Control device, control method, and control program for a ship

Abstract

The present application provides a control device, a control method, and a control program for a ship. A new method is provided to suppress deterioration of a fuel consumption rate of a ship. The control device for a ship of the present application includes a main engine, an auxiliary machine, a shaft generator, an acquisition unit (110) that acquires a current rotation speed of the main engine and a target rotation speed of the main engine, a calculation unit (120) that calculates a required propeller torque based on the current rotation speed and the target rotation speed, and a control unit (140) that controls the main engine, the auxiliary machine, and the shaft generator based on the current required propeller torque and a consumed power amount.

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 generating propulsion for a ship and supplying electricity to the ship's electrical loads. In the technology of Patent Document 1, in order to improve fuel efficiency, the main engine, auxiliary engines, and shaft-driven generator are controlled based on the current rotational speed of the propeller and motor, thereby enabling the main engine to operate in a state with better fuel efficiency.

[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 using a method different from that in Patent Document 1.

[0008] Solution for solving the problem

[0009] To address the aforementioned problems, a ship control device according to a certain aspect of the present invention comprises: a main engine for generating propulsion force for propelling the ship; an auxiliary engine for generating electricity to be supplied to the ship's internal busbars; a shaft-driven generator connected to the output shaft of the main engine, 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 based on the torque output from the electricity supplied via the ship's internal busbars; a rotation speed acquisition unit for acquiring the current rotation speed of the main engine and a target rotation speed of the main engine; a power consumption acquisition unit for acquiring the current power consumption within the ship; a calculation unit for calculating a required propeller torque based on the current rotation speed and the target rotation speed, the required propeller torque being the torque required for the ship's propeller to achieve the target rotation speed of the main engine; and a control unit for controlling the main engine, the auxiliary engine, and the shaft-driven generator based on the current required propeller torque and the power consumption.

[0010] In a ship control method according to a certain aspect of the present invention, the ship includes: a main engine for generating propulsion for propelling the ship; an auxiliary engine for generating electricity to be supplied to the ship's internal busbars; and a shaft-driven generator connected to the output shaft of the main engine, capable of selectively performing the functions of generating electricity to be supplied to the ship's internal busbars by rotation of the output shaft, and generating propulsion for propelling the ship based on the torque output from the electricity supplied via the ship's internal busbars. The control method includes the following steps: acquiring the current rotational speed of the main engine and a target rotational speed of the main engine; acquiring the current electrical power consumption within the ship; calculating a required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the torque required to make the rotational speed of the main engine reach the target rotational speed; and controlling the main engine, the auxiliary engine, and the shaft-driven generator based on the current required propeller torque and the electrical power consumption.

[0011] In a ship control program according to a certain aspect of the present invention, the ship comprises: a main engine for generating propulsion for propelling the ship; an auxiliary engine for generating electricity to be supplied to the ship's internal busbars; and a shaft-driven generator connected to the output shaft of the main engine, capable of selectively performing the functions of generating electricity to be supplied to the ship's internal busbars by rotation of the output shaft, and generating propulsion for propelling the ship based on the torque output from the electricity supplied via the ship's internal busbars. The ship control program is used to cause a computer to perform the following steps: acquiring the current rotational speed of the main engine and the target rotational speed of the main engine; acquiring the current electrical power consumption within the ship; calculating a required propeller torque based on the current rotational speed and the target rotational speed, the required propeller torque being the torque required to make the rotational speed of the main engine reach the target rotational speed; and controlling the main engine, the auxiliary engine, and the shaft-driven generator based on the current required propeller torque and the electrical power consumption.

[0012] Furthermore, any combination of the above, or any substitution of the structural elements of the present invention among methods, apparatuses, programs, temporary or non-temporary storage media containing programs, systems, etc., is also valid as a mode 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 deterioration of a ship's fuel consumption rate. Attached Figure Description

[0015] Figure 1 This is a block diagram that schematically illustrates the ship of 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 The first embodiment illustrates the relationship between propeller torque, power consumption, and operating mode.

[0019] Figure 5 This is a diagram showing the operating states of the main unit, auxiliary unit, and shaft-driven generator in each operating mode of the first embodiment.

[0020] Figure 6 This is a mapping of the optimal power generation ratio between the auxiliary machine and the shaft-driven generator.

[0021] Figure 7 This is a variation of the mapping of the optimal power generation ratio between the auxiliary machine and the shaft-driven generator.

[0022] Figure 8 This is a block diagram that schematically illustrates the vessel according to the second embodiment.

[0023] Figure 9 This is a functional block diagram of the ECU in the second embodiment.

[0024] Figure 10 This is a flowchart illustrating the processing of the ECU according to the second embodiment.

[0025] Figure 11 This is a diagram illustrating the relationship between the required propeller torque, power consumption, and operating mode in the second embodiment.

[0026] Figure 12 This is a flowchart illustrating the specific processing of step S204 in the first or fourth mode of the second embodiment.

[0027] Figure 13 This is a diagram illustrating the method for determining a provisional value for the amount of charge a battery can receive.

[0028] Figure 14 This diagram illustrates how the discharge capacity of a battery and the power generation capacity of an auxiliary machine are determined.

[0029] Figure 15 This is a flowchart illustrating the specific processing of step S204 in the second mode of the second embodiment.

[0030] Figure 16 This is a diagram used to illustrate the method for determining the maximum torque of the main engine.

[0031] Figure 17This diagram illustrates how the discharge capacity of a battery and the power generation capacity of a shaft-driven generator are determined.

[0032] Figure 18 This is a flowchart illustrating the specific processing of step S204 in the third mode of the second embodiment.

[0033] Figure 19 It is a diagram used to determine the power generation ratio of each auxiliary machine. Detailed Implementation

[0034] In the following embodiments and variations, the same or equivalent structural 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 shown enlarged or reduced for ease of understanding. Additionally, in each figure, some components that are not important to the explanation of the embodiments are shown with omissions.

[0035] First Implementation Method

[0036] Figure 1 This is a block diagram schematically illustrating a vessel 1 according to a first embodiment. The vessel 1 includes a command bell 10, a propulsion generating device 20, auxiliary machinery 30, an AC 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 grid 40 includes an AC distribution panel 41, an inverter / converter 42, and an inverter 43. The inverter / converter 42, auxiliary machinery 30, AC grid 40, and onboard loads 80 are connected via an onboard bus 60.

[0037] The command bell 10 is, for example, located on the bridge, for supplying thrust command values ​​to the ECU 100.

[0038] The main engine 21 drives the propeller 23 to rotate via the output shaft 21a, thereby generating propulsion force for propelling the vessel 1. 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. Furthermore, the command bell 10 can input commands based on the vessel speed (land speed or water speed), and the propulsion command value can also be set to a value representing the rotational speed required to achieve the vessel speed.

[0039] The shaft-driven generator 22 is configured to selectively function as both a generator and an electric motor. This generator produces electricity supplied to the ship's internal busbar 60 via the rotation of the output shaft 21a of the main engine 21. The electric motor generates propulsion for the vessel 1 based on the torque output from the electricity supplied via the internal busbar 60. The shaft-driven generator 22 is positioned on the output shaft 21a of the main engine 21 between the main engine 21 and the propeller 23. 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 obtaining propulsion for the vessel 1.

[0040] 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 via 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 by the auxiliary generator.

[0041] 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, in addition to, lighting equipment, air conditioning equipment, navigation equipment, and electric pumps installed on the ship 1, all equipment in the ship 1 that receives power and consumes power via the ship's internal bus 60, including the main engine 21, shaft generator 22, auxiliary machine 30, AC power grid 40, and ECU 100.

