Ship control devices, control methods and control procedures

Abstract

This invention provides a ship control device, control method, and control program. It provides a technique that can suppress the deterioration of a ship's fuel consumption rate by suppressing changes in the load of the main engine through a novel method. The ship (1) control device of this invention includes: a main engine (21); a shaft-driven generator (22); an acquisition unit that acquires the current rotational speed and a target rotational speed of the main engine (21); a calculation unit that calculates a required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required from the propeller (23) of the ship (1) to make the rotational speed of the main engine (21) reach the target rotational speed; and a control unit that controls the shaft-driven generator (22) based on the time variation of the current requested propeller torque.

Description

Technical Field

[0001] This invention relates to a ship control device, control method, and control program. Background Technology

[0002] For example, Patent Document 1 describes a technology for supplying power to a ship's propulsion and internal electrical loads. In the technology of Patent Document 1, the power generation and propulsion of the shaft-driven generator are controlled based on the change in the current rotational speed of the propeller and motor per unit time (time change) to suppress fluctuations in the main engine load and thus suppress the deterioration of the ship's fuel consumption rate.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2010-116070 Summary of the Invention

[0006] The problem the invention aims to solve

[0007] The purpose of this invention is to propose a technique for suppressing the deterioration of a ship's fuel consumption rate by suppressing the load variation of the main engine through a method different from that in Patent Document 1.

[0008] Solution for solving the problem

[0009] To address the aforementioned issues, one aspect of the present invention provides a ship control device comprising: a main engine for generating propulsion force for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing functions such as generating electricity supplied to the ship's internal busbars by rotating the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the ship's internal busbars; an acquisition unit for acquiring the current rotational speed of the main engine and a target rotational speed of the main engine; a calculation unit for calculating a required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required by the ship's propeller to make the rotational speed of the main engine reach the target rotational speed; and a control unit for controlling the shaft-driven generator based on the time variation of the current required propeller torque.

[0010] In one aspect of the present invention, a ship control method comprises: a main engine for generating propulsion for propelling the ship; and a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating propulsion for propelling the ship by outputting torque based on the electricity supplied via the internal busbar. The ship control method includes the steps of: acquiring a current rotational speed of the main engine and a target rotational speed of the main engine; calculating a required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required by the ship's propeller to make the rotational speed of the main engine reach the target rotational speed; and controlling the shaft-driven generator based on the time variation of the current required propeller torque.

[0011] In one aspect of the ship control program of the present invention, the ship comprises: a main engine for generating propulsion for propelling the ship; and a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to the ship's internal busbars by rotation of the output shaft, and generating propulsion for propelling the ship by outputting torque based on the electricity supplied via the ship's internal busbars. The ship control program causes a computer to perform the following steps: acquiring the current rotational speed of the main engine and a target rotational speed of the main engine; calculating a required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required by the ship's propeller to make the rotational speed of the main engine reach the target rotational speed; and controlling the shaft-driven generator based on the time variation of the current required propeller torque.

[0012] Furthermore, any combination of the above, or any manner in which the constituent elements of the present invention are interchanged or embodied in a method, apparatus, program, transient or non-transient storage medium recording the program, system, etc., are also valid as embodiments of the present invention.

[0013] The effects of the invention

[0014] According to the present invention, a new method can be used to suppress the variation of the main engine load, thereby suppressing the deterioration of the ship's fuel consumption rate. Attached Figure Description

[0015] Figure 1 This is a block diagram schematically showing a ship according to the first embodiment.

[0016] Figure 2 This is a functional block diagram of the ECU in the first embodiment.

[0017] Figure 3 This is a flowchart illustrating the processing of the ECU in the first embodiment.

[0018] Figure 4 This is a flowchart illustrating the calculation process for the increase in output torque of a shaft-driven generator.

[0019] Figure 5 This is a flowchart illustrating the calculation process for the increase in power generation of a shaft-driven generator.

[0020] Figure 6 This is a block diagram schematically illustrating a vessel according to the second embodiment.

[0021] Figure 7 This is a functional block diagram of the ECU in the second embodiment.

[0022] Figure 8 This is a flowchart illustrating the processing of the ECU according to the second embodiment.

[0023] Figure 9 This is a diagram illustrating how the discharge capacity of a battery is determined.

[0024] Figure 10 This is a diagram illustrating how the amount of charge a battery receives is determined. Detailed Implementation

[0025] In the following embodiments and variations, the same or equivalent constituent elements and components are labeled with the same reference numerals, and repeated descriptions are omitted where appropriate. Furthermore, the dimensions of components in each figure are appropriately enlarged or reduced for ease of understanding. Additionally, parts of components that are not essential to explaining the embodiments are omitted from the figures.

[0026] First Implementation Method

[0027] Figure 1 This is a schematic block diagram of a ship 1 according to a first embodiment. Ship 1 includes a command bell 10, a propulsion generating device 20, auxiliary machinery 30, an AC power grid 40, and an ECU (electronic control unit) 100. The propulsion generating device 20 includes a main engine 21, a shaft-driven generator 22, and a propeller 23. The AC power grid 40 includes an AC distribution panel 41, an inverter / converter 42, and an inverter 43. The inverter / converter 42, auxiliary machinery 30, AC power grid 40, and onboard loads 80 are connected via an onboard bus 60.

[0028] The command bell 10, for example, is located on the bridge and is used to supply propulsion command values ​​to the ECU 100.

[0029] The main engine 21 generates propulsion for propelling the vessel 1 by rotating the propeller 23 via the output shaft 21a. The main engine 21 can be an internal combustion engine, such as a diesel engine. The output shaft 21a of the main engine 21 is connected to the shaft-driven generator 22 and the propeller 23. The main engine 21 is driven at a rotational speed corresponding to the propulsion command value from the command bell 10. Alternatively, the command bell 10 can be configured to input a command based on the vessel speed (land speed or water speed), with the propulsion command value set to a value representing the rotational speed required to achieve that speed.

[0030] The shaft-driven generator 22 is configured to selectively function as a generator, generating electricity to supply power to the ship's internal busbar 60 by rotating the output shaft 21a of the main engine 21, and as an electric motor, generating propulsion force for propelling the ship 1 by outputting torque based on the electricity supplied via the ship's internal busbar 60. The shaft-driven generator 22 is positioned between the main engine 21 and the propeller 23, on the output shaft 21a of the main engine 21. The electricity generated by the shaft-driven generator 22 is supplied to the AC power grid 40 via an inverter / converter 42. The rotational driving force of the shaft-driven generator 22 is transmitted to the propeller 23 via the output shaft 21a of the main engine 21, thereby providing propulsion force for the ship 1.

