dedicated as the output source of the vessel, but the output per unit time of the motor unit is forcibly reduced.

[0025] In addition, prior to the execution of the above switching step (S51), a step of determining whether the power in the first battery unit continues to exceed a threshold value for a certain period of time may be performed first.

[0026] In addition, if the above parallel connection step (SBA1) is not properly connected, it may lead to a first battery unit protection step (S52) in which the first battery unit is dedicated as the output source of the vessel, but the output per unit time of the motor unit is forcibly reduced.

[0027] While the second battery unit is connected to the motor unit and operating in normal operation mode, the power status of each of the second battery units is calculated in real time. If the power status of the second battery unit exceeds a preset threshold, a parallel connection step (SBA2) may follow, in which the first battery unit is temporarily connected in parallel with the inverter unit while the second battery unit maintains its status as the dedicated power source of the vessel, so that the first battery unit takes on the load for the portion of the second battery unit that exceeds the threshold, thereby preventing the interruption of the vessel's power supply.

[0028] At this time, if the power state of the second battery unit exceeds a threshold value even after the parallel connection step (SBA2), a switching step (S55) may follow to disconnect the connection between the second battery unit and the inverter unit and switch the control path so that the first battery unit operates as the dedicated output source of the vessel.

[0029] At this time, prior to the execution of the above-mentioned switching step (S55), a step of determining whether the power in the second battery unit continues to exceed a threshold value for a certain period of time may be performed first.

[0030] In addition, if the above switching step (S55) is not performed normally, it may lead to a second battery unit protection step (S56) in which the second battery unit is dedicated as the output source of the vessel, but the output per unit time of the motor unit is forcibly reduced.

[0031] In addition, if the above parallel connection step (SBA2) is not properly connected, it may lead to a second battery unit protection step (S56) in which the second battery unit is dedicated as the output source of the vessel, but the output per unit time of the motor unit is forcibly reduced.

[0032] In the event that an emergency situation requiring high output occurs while the second battery unit is connected to the inverter unit and is operating in a normal operation mode, the following steps may be sequentially performed: an emergency operation mode input step (S21) of the control panel unit; a step of determining the input emergency operation mode (S31); a step of temporarily connecting the first battery unit in parallel with the inverter unit while maintaining the second battery unit as the dedicated power source of the vessel (SBA3); and a switching step (S58) of disconnecting the connection between the second battery unit and the inverter unit and switching the control path so that the first battery unit operates as the dedicated power source of the vessel.

[0033] Prior to the above-mentioned vessel navigation path identification step (S10), a self-diagnosis step (S80) may be performed to determine whether the vessel can be operated by identifying the status information of each of the first and second battery units, GPS information, weather environment information, and communication device operation information in advance.

[0034] After the above battery unit connection step (SBO), a learning step (S90) may follow, in which ship operation information according to each operation mode, the output change rate of the motor unit related thereto, and the status information of the first and second battery units are updated in real time. Effects of the invention

[0035] The present invention combines a first battery unit having high output characteristics and a second battery unit having high energy characteristics, so that the first battery unit operates as the dedicated power source in situations requiring high output, such as port entry / exit or emergency conditions, and the second battery unit operates as the dedicated power source in situations requiring high energy, such as constant speed. By doing so, it is possible to operate the vessel in the most suitable state for each operating condition, as well as to enhance the utilization efficiency of the battery, ensure the safety of the battery itself, and extend its lifespan.

[0036] In addition, the present invention is configured such that a specific battery unit operates as a standalone power source in accordance with the ship's operating mode and other battery units are excluded from the control path, thereby fundamentally preventing interference between battery units or the transmission of failure states, and is configured such that if the power condition deteriorates while a specific battery unit operates as a standalone power source, other battery units are temporarily connected in parallel, thereby reducing the degradation rate of each battery unit and enabling stable operation to continue for a long time.

[0037] In addition, the present invention is configured such that when a specific battery unit is dedicated to outputting power and continuing operation, if the operation is changed to a different operation mode, instead of immediately disconnecting the existing battery unit and connecting another battery unit in accordance with the changed operation mode, heterogeneous batteries are temporarily connected in parallel to operate, and then the connection of the existing battery unit is disconnected, thereby fundamentally preventing the phenomenon of the ship's power supply being interrupted during operation.