[0042] ECU 100 includes a general 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 general control ECU 101 provides optimal integrated control over the main engine ECU 102, auxiliary engine ECU 103, and power control ECU 104 from a higher level. ECU 100 can integrate the general 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.

[0043] Rotational speed sensor 71A is mounted on the output shaft 21a of the main unit 21 to measure the rotational speed of the main unit 21. Rotational speed sensor 71B is mounted on the rotational shaft of the propeller 23 to measure the rotational speed of the propeller 23. The rotational speed signals measured by the rotational speed sensors 71A and 71B are supplied to the ECU 100. Power consumption sensor 72 is located between the inverter 43 and the ship's load 80 to measure the current power consumption Pd within the ship 1. Here, power consumption Pd 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.

[0044] 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 the CPU of a computer, 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.

[0045] The ECU 100 includes an acquisition unit 110, a calculation unit 120, an operating mode determination unit 130, a control unit 140, and a storage unit 150. The acquisition unit 110 includes a rotation speed acquisition unit 111 and a power consumption acquisition unit 112.

[0046] The rotation speed acquisition unit 111 acquires the current rotation speed Ne of the main engine 21, the current rotation speed Np of the propeller 23, and the target rotation speed of the main engine 21. The current rotation speed Ne of the main engine 21 is acquired, for example, from the measurement value of the rotation speed sensor 71A. The current rotation speed Np of the propeller 23 is acquired, for example, from the measurement value of the rotation speed sensor 71B. The target rotation speed of the main engine 21 is acquired, for example, based on the propulsion command value input from the command bell 10. The power consumption acquisition unit 112 acquires the current power consumption Pd within the vessel 1. The current power consumption Pd within the vessel 1 is acquired, for example, from the measurement value of the power consumption sensor 72.

[0047] The calculation unit 120 calculates the required propeller torque based on the current rotational speed Ne of the host 21 and the target rotational speed. The required propeller torque is the torque required by the propeller to make the current rotational speed Ne of the host 21 the target rotational speed. In this embodiment, the calculation unit 120 calculates the required propeller torque Tp, for example, in PID control based on a comparison between the current rotational speed Ne of the host 21 and the target rotational speed.

[0048] The operation mode determination unit 130 determines the operation mode based on the current required propeller torque Tp and power consumption Pd. The operation mode and its determination method are described later.

[0049] The control unit 140 controls the main engine 21, auxiliary engine 30, and AC power grid 40. Furthermore, the control unit 140 controls the shaft-driven generator 22 through integrated control of the main engine 21, auxiliary engine 30, and AC power grid 40. The control unit 140 controls the main engine 21, auxiliary engine 30, and shaft-driven generator 22 based on the current required propeller torque Tp and power consumption Pd.

[0050] Storage unit 150 stores various programs, baseline values, thresholds, etc.

[0051] Furthermore, it is known that the fuel consumption rate during high-load operation of the main unit 21 is better than that during low-load operation. Additionally, it is known that when the main unit 21 supplies rotational drive force to the shaft-driven generator 22 via the output shaft 21a, and the shaft-driven generator 22 generates electricity, the main unit 21 can operate at a higher load, and therefore the fuel consumption rate of this case is better than that of the case where the auxiliary generator 30 generates electricity. Moreover, generally speaking, the optimal value of the fuel consumption efficiency of the main unit 21 is superior to that of the auxiliary generator 30.

[0052] The inventors recognized the following problem: There is currently no technology for controlling the main engine 21, auxiliary engine 30, and shaft-driven generator 22 to improve the overall fuel efficiency of the ship. The method for solving this problem will now be specifically described.

[0053] Figure 3 This is a flowchart illustrating the processing S100 of the ECU 100 according to the first embodiment.

[0054] In step S101, the acquisition unit 110 acquires the current rotational speed Ne of the main engine 21, the current rotational speed Np of the propeller 23, 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 of the main engine 21 and the target rotational speed to the calculation unit 120, and supplies the acquired current rotational speed Ne of the main engine 21, the current rotational speed Np of the propeller 23, and the current power consumption Pd to the operation mode determination unit 130.

[0055] In step S102, the calculation unit 120 calculates the current required propeller torque Tp based on the current rotational speed Ne and the target rotational speed. The calculation unit 120 then supplies the calculation result of the current required propeller torque Tp to the operation mode determination unit 130.

[0056] In step S103, the operation mode determination unit 130 determines the operation mode of the main engine 21, auxiliary engine 30, and shaft-driven generator 22 based on the current rotational speed Ne, the current required propeller torque Tp, and the power consumption Pd. Figure 4 The specific method for determining the operation mode of the first embodiment will be explained. Figure 4 The first embodiment illustrates the relationship between the required propeller torque Tp, electrical power consumption Pd, and operating mode. This relationship is predetermined for each rotational speed Ne.

[0057] exist Figure 4 In the mapping, a first operating region R1 is determined by setting the range of required propeller torque and electrical power consumption based on the host's fuel consumption rate being better than a predetermined fuel consumption rate benchmark. A second operating region R2 is determined outside of this first operating region R1. The first operating region R1 includes a low electrical power consumption region R1A and a high electrical power consumption region R1B. The range of electrical power consumption in the low electrical power consumption region R1A is set to be lower than the first electrical power consumption benchmark value Pr1, and the range of electrical power consumption in the high electrical power consumption region R1B is set to be the same as or higher than the first electrical power consumption benchmark value Pr1. The second operating region R2 includes a low-torque, low-power-consumption region R2A and a high-torque, low-power-consumption region R2B. The required propeller torque range of the low-torque, low-power-consumption region R2A is set to be lower than the first torque reference value Tr1, and the power consumption range of the low-torque, low-power-consumption region R2A is set to be lower than the second power consumption reference value Pr2. The required propeller torque range of the high-torque, low-power-consumption region R2B is set to be higher than the second torque reference value Tr2, and the power consumption range of the high-torque, low-power-consumption region R2B is set to be lower than the third power consumption reference value Pr3.

[0058] Here, the fuel consumption rate of the host machine refers to the output per unit of fuel consumption in the host machine [kWh / g]. Alternatively, the fuel consumption rate of the host machine can also be the current fuel consumption per unit of output in the host machine [g / kWh]. Therefore, "fuel consumption rate better than the prescribed fuel consumption rate benchmark" here means that the output per unit of fuel consumption in the host machine is above the prescribed output benchmark value, or the current fuel consumption per unit of output in the host machine is below the prescribed consumption benchmark value.

[0059] exist Figure 4In the example, the operating point D of the vessel 1, determined by the current required propeller torque Tp and the current electrical power consumption Pd, is included in the second operating region R2. Within the second operating region R2, except for the cases conforming to the fourth and fifth modes described later (where operating point D is included in the low torque, low electrical power consumption region R2A or the high torque, low electrical power consumption region R2B), the first mode is essentially set as the operating mode. The first mode is used during normal operation, in which the propulsion of the vessel 1 is generated using the torque produced by the main engine 21 without the assistance of the propulsion force generated by the shaft generator 22.

[0060] Figure 5 The operating states of the main engine 21, auxiliary engine 30, and shaft-driven generator 22 under each operating mode are shown. Here, the operating states of the main engine 21 include an operating state where the main engine 21 is running and an idle state where the main engine 21 is idling. The operating states of the auxiliary engine 30 include an operating state where the auxiliary engine 30 is running and a stopped state where the auxiliary engine 30 is stopped. The operating states of the shaft-driven generator 22 include an idle state where the shaft-driven generator 22 is idling, a power generation state where the shaft-driven generator 22 receives rotational drive force from the main engine and generates electricity, and a torque output state where the shaft-driven generator 22 outputs torque by supplying power to the shaft-driven generator 22 via the ship's internal busbar 60. Furthermore, although both the main engine 21 and the shaft-driven generator 22 are exhibiting "idling" here, a power disconnection mechanism such as a clutch (not shown) can be provided in the power transmission system to stop the main engine 21 and the shaft-driven generator 22 and disengage the clutch. Figure 5 As shown, in the first operating mode, the main unit 21 is in operation, the auxiliary unit 30 is in operation, and the shaft-driven generator 22 is in idle state.