[0031] Auxiliary machinery 30 generates electricity for use within the vessel 1. Auxiliary machinery 30 includes an auxiliary engine (not shown) and an auxiliary generator (not shown) that generates electricity to supply the ship's busbar 60 by means of the auxiliary engine. Auxiliary machinery 30 is, for example, a diesel generator consisting of a diesel engine and an auxiliary generator. The rotational driving force generated by the diesel engine of auxiliary machinery 30 is converted into electricity in the auxiliary generator.

[0032] The power generated by the auxiliary machine 30 is supplied to the AC distribution panel 41 of the AC power grid 40 via the ship's internal bus 60. Additionally, the power generated by the shaft generator 22 is supplied to the AC distribution panel 41 via the inverter / converter 42. The AC distribution panel 41 distributes the supplied power and supplies it to the ship's loads 80 via the inverter 43. The ship's loads 80 include loads consisting of lighting equipment, air conditioning equipment, navigation equipment, and electric pumps installed on the ship 1, as well as loads consisting of any equipment in the ship 1 that receives and consumes power via the ship's internal bus 60, such as the main engine 21, shaft generator 22, auxiliary machine 30, AC power grid 40, and ECU 100.

[0033] ECU 100 includes a unified control ECU 101, a main engine ECU 102, an auxiliary engine ECU 103, and a power control ECU 104. The main engine ECU 102 and auxiliary engine ECU 103 control the main engine 21 and auxiliary engine 30, respectively. The power control ECU 104 controls the power supply and demand within the ship by controlling the AC distribution panel 41, inverter / converter 42, and inverter 43 of the AC power grid 40. The unified control ECU 101 optimally controls each ECU from above, overseeing the main engine ECU 102, auxiliary engine ECU 103, and power control ECU 104. ECU 100 can either integrate the unified control ECU 101, main engine ECU 102, auxiliary engine ECU 103, and power control ECU 104 into a single device, or these ECUs can be independently housed in separate devices. The ECU 100 of this embodiment is an example of a control device for a ship 1.

[0034] A rotational speed sensor 71 is mounted on the output shaft 21a of the main unit 21 to measure the rotational speed of the main unit 21. The rotational speed signal measured by the rotational speed sensor 71 is supplied to the ECU 100. A power consumption sensor 72 is located between the inverter 43 and the ship's load 80 to measure the current power consumption within the ship 1. This power consumption is the electricity consumed by the ship's load 80, that is, the electricity consumed by the equipment in the ship 1 that receives power via the ship's bus 60. The power consumption signal measured by the power consumption sensor 72 is supplied to the ECU 100.

[0035] Figure 2 This is the functional block diagram of ECU 100. It includes... Figure 2 The functional blocks shown in the figures can be implemented in hardware using electronic components, mechanical parts, etc., such as a computer's CPU, and in software using computer programs, but here we depict functional blocks implemented through their cooperation. Therefore, those skilled in the art will understand that these functional blocks can be implemented in various forms through a combination of hardware and software.

[0036] The ECU 100 includes an acquisition unit 110, a calculation unit 120, a control unit 130, and a storage unit 140. The acquisition unit 110 includes a rotational speed acquisition unit 111 and a power consumption acquisition unit 112.

[0037] The rotation speed acquisition unit 111 acquires the current rotation speed and the target rotation speed of the main engine 21. For example, the current rotation speed of the main engine 21 is acquired based on the measurement value of the rotation speed sensor 71. For example, the target rotation speed of the main engine 21 is acquired based on the propulsion command value input from the command bell 10. The power consumption acquisition unit 112 acquires the current power consumption within the vessel 1. For example, the current power consumption within the vessel 1 is acquired based on the measurement value of the power consumption sensor 72.

[0038] The calculation unit 120 calculates the required propeller torque based on the current rotational speed and the target rotational speed. The required propeller torque is the output torque required from the propeller so that the current rotational speed of the main engine 21 becomes the target rotational speed. In this embodiment, the calculation unit 120 calculates the required propeller torque, for example, in PID control based on a comparison between the current rotational speed and the target rotational speed.

[0039] The control unit 130 controls the main unit 21, the auxiliary unit 30, and the AC power grid 40. Furthermore, the control unit 130 controls the shaft-driven generator 22 through unified control of the main unit 21, the auxiliary unit 30, and the AC power grid 40.

[0040] Here, when the main engine 21 operates at a fixed rotational speed based on the propulsion command value from the command bell 10, and the ship 1 is subjected to large external disturbances (waves, tides, wind, etc.), the required propeller torque fluctuates significantly. In this case, the distance traveled per unit capacity of fuel decreases, or the fuel consumption per unit distance increases. That is, the fuel consumption rate in the main engine 21 deteriorates. To suppress the deterioration of the fuel consumption rate caused by the influence of this external disturbance, the control unit 130 of this embodiment controls the shaft-driven generator 22 to suppress the fluctuation of the required propeller torque by controlling the amount of time variation of the current required propeller torque of the main engine 21. In peak shaving, when the required propeller torque increases or decreases due to the influence of external disturbances, for example, the output torque of the shaft-driven generator 22 is increased or decreased to keep the required propeller torque of the main engine 21 constant. This control will be described later.

[0041] Storage unit 140 stores various programs, thresholds, etc. Additionally, storage unit 140 stores the required propeller torque in a time-series manner.

[0042] Figure 3This is a flowchart illustrating the processing S100 of the ECU 100 according to the first embodiment. In this flowchart, the following case will be used as an example for explanation: When the main engine 21 is set to the operating state and the shaft generator 22 is set to the idling state to generate the ship's propulsion through the main engine 21, and the auxiliary engine 30 is set to the operating state to supply power to the ship's load 80 through the auxiliary engine 30, the ship 1 is subjected to external interference.

[0043] In step S101, the acquisition unit 110 acquires the current rotational speed Ne of the main engine 21, the target rotational speed, and the current power consumption Pd of the ship 1. The acquisition unit 110 supplies the acquired current rotational speed Ne, target rotational speed, and current power consumption Pd to the calculation unit 120.

[0044] In step S102, the calculation unit 120 calculates the current required propeller torque based on the current rotational speed Ne and the target rotational speed. The calculated required propeller torque is stored in the storage unit 140.