[0038] In addition, the present invention allows a specific battery unit to operate as a standalone power source according to the operating mode, and if the power status of the battery unit deteriorates during operation and the condition does not improve even if another battery unit is temporarily connected in parallel or if parallel connection with another battery unit is not established, the power status is adjusted to normal by forcibly reducing the output of the motor unit to reduce the energy required for the operation of the vessel, thereby controlling the previously connected battery unit to continue operating as the vessel's power source, so as to fundamentally prevent the phenomenon of a vessel losing its propulsion function during operation. Brief explanation of the drawing

[0039] FIG. 1 is a schematic layout diagram of an electric ship operation control system according to the present invention. FIG. 2 is a schematic diagram of the operation control system configuration of an electric propulsion vessel according to the present invention. FIGS. 3a and FIGS. 3b are schematic diagrams of the central control unit and the control panel unit in FIGS. 2, respectively. FIG. 4 is a schematic operation control diagram of an electric propulsion vessel according to the present invention. Each of FIGS. 5a to 6 is a specific operation control diagram of the second battery unit and the first battery unit, respectively, in FIG. 4. FIG. 7 is a schematic diagram showing the system of a conventional electric propulsion vessel. FIG. 8 is a schematic diagram showing another configuration of a conventional electric propulsion vessel system. Specific details for implementing the invention

[0040] A preferred embodiment according to the present invention will be described in detail with reference to the attached drawings as follows. In describing the embodiment of the present invention, detailed descriptions of matters that are not directly related to the technical features of the present invention or are obvious to those skilled in the art to which the present invention belongs will be omitted.

[0041] The present invention relates to an operation control system for an electric propulsion vessel using heterogeneous dual batteries and a control method thereof. Among these, the operation control system for the electric propulsion vessel is examined first.

[0042] The operation control system of an electric propulsion vessel according to the present invention has technical features comprising, as shown in FIG. 1, first and second batteries (11, 12), an inverter unit (20), a motor unit (40), a propulsion unit (50), a central control unit (60), and a control panel unit (70).

[0043] Each of the first and second battery sections (11, 12) serves as a power source for propelling a ship, and it is preferable that the first battery section (11) be made of a battery having high output characteristics and the second battery section (12) be made of a battery having high energy characteristics.

[0044] The reason the present invention combines the battery section with heterogeneous batteries having different characteristics, such as high-output batteries and high-energy batteries, is to operate the vessel while responding quickly and appropriately to the vessel's navigation route, operating conditions, or emergency situations.

[0045] That is, the first battery unit (11) functions as a battery that supplies power when high output is required, such as during the entry and exit of a ship, emergency operation, or adverse weather conditions, and the second battery unit (12) functions as a battery that supplies power when normal operation is required, such as long-distance constant speed. The characteristics of these high-output batteries and high-energy batteries are widely known in the relevant industry, so a detailed explanation thereof is omitted.

[0046] The inverter section (20) is a part that converts direct current power supplied from each of the first and second battery sections (11, 12) into alternating current power, and is connected to each of the first and second battery sections (11, 12). Reference numerals 13 and 14 are each of the first and second switching sections.

[0047] At this time, the AC power converted by the inverter unit (20) can be distributed to electrical equipment mounted on the ship in addition to the motor unit (30) to be described later, and it goes without saying that separate independent inverters may be provided in the distribution line connected to each electrical equipment as needed.

[0048] The motor unit (30) serves as a rotational power generation source and is connected to the inverter unit (20). The propulsion unit (50) is a part that propels the ship using the rotational power generated by the motor unit (30) and is connected to the motor unit (30) via an axle. At this time, a reduction unit (40) may be interposed between the motor unit (30) and the propulsion unit (50) as shown in the drawing.

[0049] The central control unit (60) controls the flow of power in relation to the operation of the ship and may be composed of a navigation control unit and an output distribution unit (63) as shown in FIG. 2 and FIG. 3a, respectively.

[0050] The navigation control unit determines the navigation path and navigation status of the ship, and the rate of change of output per unit time (△P / △t) of the motor unit (30). Here, the navigation path of the ship refers to a distinction between a path requiring high-output power or a path requiring high-energy power, and the navigation status refers to environmental conditions such as weather or wave height, and emergency situations.

[0051] The output distribution unit (63) connects either of the first or second battery units (11, 12) to the inverter unit (20) according to the control signal of the flight control unit. Meanwhile, in a special case for transferring or sharing load between battery units, the output distribution unit (63) may temporarily connect both the first and second battery units (11, 12) in parallel with the inverter unit (20).

[0052] Accordingly, without the intervention of the control switching unit (64) described later, the vessel is connected to either of the first and second battery units (11, 12) selected according to the control signal of the output distribution unit (63), or the first and second battery units (11, 12) are temporarily connected in parallel during the normal switching between battery units or the switching process in the event of a problem occurring in a specific battery unit.

[0053] The control panel section (70) may be formed to include a panel (71), a plurality of operating buttons (72), and an input means (73), as shown in FIG. 3B. The panel (71) is provided in the wheelhouse as a part that displays the control status and operation status of the ship, respectively, in conjunction with the central control section (60).

[0054] The operation button (72) may consist of an operation button to turn the ship system on / off, a shutdown button, an emergency button that can forcibly shut down the ship system in an emergency situation, etc. The input means (73) is a part for selectively inputting multiple types of information related to the operation of the ship.