[0061] When the operating point D is contained within the low-power consumption region R1A, the second mode is determined as the operating mode (see reference). Figure 4 Furthermore, when operating point D is included in the high power consumption region R1B, the third mode is determined as the operating mode. Here, it is known that the main engine 21 can operate with the best fuel consumption rate under loads that are neither too low nor too high. In the second and third modes, the main engine 21 can operate with a good fuel consumption rate in operating regions that are neither too low nor too high. The second mode is used when the ship 1 has a power margin sufficient to cope with an increase in power consumption Pd. Figure 5As shown, in the second operating mode, the main unit 21 is in the operating state, the auxiliary unit 30 is in the stopped state, and the shaft-driven generator 22 is in the generating state. In the third operating mode, the main unit 21 is in the operating state, the auxiliary unit 30 is in the operating state, and the shaft-driven generator 22 is in the generating state.

[0062] When the operating point D is contained within the low torque, low power consumption region R2A, the fourth mode is determined as the operating mode (refer to...). Figure 4 The fourth mode is used when propulsion control is required under extremely low load (assuming poor fuel consumption rate when operating via the main engine 21). In the fourth operating mode, the main engine 21 is in an idling state, the auxiliary engine 30 is in an operating state, and the shaft-driven generator 22 is in a torque output state (see reference). Figure 5 ).

[0063] When the operating point D is contained within the high torque, low power consumption region R2B, the fifth mode is determined as the operating mode (see reference). Figure 4 The fifth mode is used when there is a power reserve in the vessel 1, and the main engine is operating near its maximum load, and it is desired to increase the propeller torque by providing assistance from the shaft generator 22 in addition to the propulsion force from the main engine 21. The premise for changing to the fifth mode is that the main engine torque Tm is assumed to be operating at or near its maximum torque at the current rotational speed. In the fifth mode, the main engine 21 is in operation, the auxiliary engine 30 is in operation, and the shaft generator 22 is in torque output mode.

[0064] The operation mode determination unit 130 supplies the operation mode determination result to the calculation unit 120. Furthermore, to suppress frequent switching of the operation mode, it is preferable to... Figure 4 The boundary settings for each operating mode are lagging. Additionally, Figure 4 The mapping shown can be appropriately determined through prior experiments, etc. (The following will be discussed...) Figure 11 The same applies.

[0065] In step S104, the calculation unit 120 calculates the torque and power generation of the main unit 21, auxiliary unit 30, and shaft-driven generator 22 based on the determination result of the operating mode. This step will now be explained for each operating mode.

[0066] When the operating mode is the first mode, the torque Tm of the main unit 21 and the power generation Pdg of the auxiliary unit 30 are expressed by the following equations (1) and (2).

[0067] T = Tp (Equation 1)

[0068] Pdg = Pd (Equation 2)

[0069] In this way, in the first mode, the main unit 21 outputs a torque equivalent to the required propeller torque Tp, and uses the power generated by the auxiliary unit 30, Pdg, to provide the consumed power Pd.

[0070] When the operating mode is the second mode, the torque Tm of the main unit 21 and the power generation Psg of the shaft-driven generator 22 are expressed by the following equations (3) and (4).

[0071] Tm=Tp+Pd / ηsg / Ne*C Equation (3)

[0072] Psg = Pd (Equation 4)

[0073] 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 used to convert the revolutions per minute (RPM) into torque. In this way, in the second mode, the main unit 21 generates not only the torque required for the propeller torque Tp, but also the torque used to supply rotational driving force to the shaft-driven generator 22, causing the shaft-driven generator 22 to generate electricity. The power generated by the shaft-driven generator 22, Psg, is used to provide the consumed electrical power Pd. In this way, by using the shaft-driven generator 22 to provide the consumed electrical power Pd when the consumed electrical power Pd is small, the fuel consumption rate can be improved compared to the case where the auxiliary machine 30 is used for power generation.

[0074] When the operating mode is the third mode, the torque Tm of the main unit 21, the power generation Pdg of the auxiliary machine 30, and the power generation Psg of the shaft-driven generator 22 are expressed by the following equations (5) and (6).

[0075] Tmm=TP+Psg / ηsg / Ne*C Equation (5)

[0076] Pdg+Psg=Pd Equation (6)

[0077] Here, in the third mode, the power generation ratio of Pdg to Psg relative to Pd is, for example, based on... Figure 6 The example illustrates the mapping between the auxiliary machine 30 and the shaft-driven generator 22 to determine the optimal power generation ratio. For example... Figure 6As shown, when the power consumption Pd is relatively high, the power generation ratio is set such that the proportion of auxiliary machine power generation in the total power generation of auxiliary machine 30 and shaft-driven generator 22 is larger than that proportion when the power consumption Pd is relatively low. Furthermore, when the required propeller torque Tp is relatively high, the power generation ratio is set such that the proportion of auxiliary machine power generation in the total power generation of auxiliary machine 30 and shaft-driven generator 22 is larger than that proportion when the required propeller torque Tp is relatively low. For example, the proportion of auxiliary machine 30 power generation can be set to increase linearly or non-linearly as the current power consumption Pd and required propeller torque Tp increase, or it can be set to increase in a stepwise manner as the current power consumption Pd and required propeller torque Tp increase. This allows auxiliary machine 30 and shaft-driven generator 22 to operate efficiently, thus improving fuel consumption rate.

[0078] In the third mode, similarly to the second mode, the main unit 21 generates not only the torque required for the propeller torque Tp, but also the torque needed to supply rotational driving force to the shaft-driven generator 22, thereby enabling the shaft-driven generator 22 to generate electricity. Furthermore, the power consumption Pd is supplied at an optimal power generation ratio using the power generation Pdg of the auxiliary unit 30 and the power generation Psg of the shaft-driven generator 22. When the power consumption Pd is large and cannot be fully supplied by the power generation Psg of the shaft-driven generator 22, the auxiliary unit 30 generates electricity, thereby preventing situations of insufficient power.

[0079] When the operating mode is the fourth mode, the torque Ts of the shaft-driven generator 22 and the power generation Pdg of the auxiliary machine 30 are expressed by the following equations (7) and (8).

[0080] Ts = Tp (Equation 7)

[0081] Pdg=Pd+Tp / ηsg*Np / C Equation (8)

[0082] In this way, in the fourth mode, the shaft-driven generator 22 outputs a torque equivalent to the required propeller torque Tp, and utilizes the power generated by the auxiliary machine 30, Pdg, to provide the electrical power for rotating the shaft-driven generator 22, in addition to providing the consumed electrical power Pd. When the required propeller torque Tp and the consumed electrical power Pd are small, the output torque of the shaft-driven generator 22, which is equivalent to the required propeller torque Tp, can suppress the operation of the main engine 21 under low load and suppress the deterioration of fuel consumption rate.

[0083] When the operating mode is the fifth mode, the torque Ts of the shaft-driven generator 22 and the power generation Pdg of the auxiliary machine 30 are expressed by the following equations (9) and (10).

[0084] Pdg=K1(Tp-Tm) Equation (9)

[0085] Ts=(Pdg-Pd)*ηsg / Np*C Formula (10)

[0086] Here, K1 is a coefficient used to convert torque into electrical power. In the fifth mode, the power generation Pdg of the auxiliary machine 30 is capped at Pdgmax. Pdgmax is the maximum power generation that the auxiliary machine 30 can output, which is predetermined based on the specifications of the auxiliary machine 30. In this way, when a large propeller torque Tp is required and a small electrical power consumption Pd is required, the shaft-driven generator 22 outputs torque, thereby suppressing excessive torque Tm of the main engine 21 and thus suppressing the deterioration of fuel consumption rate.