[0045] In step S103, the calculation unit 120 calculates the current time change ΔTp of the required propeller torque based on the time series data of the required propeller torque. Here, the current time change of the required propeller torque is, for example, the time change of the required propeller torque during a tiny instant on the order of msec.

[0046] In step S104, the calculation unit 120 determines whether the calculated time change ΔTp is greater than a positive threshold ΔT1. This positive threshold ΔT1 is, for example, set to a larger value when the current rotational speed Ne of the host 21 is relatively large compared to a case where Ne is relatively small. For example, the positive threshold ΔT1 can be set to increase linearly or non-linearly as the current rotational speed Ne increases, or it can be set to increase in a stepwise manner as the current rotational speed Ne increases. If the time change ΔTp is greater than the positive threshold ΔT1 (S104: "Yes"), process S100 proceeds to step S105.

[0047] In step S105, the calculation unit 120 calculates the amount by which the output torque of the shaft-driven generator 22 increases (hereinafter referred to as "the increase in output torque") ΔTsi. Here, the increase in output torque of the shaft-driven generator 22 is determined with an upper limit equal to the remaining electrical power (Pgm-Pd) that the auxiliary machine 30 can still supply. Here, Pgm is the maximum power output of the auxiliary machine 30. In this embodiment, Pgm is the electrical power obtained by subtracting a predetermined power generation margin from the power output that the auxiliary machine 30 can output, which is determined by the specifications of the auxiliary machine 30. The power generation margin is predetermined based on considerations such as the magnitude of rapid fluctuations in power consumption, the type of ship, equipment specifications, and operating methods. Figure 4 The calculation process S105 is used to explain the increase in the output torque of the shaft-driven generator 22.

[0048] In step S121, the calculation unit 120 calculates a provisional value ΔTsi1=ΔTp-ΔT1 for the increase in output torque of the shaft-driven generator 22.

[0049] In step S122, the calculation unit 120 determines whether the provisional value ΔTsi1 of the increase in output torque of the shaft-driven generator 22 is greater than K1(Pgm-Pd)+Ts'. Here, K1 is a coefficient used to convert electrical power into output torque. Ts' is the output torque of the shaft-driven generator 22 assumed without considering peak loads. For example, in normal operation, when only the output torque of the main engine 21 is used to generate propulsion for the ship, the output torque of the shaft-driven generator 22 is 0, therefore Ts' = 0. However, when the output torque of the shaft-driven generator 22 is used to generate propulsion for the ship, such as when navigating at low ship speeds in a harbor, the output torque of the shaft-driven generator 22 is Ts'.

[0050] If ΔTsi1 is greater than K1(Pgm-Pd)+Ts' (S122: "Yes"), step S105 proceeds to step S123. In step S123, the calculation unit 120 determines the increase in output torque ΔTsi of the shaft-driven generator 22 as K1(Pgm-Pd)+Ts'.

[0051] If ΔTsi1 is not greater than K1(Pgm-Pd)+Ts' (S122: "No"), step S105 proceeds to step S124. In step S124, the calculation unit 120 determines the increase in output torque ΔTsi of the shaft-driven generator 22 as ΔTp-ΔT1.

[0052] After step S123 or S124, step S105 ends. After step S105, process S100 and proceed to step S106.

[0053] Back Figure 3In step S106, the calculation unit 120 calculates the increase in the output torque of the main engine 21, ΔTmi. Here, the increase in the output torque of the main engine 21 is determined by subtracting the increase in the output torque of the shaft-driven generator 22, ΔTsi, from the time change of the required propeller torque, ΔTp.

[0054] The calculation unit 120 supplies the calculation results from steps S105 and S106 to the control unit 130, and step S106 ends. After step S106, process S100 proceeds to step S110. Step S110 will be described later. When returning to step S104, if the time change ΔTp is not greater than the positive threshold ΔT1 (S104: "No"), process S100 proceeds to step S107.

[0055] When returning Figure 3 In step S107, the calculation unit 120 determines whether the calculated time change ΔTp is less than the negative threshold ΔT2. If the time change ΔTp is less than the negative threshold ΔT2 (S107: "Yes"), the process proceeds to step S108.

[0056] In step S108, the calculation unit 120 calculates the amount by which the power generation of the shaft-driven generator 22 increases (hereinafter referred to as "the increase in power generation") ΔPsi. Here, the power generation of the shaft-driven generator 22 is increased with the upper limit set on the power generation of the auxiliary machine 30, which can be reduced due to the requirement to reduce the propeller torque. Figure 5 The calculation process S108 is used to explain the increase in the power generation of the shaft-driven generator 22.

[0057] In step S141, the calculation unit 120 calculates a provisional value for the increase in power generation of the shaft-driven generator 22: ΔPsi1 = (ΔTp - ΔT2) * Ne * ηsg / C. Here, ηsg is the power generation efficiency of the shaft-driven generator 22, which is set based on the specifications of the shaft-driven generator 22. C is a constant.

[0058] In step S142, the calculation unit 120 determines whether the provisional value ΔPsi1 of the increase in the power generation of the shaft-driven generator 22 is less than PDmin-Pd+Ps'. Here, PDmin is the minimum power generation of the auxiliary machine 30 that can generate electricity without stopping the auxiliary machine 30, and Ps' is the power generation of the shaft-driven generator 22 without considering peak shaving.

[0059] If ΔPsi1 is less than PDmin-Pd+Ps' (S142: "Yes"), step S108 proceeds to step S143. In step S143, the calculation unit 120 determines the increase in the power generation of the shaft-driven generator 22, ΔPsi, as PDmin-Pd+Ps'.

[0060] If ΔPsi1 is not less than PDmin-Pd+Ps' (S142: "No"), step S108 proceeds to step S144. In step S144, the calculation unit 120 determines the increase in power generation ΔPsi of the shaft-driven generator 22 as (ΔTp-ΔT2)*Ne*ηsg / C.

[0061] After step S143 or S144, step S108 ends. After step S108, process S100 proceeds to step S109.

[0062] In step S109, the calculation unit 120 calculates the amount by which the output torque of the main engine 21 decreases (hereinafter referred to as "the amount of decrease in output torque") ΔTmd. Here, the amount of decrease in output torque ΔTmd (=ΔTp-ΔTs) is determined by subtracting the increase in output torque of the shaft-driven generator 22 ΔTs from the amount by which the output torque of the main engine 21 increases from the amount of time change of the required propeller torque ΔTp.

[0063] The calculation unit 120 supplies the calculation results from steps S108 and S109 to the control unit 130, and step S109 ends. After step S109, processing S100 proceeds to step S110.