[0055] Although the drawing shows an example in which the panel (71), operation button (72), and input means (73) forming the control panel section (70) are each configured as separate components, the present invention does not exclude cases where all of them are formed as an integrated structure. If the control panel section (70) is formed as an integrated structure, it may be implemented in a touchscreen manner.

[0056] In the present invention, the input means (73) is provided with an operation mode input unit, and the operation control unit is not excluded from being composed of an operation mode determination unit (61) and an operation status determination unit (62).

[0057] At this time, it is preferable that the operation mode input unit be configured to allow selecting and inputting one of the entry / exit mode, emergency operation mode, and normal operation mode. The entry / exit mode and the emergency operation mode are operation modes that require high-output power supply from the first battery unit (11), and the normal operation mode is an operation mode that requires high-energy power supply from the second battery unit (10).

[0058] The operation mode determination unit (61) is a part that determines a specific operation mode input from the operation mode input terminal, and when the operator selects and inputs one of the operation mode input terminals, it determines this and transmits it to the output distribution unit (63).

[0059] The operation status judgment unit (62) measures and calculates the output change rate (△P / △t) per unit time of the motor unit (30) and the power information and temperature information of each of the first and second battery units (11, 12) in real time, and compares each of these calculated information with a preset threshold value.

[0060] Power information for each of the first and second battery sections (11, 12) may consist of voltage information, current information, SOC information, C-rate, etc., and threshold values ​​for each of these may be set to arbitrary values ​​in advance so that each of the first and second battery sections (11, 12) can operate normally for the safe operation of the ship.

[0061] Also, the threshold value for the output change rate (△P / △t) per unit time of the motor unit (30) can also be set to an arbitrary value in advance. Of course, the threshold value for each of the first and second battery units (11, 12) and the motor unit (30) may vary depending on the capacity or characteristics of each battery and motor unit.

[0062] At this time, the present invention proposes a case in which a control switching unit (64) is provided in the central control unit (60). The control switching unit (64) has the authority to exceptionally switch the control path of the output distribution unit (63) according to the judgment result of the operation status judgment unit (62).

[0063] That is, the output control for the battery section is entirely handled by the output distribution section (63), so that only the specific battery section designated by the output distribution section (63) is involved in the operation of the ship, and the control switching section (64) intervenes in the output control of the battery section only in extremely exceptional cases.

[0064] The reason the present invention is configured so that the control switching unit (64) intervenes to switch the control path of the output distribution unit (63) only in such exceptional cases is to clearly divide responsibility among the battery units related to the propulsion of the ship during operation, thereby fundamentally preventing interference between battery units or transmission phenomena due to failure.

[0065] In the case where a control conversion unit (64) is provided, the present invention does not exclude the case where an operation state control unit (66) is further provided in the central control unit (60) as a means to ensure safe operation of the vessel in the event of a malfunction or failure of the control conversion unit (64).

[0066] The operating state control unit (66) intervenes when the control switching unit (64) is operated but the output distribution unit (63) does not switch the control path or the control switching unit (64) itself is not operated, thereby reducing the output per unit time of the motor unit (30) to a level below a certain level and preventing the power cutoff of the ship.

[0067] Rather than deciding uniformly how much the output of the motor unit (30) per unit of time should be reduced, it is preferable to make a decision by comprehensively considering the power status of the battery unit currently connected to the inverter unit (20) and the flight path.

[0068] Meanwhile, the present invention does not exclude the case where an update learning unit (67) is further provided in the central control unit (60). The update learning unit (67) stores and learns information related to the operation of the ship, power information and temperature information for each of the first and second battery units (11, 12).

[0069] In this way, an update learning unit (67) is provided in the central control unit (60), and when learning is performed by updating information related to past ship operations, the output change rate of the motor unit (30) related thereto, and power information and temperature information calculated during the operation process of each battery unit, the threshold value for each battery unit can be adjusted and set more precisely during the subsequent operation process of the ship.

[0070] Separately, the present invention proposes a configuration in which an information and communication unit is provided in the ship, and a self-diagnosis unit (65) is further provided in the central control unit (60).

[0071] The information and communication department may include multiple weather sensors (81) capable of collecting weather condition information in real time, a GPS (82) capable of collecting the real-time location of a ship, and a communication device (83) capable of collecting satellite photos or weather forecasts.

[0072] The self-diagnosis unit (65) determines whether the vessel can be operated based on the power status information and temperature information of each of the first and second battery units (11, 12), and the weather condition information transmitted from the information and communication unit.

[0073] In this way, if the ship is equipped with an information and communication unit and a self-diagnosis unit (65), it is possible to predict in advance the weather conditions on the ship's route as well as the operating status of the battery unit during the ship's operation, thereby preventing safety accidents caused by bad weather and abnormal operation of the battery unit.

[0074] A specific operation control method for an electric propulsion vessel configured in this way will be examined with reference to the aforementioned description and the attached Figures 4 to 6.