[0087] The calculation unit 120 supplies the calculation results of the torque and power generation of the main unit 21, auxiliary unit 30 and shaft-driven generator 22 to the control unit 140.

[0088] In step S105, the control unit 140 controls the main unit 21, the auxiliary unit 30, and the shaft-driven generator 22 based on the supplied calculation results. The control unit 140 controls the main unit 21, the auxiliary unit 30, and the shaft-driven generator 22 to achieve the aforementioned operating states, torque, and power generation corresponding to the determined operating mode.

[0089] After step S105, process S100 ends.

[0090] As described above, in this embodiment, the control unit 140 controls the main engine 21, auxiliary engine 30, and shaft-driven generator 22 based on the current required propeller torque Tp and the current electrical power consumption Pd. According to this structure, by basing the current required propeller torque Tp and the current electrical power consumption Pd on the propeller torque, the required propulsion and power supply in the vessel 1 can be ensured, and the main engine 21, auxiliary engine 30, and shaft-driven generator 22 can operate with appropriate energy output distribution, thus effectively improving the overall fuel consumption rate of the vessel.

[0091] In this embodiment, when the ship's operating point D is included in a second operating region R2, which is outside the first operating region R1, the control unit 140 sets the main engine 21 and auxiliary engine 30 to an operating state and the shaft generator 22 to an idling state. When the operating point D is included in a low power consumption region R1A, the control unit 140 sets the main engine 21 to an operating state, the auxiliary engine 30 to a stopped state, and the shaft generator 22 to a generating state. When the operating point D is included in a high power consumption region R1B, the control unit 140 sets the main engine 21 and auxiliary engine 30 to an operating state and the shaft generator 22 to a generating state. The required propeller torque and power consumption range in the first operating region R1 are set such that the fuel consumption rate of the main engine 21 is better than a predetermined fuel consumption rate benchmark. According to this structure, by setting the shaft-driven generator to power generation mode, the main unit 21 can operate in an operating range with a more favorable fuel consumption rate. Therefore, the fuel consumption rate of the main unit 21 can be improved, and by generating electricity using the main unit 21, which has a better fuel consumption rate than the auxiliary unit 30, the amount of fuel required for power generation can be reduced. Furthermore, even when the power generation Psg of the shaft-driven generator 22 is insufficient based on the current power consumption Pd, the auxiliary unit 30 can be operated to supply power, thus preventing situations of insufficient power.

[0092] In this embodiment, when the operating point D is contained within the low torque and low power consumption region R2A, the control unit 140 sets the main engine 21 to an idling state, the auxiliary engine 30 to an operating state, and the shaft-driven generator 22 to a torque output state. According to this structure, when the propeller torque Tp and power consumption Pd are required to be low, torque is output through the shaft-driven generator 22, thus suppressing the operation of the main engine 21 under low load and suppressing the deterioration of fuel consumption rate.

[0093] In this embodiment, when the operating point D is included in the high torque, low power consumption region R2B, the control unit 140 sets the main engine 21 and auxiliary engine 30 to an operating state and sets the shaft-driven generator 22 to a torque output state. According to this structure, when a large propeller torque Tp and a small power consumption Pd are required, the shaft-driven generator 22 outputs torque, thereby suppressing excessive torque Tm of the main engine 21 and thus suppressing the deterioration of the fuel consumption rate of the main engine 21.

[0094] In this embodiment, when the auxiliary machine 30 is in operation and the shaft-driven generator 22 is generating electricity, if the power consumption Pd is relatively low, the control unit 140 makes the proportion of the power generation Psg of the shaft-driven generator 22 in the total power generation (Pdg+Psg) of the auxiliary machine 30 and the shaft-driven generator 22 larger than that proportion if the power consumption Pd is relatively high. According to this structure, when the power consumption Pd is low, the shaft-driven generator 22 is preferentially powered, thus suppressing the auxiliary machine 30 from operating in low-load areas with poor fuel consumption rates, thereby improving fuel consumption rates.

[0095] The following describes variations of the implementation method.

[0096] The aforementioned thresholds and constants are preset with consideration of the fuel consumption rate performance, transient response / misfire, and risk of deflagration of the main unit 21. However, they can also be adjusted or changed while monitoring the actual operating status of the main unit 21 and 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.

[0097] In the implementation, the use of Figure 6 The mapping shown is an example of determining the power generation ratio of the shaft-driven generator 22 to the auxiliary machine 30, but it is not limited to this; the vertical axis, horizontal axis, and plotted values ​​can be appropriately changed. For example... Figure 7 As shown, a mapping can also be used where the vertical axis is set to the power consumption Pd and the horizontal axis is set to the required propeller torque Tp.

[0098] In the implementation method, by executing Figure 3 The process shown controls the shaft generator 22, but is not limited to this. For example, the main engine 21, auxiliary engine 30, and shaft generator 22 can also be controlled based on the output data of a computational model. This computational model includes at least the current required propeller torque and the ship's power consumption as input data, and includes the torque Tm of the main engine 21, the power generation Pdg of the auxiliary engine 30, and the torque Tsg or power generation Psg of the shaft generator 22 as output data. This computational model can also be a learned model obtained, for example, through machine learning based on neural networks.

[0099] Second Implementation Method

[0100] The second embodiment of the present invention will now be described. In the accompanying drawings and description of the second embodiment, structural elements and components that are the same as or equivalent to those in the first embodiment are labeled with the same reference numerals. Descriptions that are repeated in the first embodiment are appropriately omitted; the focus is on describing structures that differ from the first embodiment.

[0101] Figure 8This is a block diagram schematically illustrating the second embodiment of the vessel 1. The AC power grid of the vessel 1 in 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 the like, 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 is installed on the battery 44 to detect the SOC (state of charge) of 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 104.

[0102] Figure 9 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.

[0103] Figure 10 This is a flowchart illustrating the processing S200 of the ECU 100 according to the second embodiment. Figure 11 Except for the aspects specifically mentioned, steps S201 to S205 are the same as... Figure 3 Steps S101 to S105 are basically the same, so sometimes the explanation of repeated content is omitted.

[0104] In step S201, the acquisition unit 110 acquires the current rotational speed Ne of the main engine 21, the current rotational speed Np of the propeller 23, the target rotational speed, the current power consumption Pd of the ship, and the state of charge (SOC). The acquisition unit 110 supplies the acquired current rotational speed Ne of the main engine 21, the target rotational speed, and the SOC to the calculation unit 120, and supplies the acquired current rotational speed Ne of the main engine 21, the current rotational speed Np of the propeller 23, and the current power consumption Pd to the operation mode determination unit 130.

[0105] After step S202, in step S203, the operation mode determination unit 130 determines the operation mode of the main engine 21, auxiliary engine 30 and shaft-driven generator 22 based on the current rotational speed Ne, the current required propeller torque Tp and the power consumption Pd.