[0064] In step S110, the control unit 130 controls the main unit 21 and the shaft-driven generator 22 based on the supplied calculation results. For example, if the increase in the output torque of the shaft-driven generator 22 by ΔTsi and the increase in the output torque of the main unit 21 by ΔTmi are supplied via steps S105 and S106, the control unit 130 controls the amount of power supplied from the auxiliary machine 30 to the shaft-driven generator 22 by controlling the power generation of the auxiliary machine 30, thereby increasing the output torque of the shaft-driven generator 22 by ΔTsi, and increases the output torque of the main unit 21 by ΔTmi by increasing the amount of fuel supplied to the main unit 21. For example, when the increase in the power generation of the shaft-driven generator 22 is supplied by ΔPsi and the decrease in the output torque of the main unit 21 is supplied by steps S108 and S109, the control unit 130 transmits the rotational driving force of the main unit 21 to the shaft-driven generator 22 to increase the power generation of the shaft-driven generator 22 by ΔPsi, and reduces the output torque of the main unit 21 by ΔTmd by reducing the rotational driving force supplied to the shaft-driven generator 22 and the fuel supply to the main unit 21.

[0065] After step S110, processing S100 ends.

[0066] Returning to step S107, if the time change ΔTp is not less than the negative threshold ΔT2 (S107: "No"), proceed from step S100 to step S111.

[0067] In step S111, the control unit 130 controls the main unit 21 so that the output torque of the main unit 21 only increases or decreases by the amount of the time change ΔTp of the required torque. Here, when the time change ΔTp of the required torque is positive, the output torque of the main unit 21 only increases by the amount of the time change ΔTp of the required torque; when the time change ΔTp of the required torque is negative, the output torque of the main unit 21 only decreases by the amount of the time change ΔTp of the required torque.

[0068] After step S111, process S100 ends.

[0069] As described above, in this embodiment, the shaft-driven generator 22 is controlled based on the time-varying amount of the required propeller torque. According to this structure, the control parameters of the main engine 21 are easily set. This is because, for example, in the case where the main engine 21 is a diesel engine as in this embodiment, the phenomenon of a decrease in excess air rate and subsequent deterioration in fuel consumption rate due to a sharp increase in the load on the main engine 21 is determined not by the rotational speed of the main engine 21 but by the required propeller torque of the main engine 21. Furthermore, this is because, for example, even when the main engine 21 is a gas engine, in actual tests quantifying the risk of misfire during transition when the rotational speed of the main engine 21 is fixed and the fuel injection quantity is increased dramatically, the extent to which it can operate without misfire is determined not by the rotational speed but by the required propeller torque.

[0070] In this embodiment, when the required time variation of the propeller torque is greater than a positive threshold or less than a negative threshold, that is, when the magnitude of the required time variation of the propeller torque is greater than a threshold, the control unit 130 controls the shaft-driven generator 22 to reduce the required time variation of the propeller torque. According to this structure, even when the ship is subjected to external disturbances, fluctuations in the required propeller torque of the main engine 21 can be suppressed, thus preventing the deterioration of the fuel consumption rate of the main engine 21.

[0071] In this embodiment, when the time-varying amount of propeller torque is required to be greater than a positive threshold, the control unit 130 reduces the power output of the shaft-driven generator 22 by setting the upper limit based on the difference between the maximum power output Pgm of the auxiliary engine 30 and the power consumed Pd as Pgm-Pd. According to this structure, even when the ship is subjected to external disturbances requiring a significant increase in propeller torque, it is possible to improve the fuel consumption rate of the auxiliary engine 30 by providing appropriate power supply to the ship's load 80 from the auxiliary engine 30, and to efficiently obtain propulsion using the shaft-driven generator 22. Alternatively, when the time-varying amount of propeller torque is required to be greater than a positive threshold, the control unit 130 may increase the output torque of the shaft-driven generator 22 by setting the upper limit based on the output torque equivalent to the difference Pgm-Pd. Furthermore, the requirement is not limited to the case where the time-varying amount of propeller torque is required to be greater than a positive threshold; for example, when the time-varying amount of propeller torque is required to be greater than a positive value, the power output of the shaft-driven generator 22 may be reduced or the output torque of the shaft-driven generator 22 may be increased as described above.

[0072] In this embodiment, when the required time-varying propeller torque is greater than a positive threshold, the control unit 130 increases the output torque of the main engine 21 by an amount obtained by subtracting the increase in the output torque ΔTsi of the shaft-driven generator 22 from the required time-varying propeller torque. According to this structure, when the ship is subjected to external disturbances requiring a significant increase in propeller torque, the output torque of the main engine 21 can be appropriately increased to compensate for the time-varying propeller torque, thus effectively suppressing the deterioration of fuel consumption rate. Furthermore, as described above, when the output torque of the shaft-driven generator 22 is increased to an upper limit equivalent to the electrical force based on the difference Pgm-Pd, the control unit 130 can also increase the output torque of the main engine 21 by subtracting the increase in the output torque of the shaft-driven generator 22. Moreover, the increase in the output torque of the main engine 21 is not limited to the case where the required time-varying propeller torque is greater than a positive threshold; for example, the output torque of the main engine 21 can be increased as described above when the required time-varying propeller torque is greater than a positive value.

[0073] In this embodiment, when the time-varying amount of propeller torque is required to be less than a negative threshold, the control unit 130 increases the power output of the shaft-driven generator 22 by an upper limit based on the difference between the minimum power output Pdmin of the auxiliary machine 30 that enables it to generate electricity without stopping the auxiliary machine 30 and the power consumed Pd. According to this structure, even when the ship is subjected to external disturbances and the propeller torque is required to decrease significantly, the excessive power supply from the auxiliary machine 30 to the ship's load 80 can be suppressed to prevent the deterioration of the auxiliary machine 30's fuel consumption rate, and the shaft-driven generator 22 can be used to efficiently obtain propulsion. Furthermore, the control unit 130 can also reduce the output torque of the shaft-driven generator 22 by an upper limit equivalent to the output torque based on the aforementioned difference in power. Moreover, it is not limited to requiring the time-varying amount of propeller torque to be less than a negative threshold; for example, when the time-varying amount of propeller torque is required to be less than a negative value, the power output of the shaft-driven generator 22 can be increased or the output torque of the shaft-driven generator 22 can be reduced as described above.