[0075] First, a conventional method of controlling a ship begins with the step (S1) of turning on the entire system by operating an operating button (72) provided on a control panel (70), as shown in FIG. 4. When the system is turned on, information related to the control of the ship is displayed on the panel (71).

[0076] In the ON phase, the operation of the entire system and the display of each of the related information on the panel (71) can be carried out by the power of the ship (auxiliary battery unit) provided separately.

[0077] When the system is turned ON, the vessel's navigation route is determined (S10). The navigation route is a concept that includes the entire route the vessel must navigate, as well as entry / exit routes and normal routes within the entire route. Entry / exit routes and normal routes can be used as information to determine the navigation mode.

[0078] At this time, a self-diagnosis step (S80) may be performed prior to determining the navigation route. The self-diagnosis step (S0) is a step for determining whether the vessel can be operated based on power information and temperature information of each of the first and second battery units (11, 12), and information received through the weather sensor (81), GPS (82), and communication device (83) of the information and communication unit.

[0079] If it is determined that operation is possible during the self-diagnosis stage (S80), one of the operation mode input units provided in the input means (73) of the control panel unit (70) is input (S20). The operation mode input unit may consist of an arrival / departure mode, a normal operation mode, and an emergency operation mode.

[0080] The entry / exit mode is a dynamic operation mode in which a vessel departs from a dock or enters a dock to dock. The normal operation mode is a static operation mode in which a vessel operates continuously at a constant speed, while the emergency operation mode is a dynamic operation mode involving adverse weather, changes in currents, and evasive maneuvers.

[0081] When a specific operation mode is input, the operation mode determination unit (61) of the central control unit (60) determines the input operation mode (S30), and transmits a control signal to the output distribution unit (63) according to the determined operation mode (S30). When the control signal from the operation mode determination unit (61) is transmitted to the output distribution unit (63), the output distribution unit (63) intervenes to connect the battery unit (SBO).

[0082] At this time, the connection of the battery unit due to the intervention of the output distribution unit (63) is made such that when the input operation mode is either the port entry / exit mode or the emergency operation mode, the first battery unit (11) having high output characteristics is connected to the inverter unit (20), and when the input operation mode is the normal operation mode, the second battery unit (12) having high energy characteristics is connected to the inverter unit (20).

[0083] That is, the output distribution unit (63) controls the output so that the second battery unit (12) is excluded and only the first battery unit (11) is involved in the output when the operating mode is either the port entry / exit mode or the emergency operating mode, and controls the output so that the first battery unit (12) is excluded and only the second battery unit (12) is involved in the output when the input operating mode is the normal operating mode.

[0084] When either of the first and second battery units (11, 12) is connected to the inverter unit (20) under the control of the output distribution unit (63), the power charged in each battery unit is transmitted to the motor unit (30) through the inverter unit (20) and rotational power is generated, and the generated rotational power is transmitted to the propulsion unit (50) and the ship operates according to a predetermined operation mode (S60).

[0085] When a control signal from the output distribution unit (63) is transmitted according to the input operation mode, the corresponding battery unit operates as the dedicated output source and continues the operation of the vessel. That is, during each of the departure and arrival phases, the first battery unit (11) according to the arrival / departure mode operates as the dedicated output source to operate in dynamic operation mode, and when operating continuously at a constant speed, the second battery unit (12) operates as the dedicated output source to operate in static operation mode.

[0086] When the operation of the vessel is finished after passing through dynamic operation mode and static operation mode, the operation button (72) provided in the control panel (70) is operated to turn off the entire system, and accordingly, the control of the vessel according to the present invention is terminated (S70).

[0087] At this time, the present invention does not exclude the case where, after the battery unit connection step (SBO) before the start of the operation of the ship, the operation information according to each operation mode of the ship and the output change rate of the motor unit (30) related thereto and the status information of each of the first and second battery units (11, 12) are updated in real time and learned (S90).

[0088] The operation information of the ship includes information on the operation path and operation status, respectively, and the output change rate of the motor unit (30) is information calculated from the operation path and operation status of the ship, respectively, and the status information of the first and second battery units (11, 12) includes power status information and temperature status information of the battery units linked to the operation path and operation status of the ship, respectively.

[0089] Once updated through this stage, learning is performed for each operating mode based on the updated information, making it possible to more precisely adjust threshold values ​​for each battery component necessary for the stable operation of the vessel in the future.

[0090] Unlike the conventional ship operation control method, a specific battery unit operates as an output source according to the output control signal of the output distribution unit (63) after a specific operation mode is input, and a detailed control method according to the power status of the battery unit is examined.

[0091] FIG. 5a shows a specific control method for the case where the second battery unit (12) operates as a dedicated output source and the ship is in operation. The second battery unit (12) has high energy characteristics and is connected to the inverter unit (20) when a normal operation mode (static operation mode) is input.

[0092] When the second battery unit (12) is connected to the inverter unit (20) and the operation of the vessel begins, the operation state control unit (62) measures and calculates the power status of the second battery unit (12) in real time (S350), and based on this, determines whether the power status of the second battery unit (12) exceeds a preset threshold value (S40).