[0106] Figure 11The relationship between the propeller torque Tp, electrical power consumption Pd, and operating mode is illustrated in the second embodiment. For example... Figure 11 As shown, in the second embodiment, the second operating region includes not only regions R2A and R2B, but also an extremely low torque and extremely low power consumption region R2C. The range of required propeller torque in this extremely low torque and extremely low power consumption region R2C is set to be lower than the lower limit value TpR2 of the required propeller torque in the low torque and low power consumption region R2A, and the range of power consumption in this extremely low torque and extremely low power consumption region R2C is set to be lower than the extremely low power consumption reference value PrVL, which is less than the second power consumption reference value Pr2. In the extremely low torque and extremely low power consumption region R2C, operation is performed in a sixth mode. The sixth mode is an operating mode envisioned for navigating the ship at low speeds, such as in a harbor. In the sixth mode, when the SOC of battery 44 is greater than a threshold, the main engine 21 is in an idling state, the auxiliary engine 30 is in a stopped state, and the shaft-driven generator 22 is in a torque output state. In the sixth mode, the consumed electrical power Pd (including the power used to drive the generator 22 on the drive shaft) is entirely supplied by the battery 44, which suppresses fuel consumption and thus improves the fuel efficiency. Furthermore, since the main unit 21 and auxiliary unit 30 can be stopped, very quiet operation is possible.

[0107] In step S204, the calculation unit 120 calculates the torque and power generation of the main unit 21, auxiliary unit 30, and shaft-driven generator 22, and the charging or discharging amount of the battery 44 based on the determination result of the operating mode. Here, using Figure 12 The calculation method for step S204 when the operating mode is either the first mode or the fourth mode will be explained. In the first mode or the fourth mode, the calculation method is as follows: Figure 12 Calculate the battery's charge amount Pc, discharge amount Pb, and the auxiliary machine 30's power generation Pdg as explained below.

[0108] In step S301, the calculation unit 120 determines whether the consumed electrical power Pd is less than Pgm. Furthermore, in the fourth mode, the consumed electrical power Pd also includes the power required to generate torque by the shaft-driven generator 22. Here, Pgm is the electrical power obtained by considering a predetermined power generation margin m based on the maximum power generation Pdgmax of the auxiliary machine 30, and is expressed by the following equation (11).

[0109] Pgm=Pdgmax / m Equation (11)

[0110] The power generation capacity m is preset based on factors such as ship type, equipment specifications, operating method, and the magnitude of rapid fluctuations in power consumption. If the power consumption Pd is less than Pgm (S301 "Yes"), step S204 proceeds to step S302.

[0111] In step S302, the calculation unit 120 determines whether the SOC is less than the low SOC reference value E. L When the SOC is less than the low SOC baseline value E L If the condition is "Yes" in S302, step S204 proceeds to step S303.

[0112] In step S303, the calculation unit 120 calculates a provisional value Pc1 for the electrical power (hereinafter referred to as "battery charge") charged to the battery 44 based on the SOC. Figure 13 The calculation method for the provisional value Pc1 of the charge capacity of battery 44 will be explained. Figure 13 The diagram shows a mapping between SOC and the provisional value Pc1, where the amount of charge on battery 44 decreases as SOC increases. The calculation unit 120 uses... Figure 13 The provisional value Pc1 of the charge amount of battery 44 is calculated using the mapping. Alternatively, for example, the provisional value Pc1 of the charge amount of battery 44 can be calculated in a linear or non-linear manner as the SOC increases, or in a stepwise manner as the SOC increases.

[0113] In step S304, the calculation unit 120 determines whether (Pc1+Pd) is less than Pgm. If (Pc1+Pd) is less than Pgm (S304 indicates "Yes"), step S204 proceeds to step S305.

[0114] In step S305, the calculation unit 120 uses the following formulas (12) and (13) to calculate the charge amount Pc of the battery 44 and the power generation Pdg of the auxiliary machine 30.

[0115] Pc = Pc1 Equation (12)

[0116] Pdg=Pc+Pd Equation (13)

[0117] When returning to step S304, if (Pc1+Pd) is not less than Pgm (S304 "No"), step S204 proceeds to step S306. In step S306, the calculation unit 120 uses the following equations (14) and (15) to calculate the charge amount Pc of the battery 44 and the power generation Pdg of the auxiliary machine 30.

[0118] Pc = Pgm - Pd (Equation 14)

[0119] Pdg = Pgm (Equation 15)

[0120] When returning to step S301 or S302, if the consumed electrical energy Pd is not less than Pgm ("No" in S301) or if the SOC is not less than the low SOC reference value E L If the condition is "No" in S302, step S204 proceeds to step S307. In step S307, the calculation unit 120 determines whether the SOC is less than the high SOC reference value E. H High SOC baseline value E H Greater than the low SOC benchmark value E L The SOC is not less than the high SOC benchmark value E. H If the condition is "No" in S307, step S204 proceeds to step S308.

[0121] In step S308, the calculation unit 120 uses the following formula (16) to calculate the electrical power (hereinafter referred to as "discharge amount of battery 44") Pb discharged by battery 44 and the power generation Pdg of auxiliary machine 30.

[0122] Pd = Pb + Pdg Equation (16)

[0123] Here, the discharge amount Pb of battery 44 and the power generation Pdg of auxiliary machine 30 are calculated according to the allocation or ratio corresponding to the power consumption Pd. For example Figure 14 As shown, the discharge amount Pb of battery 44 and the power generation amount Pdg of auxiliary machine 30 are calculated in such a way that the sum of the discharge amount Pb of battery 44 and the power generation amount Pdg of auxiliary machine 30 increases as the power consumption Pd increases.

[0124] When returning to step S307, the SOC is less than the high SOC reference value E. H If the condition is met (S307 "Yes"), step S204 proceeds to step S309. In step S309, the calculation unit 120 determines whether the consumed electrical power Pd is less than the maximum fuel consumption rate power generation Pdgbest of the auxiliary machine 30. The optimal fuel consumption rate power generation Pdgbest of the auxiliary machine 30 is the power generation when the fuel consumption rate of the auxiliary machine 30 is optimal, and is predetermined based on the specifications of the auxiliary machine 30. If the consumed electrical power Pd is less than the maximum fuel consumption rate power generation Pdgbest of the auxiliary machine 30 (S309 "Yes"), step S204 proceeds to step S310.

[0125] In step S310, the calculation unit 120 uses the following formulas (17) and (18) to calculate the charge amount Pc of the battery 44 and the power generation Pdg of the auxiliary machine 30.

[0126] Pc=Pdgbest-Pd Formula (17)

[0127] Pdg = Pdgbest (Equation 18)

[0128] When returning to step S309, if the power consumption Pd is not less than the maximum fuel consumption rate of the auxiliary machine 30 and the power generation Pdgbest (S309 "No"), step S204 proceeds to step S311. In step S311, the calculation unit 120 uses the following equations (19) and (20) to calculate the charge amount Pc of the battery 44 and the power generation Pdg of the auxiliary machine 30.

[0129] Pc = 0 Equation (19)

[0130] Pdg = Pd (Equation 20)

[0131] After steps S305, S306, S308, S310, and S311, the processing of step S204 in the first mode or the fourth mode ends.

[0132] Next, use Figure 15 The calculation method for the second operating mode in step S204 will be explained.

[0133] In step S401, the calculation unit 120 calculates the maximum torque Tmmax of the main unit 21 based on the current rotational speed Ne of the main unit 21. Figure 16 The calculation method for the maximum torque Tmmax of the main unit 21 will be explained. Figure 16 The diagram shows a mapping that establishes the relationship between rotational speed Ne and maximum torque Tmmax. The calculation unit 120 uses... Figure 16 The mapping is used to calculate the maximum torque Tmmax of the host 21.

[0134] In step S402, the calculation unit 120 determines whether the consumed electrical power Pd is less than Psm. Here, Psm is the electrical power obtained by taking into account the specified power generation margin m based on the maximum power generation Psgmax of the shaft-driven generator, and is expressed by the following formula (21).

[0135] Psm=Psgmax / m Equation (21)

[0136] The maximum power output Psgmax of the shaft-driven generator 22 is expressed by equation (22).

[0137] Psgmax=(Tmmax-Tp)*ηsg*Ne / C Formula (22)

[0138] If the power consumption Pd is less than Psm (S402 "Yes"), step S204 proceeds to step S403.