[0074] In this embodiment, when the time-varying amount of propeller torque is required to be less than a negative threshold, the control unit 130 reduces the output torque of the main engine 21 by subtracting a torque equivalent to the increase in power generation in the shaft-driven generator 22 from the time-varying amount of propeller torque required. According to this structure, when the ship is subjected to external disturbances requiring a significant reduction in propeller torque, the output torque of the main engine 21 can be appropriately reduced to compensate for the time-varying amount of propeller torque required, thus effectively suppressing the deterioration of fuel consumption rate. Furthermore, when the output torque of the shaft-driven generator 22 is reduced by an upper limit of an output torque equivalent to the electrical power difference mentioned above, the control unit 130 reduces the output torque of the main engine 21 by subtracting the reduction in the output torque of the shaft-driven generator 22. Moreover, the reduction is not limited to the case where the time-varying amount of propeller torque is required to be less than a negative threshold; for example, the output torque of the main engine 21 can be reduced as described above when the time-varying amount of propeller torque is required to be less than a negative value.

[0075] The following describes variations of the implementation method.

[0076] In the embodiments, examples of applying the principles of the present invention when performing peak shaving are shown, but this is not a limitation, and the principles of the present invention can also be applied in other processes different from peak shaving.

[0077] In this embodiment, the example described is based on the shaft-driven generator 22 being in an idling state, but it is not limited to this. The principle of the present invention can also be applied to situations where the ship is subjected to external interference while the shaft-driven generator 22 is in an operating state (generating power). In this case, for example, the calculation of the decrease in the power generation of the shaft-driven generator 22 in step S105 can be used instead of calculating the increase in the output torque of the shaft-driven generator 22. In this case, in the following step S106, the increase in the output torque of the main engine 21 is obtained by subtracting the torque obtained by the decrease in the power generation of the shaft-driven generator 22.

[0078] Furthermore, the principle of this invention can also be applied to situations where a ship is subjected to external disturbances while the shaft-driven generator 22 is receiving power from the auxiliary engine 30 and outputting torque. In such cases, for example, in step S107, the decrease in the output torque of the shaft-driven generator 22 can be calculated instead of the increase in the power generation of the shaft-driven generator 22. In this case, in the subsequent step S108, the decrease in the output torque of the main engine 21 can be obtained by subtracting the decrease in the output torque of the shaft-driven generator 22.

[0079] The aforementioned thresholds, constants, etc. are preset with consideration of the fuel consumption rate performance, transient response characteristics / misfire, and knock risk of the main unit 21. However, they can also be set to monitor the actual operating status of the main unit 21 and adjust or change them in accordance with the performance changes of the main unit 21 caused by the deterioration of the main unit 21 and changes in fuel properties.

[0080] In the implementation method, by executing Figures 3-5 The process shown controls the shaft-driven generator 22, but is not limited to this. For example, the shaft-driven generator 22 can be controlled to reduce the time variation of the required propeller torque of the main engine 21 based on the output data of a computational model that includes at least the required propeller torque and the ship's power consumption as input data and includes an indication value of the output torque or power generation of the shaft-driven generator 22 as output data. This computational model can be, for example, a learned model obtained by learning through neural network-based machine learning. In addition, this computational model (learned model) may also include an indication value of the output torque of the main engine 21 and an indication value of the power generation of the auxiliary engine 30 as output data.

[0081] Second Implementation Method

[0082] The second embodiment of the present invention will now be described. In the drawings and description of the second embodiment, the same reference numerals are used for the same or equivalent constituent elements and components as in the first embodiment. Descriptions that are repeated in the first embodiment are omitted where appropriate, and structures that differ from the first embodiment are described in detail.

[0083] Figure 6 This is a schematic block diagram of a vessel 1 according to a second embodiment. The AC power grid of the vessel 1 according to the second embodiment also includes a battery 44 and a bidirectional inverter / converter 45. The battery 44 is, for example, a lead-acid battery, a nickel-metal hydride battery, a lithium-ion battery, or a battery capable of repeated charging and discharging. The battery 44 is connected to the AC distribution panel 41 via the bidirectional inverter / converter 45. A SOC sensor 73 for detecting the SOC (state of charge) of the battery 44 is installed in the battery 44. The SOC sensor detects the SOC, for example, based on the voltage of the battery 44. The bidirectional inverter / converter 45 can selectively perform the functions of converting the alternating current from the AC distribution panel 41 into direct current and supplying it to the battery 44 when charging the battery 44, and converting the direct current from the battery 44 into alternating current and supplying it to the AC distribution panel 41 when discharging the battery 44. The bidirectional inverter / converter 45 is controlled by an electrical control ECU.

[0084] Figure 7 This is a functional block diagram of the ECU 100 according to the second embodiment. The acquisition unit 110 of the ECU 100 in the second embodiment also includes a SOC acquisition unit 113 for acquiring the SOC of the battery 44. The SOC acquisition unit 113 acquires the SOC, for example, from the SOC sensor 73.

[0085] Figure 8 This is a flowchart illustrating the processing S200 of the ECU according to the second embodiment. Figure 8 Except for the points specifically mentioned, steps S201-S204, S206-S208, and S210-S213 are the same as... Figure 3 Steps S101 to S111 are basically the same, so the explanation of repeated content is sometimes omitted.

[0086] In step S201, the acquisition unit 110 acquires the current rotational speed Ne, the target rotational speed, the current electrical power consumption Pd, and the state of charge (SOC) of the main engine 21. The acquisition unit 110 supplies the acquired current rotational speed Ne, target rotational speed, current electrical power consumption Pd, and SOC to the calculation unit 120.

[0087] After steps S202 to S204, in step S205, the calculation unit 120 calculates the discharge amount Pb of the battery 44 based on the state of charge (SOC). Figure 9 This illustrates the method for determining the discharge capacity Pb ​​of battery 44. For example, as... Figure 9 As shown, until the SOC of battery 44 exceeds the specified discharge reference value, the discharge amount Pb is set to 0 and battery 44 is not discharged. After the SOC exceeds the specified discharge reference value, the discharge amount Pb is determined by increasing the discharge amount in proportion to the SOC.

[0088] In step S206, the increase in output torque ΔTsi of the shaft-driven generator 22 is determined with an upper limit equal to the output torque (Pgm+Pb-Pd) that the auxiliary machine 30 and battery 44 can still supply. The calculation method for the increase in output torque ΔTsi of the shaft-driven generator 22 in the second embodiment is similar to... Figure 4 The examples shown are basically the same, just make Figure 4 In steps S122 and S123, (Pgm-Pd) can be replaced with (Pgm+Pb-Pd). Alternatively, as described above, the amount of increase in the output torque of the shaft-driven generator 22 can be determined, but the amount of decrease in the power generation of the shaft-driven generator 22 can be determined instead. Preferably, when power supply is required to increase the output torque of the shaft-driven generator 22, the battery 44 is discharged first to provide power supply. Afterwards, after steps S207 and S212, process S200 ends.