[0093] The threshold value may consist of one or more pieces of information showing the power status of the second battery unit (12). For example, it may be set as a numerical value for the C-rate of the second battery unit (1), or as a numerical value for the rate of change of the SOC of the second battery unit (1) based on the rate of change of output per unit time (△P / △t) of the motor unit (30).

[0094] If the power state of the second battery unit (12) calculated by the operation state control unit (62) does not exceed the threshold value, the vessel continues to operate in that state (S60). In contrast, if the power state of the second battery unit (12) calculated by the operation state control unit (62) exceeds the threshold value, the output distribution unit (63) intervenes and temporarily connects the first battery unit (11) in parallel to the inverter unit (20) (SBA2).

[0095] When the first battery unit (11) is connected in parallel with the inverter unit (20), the first battery unit (11) absorbs the load on the portion exceeding the threshold value in the second battery unit (11), thereby stabilizing the output of the second battery unit (12) and simultaneously preventing the interruption of the ship's power supply. At this time, even though the first battery unit (11) is connected in parallel with the inverter unit (20), the second battery unit (12) maintains its status as the dedicated power source for the ship.

[0096] When the first and second battery units (11, 12) are connected in parallel to the inverter unit (20) and the power status of the second battery unit (12) is improved, and information regarding this is transmitted to the output distribution unit (63) through the operation status control unit (62), the output distribution unit (63) intervenes again to temporarily disconnect the first battery unit (11), which was connected in parallel, from the inverter unit (20) (S420). Accordingly, the vessel continues normal mode operation using the second battery unit (12) as the output source again (S60).

[0097] In contrast, if the power state of the second battery unit (12) exceeds a threshold value even after the parallel connection step (SBA2), the output distribution unit (63) disconnects the connection between the second battery unit (12) and the inverter unit (20) and switches the control path so that the first battery unit (11) operates as the dedicated output source for the ship (S55).

[0098] Accordingly, the first battery unit (11) replaces the second battery unit (12) and operates as the dedicated power source for the battery vessel, continuing the operation of the vessel (S60). At this time, since the first battery unit (11) has high power characteristics unlike the second battery unit (12), when the first battery unit (11) operates as a power source, it is necessary to operate the vessel in a manner distinct from the method of operating the vessel using the second battery unit (12) as a power source.

[0099] At this time, the present invention does not exclude the case where a step of determining whether the power state of the second battery unit (12) continuously exceeds a threshold value for a certain period of time precedes the switching step (S55) of the control path. This is because the power state of the second battery unit (12) may exceed the threshold value as a temporary phenomenon. The specific numerical value of the duration is to be determined by taking into account the capacity or characteristics of the second battery unit.

[0100] If, despite the control signal of the output distribution unit (63) being applied, the output source of the vessel is not switched from the second battery unit (12) to the first battery unit (11) due to an error in the system or the control signal, the operating state control unit (66) intervenes to forcibly reduce the output per unit time of the motor unit (30), and a second battery unit protection step (S56) follows.

[0101] Accordingly, the operation can continue while preventing the power status of the second battery unit (12), which operates as the dedicated power source of the ship, from rapidly deteriorating (S60). It is desirable to determine how much the output of the motor unit (30) per unit time should be reduced by comprehensively considering the current power status of the second battery unit (12), the route of operation, etc.

[0102] Meanwhile, even though the output distribution unit (63) intervenes and applies a control signal to connect the first battery unit (11) in parallel with the inverter unit (20), if the parallel connection step (SBA2) is not continued due to a system error, the operation state control unit (66) intervenes in the same way as described above (S40′).

[0103] That is, the operating state control unit (66) maintains the second battery unit (12) as the primary power source for the vessel and performs a second battery unit protection step (S56) that forcibly reduces the output per unit time of the motor unit (30). Accordingly, the vessel continues to operate with the reduced output using the second battery unit (12) as the power source.

[0104] Next, referring to FIG. 5b, we examine a control method for switching to an emergency operation mode when a dynamic operation mode is urgently needed, such as when the ship is operating in a normal operation mode with the second battery unit (12) as the output source, or when there is a change in current or an evasive maneuver.

[0105] When an emergency situation requiring high output occurs while the second battery unit (12) is connected to the inverter unit (20) and is operating in normal operation mode, an emergency operation mode is input through the input means (73) of the control panel unit (70) (S21). When the emergency operation mode is input, the output distribution unit (63) intervenes according to the control signal of the operation mode determination unit (61) (S31).

[0106] Then, the output distribution unit (63) temporarily connects the first battery unit (11) in parallel with the inverter unit (20) according to the control signal transmitted to the operation mode determination unit (61) (SBA3). At this time, the second battery unit (12) still operates as the dedicated output source of the ship until the first and second battery units (11, 12) are connected in parallel.