[0139] In step S403, the calculation unit 120 determines whether the SOC is less than the low SOC reference value E. LWhen the SOC is less than the low SOC baseline value E L If the condition is "Yes" in S403, then proceed to step S404 in step S204.

[0140] In step S404, the calculation unit 120 calculates a provisional value Pc1 for the charge level of the battery 44 based on the SOC. Step S404 is the same as step S303 described above, so its description is omitted.

[0141] In step S405, the calculation unit 120 determines whether (Pc1+Pd) is less than Psm. If (Pc1+Pd) is less than Psm (S405 indicates "Yes"), step S204 proceeds to step S406.

[0142] In step S406, the calculation unit 120 uses the following formulas (23) and (24) to calculate the charge amount Pc of the battery 44 and the power generation amount Psg of the shaft-driven generator 22.

[0143] Pc = Pc1 Equation (23)

[0144] Psg=Pc+Pd Equation (24)

[0145] When returning to step S405, if (Pc1+Pd) is not less than Psm (S405 is "No"), step S204 proceeds to step S407. In step S407, the calculation unit 120 uses the following equations (25) and (26) to calculate the charge amount Pc of the battery 44 and the power generation Psg of the shaft-driven generator 22.

[0146] Pc = Psm - Pd (Equation 25)

[0147] Pdg = Psm (Equation 26)

[0148] After step S406 or S407, in step S408, the calculation unit 120 uses the following formula (27) to calculate the torque Tm of the host 21.

[0149] Tm=Tp+Psg / ηsg / Ne*C Equation (27)

[0150] When returning to step S403, the SOC is not less than the low SOC baseline value E. L If the condition is "No" in S403, step S204 proceeds to step S409. In step S409, the calculation unit 120 determines whether the SOC is less than the high SOC reference value E. H Step S409 is the same as step S307 described above. The SOC is not less than the high SOC reference value E. H If the condition is "No" in S409, step S204 proceeds to step S410.

[0151] In step S410, the calculation unit 120 uses the following formula (28) to calculate the discharge amount Pb of the battery 44 and the power generation amount Psg of the shaft-driven generator 22.

[0152] Pd = Pb + Psg (Equation 28)

[0153] Here, the discharge amount Pb of battery 44 and the power generation amount Psg of shaft-driven generator 22 are calculated according to the allocation or ratio corresponding to the power consumed Pd. For example Figure 17 As shown, when the power consumption Pd is less than or equal to the power consumption reference value Pdr, the power generation Psg of the shaft-driven generator 22 is calculated in a way that the power generation Psg of the shaft-driven generator 22 increases proportionally to the power consumption Pd. When the power consumption Pd is greater than the power consumption reference value Pdr, the power generation Psg of the shaft-driven generator 22 is calculated by setting the power generation Psg of the shaft-driven generator 22 to a constant value (maximum value). Furthermore, when the power consumption Pd is less than or equal to the power consumption reference value Pdr, the discharge amount Pb of the battery 44 is calculated by setting the discharge amount Pb of the battery 44 to 0 and not discharging. When the power consumption Pd is greater than the power consumption reference value Pdr, the discharge amount Pb of the battery 44 is calculated in a way that the discharge amount Pb of the battery 44 increases proportionally to the power consumption Pd.

[0154] After step S410, step S204 proceeds to step S408 as described above.

[0155] When returning to step S409, the SOC is less than the high SOC reference value E. H If the condition is met (S409 "Yes"), step S204 proceeds to step S411. In step S411, the calculation unit 120 determines whether the required propeller torque Tp is less than the optimal fuel consumption rate torque Tmbest of the main engine 21. The optimal fuel consumption rate torque Tmbest of the main engine 21 is the torque when the fuel consumption rate of the main engine 21 is optimal, and it is predetermined based on the specifications of the main engine 21. If the required propeller torque Tp is less than the optimal fuel consumption rate torque Tmbest of the main engine 21 (S411 "Yes"), step S204 proceeds to step S412.

[0156] In step S412, the calculation unit 120 uses the following formulas (29) to (31) to calculate the torque of the host 21, the charge amount Pc of the battery 44, the torque Tm of the host, and the power generation Psg of the shaft-driven generator 22.

[0157] Pc = Psg - Pd (Equation 29)

[0158] Tm = Tmbest (Equation 30)

[0159] Psg=(Tm-Tp)*ηsg*Ne / C Formula (31)

[0160] When returning to step S402, if the power consumption Pd is not less than Psm (S402 is "No"), step S204 proceeds to step S413. Alternatively, when returning to step S411, if the propeller torque Tp is required to be not less than the optimal fuel consumption rate torque Tmbest of the main engine 21 (S411 is "No"), step S204 proceeds to step S413. In step S413, the calculation unit 120 uses the following equations (32) to (34) to calculate the charge amount Pc, discharge amount Pb of the battery 44, and the power generation Psg of the shaft-driven generator 22.

[0161] Pc = 0 Equation (32)

[0162] Pb=0 Formula (33)

[0163] Pd = Psg (Equation 34)

[0164] As shown in equations (32) to (34), the battery 44 is not charged or discharged, and the power generated by the shaft generator 22, Psg, is used to provide the power consumed, Pd.

[0165] After step S413, step S204 proceeds to step S408 as described above.

[0166] After step S408 or S412, the processing of step S204 in the second mode ends.

[0167] Next, use Figure 18 The calculation method for the third operating mode in step S204 will be explained.

[0168] In step S501, the calculation unit 120 calculates the maximum torque Tmmax of the main unit 21 based on the current rotational speed Ne of the main unit 21. Step S501 is the same as step S401 described above, so its description is omitted.

[0169] In step S502, the calculation unit 120 determines whether the consumed electrical power Pd is less than Pm. Here, Pm is the electrical power obtained by taking into account the maximum power generation Psgmax of the shaft generator 22 and the maximum power generation Pdgmax of the auxiliary machine 30, and taking into account the specified power generation margin m, and is expressed by the following formula (35).

[0170] Pmn=(Psgmax+Pdgmax) / m Equation (35)

[0171] The maximum power output Psgmax of the shaft-driven generator 22 is expressed by the above formula (22), and the maximum power output Pdgmax of the auxiliary machine 30 is predetermined as described above. If the power consumption Pd is less than Pm ("Yes" in S502), step S204 proceeds to step S503.

[0172] In step S503, the calculation unit 120 determines whether the SOC is less than the extremely low SOC reference value E. VL When the SOC is less than the extremely low SOC benchmark value E VL If the condition is "Yes" in S503, then step S204 proceeds to step S504.

[0173] In step S504, the calculation unit 120 uses the following formulas (36) to (38) to calculate the battery charge Pc, the auxiliary machine 30 power generation Pdg, and the shaft-driven generator 22 power generation Psg.

[0174] Pc = Pm - Pd (Equation 36)

[0175] Pdg = Pgm (Equation 37)

[0176] Psg = Psm (Equation 38)

[0177] Pgm and Psm are as described in equations (11) and (21), respectively.

[0178] In step S505, the calculation unit 120 uses the following formula (39) to calculate the torque Tm of the host 21.

[0179] Tm=Tp+Psg / ηsg / Ne*C Equation (39)

[0180] When returning to step S503, the SOC is not less than the extremely low SOC baseline value E. VL If the condition is "No" in S503, step S204 proceeds to step S506.

[0181] In step S506, the calculation unit 120 determines whether the SOC is less than the low SOC reference value E. L When the SOC is less than the low SOC baseline value E L If the condition is "Yes" in S506, step S204 proceeds to step S507.

[0182] In step S507, the calculation unit 120 calculates a provisional value Pc1 for the charge level of the battery 44 based on the SOC. Step S507 is the same as step S303 described above, so its description is omitted.