[0089] If the time change ΔTp is less than the negative threshold ΔT2 (S208: "Yes"), in step S209, the calculation unit 120 calculates the charge amount Pc of the battery 44 based on the SOC. Figure 10 This illustrates how the charge level Pc of battery 44 is determined. For example, as... Figure 10 As shown, the battery 44 is charged with a specified amount of charge until the SOC of the battery 44 exceeds the specified charging reference value. After the SOC exceeds the specified charging reference value, the charging amount Pc is determined by reducing the charging amount proportionally to the SOC.

[0090] In step S210, the increase in the power generation of the shaft-driven generator 22, ΔPsi, is determined with the upper limit of the power generation of the auxiliary machine 30 that can be reduced due to the required reduction in propeller torque. The calculation method for the increase in the power generation of the shaft-driven generator 22, ΔPsi, in the second embodiment is similar to... Figure 5 The examples shown are basically the same, just make Figure 5 In steps S142 and S143, (PDmin-Pd+Ps') can be replaced with (PDmin-Pd-Pc+Ps'). Alternatively, as described above, the increase in the output power ΔPsi of the shaft-driven generator 22 can be disregarded, and the decrease in the output torque of the shaft-driven generator 22 can be determined instead. Preferably, the power generated by the shaft-driven generator 22 is preferentially supplied to the battery 44 for charging. After steps S211 and S212, process S200 ends.

[0091] In the second embodiment, a margin corresponding to the energy storage / discharge capacity of the battery 44 can be generated in the increase or decrease of power generation and output torque in the shaft-driven generator 22. Therefore, peak shaving can be implemented more effectively, thereby further suppressing the deterioration of fuel consumption rate.

[0092] In the second embodiment, when the time-varying amount of propeller torque is required to be greater than a positive threshold, the control unit 130 reduces the power generation of the shaft-driven generator 22 by an upper limit of the electrical force represented by Pgm+Pb-Pd, or increases the output torque of the shaft-driven generator 22 by an upper limit of the torque equivalent to the electrical force represented by Pgm+Pb-Pd. According to this structure, even when the ship is subjected to external disturbances requiring a significant increase in propeller torque, it is possible to improve the fuel consumption rate of the auxiliary engine 30 by providing appropriate power to the ship's load 80 from the auxiliary engine 30 and the battery 44, and to efficiently obtain propulsion using the shaft-driven generator 22. Furthermore, it is not limited to the case where the time-varying amount of propeller torque is required to be greater than a positive threshold; for example, when the time-varying amount of propeller torque is required to be greater than a positive value, the power generation of the shaft-driven generator 22 can be reduced or the output torque of the shaft-driven generator 22 can be increased as described above.

[0093] In the second embodiment, when the time-varying amount of propeller torque is required to be less than a negative threshold, the control unit 130 increases the power output of the shaft-driven generator 22 by an upper limit of the electrical force shown in PDmin-Pd-Pc, or decreases the output torque of the shaft-driven generator 22 by an upper limit of a torque equivalent to the electrical force shown in PDmin-Pd-Pc. According to this structure, even when the ship is subjected to external disturbances requiring a significant reduction in propeller torque, it is possible to suppress excessive power supply from the auxiliary engine 30 and battery 44 to the ship's load 80, thereby suppressing the deterioration of the fuel consumption rate of the auxiliary engine 30, and to efficiently obtain propulsion using the shaft-driven generator 22. Furthermore, it is not limited to requiring the time-varying amount of propeller torque to be less than a negative threshold; for example, when the time-varying amount of propeller torque is required to be less than a negative value, the power output of the shaft-driven generator 22 can be increased or the output torque of the shaft-driven generator 22 can be decreased as described above.

[0094] As a variation of the second embodiment, when the above-described computational model (learned model) is used to control the shaft-driven generator 22, the model may also include the SOC of the battery 44 as input data, and may also include the charge or discharge amount of the battery 44 as output data.

[0095] Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. New embodiments resulting from such combinations possess the advantages of both the combined embodiments and modifications.

[0096] Regarding the portion composed of multiple objects in the embodiments disclosed in this specification, these multiple objects can be integrated into one unit; conversely, a portion composed of a single object can be divided into multiple objects. Whether integrated or not, it is acceptable as long as it is configured in a manner that achieves the purpose of the present invention. Regarding the portion having multiple functions distributedly in the embodiments disclosed in this specification, some or all of these multiple functions can be integrated; conversely, a portion having multiple functions integratedly can be configured so that some or all of these multiple functions are distributed. Whether the functions are integrated or distributed, it is acceptable as long as it is configured in a manner that achieves the purpose of the invention.

[0097] Explanation of reference numerals in the attached figures

[0098] 1: Ship; 10: Command bell; 20: Propulsion generating device; 21: Main engine; 22: Shaft-driven generator; 23: Propeller; 30: Auxiliary engine; 40: AC power grid; 44: Battery; 60: Internal busbar; 80: Internal load; 100: ECU; 110: Acquisition unit; 111: Rotation speed acquisition unit; 112: Power consumption acquisition unit; 113: State of charge (SOC) acquisition unit; 120: Calculation unit; 130: Control unit; 140: Storage unit.

Claims

1. A ship control device, comprising: The main engine, which generates propulsion force to propel the ship; A shaft-driven generator is connected to the output shaft of the main engine and is capable of selectively performing the functions of generating electricity supplied to the ship's internal busbars by rotating the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the ship's internal busbars. The acquisition unit acquires the current rotational speed of the host and the target rotational speed of the host; The calculation unit calculates the required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required from the ship's propeller to make the main engine's rotational speed reach the target rotational speed; The control unit controls the shaft-driven generator based on the time-varying amount of the currently required propeller torque. Auxiliary machinery supplies power generated by generators to the ship's internal busbars; as well as The power consumption acquisition unit acquires the current power consumption within the ship. When the time change is positive, the control unit reduces the power output of the shaft-driven generator by an upper limit of the power difference between the maximum power output of the auxiliary machine and the power consumed, or increases the output torque of the shaft-driven generator by an upper limit of the output torque equivalent to the power difference.