[0107] When the first and second battery units (11, 12) are connected in parallel, the control switching unit (64) intervenes to transmit a control signal to the output distribution unit (63), and according to the transmitted control signal, the output distribution unit (63) disconnects the connection between the second battery unit (12) and the inverter unit (20) (S58). As the connection between the second battery unit (12) and the inverter unit (20) is disconnected, the first battery unit (11) operates as the dedicated output source for the ship and continues the operation of the ship (S60).

[0108] When the emergency situation is resolved, the above-mentioned steps—namely, inputting the normal operation mode to the control panel (70), parallel connection of the inverter (20) of the second battery unit (12) by the operation of the output distribution unit (63), and disconnection of the first battery unit (11) and the inverter unit (20) by the intervention of the control conversion unit (64)—are followed by the operation of the vessel by the second battery unit (12), thereby returning to the original operation state.

[0109] Finally, referring to FIG. 6, we examine a specific control method for the case where the first battery unit (11) operates as a dedicated output source and the ship is in operation. The first battery unit (11) has high output characteristics and is connected to the inverter unit (20) when the port entry / exit mode or emergency situation mode (dynamic operation mode) is input.

[0110] When the first battery unit (11) is connected to the inverter unit (20) and the operation of the vessel begins according to a specific operation mode, the operation state control unit (62) measures and calculates the power status of the first battery unit (11) in real time (S350), and based on this, determines whether the power status of the first battery unit (11) exceeds a preset threshold value (S40). The threshold value of the first battery unit (11) can be set to be similar to the threshold value of the second battery unit (12) described above.

[0111] If the power state of the first battery unit (11) calculated by the operation state control unit (62) does not exceed the threshold value, the vessel continues to operate in that state (S60). In contrast, if the power state of the first battery unit (11) calculated by the operation state control unit (62) exceeds the threshold value, the output distribution unit (63) intervenes and temporarily connects the second battery unit (12) in parallel to the inverter unit (20) (SBA1).

[0112] When the second battery unit (12) is connected in parallel with the inverter unit (20), the second battery unit (12) absorbs the load on the portion of the first battery unit (11) that exceeds the threshold value, thereby stabilizing the output of the first battery unit (11) and simultaneously preventing the interruption of the ship's power supply. At this time, even though the second battery unit (12) is connected in parallel with the inverter unit (20), the first battery unit (11) maintains its status as the dedicated power source for the ship.

[0113] When the first and second battery units (11, 12) are connected in parallel to the inverter unit (20) and the power status of the first battery unit (11) is improved, and information regarding this is transmitted to the output distribution unit (63) through the operation status control unit (62), the output distribution unit (63) intervenes again to temporarily disconnect the second battery unit (12), which was connected in parallel, from the inverter unit (20) (S410). Accordingly, the vessel continues to operate in either the previous stage's entry / exit mode or emergency operation mode, using the first battery unit (11) as the output source (S60).

[0114] In contrast, if the power state of the first battery unit (11) exceeds a threshold value even after the parallel connection step (SBA1), the output distribution unit (63) disconnects the connection between the first battery unit (11) and the inverter unit (20) and switches the control path so that the first battery unit (12) operates as the dedicated output source for the ship (S52).

[0115] Accordingly, the second battery unit (12) replaces the first battery unit (11) and operates as the dedicated power source for the battery vessel, continuing the operation of the vessel (S60). At this time, since the second battery unit (12) has high energy characteristics unlike the first battery unit (11), it is necessary to operate the vessel by differentiating it from the method of operating the vessel using the first battery unit (11) as the power source when the second battery unit (12) operates as the power source.

[0116] At this time, prior to the switching step (S52) of the control path, a step of determining whether the power state of the first battery unit (11) continuously exceeds a threshold value for a certain period of time may be performed. This is because the power state of the first battery unit (11) may exceed the threshold value as a temporary phenomenon. The specific value of the duration is to be determined by taking into account the capacity or characteristics of the first battery unit.

[0117] If, despite the control signal of the output distribution unit (63) being applied, the output source of the vessel is not switched from the first battery unit (11) to the second battery unit (12), the operating state control unit (66) intervenes to forcibly reduce the output per unit time of the motor unit (30), and a first battery unit protection step (S52) follows.

[0118] Accordingly, the operation is continued while preventing the power status of the first battery unit (11), which operates as the dedicated power source of the ship, from rapidly deteriorating (S60). It is desirable to determine how much the output of the motor unit (30) per unit time should be reduced by comprehensively considering the current power status of the first battery unit (11), the route of operation, etc.

[0119] Meanwhile, even though the output distribution unit (63) intervenes and applies a control signal to connect the second battery unit (12) in parallel with the inverter unit (20), if the parallel connection step (SBA1) is not continued due to a system error, the operation state control unit (66) intervenes (S40′).