[0183] In step S508, the calculation unit 120 determines whether (Pc1+Pd) is greater than Pm. If (Pc1+Pd) is greater than Pm (S508 "Yes"), step S204 proceeds to step S504. If (Pc1+Pd) is not greater than Pm (S508 "No"), step S204 proceeds to step S509.

[0184] In step S509, the calculation unit 120 uses the following formulas (40) and (41) to calculate the battery charge Pc, the power generation Psg of the shaft-driven generator 22, and the power generation Pdg of the auxiliary machine 30.

[0185] Pc = Pc1 Equation (40)

[0186] Pc + Pd = Psg + Pdg Equation (41)

[0187] Here, the power generation Psg of the shaft-driven generator 22 and the power generation Pdg of the auxiliary machine 30 are calculated. For example, the parameter Pd in ​​the curve is replaced with Pd+Pc. Figure 6 The mapping is based on (Pd+Pc) and the required propeller torque to calculate Psg and Pdg to optimize the power generation ratio. After step S509, step S204 proceeds to step S505 as described above.

[0188] When returning to step S506, the SOC is not less than the low SOC baseline value E. L If the condition is "No" in S506, step S204 proceeds to step S510. In step S510, the calculation unit 120 determines whether the SOC is less than the high SOC reference value E. H Step S510 is the same as step S307 described above. The SOC is not less than the high SOC reference value E. H If the condition is "No" in S510, step S204 proceeds to step S511.

[0189] In step S511, the calculation unit 120 uses the following formulas (42) and (43) to calculate the discharge amount Pb of the battery 44, the power generation amount Psg of the shaft-driven generator 22, and the power generation amount Pdg of the auxiliary machine 30.

[0190] Pd = Psg + P' Equation (42)

[0191] P' = Pb + Pdg (Equation 43)

[0192] Here, P' is the total electrical force of the discharge quantity Pb ​​and the power generation quantity Pdg of the auxiliary machine 30. In equation (42), the power generation quantity Pdg of the auxiliary machine 30 on the vertical axis is replaced with the total electrical force P'. Figure 6The mapping is used to optimize the power generation ratio of the shaft-driven generator 22's output Psg to the total power P'. Additionally, the power consumption Pd of the horizontal axis is replaced with P'. Figure 14 The distribution of the discharge amount Pb in the total electrical power P' and the power generation amount Pdg of the auxiliary machine 30 is determined as described above. After step S511, step S204 proceeds to step S505 as described above.

[0193] When returning to step S502 or S510, if the consumed electrical energy Pd is not less than Pm ("No" in S502) or if the SOC is less than the high SOC reference value E H If the condition is "Yes" in S510, step S204 proceeds to step S512. In step S512, the calculation unit 120 uses the following formulas (44) to (46) to calculate the charge amount Pc, discharge amount Pb of the battery 44, the power generation amount Psg of the shaft-driven generator 22, and the power generation amount Pdg of the auxiliary machine 30.

[0194] Pc = 0 Equation (44)

[0195] Pb=0 Formula (45)

[0196] Pd = Psg + Pdg (46)

[0197] As shown in equations (44) to (46), without charging and discharging the battery 44, the power generated by the shaft-driven generator 22 (Psg) and the power generated by the auxiliary machine 30 (Pdg) is used to provide the consumed electrical power Pd. Here, using Figure 6 The mapping is used to optimize the power generation ratio of the generator output Psg of the shaft generator 22 to the power generation output Pdg of the auxiliary machine 30, as described above.

[0198] After step S512, step S204 proceeds to step S505 as described above.

[0199] After step S505, the processing of step S204 in the third mode ends.

[0200] In the second embodiment, the increase or decrease in power generation and torque in the shaft-driven generator 22 can be set with a margin corresponding to the energy storage / discharge capacity of the battery 44. Therefore, the degradation of fuel consumption rate can be suppressed more effectively.

[0201] In the second embodiment, the control unit 140 controls at least one of the power generation of the auxiliary engine 30 and the shaft generator 22, as well as the charging amount Pc or discharging amount Pb of the battery 44, based on the current power consumption Pd and the state of charge (SOC) of the battery 44. According to this structure, the power supply within the ship from the battery 44, the auxiliary engine 30, and the shaft generator 22 can be appropriately controlled, thus improving fuel efficiency.

[0202] In the second embodiment, when the operating point D is contained within the extremely low torque and extremely low power consumption region R2C and the SOC of the battery 44 is greater than a threshold, the control unit 140 sets the main engine 21 to an idling state, the auxiliary engine 30 to a stopped state, and the shaft generator 22 to a torque output state. According to this structure, the propulsion force of the ship 1 is generated using the power supply from the battery 44 to the shaft generator 22, and since the power consumption Pd, including the power supply from the battery 44 to the shaft generator 22, is entirely provided by the battery 44, fuel consumption can be suppressed, and the fuel consumption rate can be improved. Furthermore, since the main engine 21 and auxiliary engine 30 can be stopped, very quiet operation is possible.

[0203] In the case of using the above-described computational model (learned model) to control the shaft-driven generator 22 as a variation of the second embodiment, the model may also include the SOC of the battery 44 as input data, and may also include the charge amount Pc or discharge amount Pb of the battery 44 as output data.

[0204] In this implementation, the number of auxiliary units 30 is not considered; however, even with multiple auxiliary units 30, the power generation ratio of each auxiliary unit 30 can be determined. Figure 19 This section will illustrate the method for determining the power generation ratio of each auxiliary machine with an example. Figure 19 The following explanation uses three auxiliary units 30A, 30B, and 30C as an example. When the power consumption Pd is so small that it can be provided by the power generated by one auxiliary unit, the power generation of only auxiliary unit 30A is increased proportionally to the power consumption Pd. When the power consumption Pd exceeds, for example, 33% of the total power generated by all auxiliary units 30, and cannot be provided by the power generation of one auxiliary unit, auxiliary unit 30B is also made to generate power in addition to auxiliary unit 30A, auxiliary unit 30A is made to generate power at 100% output, and the power generation of the second auxiliary unit 30B is increased proportionally to the power consumption Pd. If the power consumption Pd exceeds, for example, 66% of the total power generated by each auxiliary machine 30, and cannot be supplied by the power generation of the two auxiliary machines, then auxiliary machine 30C is further made to generate power, while auxiliary machines 30A and 30B generate power at 100% output, and the power generation of the third auxiliary machine 30C is increased proportionally to the power consumption Pd. Here, when multiple auxiliary machines 30 are provided, having the output of each auxiliary machine 30 at the same level will result in a better fuel consumption rate. In this way, by making the auxiliary machines 30 generate power sequentially, for example, multiple auxiliary machines 30 can be made to operate at the same level of output using 100% output, and the power generation of other auxiliary machines 30 can be adjusted according to the power consumption Pd, thereby improving the fuel consumption rate.

[0205] Figure 4, Figure 6 , Figure 7 , Figure 11 , Figure 13 , Figure 14 , Figure 16 , Figure 17 , Figure 19 The graphs and mappings are merely examples. As long as the specifications and usage of the host 21 are considered and appropriate settings are made through experiments, etc., it is sufficient.

[0206] 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 combine the advantages of both the combined embodiments and modifications.

[0207] In the embodiments disclosed in this specification, an embodiment comprising multiple objects may integrate these multiple objects; conversely, an embodiment comprising a single object may be divided into multiple objects. Whether integrated or not, the configuration is sufficient to achieve the purpose of the invention. In the embodiments disclosed in this specification, an embodiment in which multiple functions are distributed may integrate some or all of these multiple functions; conversely, an embodiment in which multiple functions are integrated may distribute some or all of these multiple functions. Whether the functions are integrated or distributed, the configuration is sufficient to achieve the purpose of the invention.