2. The ship control device according to claim 1, wherein, If the magnitude of the time variation exceeds a threshold, the control unit controls the shaft-driven generator to reduce the time variation of the required propeller torque.

3. The ship control device according to claim 1, wherein, When the time change is a positive value, the control unit increases the output torque of the main unit by an amount obtained by subtracting a torque equivalent to the decrease in the amount of electricity generated in the shaft-driven generator or the increase in the output torque of the shaft-driven generator from the time change.

4. A ship control device, comprising: The main engine, which generates propulsion force to propel the ship; A shaft-driven generator is connected to the output shaft of the main engine and is capable of selectively performing the functions of generating electricity supplied to the ship's internal busbars by rotating the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the ship's internal busbars. The acquisition unit acquires the current rotational speed of the host and the target rotational speed of the host; The calculation unit calculates the required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required from the ship's propeller to make the main engine's rotational speed reach the target rotational speed; The control unit controls the shaft-driven generator based on the time-varying amount of the currently required propeller torque. Auxiliary machinery supplies electricity generated by generators to the ship's internal busbars; as well as The power consumption acquisition unit acquires the current power consumption within the ship. When the time change is negative, the control unit increases the power output of the shaft generator by an upper limit based on the difference between the minimum power output of the auxiliary machine that can generate electricity without stopping the auxiliary machine and the power consumption, or decreases the output torque of the shaft generator by an upper limit based on the output torque equivalent to the difference in power output.

5. The ship control device according to claim 4, wherein, When the time change is a negative value, the control unit reduces the output torque of the main unit by subtracting a torque equivalent to the increase in power generation in the shaft-driven generator or the decrease in the output torque of the shaft-driven generator from the time change.

6. A ship control device, comprising: The main engine, which generates propulsion force to propel the ship; A shaft-driven generator is connected to the output shaft of the main engine and is capable of selectively performing the functions of generating electricity supplied to the ship's internal busbars by rotating the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the ship's internal busbars. The acquisition unit acquires the current rotational speed of the host and the target rotational speed of the host; The calculation unit calculates the required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required from the ship's propeller to make the main engine's rotational speed reach the target rotational speed; The control unit controls the shaft-driven generator based on the time-varying amount of the currently required propeller torque. Auxiliary machinery supplies electricity generated by generators to the ship's internal busbars; The battery is connected to the ship's internal busbar and is configured to be able to be charged and discharged. A power consumption acquisition unit acquires the current power consumption within the vessel. as well as The calculation unit calculates the discharge amount of the battery based on the battery's charging rate. When the time variation is greater than a positive value, the control unit reduces the power output of the shaft-driven generator by using the electric force shown in equation (1) as the upper limit, or increases the output torque of the shaft-driven generator by using a torque equivalent to the electric force shown in equation (1) as the upper limit. The maximum power generation of the auxiliary machine + the discharge of the battery - the power consumption formula (1).

7. A ship control device, comprising: The main engine, which generates propulsion force to propel the ship; A shaft-driven generator is connected to the output shaft of the main engine and is capable of selectively performing the functions of generating electricity supplied to the ship's internal busbars by rotating the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the ship's internal busbars. The acquisition unit acquires the current rotational speed of the host and the target rotational speed of the host; The calculation unit calculates the required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required from the ship's propeller to make the main engine's rotational speed reach the target rotational speed; The control unit controls the shaft-driven generator based on the time-varying amount of the currently required propeller torque. Auxiliary machinery supplies electricity generated by generators to the ship's internal busbars; The battery is connected to the ship's internal busbar and is configured to be able to be charged and discharged. A power consumption acquisition unit acquires the current power consumption within the vessel. as well as The calculation unit calculates the amount of charge on the battery based on the battery's charging rate. Wherein, if the minimum power generation of the auxiliary machine that can generate electricity without stopping the auxiliary machine is set as PDmin, the power consumption is set as Pd, and the battery charge is set as Pc, If the time change is less than a negative value, the control unit increases the power output of the shaft-driven generator by using the electric force shown in equation (2) as the upper limit, or decreases the output torque of the shaft-driven generator by using a torque equivalent to the electric force shown in equation (2) as the upper limit. Equation (2) is PDmin-Pd-Pc.

8. A ship control device, comprising: The main engine, which generates propulsion force to propel the ship; A shaft-driven generator is connected to the output shaft of the main engine and is capable of selectively performing the functions of generating electricity supplied to the ship's internal busbars by rotating the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the ship's internal busbars. The acquisition unit acquires the current rotational speed of the host and the target rotational speed of the host; The calculation unit calculates the required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the output torque required from the ship's propeller to achieve the target rotational speed for the main engine; and The control unit controls the shaft-driven generator based on the time-varying amount of the currently required propeller torque. as well as The power consumption acquisition unit acquires the current power consumption within the ship. The control unit controls the shaft-driven generator based on the output data of the learned model. The learned model includes the required propeller torque and the power consumption as input data and includes an indication value of the output torque of the shaft-driven generator or an indication value of the power generation of the shaft-driven generator as output data.

9. A method for controlling a ship, the ship comprising: a main engine for generating a propulsive force for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the function of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating a propulsive force for propelling the ship by outputting torque based on the electricity supplied via the internal busbar. And auxiliary machinery, which supplies electricity generated by the generator to the ship's internal busbars. The ship control method includes the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship control method also includes the following steps: Obtain the current electrical power consumption within the ship. Specifically, when the time change is positive, the power output of the shaft-driven generator is reduced by an upper limit based on the difference between the maximum power output of the auxiliary machine and the power consumed, or the output torque of the shaft-driven generator is increased by an upper limit based on the output torque equivalent to the power consumed by the difference.

10. A method for controlling a ship, the ship comprising: a main engine for generating a propulsive force for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the function of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating a propulsive force for propelling the ship by outputting torque based on the electricity supplied via the internal busbar. And auxiliary machinery, which supplies electricity generated by the generator to the ship's internal busbars. The ship control method includes the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship control method also includes the following steps: Obtain the current electrical power consumption within the ship. In the case where the time change is negative, the power output of the shaft-driven generator is increased by an upper limit based on the difference between the minimum power output of the auxiliary machine that can generate electricity without stopping the auxiliary machine and the power consumption, or the output torque of the shaft-driven generator is decreased by an upper limit based on the output torque equivalent to the power output based on the difference.