[0120] That is, in the same manner as the above method, the operating state control unit (66) maintains the first battery unit (11) as the exclusive power source of the vessel and performs a first battery unit protection step (S56) that forcibly reduces the output per unit time of the motor unit (30). Accordingly, the vessel continues to operate with the reduced output using the first battery unit (11) as the power source.

[0121] Although the above description is limited to preferred embodiments of the present invention, this is merely an example, and the present invention is not limited thereto and can be implemented with various modifications. Furthermore, it is obvious that separate technical features may be added based on the disclosed technical concept. Explanation of the symbols

[0122] 11, 12: 1st and 2nd battery sections 20: Inverter section 30 : Motor section 40 : Reduction section 50 : Propulsion Unit 60 : Central Control Unit 61: Operation Mode Determination Unit 62: Operation Status Determination Unit 63: Output distribution unit 64: Control switching unit 65: Self-diagnosis unit 66: Operating status control unit 67 : Update Learning Department 70 : Control panel section 71 : Panel 72: Button 73: Operation mode input means 81 : Weather sensor 82 : GPS 83 : Communicator

Claims

Claim 1 A first battery unit (11) having high output characteristics and a second battery unit (12) having high energy characteristics; an inverter unit (20) connected to each of the first and second battery units (11, 12); a motor unit (30) connected to the inverter unit (20); a propulsion unit (50) connected to the motor unit (30) by a shaft; a central control unit (60) equipped with an operation control unit that determines the operation path and operation status of the ship and the output change rate (△P / △t) per unit time of the motor unit (30), and an output distribution unit (63) that, according to the determination of the operation control unit, connects either of the first or second battery units (11, 12) to the inverter unit (20) to serve as the output source of the ship, or temporarily connects both of them in parallel with the inverter unit (20) for load transfer or load switching; and a panel (71) for displaying operation information of the central control unit (60), a plurality of operation buttons (72), and an input means (73) each provided. It includes a control panel unit (70) connected to a central control unit (60) and provided in the wheelhouse of the ship; wherein the input means (73) of the control panel unit (70) is provided with an operation mode input terminal for selecting either an entry / exit mode requiring high output of the first battery unit (11) or an emergency operation mode, or a normal operation mode requiring high energy of the second battery unit (12); and the operation control unit comprises an operation mode determination unit (61) for determining a specific operation mode input from the operation mode input terminal, and an operation status determination unit (62) for measuring the output change rate per unit time of the motor unit (30) and the power and temperature information of the first and second battery units in real time when a normal operation mode is input from the operation mode input terminal;The above central control unit (60) is provided with a control switching unit (64) that switches the control path of the output distribution unit (63) from the first battery unit (11) to the second battery unit (12) or from the second battery unit (12) to the first battery unit (11) according to the judgment of the operation status judgment unit (62), and an operation state control unit (66) that reduces the output per unit time of the motor unit (30) to a certain level or lower to prevent power interruption of the ship when the control path of the output distribution unit (63) is not switched from the first battery unit (11) to the second battery unit (12) or from the second battery unit (12) to the first battery unit (11); characterized in that the operation control system of an electric propulsion ship using a heterogeneous dual battery is provided. Claim 2 delete Claim 3 delete Claim 4 delete Claim 5 An operation control system for an electric propulsion vessel using heterogeneous dual batteries, characterized in that, in the first paragraph, the central control unit (60) is provided with an update learning unit (67) that stores and learns information related to the operation of the vessel and the output change rate of the motor unit (30) related thereto, as well as power status information and temperature information for each of the first and second battery units (11, 12). Claim 6 An operation control system for an electric propulsion vessel using heterogeneous dual batteries, characterized in that, in the first paragraph, the vessel is equipped with a plurality of weather sensors (81), GPS (82), and a communication device (83) and is connected to an information and communication unit connected to a central control unit (60); and the central control unit (60) is provided with a self-diagnosis unit (65) that determines whether the vessel is capable of operation based on power information and temperature information of each of the first and second battery units (11, 12) and information transmitted from the information and communication unit. Claim 7 A method for controlling the operation of a ship using a system comprising a battery unit, an inverter unit connected to the battery unit, a motor unit connected to the inverter unit, a central control unit, and a control panel unit connected to the central control unit, comprising: a ship operation path determination step (S10); an operation mode input step (S20) for selecting one of an entry / exit mode, a normal operation mode, or an emergency operation mode provided in the control panel unit for the identified operation path; a step (S30) in which an operation mode determination unit of the central control unit determines the input operation mode; a battery unit connection step (SBO) in which an output distribution unit of the central control unit intervenes according to the determined operation mode, such that if the input operation mode is either the entry / exit mode or the emergency operation mode, a first battery unit having high output characteristics is connected to the inverter unit to take over the output of the motor unit, and if the input operation mode is the normal operation mode, a second battery unit having high energy characteristics is connected to the inverter unit to take over the output of the motor unit; and the ship is operated by using either the first battery unit or the second battery unit