[0208] Explanation of reference numerals in the attached figures

[0209] 1: Ship; 10: Command bell; 20: Propulsion generating device; 21: Main engine; 22: Shaft-driven generator; 23: Propeller; 30: Auxiliary machinery; 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: Operation mode determination unit; 140: Control unit; 150: Storage unit.

Claims

1. A ship control device, comprising: The main engine, which generates propulsion force to propel the ship; Auxiliary machinery, which generates electricity to supply the ship's main line; A shaft-driven generator, connected to the output shaft of the main engine, is capable of selectively generating electricity supplied to the ship's internal busbars by rotation of the output shaft, and generating propulsion force for propelling the ship based on the output torque of the electricity supplied via the ship's internal busbars. The rotation speed acquisition unit acquires the current rotation speed of the host and the target rotation speed of the host; A power consumption acquisition unit acquires the current power consumption within the vessel. The calculation unit, based on the current rotational speed and the target rotational speed, calculates the required propeller torque, which is the torque required on the ship's propeller to make the main engine's rotational speed reach the target rotational speed; and The control unit controls the main engine, the auxiliary engine, and the shaft generator based on the ship's operating point determined by the required propeller torque and the consumed electrical power.

2. The ship control device according to claim 1, wherein, When the operating point is included in a second operating region outside the first operating region, the control unit sets the main unit and the auxiliary unit to operating state, and sets the shaft-driven generator to idling state. The required propeller torque and the range of electrical power consumption in the first operating region are set such that the fuel consumption rate of the main engine is better than a predetermined fuel consumption rate benchmark. The first operating area includes a low power consumption area and a high power consumption area. The power consumption range of the low power consumption area is set to be lower than a first power consumption reference value, and the power consumption range of the high power consumption area is set to be the same as or higher than the first power consumption reference value. When the operating point is located within the low-power consumption region, the control unit sets the main unit to operating mode, the auxiliary unit to stop mode, and the shaft-driven generator to power generation mode. When the operating point is located within the high power consumption region, the control unit sets the main unit and the auxiliary unit to operating state, and sets the shaft-driven generator to power generation state.

3. The ship control device according to claim 1 or 2, wherein, The required propeller torque and the range of electrical power consumption in the first operating region are set such that the fuel consumption rate of the main engine is better than a predetermined fuel consumption rate benchmark. The second operating region, located outside the first operating region, includes a low-torque, low-power-consumption region. The required propeller torque range of this low-torque, low-power-consumption region is set to be lower than a first torque reference value, and the power consumption range of this low-torque, low-power-consumption region is set to be lower than a second power consumption reference value. When the operating point is included in the low torque and low power consumption region, the control unit sets the main unit to an idle state, the auxiliary unit to an operating state, and the shaft-driven generator to a torque output state that enables the shaft-driven generator to output torque.

4. The ship control device according to claim 3, wherein, The vessel is equipped with a battery, which is connected to the ship's internal busbar and is configured to be able to charge and discharge. The second operating region includes an extremely low torque and extremely low power consumption region. The range of required propeller torque in the extremely low torque and extremely low power consumption region is set to be lower than the lower limit of the required propeller torque in the low torque and low power consumption region, and the range of power consumption in the extremely low torque and extremely low power consumption region is set to be lower than an extremely low power consumption reference value, wherein the extremely low power consumption reference value is less than the second power consumption reference value. When the operating point is contained within the extremely low torque and extremely low power consumption region and the battery charging rate is greater than a threshold, the control unit sets the main unit to an idling state, sets the auxiliary machine to a stop state, and sets the shaft-driven generator to a torque output state that enables the shaft-driven generator to output torque.

5. The ship control device according to claim 1 or 2, wherein, The required propeller torque and the range of electrical power consumption in the first operating region are set such that the fuel consumption rate of the main engine is better than a predetermined fuel consumption rate benchmark. The second operating region, located outside the first operating region, includes a high-torque, low-power-consumption region. The required propeller torque range of this high-torque, low-power-consumption region is set to be higher than a second torque reference value, and the power consumption range of this high-torque, low-power-consumption region is set to be lower than a third power consumption reference value. When the operating point is included in the high torque and low power consumption region, the control unit sets the main unit and the auxiliary unit to the operating state, and sets the shaft-driven generator to the torque output state that enables the shaft-driven generator to output torque.

6. The ship control device according to claim 1 or 2, wherein, When the auxiliary machine is in operation and the shaft-driven generator is in power generation mode, if the power consumption is relatively high, the control unit makes the proportion of the power generation of the auxiliary machine in the total power generation of the auxiliary machine and the shaft-driven generator larger than the proportion if the power consumption is relatively low.

7. The ship control device according to claim 1 or 2, wherein, The vessel is equipped with a battery, which is connected to the ship's internal busbar and is configured to be able to charge and discharge. The control unit controls at least one of the power generation of the auxiliary machine and the shaft-driven generator, as well as the charging or discharging amount of the battery, based on the power consumption and the charging rate of the battery.

8. The ship control device according to claim 1, wherein, The control unit controls the main engine, the auxiliary engine, and the shaft-driven generator based on the output data of the learned model. The learned model includes the current required propeller torque and the power consumption as input data, and includes the torque of the main engine, the power generation of the auxiliary engine, and the torque or power generation of the shaft-driven generator as output data.

9. The ship control device according to claim 8, wherein, The vessel is equipped with a battery, which is connected to the ship's internal busbar and is configured to be able to charge and discharge. The input data also includes the battery's charge rate, and the output data also includes the electrical force being charged into the battery or the electrical force being discharged from the battery.

10. A method for controlling a ship, the ship comprising: The main engine, which generates propulsion force to propel the ship; Auxiliary machinery, including an auxiliary engine and an auxiliary generator, wherein the auxiliary generator generates electricity supplied to the ship's mainline by being driven by the auxiliary engine; as well as A shaft-driven generator, connected to the output shaft of the main engine, is capable of selectively generating electricity supplied to the ship's internal busbars via rotation of the output shaft, and generating propulsion force for propelling the ship based on the output torque of the electricity supplied via the ship's internal busbars. The control method includes the following steps: Obtain the current rotation speed and the target rotation speed of the host; Obtain the current electrical power consumption within the vessel; The required propeller torque is calculated based on the current rotational speed and the target rotational speed; the required propeller torque is the torque required to make the main engine's rotational speed reach the target rotational speed; and The main engine, the auxiliary engine, and the shaft-driven generator are controlled based on the ship's operating point, which is determined by the required propeller torque and the consumed electrical power.

11. A computer program product comprising a ship control program, said ship having: The main engine, which generates propulsion force to propel the ship; Auxiliary machinery, including an auxiliary engine and an auxiliary generator, wherein the auxiliary generator generates electricity supplied to the ship's mainline by being driven by the auxiliary engine; as well as A shaft-driven generator, connected to the output shaft of the main engine, is capable of selectively generating electricity supplied to the ship's internal busbars via rotation of the output shaft, and generating propulsion force for propelling the ship based on the output torque of the electricity supplied via the ship's internal busbars. The ship's control program is used to cause the computer to perform the following steps: Obtain the current rotation speed and the target rotation speed of the host; Obtain the current electrical power consumption within the vessel; The required propeller torque is calculated based on the current rotational speed and the target rotational speed. The required propeller torque is the torque required to make the rotational speed of the main engine reach the target rotational speed. as well as The main engine, the auxiliary engine, and the shaft-driven generator are controlled based on the ship's operating point, which is determined by the required propeller torque and the consumed electrical power.

12. A computer-readable storage medium storing a computer program that, when executed by a processor, performs the ship control method according to claim 10.

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