11. A method for controlling a ship, the ship comprising: a main engine for generating propulsion force for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the internal busbar; an auxiliary engine for supplying the generated electricity to the internal busbar; and a battery connected to the internal busbar and configured to be capable of charging and discharging. The ship control method includes the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship control method also includes the following steps: Obtain the current electrical power consumption within the vessel; and The discharge amount of the battery is calculated based on the battery's charging rate. Where the time variation is greater than a positive value, the power output of the shaft-driven generator is reduced by using the electric force shown in equation (1) as the upper limit, or the output torque of the shaft-driven generator is increased by using a torque equivalent to the electric force shown in equation (1) as the upper limit. The maximum power generation of the auxiliary machine + the discharge of the battery - the power consumption formula (1).

12. A method for controlling a ship, the ship comprising: a main engine for generating propulsion force for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the internal busbar; an auxiliary engine for supplying the generated electricity to the internal busbar; and a battery connected to the internal busbar and configured to be capable of charging and discharging. The ship control method includes the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship control method also includes the following steps: Obtain the current electrical power consumption within the vessel; and The amount of charge on the battery is calculated based on the battery's charging rate. Wherein, if the minimum power generation of the auxiliary machine that can generate electricity without stopping the auxiliary machine is set as PDmin, the power consumption is set as Pd, and the battery charge is set as Pc, If the change in time is less than a negative value, the power output of the shaft-driven generator is increased by using the electric force shown in equation (2) as the upper limit, or the output torque of the shaft-driven generator is decreased by using a torque equivalent to the electric force shown in equation (2) as the upper limit. Equation (2) is PDmin-Pd-Pc.

13. A method for controlling a ship, the ship comprising: a main engine for generating propulsion force for propelling the ship; and a shaft-driven generator connected to the output shaft of the main engine, and capable of selectively performing the functions of generating electricity supplied to an internal busbar via rotation of the output shaft, and generating propulsion force for propelling the ship by outputting torque based on the electricity supplied via the internal busbar. The ship control method includes the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship control method also includes the following steps: To obtain the current electrical power consumption within the ship, and The shaft-driven generator is controlled based on the output data of the learned model, which includes the required propeller torque and the power consumption as input data and includes an indication of the output torque of the shaft-driven generator or an indication of the power generation of the shaft-driven generator as output data.

14. A computer program product comprising a control program for a ship, the ship comprising: a main engine for generating propulsion for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating propulsion for propelling the ship by outputting torque based on the electricity supplied via the internal busbar; and an auxiliary engine for supplying the generated electricity to the internal busbar. The ship's control program causes the computer to perform the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship's control program also causes the computer to perform the following steps: Obtain the current electrical power consumption within the ship. in, When the time change is positive, the power output of the shaft-driven generator is reduced by an upper limit of the power difference between the maximum power output of the auxiliary machine and the power consumed, or the output torque of the shaft-driven generator is increased by an upper limit of the output torque equivalent to the power difference.

15. A computer program product comprising a control program for a ship, the ship comprising: a main engine for generating propulsion for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating propulsion for propelling the ship by outputting torque based on the electricity supplied via the internal busbar; and an auxiliary engine for supplying the generated electricity to the internal busbar. The ship's control program causes the computer to perform the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship's control program also causes the computer to perform the following steps: Obtain the current electrical power consumption within the ship. in, When the time change is negative, the power output of the shaft-driven generator is increased by an upper limit based on the difference between the minimum power output of the auxiliary machine that can generate electricity without stopping the auxiliary machine and the power consumption, or the output torque of the shaft-driven generator is decreased by an upper limit based on the output torque equivalent to the power output based on the difference.

16. A computer program product comprising a control program for a ship, the ship comprising: a main engine for generating propulsion for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating propulsion for propelling the ship by outputting torque based on the electricity supplied via the internal busbar; an auxiliary engine for supplying the generated electricity to the internal busbar; and a battery connected to the internal busbar and configured to be chargeable and dischargeable. The ship's control program causes the computer to perform the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship's control program also causes the computer to perform the following steps: Obtain the current electrical power consumption within the vessel; and The discharge amount of the battery is calculated based on the battery's charging rate. in, When the time variation is greater than a positive value, the power output of the shaft-driven generator is reduced by using the electric force shown in equation (1) as an upper limit, or the output torque of the shaft-driven generator is increased by using a torque equivalent to the electric force shown in equation (1) as an upper limit. The maximum power generation of the auxiliary machine + the discharge of the battery - the power consumption formula (1).

17. A computer program product comprising a control program for a ship, the ship comprising: a main engine for generating propulsion for propelling the ship; a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to an internal busbar by rotation of the output shaft, and generating propulsion for propelling the ship by outputting torque based on the electricity supplied via the internal busbar; an auxiliary engine for supplying the generated electricity to the internal busbar; and a battery connected to the internal busbar and configured to be chargeable and dischargeable. The ship's control program causes the computer to perform the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship's control program also causes the computer to perform the following steps: Obtain the current electrical power consumption within the vessel; and The amount of charge on the battery is calculated based on the battery's charging rate. in, If we define the minimum power generation of the auxiliary machine that can generate electricity without stopping the auxiliary machine as PDmin, the power consumption as Pd, and the battery charge as Pc, If the change in time is less than a negative value, the power output of the shaft-driven generator is increased by using the electric force shown in equation (2) as the upper limit, or the output torque of the shaft-driven generator is decreased by using a torque equivalent to the electric force shown in equation (2) as the upper limit. Equation (2) is PDmin-Pd-Pc.

18. A computer program product comprising a control program for a ship, the ship comprising: a main engine for generating propulsion for propelling the ship; and a shaft-driven generator connected to the output shaft of the main engine and capable of selectively performing the functions of generating electricity supplied to an internal busbar via rotation of the output shaft, and generating propulsion for propelling the ship by outputting torque based on the electricity supplied via the internal busbar. The ship's control program causes the computer to perform the following steps: Obtain the current rotation speed and the target rotation speed of the host; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. This required propeller torque is the output torque required from the ship's propeller to achieve the target rotational speed for the main engine. The shaft-driven generator is controlled based on the time-varying amount of the required propeller torque. The ship's control program also causes the computer to perform the following steps: Obtain the current electrical power consumption within the vessel; and The shaft-driven generator is controlled based on the output data of the learned model, which includes the required propeller torque and the power consumption as input data and includes an indication of the output torque of the shaft-driven generator or an indication of the power generation of the shaft-driven generator as output data.

19. A computer-readable storage medium storing a computer program that, when executed by a processor, performs a ship control method according to any one of claims 9-13.

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