connected to the inverter unit as the dedicated output source. A method for controlling the operation of an electric propulsion vessel using a heterogeneous dual battery, comprising: a step (S60); wherein, while the first battery unit is connected to the motor unit and the vessel is operating in either an entry / exit mode or an emergency operation mode, the rate of change in output per unit time of the motor unit is measured in real time, and if the power state of the first battery unit exceeds a preset threshold, a parallel connection step (SBA1) follows in which the second battery unit is temporarily connected in parallel with the inverter unit while the first battery unit maintains its status as the dedicated power source of the vessel, thereby improving the power state of the first battery unit through the second battery unit and preventing the interruption of the vessel's power supply; and if the power state of the first battery unit is not improved even after a certain period of time has elapsed following the parallel connection step (SBA1), a switching step (S51) follows in which the connection between the first battery unit and the inverter unit is released and the control path is switched so that the second battery unit operates as the dedicated power source of the vessel. Claim 8 delete Claim 9 delete Claim 10 A method for controlling the operation of an electric propulsion vessel using a heterogeneous dual battery, characterized in that, in the case of claim 7, if the switching step (S51) is not properly continued, the first battery unit is dedicated as the output source of the vessel, and the first battery unit protection step (S52) is performed to forcibly reduce the output of the motor unit per unit time. Claim 11 A method for controlling the operation of an electric propulsion vessel using a heterogeneous dual battery, characterized in that, in claim 7, a step of determining whether the power in the first battery unit continues to exceed a threshold value for a certain period of time prior to the execution of the switching step (S51) is performed. Claim 12 A method for controlling the operation of an electric propulsion vessel using a heterogeneous dual battery, characterized in that, in the case of claim 7, if the parallel connection step (SBA1) is not properly connected, the first battery unit is dedicated as the output source of the vessel, and the first battery unit protection step (S52) is performed to forcibly reduce the output per unit time of the motor unit. Claim 13 A method for controlling the operation of an electric propulsion vessel using heterogeneous dual batteries, characterized in that, in claim 7, while the second battery unit is connected to the motor unit and operating in a normal operation mode, each power state of the second battery unit is calculated in real time, and if the power state of the second battery unit exceeds a preset threshold, the first battery unit is temporarily connected in parallel with the inverter unit while the second battery unit maintains its status as the dedicated power source of the vessel, so that the first battery unit takes on the load for the portion exceeding the threshold in the second battery unit, thereby preventing the interruption of the vessel's power supply. Claim 14 A method for controlling the operation of an electric propulsion vessel using heterogeneous dual batteries, characterized in that, in claim 13, if the power state of the second battery unit exceeds a threshold value even after the parallel connection step (SBA2), a switching step (S55) follows to disconnect the connection between the second battery unit and the inverter unit and switch the control path so that the first battery unit operates as the dedicated output source of the vessel. Claim 15 A method for controlling the operation of an electric propulsion vessel using a heterogeneous dual battery, characterized in that, in claim 14, a step of determining whether the power in the second battery unit continues to exceed a threshold value for a certain period of time prior to the execution of the switching step (S55) is performed. Claim 16 A method for controlling the operation of an electric propulsion vessel using a heterogeneous dual battery, characterized in that, in the case of claim 14, if the switching step (S55) is not properly continued, the second battery unit is dedicated as the output source of the vessel, and the second battery unit protection step (S56) is performed to forcibly reduce the output of the motor unit per unit time. Claim 17 A method for controlling the operation of an electric propulsion vessel using a heterogeneous dual battery, characterized in that, in the case of the parallel connection step (SBA2) not being properly connected, the second battery unit is dedicated as the output source of the vessel, and the second battery unit protection step (S56) is performed to forcibly reduce the output of the motor unit per unit time. Claim 18 In claim 7, when an emergency situation requiring high output occurs while the second battery unit is connected to the inverter unit and the vessel is operating in a normal operation mode, the following steps are sequentially followed: an emergency operation mode input step (S21) of the control panel unit; a step of determining the input emergency operation mode (S31); a step of temporarily connecting the first battery unit in parallel with the inverter unit while maintaining the second battery unit as the vessel's dedicated output source (SBA3); and a switching step (S58) of disconnecting the connection between the second battery unit and the inverter unit and switching the control path so that the first battery unit operates as the vessel's dedicated output source. Claim 19 A method for controlling the operation of an electric propulsion vessel using heterogeneous dual batteries, characterized in that, in claim 7, prior to the vessel operation path identification step (S10), a self-diagnosis step (S80) is performed to determine whether the vessel can operate by identifying the status information of each of the first and second battery units, GPS information, weather environment information, and communication device operation information in advance. Claim 20 A method for controlling the operation of an electric propulsion vessel using heterogeneous dual batteries, characterized in that, in claim 7, after the battery unit connection step (SBO), a step (S90) follows in which ship operation information according to each operation mode, the output change rate of the motor unit related thereto, and the status information of the first and second battery units are updated and learned in real time.

Images